Vehicle door handle device

Abstract

A vehicle door handle device (1) comprising: a base element (2) which is attached to a vehicle door (D1, D2); a handle body (3) connected to the base element (2) in such a way that it is rotatable about an end (31) designed as a pivot point, for the opening process in a direction in which a free end (32) of the handle body (3) moves away from the door (D1, D2); and an angle lever (4) connected to the free end (32) and rotatably attached to the base element (2) such that it rotates back and forth about a predetermined axis of rotation (4X) in accordance with the opening and closing process of the opposite free end (32), wherein the angle lever (4) is connected to a door locking device (5) which holds the door (D1, D2) in a closed position, wherein during the opening process on the handle body (3) the angle lever (4) rotates in a predetermined direction of rotation about the axis of rotation (4X) in order to turn the door locking device (5) into a non-locking state in which the door locking device (5) does not hold the door (D1, D2) in the closed position, and wherein during the closing process opposite to the opening process the angle lever (4) rotates in a direction opposite to the predetermined direction of rotation,to rotate the door locking device (5) into a locking state in which the door locking device (5) holds the door (D1, D2) in the closed position when the door (D1, D2) is in the predetermined closed position, The angle lever (4) has an angle lever body (10) which rotates back and forth about a first axis of rotation forming the axis of rotation (4X) of the angle lever (4), and a stop element (40) arranged on the angle lever body (10) such that it rotates back and forth relative to the angle lever body (10) along a second axis of rotation (10X) which is positioned differently from the first axis of rotation (4X), wherein the stop element (40) assumes a predetermined initial rotation position relative to the angle lever body (10) when the handle body (3) is not in operation, wherein the stop element (40) rotates with the angle lever body (10) along a rotary path (40A) which bypasses a stop part (21) provided on the base element (2), while maintaining the initial rotational position relative to the angle lever body (10) when the angle lever body (10) rotates in the specified direction of rotation with a rotational acceleration not exceeding a specified reference value during the opening process of the handle body (3);while, when the rotational acceleration exceeds the specified reference value, an outer end section (41) of the stop element (40) on a radial outside of the second axis of rotation (10X) can no longer follow the rotation of the bell crank body (10), and the stop element (40) moves from the initial rotational position relative to the bell crank body (10), so that the stop part (21) of the base element (2) is allowed to enter the rotational path (40B), so that the stop element (40) abuts the stop part (21) and is stopped in rotation together with the bell crank body (10), thereby terminating the opening process; and wherein the base element (2) has a locking prevention part (28) which displaces the stop element (40) from the initial rotation position by bumping against the stop element (40) when it has passed the stop part (21), when the stop element (40) rotates with the angle lever body (10) and moves along the path of rotation (40A) which bypasses the stop part (21) of the base element (2) while maintaining the initial rotation position relative to the angle lever body (10).

Description

BACKGROUND OF THE INVENTION Technical field

[0001] The invention relates to a vehicle door handle device. Description of the state of the art

[0002] A vehicle door handle device for opening and closing a vehicle door includes a technique for preventing the door from being opened, as shown, for example, in patent document 1. The door handle device of patent document 1 includes a base element attached to a door, a handle body arranged on the base element which allows it to be pulled outwards from the vehicle, an angle lever connected to the handle body and a door locking mechanism, and a rotary lever which rotates with the angle lever and is biased into an initial rotational position by an elastic compressive force of a coil spring (see Fig. 4 of the patent document 1) and a locking pin (see Fig. 6 of the patent document 1), which is provided on the base element and which moves relative to the rotary lever in such a way that the rotation of the angle lever is not hindered when the vehicle is in a non-collision situation. These components prevent the door from being opened.

