Door latch device

Abstract

The invention provides a door latch device. The purpose of the present invention is to enable an unlockable state to be released with excellent operability even if an unlockable state occurs while ensuring safety and theft prevention. A door latch device (1) is provided with a latch mechanism (20), an electric release mechanism (40), a manual release mechanism (60), a cancellation mechanism (100), and an in-vehicle operation invalidation mechanism (200). The cancelling mechanism (100) is provided independently from the motor (41), and releases the connection state between the first lever (51) and the second lever (52) by the operating force of the inner handle (3) transmitted via the inner lever (61) of the manual releasing mechanism (60), and allows the second lever (52) to retreat from a predetermined position. The in-vehicle operation invalidation mechanism (200) selectively switches between a setting state in which the operation force of the inner handle (3) cannot be transmitted to the latch mechanism (20) and a reset state in which the operation force of the inner handle (3) can be transmitted to the latch mechanism (20).

Description

Technical Field

[0001] This invention relates to a door latch device for installation on a vehicle door. Background Technology

[0002] Among the door latch devices installed on vehicle doors, there is a known electrically operated latch device (also called an electronic lock) that can release the engagement of the latch mechanism and the striker using the driving force of a motor. In the electrically operated latch device, in addition to the electrically operated engagement and disengagement mechanism, as a countermeasure in case the motor cannot be driven due to power failure, a mechanical engagement and disengagement mechanism is provided that can release the engagement of the latch mechanism and the striker by manual operation of a handle or the like.

[0003] Regarding the engagement and disengagement mechanism of such machinery, for example, Patent Document 1 describes a latch device that, from the perspective of security and anti-theft, is configured to prevent the latch from disengaging from the striker even if the interior door handle inside the vehicle is manually operated. Furthermore, Patent Document 2 describes a door lock device that includes a mechanism such that, by placing the movable lever in a locked position, not only the interior door handle inside the vehicle but also the exterior door handle outside the vehicle will be prevented from disengaging when manually operated.

[0004] Furthermore, in electric latch devices, if the motor cannot drive the latch mechanism when the electric engagement release mechanism is operating to move the latch mechanism from the locked state to the unlocked state, the latch mechanism remains in a state where it cannot engage with the striker (also known as the non-locking state), and the door may not be able to close.

[0005] In the door lock device described in Patent Document 2, a cancellation mechanism is provided as a countermeasure against the situation where the door cannot be locked. When the inner door handle is operated, the movable rod rotates, and the connection between the release rod and the cancellation rod is released by the cancellation pin, which can change the door from the open state to the closed state.

[0006] Existing technical documents

[0007] Patent documents

[0008] Patent Document 1: Japanese Patent No. 4617588

[0009] Patent Document 2: Japanese Patent No. 7035709 Summary of the Invention

[0010] The problem the invention aims to solve

[0011] In Patent Document 2, the aforementioned movable lever has a gear engagement hole through which a gear protrusion extends, and this gear protrusion is formed in the gear of the electric operating mechanism. The movable lever moves between a locked position and an unlocked position by rotating the gear, thus also functioning as a locking mechanism. If the door handle is operated while the motor is in a non-driveable state, the movable lever operates with the gear protrusion of the fixed gear in contact with the gear engagement hole of the movable lever, resulting in high frictional resistance, which is problematic from an operability point of view.

[0012] In addition, it is also desirable to implement a mechanism that can be operated more easily to release the aforementioned non-locking state, while preventing the door from being accidentally opened by operating the handle located inside the vehicle, thereby ensuring safety and theft prevention.

[0013] This invention provides a door latch device that ensures security and anti-theft while allowing for easy release of the unclamped state even when it becomes unclamped.

[0014] Solution for solving the problem

[0015] This invention is a door latch device installed in a vehicle door, wherein,

[0016] The latch device includes:

[0017] A latch mechanism having a latch capable of engaging a striker provided on the vehicle body, which is maintained in a closed state relative to the vehicle body by becoming a locked state in which the latch is engaged with the striker;

[0018] An electrically operated release mechanism, which can release the locking state by being driven by a motor; and

[0019] The manual release mechanism allows the locking state to be released manually.

[0020] The electric release mechanism has an electric release lever that actuates according to the drive of the motor.

[0021] The electrically operated release lever has:

[0022] The first lever, which is driven by the motor, moves accordingly; and

[0023] The second lever, when in a connected state that operates in conjunction with the first lever, engages with the latch mechanism to release the locking state.

[0024] The manual release mechanism has an inner lever, which is operated manually via an in-vehicle control unit located inside the carriage.

[0025] The latch device further includes:

[0026] A cancellation mechanism, independently configured relative to the motor, uses the operating force of the in-vehicle operating unit transmitted via the inner rod to release the connection between the first and second rods, allowing the second rod to retract from a predetermined position; and

[0027] The in-vehicle operation invalidation mechanism selectively switches between a set state in which the operating force of the in-vehicle operation unit cannot be transmitted from the manual release mechanism to the latch mechanism, and a reset state in which the operating force of the in-vehicle operation unit can be transmitted from the manual release mechanism to the latch mechanism.

[0028] The effects of the invention

[0029] According to the present invention, since the door latch device has a cancellation mechanism that operates according to manual operation of the in-vehicle operating unit, even if the motor cannot be driven due to power failure, malfunction, or other reasons and the door remains in an unlocked state, the unlocked state can be released by manually operating the in-vehicle operating unit. Therefore, the door can be reliably closed even in emergencies, thus improving anti-theft performance and the reliability of the door latch device. Furthermore, since the cancellation mechanism is provided independently of the motor, it can operate without being affected by the motor being in a fixed state, and the unlocked state can be released with better operability.

[0030] Furthermore, according to the present invention, since an in-vehicle operation invalidation mechanism is provided that selectively switches between a set state in which the operating force of the in-vehicle operating unit cannot be transmitted to the latch mechanism and a reset state in which the operating force of the in-vehicle operating unit can be transmitted to the latch mechanism, the anti-theft and security can be further improved. Attached Figure Description

[0031] Figure 1 This is a right-side side view of a vehicle V equipped with a latch device 1 according to various embodiments of the present invention.

[0032] Figure 2 This is a perspective view of the latch device 1 as seen from the rear and inside the vehicle.

[0033] Figure 3 This is a perspective view of the latch device 1 with the latch mechanism 20 installed before the housing 11 is installed.

[0034] Figure 4 This is a perspective view of the electrical component 80 mounted on the latch device 1.

[0035] Figure 5 This is a diagram obtained by observing the latch mechanism 20 from the rear.

[0036] Figure 6 This is a perspective view of the latch mechanism 20 (fuselage 21 is not shown) obtained from the front view.

[0037] Figure 7 This diagram is obtained by observing the pawl rod 34 and the outer rod 71 from the rear.

[0038] Figure 8 The diagram is obtained by observing the electric release mechanism 40, the manual release mechanism 60, and the cancellation mechanism 100 from the inside of the vehicle.

[0039] Figure 9 This is an exploded perspective view of the elements of the electric release mechanism 40, the manual release mechanism 60, and the cancellation mechanism 100.

[0040] Figure 10 This diagram shows the electric release mechanism 40 (left) and latch mechanism 20 (right) in the standby position.

[0041] Figure 11 This diagram shows the electrically operated release mechanism 40 (left) and latch mechanism 20 (right) that move in the release direction.

[0042] Figure 12 This diagram shows the electrically operated release mechanism 40 (left) and latch mechanism 20 (right) that move in the standby direction.

[0043] Figure 13 This diagram shows the manual release mechanism 60 (left) and the latch mechanism 20 (right) that move in the release direction.

[0044] Figure 14 This diagram shows the manual release mechanism 60 (left) and the latch mechanism 20 (right) that move towards the standby direction.

[0045] Figure 15 This is diagram (1) showing the operation of the cancellation mechanism 100 (left) and the latch mechanism 20 (right) when the non-locking state is released.

[0046] Figure 16 This is diagram (2) showing the operation of the cancellation mechanism 100 (left) and the latch mechanism 20 (right) when the non-locking state is released.

[0047] Figure 17 This is diagram (3) showing the operation of the cancellation mechanism 100 (left) and the latch mechanism 20 (right) when the non-locking state is released.

[0048] Figure 18 The figure is obtained by viewing the in-vehicle operation invalidation mechanism 200 of the second embodiment, which is housed in the space S1 of the outer shell 11, from the inside of the vehicle.

[0049] Figure 19 This is an enlarged view of the in-vehicle operation invalidation mechanism 200 and the manual release mechanism 60.

[0050] Figure 20 This diagram shows the inner rod 61 in the reset state (left figure) and the inner rod 61 in the set state (right figure).

[0051] Figure 21 This is a perspective view of the pawl lever 34 of the second embodiment.

[0052] Figure 22 This diagram illustrates the situation where the latch device 1 is changed from the reset state (top diagram) to the set state (bottom diagram) by the drive of the motor 201.

[0053] Figure 23 This diagram shows the inoperability mechanism 200 (left), pawl lever 34, and outer lever 71 (right) when the latch device 1 is in the set state.

[0054] Figure 24 This diagram shows the in-vehicle operation invalidation mechanism 200 (left figure), pawl lever 34, and outer lever 71 (right figure) of the latch device 1, which is switched to the reset state by manual operation of the lock cylinder 5.

[0055] Figure 25 This is a diagram showing the structure of the in-vehicle operation invalidation mechanism 200 of the third embodiment.

[0056] Figure 26 This diagram illustrates the situation where the latch device 1 is changed from the reset state (top diagram) to the set state (bottom diagram) by the drive of the motor 41.

[0057] Figure 27 This diagram illustrates the situation where the latch device 1 is changed from the set state to the reset state by manually operating the lock cylinder 5.

[0058] Explanation of reference numerals in the attached figures

[0059] 1. Door latch device; 3. Inner handle (in-vehicle operating unit); 5. Lock cylinder (outer operating unit); 7. Mechanical key (prop); 20. Latch mechanism; 24. Latch; 40. Electric release mechanism; 41. Motor; 44. Electric release lever; 51. First lever; 52. Second lever; 60. Manual release mechanism; 61. Inner lever; 62. Cancellation lever; 63. Lock release lever; 71. Outer lever; 100. Cancellation mechanism; 200. In-vehicle operation invalidation mechanism; 201. Motor; 220. Pin operating lever; 225. Pin operating lever; 250. Pin; D. Door; S. Strike pin. Detailed Implementation

[0060] Hereinafter, the latch device of various embodiments of the present invention will be described in detail with reference to the accompanying drawings. The drawings are viewed in the directions indicated by the reference numerals. The latch device illustrated here is a vehicle latch device mounted on the left and right doors (including the front door and the rear door) of an automobile. In the drawings, the front of the vehicle is denoted as Fr, the rear of the vehicle as Rr, the top of the vehicle as U, and the bottom of the vehicle as D. Furthermore, the inner side of the vehicle in the left-right direction (vehicle width direction) is denoted as IN, and the outer side of the vehicle as OUT. In addition, the front, rear, inner side of the vehicle, and outer side of the vehicle in the description are directions based on the fully closed state of the door.

[0061] Figure 1 This is a side view of a vehicle V equipped with a latch device 1 according to various embodiments of the present invention. The latch device 1 is, for example, installed at the rear end of the interior of the door D on the right side of the vehicle V. The latch device 1 is capable of being powered by a motor 41 (see reference 41). Figure 3 The electric latch device, also known as an electronic lock, is used to open door D. The motor 41 is driven by the operation of the car interior switch 2 located inside the car and the car exterior switch 6 located on the exterior handle 9 outside the car.

[0062] The latch device 1 allows door D to be opened manually by user U, without the need for an electric opening operation using motor 41. Specifically, door D can also be opened physically by operating the inner handle 3 (an example of an in-car control unit) located inside the car, or by using the mechanical key 7 to operate the lock cylinder 5 (an example of an external control unit) located outside the car. Furthermore, the opening of door D using the inner handle 3 and the mechanical key 7 is primarily used in emergencies such as power outages or motor 41 malfunctions; normally, door D is opened electrically using the in-car switch 2 and the external switch 6.

[0063] (First Embodiment)

[0064] [Overall structure of the latch mechanism]

[0065] Next, the latch device 1 of the first embodiment will be described. For example... Figure 2 and Figure 3As shown, the latch device 1 includes: a housing 11 formed of synthetic resin or the like; a latch mechanism 20 that holds the door D in a closed state relative to the vehicle body; an electric release mechanism 40 that electrically opens the door D by being driven by a motor 41; and a manual release mechanism 60 that mechanically opens the door D by manual operation from inside and outside the vehicle body. The electric release mechanism 40 and the manual release mechanism 60 are housed within the housing 11 by being disposed in a space S1 provided inside the vehicle body and covered by a first cover 17 installed from inside the vehicle body. The latch mechanism 20 is assembled into a space S2 provided at the rear of the housing 11.

[0066] In addition, such as Figure 3 and Figure 4 As shown, the latch device 1 also includes an electrical component 80 that actuates the electric release mechanism 40. The electrical component 80 includes, for example, a circuit board 81, an ECU (Electronic Control Unit) 82 mounted on the circuit board 81 for controlling the drive of the motor 41, and an energy storage device 83 such as a capacitor for storing the power supplied to the motor 41 and the ECU 82. The electrical component 80 is housed within the housing 11 through a space S3 located on the upper side of the housing 11 and on the outer side of the vehicle, and is covered by a second cover 18 mounted from above and a third cover (not shown) mounted from the outer side of the vehicle.

[0067] The motor 41, ECU 82 and accumulator 83 are positioned above the upper part of the latch device 1, specifically above the striker entry groove 27 described later, which can prevent rainwater or other liquids from seeping into the striker entry groove 27.

[0068] [Latch mechanism]

[0069] Figure 5 This is a rear view of the latch mechanism 20, obtained from the rear side. Figure 6 This is a perspective view of the latch mechanism 20 (fuselage 21 is not shown) obtained from the front view. Figure 5 and Figure 6 This indicates the state in which the latch mechanism 20 is engaged with the striker S located on the vehicle body.

[0070] The latch mechanism 20 includes: a body 21 formed of synthetic resin or the like; a metal cover 22 disposed at the rear of the body 21; a metal back plate 23 disposed at the front of the body 21; a latch 24 rotatable about a latch axis 24a, which engages with a striker S on the vehicle body when the door D is closed; and a pawl mechanism 30 having a pawl 32 capable of engaging with the latch 24. The latch 24 and the pawl mechanism 30 are supported by the body 21, the cover 22, and the back plate 23.

[0071] A recessed storage portion 26, comprising a storage latch 24 and a portion of a ratchet mechanism 30, is provided on the rear surface of the fuselage 21. A cover plate 22 is fixed inside the door D by bolts (not shown) and is configured to cover the storage portion 26 of the fuselage 21. A back plate 23 supports the latch 24, the ratchet mechanism 30, and the outer rod 71 (described later) from the front side of the fuselage 21.

[0072] A striker entry groove 27 is provided approximately at the center of the fuselage 21 and the cover plate 22 in the vertical direction. The striker entry groove 27 is the part through which the striker S enters when the door D is closed. It extends in the vehicle width direction and opens towards the inside of the vehicle. The latch 24 is located above the striker entry groove 27, and the pawl mechanism 30 is located below the striker entry groove 27.

[0073] The latch 24 has a receiving groove 25, which is recessed from the outer peripheral surface of the latch 24 toward the latch shaft 24a, and is capable of receiving the firing pin S. A helical spring 24s is wound on the latch shaft 24a. The latch 24 is opened by the force exerted by the helical spring 24s in the direction of disengaging from the firing pin S and opening the door D, specifically towards... Figure 5 Apply force in a clockwise direction.

[0074] The outer peripheral surface of the latch 24 is provided with a fully locking engagement portion 24b and a partially locking engagement portion 24c. When the pawl 32 engages with the fully locking engagement portion 24b, the latch 24 is in a fully locked state corresponding to the fully closed state of the door D (see reference). Figure 5 Furthermore, when the pawl 32 engages with the semi-locking engagement part 24c, the latch 24 is in a semi-locked state corresponding to the half-open state (not shown). The fully locked state and the semi-locked state are states in which the latch 24 is engaged with the striker S by the pawl 32, and the fully locked state and the semi-locked state are collectively referred to as the locked state. In addition, when the latch 24 is not engaged with the striker S and the pawl 32 is not used to engage the latch 24 with the striker S, it is in an unlocked state corresponding to the fully open state of the door D (see reference). Figure 12 wait).

[0075] When the latch 24 engages with the firing pin S, the pawl mechanism 30 maintains a locked state that engages the latch 24 with the firing pin S. The pawl mechanism 30 includes: a ratchet 31, which is rotatable about a ratchet axis 31a; a pawl 32, which is located at the end of the ratchet 31 and is capable of engaging with the latch 24; a lever 33, which is rotatable about a lever axis 33a; and a pawl lever 34, which transmits the driving force of the motor 41 and the operating force generated by manual operation to the pawl 32 to release the locked state. In addition, when describing the direction of operation of each element of the pawl mechanism 30 below, the direction of operation that engages the pawl 32 with the latch 24 will be referred to as the "engaging direction", and the direction of operation that disengages the pawl 32 from the latch 24 will be referred to as the "releasing direction".

[0076] The ratchet 31, pawl 32 and pressure bar 33 are housed in the storage part 26 of the body 21, and the pawl bar 34 is disposed on the front surface of the back plate 23.

[0077] The ratchet 31 is supported in a manner that allows it to rotate about the ratchet shaft 31a. The ratchet 31 is driven in the engaging direction by the force exerted by a helical spring 31s wound around the ratchet shaft 31a. Figure 5 The ratchet 31 applies force in a counter-clockwise direction. Furthermore, the ratchet 31 has an input section 31b that extends in the front-to-back direction, allowing the pawl lever 34 to engage from below. The input section 31b receives the driving force from the motor 41 and the operating force generated by manual operation via the pawl lever 34.

[0078] The pawl 32 is designed to rotate about a pawl shaft 32a, which passes through a shaft hole at the end of the ratchet 31. The pawl 32 is directed in an engaging direction with the latch 24 by the force exerted by a helical spring (not shown) engaged with the ratchet 31. Figure 5 A counterclockwise force is applied to the ratchet 31, which normally abuts against the outer peripheral surface of the latch 24. Furthermore, in the release direction (…), Figure 5 When the ratchet 32 ​​rotates clockwise, it overcomes the force of the helical spring and rotates together with the ratchet 31 in the release direction.

[0079] The pressure lever 33 is located below the ratchet 31 and is designed to rotate around the lever shaft 33a. The pressure lever 33 includes: an input portion 33b, which is configured to engage with a pawl lever 34, receiving input from the motor 41's driving force and manual operation force via the pawl lever 34; and a pressing portion 33c, which abuts against the ratchet 31 from below, preventing the ratchet 31 from rotating in the release direction. The pressure lever 33 is pressed towards the direction where the pressing portion 33c engages with the ratchet 31 by the force applied by the helical spring 33s wound around the lever shaft 33a. Figure 5 The lever 33 normally abuts against the ratchet 31 from below, preventing the ratchet 31 from rotating in the release direction. On the other hand, the lever 33 applies force in the release direction (counterclockwise) according to the input received by the input unit 33b. Figure 5 When the ratchet rotates clockwise, it does not engage with the ratchet 31, allowing the ratchet 31 to rotate in the release direction.