[0003] In the event of a vehicle collision, the rotary lever of the vehicle door handle device rotates from its initial rotational position against the elastic preload of the coil spring into a locking position by means of the inertial force generated by the collision (see Fig. (10 of patent document 1). When the rotary lever has moved into the locking position, the locking pin prevents the angle lever from rotating. Since the angle lever is unable to rotate, the door locking mechanism can no longer be switched from a locked state, in which the door is held closed, to a non-locking state, thus preventing the door from being opened. State-of-the-art patent document

[0004] [Patent document 1] Japanese published patent publication JP 2015 - 4 221 A

[0005] US patent application No. US 2011 / 0120022 A1 discloses a door handle arrangement that engages with a deflection lever to actuate a door release latch. SUMMARY OF THE INVENTION Problems to be solved by the invention

[0006] In a conventional vehicle door handle mechanism, the door locking mechanism is activated by the inertial force generated by a vehicle collision to prevent the door from opening. This inertial force is a force acting on the handle when the door, which is subjected to the direct impact of the collision, and the handle, which is not, attempt to move relative to each other. In the event of an unforeseen situation arising during the collision, where the handle body is pulled upwards and outwards relative to the vehicle, while no inertial force is acting on the handle, the door cannot be prevented from opening.

[0007] One objective of this invention is to create a vehicle door handle device with a new design that can effectively prevent the door from opening in the event of a collision.

[0008] To solve the problems described above, the invention provides a vehicle door handle device as defined in claim 1.

[0009] In the case of the aforementioned patent document 1, the rotary lever is displaced using the inertial force acting outside the vehicle to limit the rotation of the bell crank when the door is subjected to an impact force directed towards the interior of the vehicle during a collision. The present invention differs from this in that the stop element for limiting the rotation of the bell crank is displaced relative to the bell crank using the force (e.g., inertial force) that acts opposite to or backward to the direction of rotation of the bell crank when the bell crank rotates with excessive acceleration. The rotation of the bell crank is limited, in particular, to prevent the door from opening when the collision occurs against the door, as in the case of patent document 1.However, with the present invention, the rotation of the angled lever to prevent the door from opening can be limited not only when the door is subjected to an impact, but also in all cases where the angled lever rotates with excessive acceleration. When the user pulls the handle body during normal operation, the rotation of the angled lever is not restricted under the present invention, since it rotates with normal acceleration, so that the door can be opened as intended by the user. BRIEF DESCRIPTION OF THE DRAWINGS Fig. Figure 1 is a side view of a vehicle, showing an example of a vehicle door handle device installed in the usual manner. Fig. Figure 2 shows the side view of an embodiment of a vehicle door handle device according to the invention, which is attached to a door. Fig. Figure 3 is a perspective exploded view of the vehicle door handle assembly. Fig. 2. Fig. Figure 4 shows a rear view of the vehicle door handle assembly. Fig. 2. Fig. 5 is an enlarged partial view of a section from Fig. 4. Fig. Figure 6 shows a first perspective view of Fig. 5. Fig. Figure 7 shows a perspective view of a partial cross-section along axis VII-VII of Fig. 5. Fig. Figure 8 is a partial cross-sectional view showing the cross-section along axis VII-VII of Fig. 5 shows. Fig. Figure 9A shows a cross-sectional view along axis IX-IX of Fig. 5, if the handle body is not pulled upwards (resting state). Fig. 9B is a cross-sectional view along axis IX-IX of Fig. 5, when the handle body is pulled upwards (functional state). Fig. Figure 10A shows a cross-sectional view along the XX axis of Fig. 5, if the handle body is not pulled upwards (resting state). Fig. 10B is a cross-sectional view along axis XX of Fig. 5, when the handle body is pulled upwards (functional state). Fig. Figure 10C shows a cross-sectional view along the XX axis of Fig. 5, when the opening of the door is stopped. Fig. Figure 11 is a cross-sectional view along axis XI-XI of Fig. 5. EXAMPLES OF THE INVENTION

[0010] Exemplary embodiments of the invention are described below with reference to the drawings.

[0011] As in Fig. As shown in Figure 1, the vehicle door handle device 1 is provided for opening and closing a front door D1 and a rear door D2 of a vehicle (vehicle) V. The vehicle door handle device 1 comprises, as shown in Figure 1, the door handle device 1. Fig. 2 and Fig. Figure 3 shows a base element 2 attached to the vehicle door (here an outer panel DP of the door), a handle body 3 connected to the base element 2 in such a way that it is rotatable about an end 31 acting as a pivot point, so that a free end 32 (the other end 32) is moved back and forth in a direction away from the door DA for the opening process and in the opposite direction DB for the closing process, and an angle lever 4 rotatably mounted on the base element 2. The angle lever 4 is connected both to the free end 32 of the handle body and to a door locking device 5, which holds the door in the closed position. As shown in Fig. 9A and Fig. As shown in Figure 9B, the angle lever follows the back-and-forth movement of the handle body 3 and rotates about a first axis of rotation 4X, so that the door locking device 5 is switched between a locking state in which the door is held in the locked position and a non-locking state in which the door is accordingly not locked, by means of a lever section 15 of the angle lever.