[0080] The pawl lever 34 is configured to engage with both the electrically operated release mechanism 40 and the manually operated release mechanism 60, and is also configured to rotate about the lever axis 34a. The pawl lever 34 is propelled by the force applied by the helical spring 34s coiled around the lever axis 34a. Figure 5 Apply force in a counterclockwise direction.

[0081] Also refer to Figure 7The ratchet lever 34 includes: a first input section 34b, which receives the driving force of the motor 41 and the operating force of the inner handle 3; a second input section 34c, which receives the operating force of the lock cylinder 5 located outside the vehicle; a lever operating section 34d, which is configured to engage with the input section 33b of the lever 33 to rotate the lever 33; and a ratchet operating section 34e, which is configured to engage with the input section 31b of the ratchet 31 to rotate the ratchet 31. The first input section 34b is located on the inner side of the lever shaft 34a, and the second input section 34c is located on the outer side of the lever shaft 34a.

[0082] Furthermore, the first input portion 34b of the ratchet lever 34 includes: an electrically engaged portion 34b1, which engages with the electrically released mechanism 40 and receives the driving force input from the motor 41; and a manually engaged portion 34b2, which engages with the manually released mechanism 60 and receives the operating force input from the inner handle 3. The electrically engaged portion 34b1 and the manually engaged portion 34b2 are located in different positions.

[0083] When the latch 24 is locked and there is driving force from the motor 41 or operating force from the inner handle 3, the first input part 34b is pushed up by the electric release mechanism 40 or the manual release mechanism 60, and the pawl lever 34 rotates around the lever axis 34a. As a result, the pressure lever operating part 34d engages with the input part 33b of the pressure lever 33, causing the pressure lever 33 to rotate in the release direction against the force of the coil spring 33s. Next, the ratchet operating part 34e engages with the input part 31b of the ratchet 31, causing the ratchet 31 to rotate in the release direction against the force of the coil spring 31s, and also causing the pawl 32 provided on the ratchet 31 to rotate in the release direction. As a result, the pawl 32 is separated from the latch 24 and is not engaged (non-abutting state), the locking state is released, and the door D is opened.

[0084] Furthermore, an outer rod 71, supported on the back plate 23, is provided on the outer side and lower side of the latch mechanism 20. The outer rod 71 is rotatable about a rod axis 71a. The outer rod 71 is pushed away from the second input portion 34c of the pawl lever 34 by the force exerted by a helical spring (not shown) wound around the rod axis 71a. Specifically, Figure 7 Apply force in a clockwise direction.

[0085] The outer lever 71 has: an input section 72, which is connected to the lock cylinder 5 via a cable 8 to receive the operating force input from the lock cylinder 5; and an operating section 73, which is configured to engage with the second input section 34c of the pawl lever 34 to rotate the pawl lever 34. The operating section 73 is located on the side opposite to the input section 72 relative to the lever axis 71a.

[0086] When the lock cylinder 5 is operated with the latch 24 in the locked state, the input part 72 of the outer rod 71 is pulled upward by the cable 8, and the outer rod 71 rotates around the rod axis 71a. The operating part 73 of the outer rod 71 engages with the second input part 34c of the pawl lever 34, pressing down the second input part 34c. As a result, the pawl lever 34 rotates around the rod axis 34a, and the pressure lever operating part 34d engages with the input part 33b of the pressure lever 33, overcoming the force of the coil spring 33s and causing the pressure lever 33 to rotate in the release direction. Next, the ratchet operating part 34e engages with the input part 31b of the ratchet 31, overcoming the force of the coil spring 31s and causing the ratchet 31 to rotate in the release direction, and the pawl 32 provided on the ratchet 31 also rotates in the release direction. As a result, the pawl 32 is separated from the latch 24 and is not engaged (non-abutting state), the locking state is released, and the door D is opened.

[0087] [Electric release mechanism]

[0088] like Figure 8 and Figure 9 As shown, the electric release mechanism 40 includes: a motor 41; a worm gear 42 disposed on the drive shaft of the motor 41; a cam 43 that meshes with the worm gear 42 by means of teeth formed on its outer peripheral surface and has a cam portion 43a; and an electric release lever 44 that abuts against the cam portion 43a to perform an action. The electric release mechanism 40 transmits the driving force of the motor 41 to the pawl lever 34 of the latch mechanism 20 via the worm gear 42, the cam 43, and the electric release lever 44, thereby releasing the locking state. Furthermore, Figure 8 All elements of the electrically released mechanism 40 shown are in the standby position.

[0089] Motor 41 is configured with its drive shaft, which has a worm gear 42, facing forward and downward. Motor 41 is driven based on the operation of the interior switch 2 and the exterior switch 6. ECU 82 performs control as follows: for example, if the vehicle V's speed is above a predetermined speed, motor 41 will not be driven even if the interior switch 2 or the exterior switch 6 is operated.

[0090] The cam 43 is configured to rotate about an axis extending in the vehicle width direction and is positioned below the motor 41 and below the worm gear 42. A cam portion 43a is located on the inner side of the cam 43 and protrudes towards the inner side of the vehicle. The cam portion 43a is formed such that, on the cam 43... Figure 8 When rotated clockwise, the distance between the cam portion 43a and the center of the cam 43 increases. Furthermore, in the following description, the cam 43 will also be rotated clockwise... Figure 8 The clockwise rotation of cam 43 is called forward rotation. Figure 8The counterclockwise rotation of the cam is called reversal. Furthermore, the direction in which the electric release lever 44 operates when the cam 43 rotates clockwise from the standby position is called the release direction, and the direction in which the electric release lever 44 operates when the cam 43 reverses and faces the standby position is called the standby direction.

[0091] The electric release lever 44 has a first lever 51 that is driven by a motor 41 and a second lever 52 that engages with the latch mechanism 20 when in a connected state that is linked to the first lever 51. The second lever 52 is configured to be able to switch between a connected state that is linked to the first lever 51 and a non-connected state that is independent of the first lever 51, as detailed below.

[0092] The first lever 51 is configured to rotate about a lever axis 53 located below the cam 43. The first lever 51 has a cam abutment portion 51a that abuts against the cam portion 43a and a connecting portion 51b that connects to the second lever 52. The cam abutment portion 51a and the connecting portion 51b are located on opposite sides, separated by the lever axis 53. When viewed axially from the lever axis 53, at least the cam abutment portion 51a of the first lever 51 overlaps with the cam 43. The first lever 51 is directed towards abutting against the cam portion 43a by the force applied by a helical spring 51s provided in the housing 11. Specifically, Figure 8 Apply force in a clockwise direction.

[0093] The second lever 52 is configured to rotate about the lever axis 53, that is, to rotate coaxially with the first lever 51. When viewed axially from the lever axis 53, the second lever 52 is configured to overlap at least partially with the first lever 51. Furthermore, the second lever 52 is positioned so as not to overlap with the cam 43 when viewed axially from the lever axis 53, and does not directly engage with the cam 43. The second lever 52 is positioned closer to the pawl lever 34 of the latching mechanism 20 than the first lever 51, and has an operating part 52a at its rear end. This operating part 52a engages with the first input part 34b (electrically operated engaging part 34b1) of the pawl lever 34 to operate the pawl lever 34.

[0094] The second lever 52 is directed away from the pawl lever 34 of the latch mechanism 20 by the force exerted by the helical spring 52s provided in the outer casing 11. Specifically, Figure 8 The force is applied clockwise. When the first lever 51 and the second lever 52 are connected, if the motor 41 rotates clockwise, the second lever 52 overcomes the force of the helical spring 52s and rotates counterclockwise around the lever axis 53. The operating part 52a engages with the first input part 34b (electric side engaging part 34b1) of the pawl lever 34 from below and pushes up the first input part 34b.

[0095] The second lever 52 is configured to be in a connected state, which is connected to the first lever 51 via the connecting pin 55 and operates in conjunction with the first lever 51, and in a non-connected state, which is disconnected via the connecting pin 55 and operates independently of the first lever 51. Here, the connected state will be explained in detail first, and the non-connected state will be explained together with the cancellation mechanism 100 described later.

[0096] A through hole 105 is formed in the second rod 52, which extends axially through the rod shaft 53 for the connecting pin 55 to pass through. The through hole 105 is divided into a connecting region 105A, which is slightly larger than the diameter of the connecting pin 55, and a non-connecting region 105B, which is continuous with and larger than the connecting region 105A. When the connecting pin 55 is located in the connecting region 105A, the second rod 52 is in a connected state; when the connecting pin 55 is located in the non-connecting region 105B, the second rod 52 is in a disconnected state. The connecting region 105A is located further from the rod shaft 53 than the non-connecting region 105B, and is located on the clockwise side of the rotation direction. A notch is formed in the connecting portion 51b of the first rod 51, which has a roughly U-shaped notch for the connecting pin 55 to enter. When the connecting pin 55 is located in the connecting area 105A, when the first rod 51 rotates around the rod axis 53 in the release direction (counterclockwise), the connecting part 51b and the connecting pin 55 together cause the second rod 52 to rotate in the release direction.

[0097] Figures 10-12 This diagram illustrates the operation of the electric release mechanism 40 (left figure) and the operation of the latch mechanism 20 (right figure) when the operating door D is opened using the electric release mechanism 40. Figure 11 and Figure 12 The thick arrows in the text indicate the direction of movement for each element.

[0098] When cam 43 rotates forward from the standby position and lever 51 rotates in the release direction, the connecting part 51b of lever 51 pushes up the connecting pin 55, causing lever 52, which is in the connected state, to rotate in the release direction. Then, the operating part 52a of lever 52 pushes up the first input part 34b (electrically engaged part 34b1) of pawl lever 34. When the first input part 34b is pushed up, as described above, pawl 32 is separated from latch 24 in a non-abutting state, the locking state is released, and door D opens.

[0099] After door D is opened, when cam 43 reverses and returns to the standby position, levers 51 and 52 rotate around axis 53 in the standby direction under the force of their respective coil springs 51s and 52s, returning to the standby position. At this time, because the operating part 52a of lever 52 moves downward, the pushing state of the first input part 34b (electrically engaged part 34b1) of pawl lever 34 pushed up by operating part 52a is released. Therefore, pawl 32 abuts against the outer peripheral surface of latch 24 under the force of the coil spring, and can engage with latch 24 when door D is closed.

[0100] [Manual Deactivation Mechanism]

[0101] Return to Figure 8 and Figure 9 The manual release mechanism 60 includes: an inner rod 61, which is actuated by manually operating the inner handle 3; a connecting rod member 65, which is connected to the inner rod 61 and can engage with the pawl rod 34; and an outer rod 71 (see reference). Figure 7 (etc.), which is operated manually by the lock cylinder 5 located outside the carriage.

[0102] The inner rod 61 is positioned below and rear of the electric release mechanism 40. The inner rod 61 is supported on the outer casing 11 in a manner that allows it to rotate about a rod axis 61a located at the top. The inner rod 61 is directed towards the standby position by the force exerted by a helical spring 61s located on the outer casing 11. Figure 8 Apply force in the counterclockwise direction.

[0103] The inner rod 61 has an input section 61b, which is connected to the inner handle 3 (see reference 4) via a cable 4. Figure 3 The inner lever 61 receives the operating force input from the inner handle 3; and the locking release part 61c transmits the operating force of the inner handle 3 to the pawl lever 34 via the linkage member 65 to release the locking state. The input part 61b is located at the lower end of the inner lever 61 and receives the operating force input from the inner handle 3. The locking release part 61c is located between the lever shaft 61a and the input part 61b, and the linkage member 65 is connected to the locking release part 61c.

[0104] The linkage member 65 extends vertically, and its lower end is connected to the locking release part 61c of the inner rod 61. The linkage member 65 has an operating part 66, which engages with the first input part 34b (manual side engagement part 34b2) of the pawl lever 34 to operate the pawl lever 34.

[0105] Figure 13 and Figure 14 This diagram illustrates the operation of the manual release mechanism 60 (left figure) and the operation of the latch mechanism 20 (right figure) when the operating door D is opened using the manual release mechanism 60. Figure 13 and Figure 14The thick arrows in the text indicate the direction of movement for each element.

[0106] When the operating force of the inner handle 3 is input to the input section 61b, the inner rod 61 overcomes the force of the coil spring 61s and rotates around the rod axis 61a in the release direction (clockwise). The connecting rod member 65 moves upward in conjunction with the inner rod 61, and the operating part 66 of the connecting rod member 65 engages with the first input section 34b (manual side engagement part 34b2) of the pawl lever 34, pushing up the first input section 34b. When the first input section 34b is pushed up, as described above, the pawl 32 is separated from the latch 24 in a non-abutting state, the locking state is released, and the door D is opened.

[0107] When the operating force of the inner handle 3 disappears after door D is opened, the inner rod 61 returns to the standby position by the force of the coil spring 61s. At this time, since the operating part 66 of the linkage member 65 moves downward, the pushing state of the first input part 34b (manual side engaging part 34b2) of the pawl lever 34 pushed up by the operating part 66 is released. Therefore, the pawl 32 abuts against the outer peripheral surface of the latch 24 under the action of the coil spring, and can engage with the latch 24 when door D is closed.

[0108] Here, the operation of the connecting pin 55 when the locking state is released by operating the inner handle 3 will be explained. When the inner lever 61 rotates in the release direction, the cancel lever 101 also rotates counterclockwise, causing the connecting pin 55 to move. At this time, the connecting pin 55 temporarily moves from the connecting area 105A to the non-connecting area 105B. When the inner lever 61 returns to the standby position, the cancel lever 101 also returns to the standby position in conjunction, and the connecting pin 55 moves from the non-connecting area 105B to the connecting area 105A.

[0109] [Cancellation of Institution]

[0110] When the locking state is released by the action of the electric release mechanism 40, such as Figure 11 As shown, the operating part 52a of the second lever 52 pushes up the first input part 34b (electrically engaged part 34b1) of the pawl lever 34. In the following description, the positions of each element of the electric release mechanism 40 in this state will also be referred to as the operating positions. When the elements of the electric release mechanism 40 are in the operating positions, if the motor 41 is stuck (cannot be driven) due to power failure, malfunction, etc., the pawl 32 can be kept from abutting against the latch 24. When this state is maintained, even if the door D is moved in the closing direction, the latch 24 cannot engage with the striker S (hereinafter also referred to as the non-locking state), and the door D cannot be closed.

[0111] Furthermore, the latch device 1 also includes a release mechanism 100. When the release mechanism 100 is configured to engage with the inner rod 61 and maintain a non-locking state, the non-locking state can be released by manually operating the inner handle 3.

[0112] like Figures 15-17 As shown, the cancellation mechanism 100 uses the operating force of the inner handle 3 transmitted via the inner rod 61 to release the connection between the first rod 51 and the second rod 52, allowing the second rod 52 to retract from the operating position. With the retraction of the second rod 52, the engagement between the operating part 52a and the first input part 34b (electrically engaged part 34b1) of the pawl lever 34 is released, and the non-locking state is disengaged.

[0113] In this way, the cancellation mechanism 100 releases the non-locking state by manually operating the inner handle 3 to activate the second lever 52 fixed in the operating position. Therefore, even if a non-locking state occurs due to power failure, malfunction, etc., the door D can be reliably closed by manual operation from inside the carriage, improving the anti-theft performance and enhancing the reliability of the door latch device 1.

[0114] Furthermore, the release mechanism 100 is provided independently of the motor 41. Specifically, since the release mechanism 100 is not driven by the motor 41, but is provided independently of the motor 41 and the cam 43, it is not affected by the motor 41 when operated using the operating force of the inner handle 3. Therefore, even when the components of the electric release mechanism 40, including the motor 41, are fixed in the operating position, the release mechanism 100 does not experience significant frictional resistance caused by the fixed position when operated using the operating force of the inner handle 3, thus enabling more operable release from the non-locking state.

[0115] Next, while explaining the structure of the inner rod 61 and the electric release rod 44, the specific structure of the cancellation mechanism 100 will be explained in detail.

[0116] like Figure 8 and Figure 9 As shown, the inner rod 61, in addition to the aforementioned locking release part 61c, also has a cancellation operation part 61d that actuates the cancellation mechanism 100. The cancellation operation part 61d is located between the input part 61b and the locking release part 61c, transmitting the operating force of the inner handle 3 to the cancellation mechanism 100 to actuate it. Since the inner rod 61 has both the locking release part 61c and the cancellation operation part 61d, the locking state can be released and the cancellation mechanism 100 can be actuated using a common inner rod 61. Therefore, in the latch device 1, the number of components can be reduced.

[0117] The cancellation mechanism 100 has a cancellation lever 101, which is actuated by pressing against the cancellation operation portion 61d of the inner lever 61. The cancellation lever 101 is disposed between the inner lever 61 and the electrically released lever 44. The cancellation lever 101 is configured to rotate about a lever axis 101a disposed below the electrically released lever 44, and at least a portion of it overlaps with the electrically released lever 44 when viewed axially. The cancellation lever 101 is pushed by the force of a helical spring 101s provided in the housing 11. Figure 8 Apply force in a clockwise direction.

[0118] The cancel lever 101 includes: an input section 102, which is configured to engage with the cancel operation section 61d of the inner lever 61, and to receive the operating force input from the inner handle 3 via the inner lever 61; and a pin retaining section 103, which is used to retain the connecting pin 55. When the inner lever 61 is rotated clockwise by manual operation of the inner handle 3, the cancel lever 101 is actuated by pressing the cancel operation section 61d of the inner lever 61 against the input section 102, and rotates counterclockwise against the force exerted by the coil spring 101s.

[0119] The cancel lever 101 does not normally operate in response to the drive of the motor 41. Specifically, an elongated hole 103a is formed in the pin retaining portion 103 to allow the connecting pin 55 to move. The elongated hole 103a is formed along the rotation direction of the first lever 51, and when the cancel lever 101 is in the standby position, the movement trajectory of the connecting pin 55 under the drive of the motor 41 is consistent with the elongated hole 103a. Therefore, even if the motor 41 is driven, only the connecting pin 55 moves within the elongated hole 103a, and the cancel lever 101 does not operate.

[0120] Cancellation lever 101 disengages the second lever 52 from its connected state by moving connecting pin 55, thus changing it to an unconnected state and allowing the second lever 52 to retract from its operating position.

[0121] Reference Figures 15-17 To explain in detail, when the cancel lever 101 presses against the inner lever 61, the connecting pin 55 moves from the connecting area 105A formed in the second lever 52 to the non-connecting area 105B (see reference). Figure 15 When the connecting pin 55 moves to the non-connected area 105B, the second lever 52 changes to a non-connected state that is not linked to the first lever 51, and can move independently relative to the first lever 51.

[0122] Under the force of the coil spring 52s, the second lever 52 rotates clockwise toward the standby position, and the engagement between the operating part 52a and the first input part 34b (electrically engaged part 34b1) of the pawl lever 34 is released (see reference). Figure 16At this time, according to the movement of the inner rod 61, the operating part 66 of the connecting rod member 65 moves to a position higher than the standby position, close to the first input part 34b (manual side engagement part 34b2) of the pawl lever 34. Therefore, at the position close to the point where the engagement between the operating part 52a and the electric side engagement part 34b1 of the pawl lever 34 is released, the operating part 66 of the connecting rod member 65 engages the manual side engagement part 34b2 of the pawl lever 34. In this way, even after the engagement with the operating part 52a of the second rod 52 is released, the pawl lever 34 can be prevented from violently rotating to the standby position, the impact applied to the pawl lever 34 can be suppressed, and the generation of impact noise can be suppressed.