[0012] The free end 32 of the handle body 3 has a connecting section 33 which can extend into and out of the base element 2, as shown in Fig. 9A and Fig. Figure 9B shows this connecting section 33 as an arm which is guided for linear back-and-forth movement by a guide section 23 formed in the base element 2. A lever section 14 of the angle lever 4 engages in an engagement part 34 at the distal end of the arm.

[0013] The bell crank 4 is an L-shaped rotary element with a pair of lever sections 14 and 15 extending from a pivot center 13 in different radial directions relative to the first axis of rotation 4X. It is arranged on the base part 2 such that it is rotatable about the first axis of rotation 4X defined in the base part 2. When the handle body 3 is pulled during operation, i.e., pulled outwards from the vehicle (towards the door opening), the force of this action is converted by means of lever section 14 into a rotary motion of the bell crank 4 about the first axis of rotation 4X. This causes the bell crank 4 to rotate in a predetermined direction 10C and act on the door locking device 5 via lever section 15 (see figure). Fig. 2) The door locking device 5 switches from the locked state to the above-mentioned unlocked state to allow the door to be opened.

[0014] A prestressing element 9 (see Fig. 3) is arranged around a pivot shaft 6 (for example, a wound torsion spring), which forms the first axis of rotation 4X, so that the angle lever 4 is subjected to a compressive force generated by pulling the handle body 3, acting in a direction opposite to the predetermined direction of rotation 10C. This compressive force ensures that the handle body 3 remains received within the base element 2. When the door is closed and the handle body 3 is in this received state, the door locking device 5, connected to the lever section 15, rotates into a locking state (also referred to as a latching state), thus holding the door in the locked position.Conversely, if the handle body 3 is pulled in this locked state, the door locking device 5 switches to the unlocked state, in which the door is held in the unlocked position to allow manual or electrical opening of the door. Since the door locking device 5 and the connection structure between the door locking device 5 and the angle lever 4 are known from the prior art, they will not be described further here.

[0015] The angle lever 4 comprises, as in Fig. 3, Fig. 6 and Fig. Figure 7 shows an L-shaped angle lever body 10 with the aforementioned pair of lever sections 14 and 15, and a stop element 40 arranged on the angle lever body 10 such that it is rotatable about a second axis of rotation 10X, which is an axis of rotation fixed in the angle lever body 10 at a position different from the first axis of rotation 4X.

[0016] The angle lever body 10 is mounted by a pivot bearing part 26 of the base element 2 such that it is rotatable about the first axis of rotation 4x. The pivot shaft 6 (also referred to as the pivot shaft element), designed as a separate part, is arranged on the pivot bearing part 26, and the angle lever body 10, i.e., the angle lever 4, is arranged to rotate about the pivot shaft 6. The angle lever body 10 has a pivot shaft insert part 4h as a passage for the pivot shaft 6. The pivot bearing part 26 of the base element 2 consists of a pair of opposing walls 26, 26, each of which has a pivot entry hole 26h for guiding the pivot shaft 6 through it. The angle lever 4 is arranged on the base element 2 such that it is sandwiched between these opposing walls 26, 26, with the pivot shaft 6 extending through the pivot entry holes 26h, 4h, and 26h.

[0017] In this embodiment, the first axis of rotation 4X is oriented in a direction perpendicular to the directions of movement DA and DB of the handle body 3 (i.e., to the left-to-right direction of the vehicle) when the handle body 3 is received in the base element 2 and no pulling action is being performed. In this embodiment, the first axis of rotation 4X extends in the direction from front to rear of the vehicle V.