[0123] As the inner lever 61 returns to the standby position according to the operation of the inner handle 3, the first input part 34b (manual side engagement part 34b2) of the pawl lever 34, which is engaged by the operating part 66 of the linkage member 65, moves downward and returns to the standby position (see reference). Figure 17 As a result, the pawl 32 changes to a state of contact with the latch 24, and the inability to lock is released.

[0124] Thus, the cancellation mechanism 100 is configured to include a cancellation lever 101, a connecting pin 55, and a through hole 105 formed in the second lever 52, allowing the second lever 52 to rotate freely relative to the first lever 51 according to the operation of the inner handle 3. Since the cancellation lever 101 can change the first lever 51 and the second lever 52 from a connected state to a disconnected state simply by moving the connecting pin 55, the non-locking state can be reliably released with good operability. Furthermore, since the connecting pin 55 is disposed within the projected area of ​​the first lever 51 and the second lever 52, the cancellation mechanism 100 can be established within a limited area within the housing 11 to release the non-locking state, thereby simplifying the latch device 1.

[0125] Furthermore, since the cancel lever 101 has a pin retaining portion 103 for retaining the connecting pin 55 as described above, the connecting pin 55 moves integrally with the cancel lever 101 when the cancel lever 101 is activated. Therefore, the responsiveness for operations to release the non-locking state is improved.

[0126] Furthermore, in the first input section 34b of the ratchet lever 34, the electrically operated engagement portion 34b1, which engages with the electrically operated release mechanism 40, and the manually operated engagement portion 34b2, which engages with the manually operated release mechanism 60, are located in different positions. With this structure, the electrically operated release mechanism 40 does not affect the transmission path of the operating force from the manually operated release mechanism 60 to the inner handle 3 of the ratchet lever 34. Therefore, even if the motor 41 remains in a non-driven state after the locking state has been released, the locking state can always be released manually from inside the vehicle, improving the reliability of the latch device 1.

[0127] Furthermore, in the latch device 1 of the first embodiment, the motor 41, ECU 82, and accumulator 83 are positioned above the striker entry groove 27, closer to the latch 24 than the pawl 32. Additionally, the manual release mechanism 60 and the cancellation mechanism 100 are positioned below the striker entry groove 27, closer to the pawl 32 than the latch 24. Because the manual release mechanism 60 and the cancellation mechanism 100 are positioned close to the pawl 32, the structure for transmitting the operating force of the inner handle 3 to the pawl 32 is simplified. Furthermore, because electrical components such as the motor 41, ECU 82, and accumulator 83 are positioned close to the latch 24, which is positioned above the pawl 32, the infiltration of liquids such as rainwater into these electrical components is prevented. Thus, due to the optimized arrangement of the various elements of the latch device 1, miniaturization of the latch device 1 is achieved.

[0128] (Second Implementation)

[0129] Next, the latch device 1 of the second embodiment will be described. The latch device 1 of the second embodiment also includes an in-vehicle operation invalidation mechanism 200 that can disable the operation of the inner handle 3. Hereinafter, the structure of the in-vehicle operation invalidation mechanism 200 will be described in detail. In addition, in the latch device 1 of the second embodiment, since the structure of the latch mechanism 20 and the electric release mechanism 40, except for the ratchet bar 34, is the same as that of the latch device 1 of the first embodiment, the description and illustration of these components are sometimes appropriately omitted.

[0130] Figure 18 This figure shows the in-vehicle operation invalidation mechanism 200 of the second embodiment, viewed from the inside of the vehicle, within the space S1 housed in the outer casing 11. Although the electric release levers 44 (first lever 51 and second lever 52) of the electric release mechanism 40 are positioned closer to the inside of the vehicle than the various elements of the in-vehicle operation invalidation mechanism 200, in… Figure 18 In order to illustrate the structure of the in-vehicle operation invalidation mechanism 200, the illustration of the electric release lever 44 of the electric release mechanism 40 is omitted. Furthermore, Figure 19 This is an enlarged view of the in-vehicle operation invalidation mechanism 200 and the manual release mechanism 60.

[0131] Before describing the in-vehicle operation invalidation mechanism 200, the inner rod 61 of the manual release mechanism 60 of the second embodiment will be described first.

[0132] The inner rod 61 in the second embodiment includes: a cancellation operation lever 62, which is operated manually by the inner handle 3, transmitting the operating force of the inner handle 3 to the cancellation mechanism 100; and a locking release lever 63, which, when in a connected state that operates in conjunction with the cancellation operation lever 62, transmits the operating force of the inner handle 3 to the latch mechanism 20 to release the locking state. Both the cancellation operation lever 62 and the locking release lever 63 are configured to be rotatable about a common rod axis 61a, and partially overlap when viewed from the axial direction of the rod axis 61a.

[0133] The cancellation lever 62, like the inner lever 61 in the first embodiment, has an input section 61b and a cancellation operation section 61d. In the event of a non-locking state, the cancellation mechanism 100 is activated by operating the inner handle 3.

[0134] Furthermore, a through hole 260 is formed in the release lever 62, which extends axially through the lever shaft 61a, through which the pin 250 passes. The through hole 260 is divided into a reset region 260A having a width slightly larger than that of the pin 250, and a setting region 260B continuously disposed with the reset region 260A and larger than the reset region 260A. The reset region 260A is formed below the setting region 260B. The setting region 260B is formed extending in the rotation direction of the locking release lever 63.

[0135] The locking release lever 63 has a locking release portion 61c and a connecting portion 63a connected to the release operation lever 62 by means of a pin 250. The locking release portion 61c is the same as the locking release portion 61c of the inner lever 61 in the first embodiment, and is connected to the connecting rod member 65.

[0136] The connecting portion 63a has a generally U-shaped notch to hold the pin 250 held by the pin operating lever 220 (described later). The connecting portion 63a extends from the reset region 260A of the through hole 260 formed in the canceling operating lever 62 to the setting region 260B, allowing the held pin 250 to move between the reset region 260A and the setting region 260B.

[0137] like Figure 20 As shown, the locking release lever 63 is configured to be in a connected state (left figure) where it is connected to the release lever 62 via pin 250 and operates in conjunction with the release lever 62, and in a non-connected state (right figure) where the connection via pin 250 is released and it does not operate in conjunction with the release lever 62. Furthermore, Figure 20 The canceling lever 62 shown is in the state of being rotated in the canceling direction by operating the inner handle 3.

[0138] With pin 250 positioned in the reset area 260A of the through hole 260, the release lever 62 and the locking release lever 63 are connected. When the inner handle 3 is manually operated in the connected state, the locking release lever 63 moves in conjunction with the release lever 62, rotating together with the release lever 62 around the lever axis 61a. The linkage member 65 moves upward in conjunction with the locking release lever 63, and the operating part 66 of the linkage member 65 engages with the first input part 34b (manual side engagement part 34b2) of the pawl lever 34, pushing up the first input part 34b. When the first input part 34b is pushed up, the pawl 32 is in a state of disengagement from the latch 24 (non-abutment state), the locking state is released, and the door D is opened. This state, in which the operating force of the inner handle 3 can be transmitted from the manual release mechanism 60 to the latch mechanism 20, is also called the "reset state".

[0139] On the other hand, when the pin 250 is positioned in the setting area 260B of the through hole 260, the cancel operation lever 62 and the locking release lever 63 are in a non-connected state. Even if the inner handle 3 is manually operated in the non-connected state, the locking release lever 63 does not interact with the cancel operation lever 62 and does not perform any action. That is, in the non-connected state, the operation of the inner handle 3 is invalidated, and the locking state is maintained. This state in which the operating force of the inner handle 3 cannot be transmitted from the manual release mechanism 60 to the latch mechanism 20 is also called the "setting state".

[0140] In the set state, although the locking release lever 63 cannot transmit the operating force of the inner handle 3 to the latch mechanism 20, the cancellation lever 62 can transmit the operating force of the inner handle 3 to the cancellation mechanism 100. This is because the cancellation lever 62 is provided with an input section 61b that receives the input of the operating force of the inner handle 3 via the cable 4, and can engage with the cancellation mechanism 100 in both the connected and disconnected states.

[0141] Return to Figure 18 and Figure 19 This indicates that the in-vehicle operation invalidation mechanism 200 is capable of selectively switching between the aforementioned setting state and reset state.

[0142] The in-vehicle operation invalidation mechanism 200 includes: a motor 201; a worm gear 202 disposed on the drive shaft of the motor 201; a sector gear 210 meshing with the worm gear 202 by means of teeth formed on its outer peripheral surface; a pin operating lever 220 that operates in conjunction with the sector gear 210 to operate the pin 250; a linkage lever 230 configured to engage with a pawl lever 34 and operate in conjunction with the pawl lever 34; and a connecting rod member 240 connecting the linkage lever 230 and the sector gear 210.

[0143] Motor 201 is disposed on the front side of space S1 in housing 11, with the axis of worm gear 202 facing rearward and downward. Motor 201 is driven, for example, by operation of a switch located inside the vehicle, a switch located outside the vehicle, or a remote operation switch carried by user U (none shown). ECU 82 is configured to control motor 201 in addition to motor 41.

[0144] The sector gear 210 is configured to rotate about an axis extending in the vehicle width direction and is positioned rearward of the motor 201 and the worm gear 202. In the following description, the sector gear 210 will be... Figure 19 The clockwise rotation of the sector gear 210 is also called forward rotation. Figure 19 The situation where the rotation is counterclockwise is called reversal.

[0145] The sector gear 210 is provided with a lever engaging portion 211 that can engage with the pin operating lever 220 and a connecting rod connecting portion 212 for connecting the connecting rod member 240. When the sector gear 210 rotates forward from the standby position, the lever engaging portion 211 engages with the pin operating lever 220, causing the pin operating lever 220 to move.

[0146] A pin-operated lever 220 is located between the inner rod 61 and the sector gear 210 of the manual release mechanism 60, extending in the front-rear direction. The pin-operated lever 220 is rotatable about a rod axis 220a and is forced inward by the force of a helical spring (not shown) located in the housing 11. Figure 19 The force is applied in a clockwise direction. Here, an example is shown where the axis 220a of the pin operating lever 220 is aligned with the axis 101a of the cancel lever 101 (coaxial), but the axis 220a of the pin operating lever 220 and the axis 101a of the cancel lever 101 may also be non-coaxial.

[0147] The pin operating lever 220 includes: an input section 221, which is configured to engage with the lever engagement section 211 of the sector gear 210, and receive the driving force input from the motor 201 via the sector gear 210; and a pin operating section 222, which moves the pin 250 as the pin operating lever 220 rotates. The pin operating lever 220 selectively switches between a setting state and a reset state by moving the pin 250.

[0148] A guide groove 223 is formed in the pin operating section 222, through which the pin 250 passes and extends in the rotation direction of the release operating lever 62. The pin operating section 222 holds the pin 250, which is configured to move along the guide groove 223.

[0149] The linkage 230 is positioned above the pin operating lever 220 and the inner lever 61, and is configured to rotate about the lever axis 230a. The linkage 230 includes: an input portion 231, which is configured to engage with the pawl lever 34, receiving an input operating force from the lock cylinder 5 via the outer lever 71 and the pawl lever 34; and a connecting portion 232, which is connected to the connecting rod connecting portion 212 of the sector gear 210 via a connecting rod member 240. The input portion 231 is located on the opposite side of the connecting portion 232, separated from the lever axis 230a.

[0150] like Figure 21 As shown, the ratchet lever 34 in the second embodiment also has a linkage operation part 34f, which is configured to engage with the input part 231 of the linkage lever 230 to operate the linkage lever 230. The linkage operation part 34f engages with the input part 231 of the linkage lever 230 from below, lifting the input part 231 upward, thereby causing the linkage lever 230 to rotate around the lever axis 230a.

[0151] Figure 22 This diagram illustrates the situation where the latch device 1 is switched from a reset state (top) to a set state (bottom) by the drive of the motor 201. When the latch device 1 is in the reset state, the motor 201 drives the sector gear 210 to rotate clockwise, as shown by the thick arrow, the lever engagement portion 211 of the sector gear 210 engages with the input portion 221 of the pin operating lever 220, pressing down the input portion 221. The pin operating lever 220 rotates counterclockwise around the lever axis 220a, causing the pin 250 to move from the reset region 260A to the set region 260B. In this way, the in-vehicle operation invalidation mechanism 200 switches from the reset state to the set state by driving the motor 201.

[0152] Conversely, when switching from the set state to the reset state, the motor 201 is driven by reversing the sector gear 210. As a result, the engagement of the lever engagement portion 211 of the sector gear 210 with the input portion 221 of the pin operating lever 220 is released, and the pin operating lever 220 rotates clockwise around the lever axis 220a by the force of the coil spring (not shown), causing the pin 250 to move from the set area 260B to the reset area 260A.

[0153] Thus, since the latch device 1 of the second embodiment also includes an in-vehicle operation invalidation mechanism 200 that selectively switches between a set state and a reset state, anti-theft and security can be further improved. Specifically, for example, by setting the latch device 1 to the set state during parking, even if the window installed on door D is broken and the inner handle 3 is operated from outside the vehicle, door D will not open. Therefore, anti-theft performance can be sufficiently ensured. Furthermore, for example, by setting the latch device 1 to the set state during driving, even if the inner handle 3 is accidentally operated, door D will not open, thus improving security.

[0154] Furthermore, since the in-vehicle operation invalidation mechanism 200 electrically switches between the setting state and the reset state by being driven by the motor 201, it offers high convenience.

[0155] Furthermore, since the pin operating lever 220 selectively switches between the setting state and the reset state by moving the pin 250, it is possible to switch states with good operability.

[0156] Furthermore, the shaft 220a of the pin operating lever 220 is located closer to the input section 221 than the pin operating section 222. Therefore, even if the movement of the input section 221 is small, the movement of the pin 250 within the through hole 260 can be sufficiently ensured.

[0157] In the latch device 1 of the second embodiment, the outer rod 71 can also be activated by manually operating the lock cylinder 5 located outside the carriage using a mechanical key 7, thereby releasing the locked state. Therefore, a mechanical key 7 is required to manually release the locked state from outside the carriage, thus ensuring theft prevention. Furthermore, even if the motor 41 is not driven due to a power outage or other reasons, the locked state can still be released manually from outside the carriage using the mechanical key 7, thus improving the reliability of the latch device 1.

[0158] In addition to being driven by the motor 201 as described above, the in-vehicle operation invalidation mechanism 200 can also be switched from a set state to a reset state by manually operating the lock cylinder 5 using the mechanical key 7. The switch to the reset state using the mechanical key 7 is performed, for example, in cases where the motor 201 is not driven due to a power outage, malfunction, or other reasons.

[0159] Figure 23 and Figure 24 This indicates that the latch device 1 is moved from the set state by manually operating the lock cylinder 5. Figure 23 ) transitions to reset state ( Figure 24 A diagram illustrating the situation. Figure 23 and Figure 24 The left figure shows the inoperable mechanism 200 inside the vehicle, and the right figure shows the pawl lever 34 and the outer lever 71.

[0160] With the latch device 1 in the set state, when the lock cylinder 5 is operated, the input portion 72 of the outer rod 71 is pulled upward by the cable 8, causing the outer rod 71 to rotate around the rod axis 71a. The operating portion 73 of the outer rod 71 engages with the second input portion 34c of the pawl lever 34, pressing down the second input portion 34c. As a result, the pawl lever 34 rotates around the rod axis 34a, and the operating portion 34f of the linkage lever pushes up the input portion 231 of the linkage lever 230, causing the linkage lever 230 to rotate counterclockwise around the rod axis 230a. Furthermore, with the rotation of the pawl lever 34, the locking state is released.

[0161] When the linkage 230 rotates counterclockwise, the sector gear 210 connected to the linkage member 240 rotates counterclockwise. This disengages the linkage engagement portion 211 of the sector gear 210 from the input portion 221 of the pin operating lever 220, causing the pin operating lever 220 to rotate clockwise around the rod axis 220a, moving the pin 250 from the setting region 260B to the reset region 260A. In this way, the in-vehicle operation invalidation mechanism 200 switches from the setting state to the reset state by manually operating the lock cylinder 5 using the mechanical key 7.

[0162] Assuming that the motor 41 cannot be driven due to power failure, malfunction, or other reasons while in the set state, the in-vehicle operation invalidation mechanism 200 can still be switched to the reset state by manually operating the lock cylinder 5 from outside the vehicle, thus improving convenience. Furthermore, since the locking state is released and the switch to the reset state is performed by manually operating the lock cylinder 5, even if the motor 41 continues to be unable to drive, the locking state can be released manually by operating the inner handle 3 after boarding, preventing people from being locked inside the vehicle.

[0163] (Third Implementation)

[0164] Next, the latch device 1 of the third embodiment will be described. While the latch device 1 of the third embodiment is the same as that of the second embodiment in having an in-vehicle operation invalidation mechanism 200, the structure of the in-vehicle operation invalidation mechanism 200 differs from that of the second embodiment. Specifically, the in-vehicle operation invalidation mechanism 200 of the third embodiment does not have a motor 201, and is operated by the motor 41 of the electric release mechanism 40. Hereinafter, the structure of the in-vehicle operation invalidation mechanism 200 will be described in detail. Furthermore, in the latch device 1 of the third embodiment, since the structures of the latch mechanism 20 (excluding the ratchet lever 34) and the electric release mechanism 40 (excluding the cam 43) are the same as those of the latch device 1 of the first embodiment, the descriptions and illustrations of these components are appropriately omitted.

[0165] Figure 25 This figure shows the in-vehicle operation invalidation mechanism 200 of the third embodiment viewed from the inside of the vehicle. Furthermore, although the electric release levers 44 (first lever 51 and second lever 52) of the electric release mechanism 40 are positioned closer to the inside of the vehicle than the various elements of the in-vehicle operation invalidation mechanism 200, they are... Figure 25 In order to illustrate the structure of the in-vehicle operation invalidation mechanism 200, the illustration of the electric release lever 44 of the electric release mechanism 40 is omitted.

[0166] Before describing the in-vehicle operation invalidation mechanism 200, the inner rod 61 of the manual release mechanism 60 of the third embodiment will be described first.

[0167] The inner rod 61 of the third embodiment is similar to that of the inner rod 61 of the second embodiment, having a cancellation operation lever 62 and a locking release lever 63. The cancellation operation lever 62 and the locking release lever 63 are rotatable about a common rod axis 61a. The cancellation operation lever 62 has an input portion 61b and a cancellation operation portion 61d, and the locking release lever 63 has a locking release portion 61c.

[0168] In the third embodiment, the structure of the through hole 265 formed in the canceling operation lever 62 and the connecting portion 63b of the locking release lever 63 is different from that of the through hole 260 and the connecting portion 63a in the second embodiment.

[0169] A through hole 265 extends axially through the rod shaft 61a, through which a pin 250 passes. The through hole 265 is configured as an elongated hole extending radially along the rod shaft 61a. The through hole 265 is divided into a reset region 265A, which is the portion close to the rod shaft 61a, and a setting region 265B, which is the portion farther from the rod shaft 61a than the reset region 265A. The pin 250 passing through the through hole 265 is configured to be movable between the reset region 265A and the setting region 265B.

[0170] The connecting portion 63b of the locking release lever 63 has a roughly U-shaped notch that holds the pin 250 in place. While the connecting portion 63b overlaps with the reset area 265A when viewed axially from the lever shaft 61a, it does not overlap with the setting area 265B. Therefore, when the pin 250 is positioned in the reset area 265A, the connecting portion 63b holds the pin 250; when the pin 250 is positioned in the setting area 265B, the connecting portion 63b does not hold the pin 250.

[0171] Similar to the second embodiment, the locking release lever 63 is configured to be in a connected state, which is connected to the cancellation lever 62 via the pin 250 and operates in conjunction with the cancellation lever 62, and in a non-connected state, which is disconnected via the pin 250 and does not operate in conjunction with the cancellation lever 62. When the pin 250 is positioned in the reset region 265A, the cancellation lever 62 and the locking release lever 63 are in a connected state, which is the "reset state". When the pin 250 is positioned in the setting region 265B, the cancellation lever 62 and the locking release lever 63 are in a non-connected state, which is the "setting state".

[0172] Next, the in-vehicle operation invalidation mechanism 200 of the third embodiment will be described. The in-vehicle operation invalidation mechanism 200 includes: a pin operating lever 225, which abuts against the second cam portion 43b provided on the cam 43 to operate the pin 250; and a linkage lever 235, which is configured to engage with the pawl lever 34 and operate in conjunction with the pawl lever 34.

[0173] A second cam portion 43b is provided on the inner surface of the cam 43 within the vehicle, and one end of it is continuously provided with the outer peripheral surface of the cam 43. The second cam portion 43b is formed such that, on the cam 43 towards... Figure 25 When rotated counterclockwise, the distance between the second cam portion 43b and the center of the cam 43 decreases. Furthermore, the second cam portion 43b and the cam portion 43a that actuates the electric release lever 44 are positioned at different locations in the circumferential direction.

[0174] When cam 43 is moved from Figure 25 When the neutral position shown is rotated in reverse (counterclockwise), it can switch from the reset state to the setting state, as detailed below. On the other hand, when cam 43 is moved from... Figure 25 When rotated clockwise from the neutral position shown, the electric release lever 44 (not shown here) abuts against the cam portion 43a, thereby releasing the locking state (see reference). Figure 11 ).

[0175] A pin operating lever 225 is located between the cam 43 and the inner rod 61, extending in the front-rear direction. The pin operating lever 225 is designed to rotate about the rod axis 225a. Although not shown in the figure, the pin operating lever 225 is always directed towards contact with the cam 43 by the force of a helical spring located in the housing 11. Figure 25 Apply force in a clockwise direction.

[0176] The pin operating lever 225 includes: an input portion 225b, which is configured to abut against the cam 43 and receive the driving force input from the motor 41 via the cam 43; and a pin operating portion 225c, which holds the pin 250 and moves the pin 250 in conjunction with the rotation of the pin operating lever 225. The pin operating lever 220 selectively switches between a set state and a reset state by moving the pin 250. A through hole 225d is formed in the pin operating portion 225c, through which the pin 250 passes, and extends in the rotation direction of the release operating lever 62.

[0177] Furthermore, the pin operating lever 225 is provided with an abutment portion 226 that can be abutted by the linkage lever 235. The abutment portion 226 is provided with a first region 226a that abuts the linkage lever 235 when in the set state, a second region 226b that abuts the linkage lever 235 when in the reset state due to the action of the linkage lever 235, and a protrusion 226c provided between the first region 226a and the second region 226b.

[0178] Linkage rod 235 is positioned above pin operating rod 225 and is designed to rotate about rod axis 235a. Although not shown in the figure, linkage rod 235 is always directed in the direction separating from pin operating rod 225 by the force of a helical spring provided in housing 11. Figure 25 Apply force in a clockwise direction.

[0179] The linkage 235 includes: an input portion 235b, which is configured to engage with the pawl lever 34 and receive an input of operating force from the lock cylinder 5 via the outer lever 71 and the pawl lever 34; and an engagement portion 235c, which engages with the abutment portion 226 of the pin operating lever 225. The input portion 235b is located on the opposite side of the engagement portion 235c, separated by the lever shaft 235a.

[0180] Figure 26 This diagram illustrates the transition of the latch device 1 from a reset state (top) to a set state (bottom) driven by the motor 41. When the latch device 1 is in the reset state, the motor 41 drives the cam 43 in reverse. The input portion 225b of the pin operating lever 225 moves against the second cam portion 43b under the force of the coil spring, as indicated by the thick arrow. The pin operating lever 225 rotates clockwise around the lever axis 225a. As a result, the pin 250 moves from the reset region 265A to the set region 265B, switching from the reset state to the set state. Furthermore, when switching to the set state, the engaging portion 235c of the linkage lever 235 abuts against the first region 226a of the abutting portion 226 of the pin operating lever 225.

[0181] Conversely, when switching from the set state to the reset state, the motor 41 is driven to rotate the cam 43 clockwise. This causes the pin operating lever 225 to rotate counterclockwise around the lever axis 225a against the force of the coil spring. This moves the pin 250 from the set area 265B to the reset area 265A.

[0182] Thus, since the latch device 1 of the third embodiment has an in-vehicle operation invalidation mechanism 200 that selectively switches between the setting state and the reset state, the anti-theft and security can be further improved.

[0183] Furthermore, the in-vehicle operation invalidation mechanism 200 of the third embodiment selectively switches between the setting state and the reset state by being driven by the motor 41 of the electric release mechanism 40. Since the setting state and reset state are switched electrically, convenience is enhanced. Moreover, by sharing the motor 41 in both the electric release mechanism 40 and the in-vehicle operation invalidation mechanism 200, the number of components and cost can be reduced. Furthermore, miniaturization of the latch device 1 is possible.

[0184] Furthermore, since the pin operating lever 225 selectively switches between the setting state and the reset state by moving the pin 250, it is possible to switch states with good operability.

[0185] In the third embodiment of the latch device 1, similar to the first and second embodiments, the outer rod 71 can be activated by manually operating the lock cylinder 5 located outside the carriage using the mechanical key 7, thereby releasing the locked state. Therefore, the mechanical key 7 is required to manually release the locked state from outside the carriage, thus ensuring theft prevention. Furthermore, even if the motor 41 is not driven due to a power outage or other reasons, the locked state can still be released manually using the mechanical key 7 from outside the carriage, thus improving the reliability of the latch device 1.

[0186] In addition to being driven by the motor 41 as described above, the in-vehicle operation invalidation mechanism 200 can also be switched from a set state to a reset state by manually operating the lock cylinder 5 using the mechanical key 7. For example, in the event that the motor 41 is not driven due to a power outage, malfunction, or other reasons, the switch to the reset state is performed using the mechanical key 7 in order to open the door D.

[0187] Figure 27 This diagram illustrates the situation where the latch device 1 is changed from the set state to the reset state by manually operating the lock cylinder 5. Figure 27 The left figure shows the inoperable mechanism 200 inside the vehicle, and the right figure shows the pawl lever 34 and the outer lever 71.

[0188] When the latch device 1 is in the set state and the lock cylinder 5 is operated, the input part 72 of the outer rod 71 is pulled upward by the cable 8, and the outer rod 71 rotates around the rod axis 71a. The operating part 73 of the outer rod 71 engages with the second input part 34c of the pawl lever 34 and presses down the second input part 34c. As a result, the pawl lever 34 rotates around the rod axis 34a, and the operating part 34f of the linkage lever pushes up the input part 235b of the linkage lever 235, causing the linkage lever 235 to rotate counterclockwise around the rod axis 235a.

[0189] When the linkage 235 rotates counterclockwise, the engaging portion 235c of the linkage 235 slides on the abutting portion 226 of the pin operating lever 225, moving from the first region 226a past the protrusion 226c to the second region 226b. As the engaging portion 235c passes the protrusion 226c, the linkage 235 causes the pin operating lever 225 to rotate counterclockwise around the rod axis 225a against the force of the coil spring. As a result, the pin 250 moves from the setting region 265B to the reset region 265A, switching from the setting state to the reset state.

[0190] When the operating force of the lock cylinder 5 disappears after switching to the reset state, although the linkage rod 235 is subjected to a force toward the standby position by the force of the coil spring, the engaging part 235c is engaged and locked at the second region 226b and the protrusion 226c of the pin operating rod 225. Therefore, the reset state is maintained even after the operating force of the lock cylinder 5 disappears.

[0191] In this state, the input portion 225b of the pin operating lever 225 is positioned where it partially overlaps with the cam 43 when viewed axially from the lever shaft 225a. Therefore, when the motor 41 drives the cam 43 to reverse (clockwise), the input portion 225b abuts against the outer peripheral surface of the cam 43, and the pin operating lever 225 rotates counterclockwise against the force of the coil spring. This releases the engagement of the locking portion 235c, and the linkage lever 235 returns to the standby position.

[0192] The various embodiments of the present invention have been described above with reference to the accompanying drawings, but it is self-evident that the present invention is not limited to these embodiments. Obviously, those skilled in the art will be able to conceive of various modifications or alterations within the scope of the claims, and will understand that these modifications or alterations also fall within the protection scope of the present invention. Furthermore, the constituent elements of the above embodiments can be arbitrarily combined without departing from the spirit of the invention.

[0193] For example, in the second and third embodiments described above, the ECU 82 may also control the motor 201 or motor 41 that activates the in-vehicle operation invalidation mechanism 200, selectively switching between the reset state and the setting state based on the speed of the vehicle V. For example, the ECU 82 may also switch to the setting state when the speed of the vehicle V is above a predetermined speed.

[0194] At least the following items are described in this specification. The elements in parentheses are shown as examples of components corresponding to the above embodiments, but are not limited thereto.

[0195] (1) A latch device (latch device 1) installed in a door (door D) of a vehicle (vehicle V), wherein,

[0196] The latch device (latch device 1) includes:

[0197] A latch mechanism (latch mechanism 20) having a latch (latch 24) capable of engaging with a striker (striker S) provided on the vehicle body, is maintained in a closed state relative to the vehicle body by becoming a locked state in which the latch is engaged with the striker;

[0198] An electrically operated release mechanism (electric release mechanism 40) is provided, which can release the locking state by being driven by a motor (motor 41); and

[0199] A manual release mechanism (manual release mechanism 60) is provided, which allows the locking state to be released manually.

[0200] The electric release mechanism has an electric release lever (electric release lever 44) that operates according to the drive of the motor.

[0201] The electrically operated release lever has:

[0202] The first lever (lever 51) operates according to the drive of the motor; and

[0203] The second lever (lever 52), when in a connected state that operates in conjunction with the first lever, engages with the latch mechanism to release the locking state.

[0204] The manual release mechanism has an inner rod (inner rod 61), which is operated manually by an in-vehicle operating unit (inner handle 3) located inside the carriage.

[0205] The latch device further includes:

[0206] A cancellation mechanism (cancellation mechanism 100), which is independently provided relative to the motor, releases the connection between the first rod and the second rod by the operating force of the in-vehicle operating part transmitted via the inner rod, allowing the second rod to retract from a predetermined position; and

[0207] The in-vehicle operation invalidation mechanism (in-vehicle operation invalidation mechanism 200) selectively switches between a set state in which the operating force of the in-vehicle operation unit cannot be transmitted from the manual release mechanism to the latch mechanism, and a reset state in which the operating force of the in-vehicle operation unit can be transmitted from the manual release mechanism to the latch mechanism.

[0208] According to (1), since the door latch device has a cancellation mechanism that operates according to the manual operation of the in-vehicle operating unit, even if the motor cannot be driven due to power failure, malfunction, or other reasons and the door remains in an unlocked state, the unlocked state can be released by manually operating the in-vehicle operating unit. Therefore, the door can be reliably closed even in an emergency, thus improving the anti-theft capability and the reliability of the door latch device. Furthermore, since the cancellation mechanism is set independently of the motor, it can operate without being affected by the motor being in a fixed state, and the unlocked state can be released more easily.

[0209] Furthermore, according to (1), since an in-vehicle operation invalidation mechanism is provided that selectively switches between a set state in which the operating force of the in-vehicle operating unit cannot be transmitted to the latch mechanism and a reset state in which the operating force of the in-vehicle operating unit can be transmitted to the latch mechanism, the anti-theft and security can be further improved.

[0210] (2) The latch device according to (1), wherein,

[0211] The manual release mechanism also includes an outer rod (outer rod 71), which is operated manually using a tool (mechanical key 7) to operate the external control unit (lock cylinder 5) located outside the carriage.

[0212] The outer rod is operated manually via the external control unit, engaging with the latch mechanism to release the locking state.

[0213] According to (2), in order to unlock the car from outside by manual operation, a tool (such as a mechanical key) is required, thus ensuring theft prevention. In addition, even if the electric unlocking mechanism fails to operate due to power failure, the lock can still be unlocked from outside the car by manual operation using the tool, thus improving the reliability of the latch device.

[0214] (3) The latch device according to (1), wherein,

[0215] The in-vehicle operation invalidation mechanism selectively switches between the set state and the reset state by being driven by the motor of the electric release mechanism or another motor (motor 201) different from the motor.

[0216] According to (3), since the electric ground switches to the set state or the reset state, it is more convenient.

[0217] (4) The latch device according to (3), wherein,

[0218] The in-vehicle operation invalidation mechanism selectively switches between the set state and the reset state by driving the motor of the electric release mechanism.

[0219] According to (4), by sharing a motor in the electric release mechanism and the in-vehicle operation invalidation mechanism, it is possible to reduce the number of parts and costs.

[0220] (5) The latch device according to (2), wherein,

[0221] The in-vehicle operation invalidation mechanism selectively switches between the set state and the reset state by being driven by the motor of the electric release mechanism or by another motor (motor 201) different from that motor.

[0222] The in-vehicle operation invalidation mechanism switches from the set state to the reset state by manually operating the external operation unit using the prop.

[0223] According to (5), when the motor malfunctions in the set state, the inoperable mechanism inside the vehicle can be manually switched to the reset state by using a tool outside the vehicle, thus improving convenience. In addition, since the locking state is released and the switch to the reset state is performed by manual operation of the external operating unit, the locking state can be released by manual operation of the internal operating unit after boarding, thus avoiding being locked inside the vehicle.

[0224] (6) The latch device according to any one of (1) to (5), wherein,

[0225] The inner rod of the manual release mechanism has:

[0226] Cancellation lever (cancellation lever 62), which is operated manually by the in-vehicle operating unit, transmits the operating force of the in-vehicle operating unit to the cancellation mechanism; and

[0227] The locking release lever (locking release lever 63), when in a connected state that operates in conjunction with the cancellation lever, transmits the operating force of the in-vehicle operating unit to the latch mechanism, thereby releasing the locking state.

[0228] In the set state, the inner rod becomes a non-connected state where the connection between the canceling operation lever and the locking release lever is released, and the operating force of the in-vehicle operation unit is transmitted to the canceling mechanism by the canceling operation lever.

[0229] According to (6), since the operating force of the in-vehicle operating unit is transmitted to the cancellation mechanism by the cancellation lever even in the set state, the inability to lock can be released by manual operation of the in-vehicle operating unit even if the motor is not driven due to power failure, malfunction, etc. Therefore, safety and anti-theft can be ensured.

[0230] (7) The latch device according to (6), wherein,

[0231] The locking release lever is configured to be able to switch between a connected state, in which it is connected to the release lever by means of a pin (pin 250) and operates in conjunction with the release lever, and a non-connected state, in which the connection by means of the pin is released and it does not operate in conjunction with the release lever.

[0232] The in-vehicle operation invalidation mechanism has a pin operating lever (pin operating lever 220, 225) which selectively switches the set state and the reset state by moving the pin.

[0233] According to (7), since the setting state and the reset state can be selectively switched by moving the pin, the state can be switched with good operability.

Claims

1. A door latch device installed in a vehicle door, wherein, The latch device includes: A latch mechanism having a latch capable of engaging a striker provided on the vehicle body, which is maintained in a closed state relative to the vehicle body by becoming a locked state in which the latch is engaged with the striker; An electrically operated release mechanism, which can release the locking state by being driven by a motor; and The manual release mechanism allows the locking state to be released manually. The electric release mechanism has an electric release lever that actuates according to the drive of the motor. The electrically operated release lever has: The first lever, which is driven by the motor, moves accordingly; and The second lever, when in a connected state that operates in conjunction with the first lever, engages with the latch mechanism to release the locking state. The manual release mechanism has an inner lever, which is operated manually via an in-vehicle control unit located inside the carriage. The latch device further includes: A cancellation mechanism, independently configured relative to the motor, uses the operating force of the in-vehicle operating unit transmitted via the inner rod to release the connection between the first and second rods, allowing the second rod to retract from a predetermined position; and The in-vehicle operation invalidation mechanism selectively switches between a set state in which the operating force of the in-vehicle operation unit cannot be transmitted from the manual release mechanism to the latch mechanism, and a reset state in which the operating force of the in-vehicle operation unit can be transmitted from the manual release mechanism to the latch mechanism.

2. The latch device according to claim 1, wherein, The manual release mechanism also includes an external lever, which is operated manually using a tool to activate an external control unit located outside the carriage. The outer rod is operated manually via the external control unit, engaging with the latch mechanism to release the locking state.

3. The latch device according to claim 1, wherein, The in-vehicle operation invalidation mechanism selectively switches between the set state and the reset state by being driven by the motor of the electric release mechanism or by a motor different from the motor.

4. The latch device according to claim 3, wherein, The in-vehicle operation invalidation mechanism selectively switches between the set state and the reset state by driving the motor of the electric release mechanism.

5. The latch device according to claim 2, wherein, The in-vehicle operation invalidation mechanism selectively switches between the set state and the reset state by being driven by the motor of the electric release mechanism or by a motor different from that motor. The in-vehicle operation invalidation mechanism switches from the set state to the reset state by manually operating the external operation unit using the prop.

6. The latch device according to any one of claims 1 to 5, wherein, The inner rod of the manual release mechanism has: The cancellation lever is operated manually by the in-vehicle control unit, and the operating force of the in-vehicle control unit is transmitted to the cancellation mechanism. as well as When the locking release lever is engaged with the cancellation lever, it transmits the operating force of the in-vehicle operating unit to the latch mechanism, thereby releasing the locking state. In the set state, the inner rod becomes a non-connected state where the connection between the canceling operation lever and the locking release lever is released, and the operating force of the in-vehicle operation unit is transmitted to the canceling mechanism by the canceling operation lever.

7. The latch device according to claim 6, wherein, The locking release lever is configured to be in a connected state, which is connected to the release lever by means of a pin and operates in conjunction with the release lever, and in a non-connected state, which is disconnected by means of the pin and does not operate in conjunction with the release lever. The in-vehicle operation invalidation mechanism has a pin operating lever that selectively switches between the set state and the reset state by moving the pin.

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