[0018] If the handle body 3 is not actuated, the stop element 40 assumes a predetermined initial rotational position relative to the angle lever body 10, as shown in Fig. 7, Fig. 8 and Fig. 10A shown. “If the handle body 3 is not actuated” means that the handle body 3 is not in the position in which it is pulled outwards by the vehicle, so that the handle body 3 is received in the base element 2. The stop element 40 accompanies the pulling operation (opening operation) performed outwards by the vehicle on the handle body 3 and rotates with the bell crank body 10 in the specified direction of rotation 10C. If, at this point, the rotational acceleration of the bell crank body 10 does not exceed a specified reference value, the stop element 40 rotates with the bell crank body 10 while maintaining the initial rotational position relative to the bell crank body 10 mentioned above (see Fig. 10B), even when subjected to the rotational acceleration of the inertial force 40C. At this point, the stop element 40 moves along a rotary path 40A (see Fig. 10A), which bypasses the stop part 21 provided on the base element 2.

[0019] If, on the other hand, the rotational acceleration of the bell crank body 10 at the time of rotation exceeds the reference value mentioned above, an outer end section 41 of the stop element arranged on the radially outer side of the second axis of rotation 10X can no longer follow the rotation of the bell crank body 10 due to the inertial force 40C of the rotational acceleration, so that, as a result, the stop element 40 moves from the initial rotational position mentioned above relative to the bell crank body 10 (see Fig. 10A) to a rotation stop position (see Fig. 10C). The stop part 21 of the base element 2 is arranged in the rotary path 40B, as shown in Fig. Figure 10C shows the stop when it is moved to the rotation stop position, so that the outer end section 41 of the stop rests against the stop part 21 when the angle lever body 10 rotates, and the stop element 40 is thereby held in its rotation, which in turn stops the rotation of the angle lever body 10. Since the angle lever body 10 is stopped in its rotation, the angle lever 4 can no longer rotate. As a result, the door locking device 5 is not activated and remains in the locked position, thus preventing the door from being opened.

[0020] The fact that the stop element 40 maintains the initial rotational position relative to the angle lever 10 does not necessarily mean that the stop element 40 has not moved from the initial rotational position relative to the angle lever 10, but rather means that the stop element 40 remains at least in a position in which it can move along the path of rotation that bypasses the stop part 21.

[0021] In this embodiment, the second axis of rotation 10x is positioned on the radially outer side of the first axis of rotation 4X and parallel to the first axis of rotation 4X.

[0022] The stop element 40 of this embodiment is provided on a lever section of the pair of lever sections 14 and 15. The stop element 40 is provided at one end of the lever section 15 on a side in the direction in which the second axis of rotation 10X extends, as shown in Figure 1. Fig. 6 and Fig. 7. In this embodiment, the lever section 15 comprises a pivot shaft 19 which projects integrally from an end face 15a on one side in the direction (see Fig. 3), in which the second axis of rotation 10X extends. The stop element 40 is arranged such that the pivot shaft 19 extends through the shaft entry hole 40h formed therein. In this way, the stop element 40 can rotate about the pivot shaft 19 (i.e., about the second axis of rotation 10X).

[0023] As in Fig. As shown in Figure 6, in this embodiment a wall section 25 formed on the base element 2 is located near the distal end of the pivot shaft 19. This prevents the stop element 40, which is rotatably arranged on the pivot shaft 19, from detaching from the distal end of the pivot shaft 19. In particular, the wall section 25 acts as a retaining element for the stop element 40. Furthermore, in this embodiment, the stop element 40 is arranged between the wall section 25 of the base element 2 and a base section 18 of the pivot shaft 19 of the lever section 15, as shown in Figure 6. Fig. 11, so as not to fall off the pivot shaft 19.

[0024] In this embodiment, the preload element 9 is provided on the angle lever 4 to exert a compressive force in a direction opposite to the rotational movement of the stop element 40 from the initial rotational position to the rotational stop position. The preload element 9 in this embodiment is a torsion coil spring 9 wound around the pivot shaft 19. One end of the spring is hooked into a positioning element 11 such that the spring is held in place to prevent it from rotating relative to the pivot shaft 19.

[0025] In this embodiment, the stop element 40 is held in the initial rotational position relative to the angle lever body 10 by the compressive force 9S of the preload element 9, causing the outer end section 41 of the stop to bear against the positioning part 11 of the angle lever body 10 (angle lever 4), as shown in Fig. 8 shown. This positioning part 11 is designed as a wall part which projects from the end face 15a of the lever section 15 on one side in the direction in which the second axis of rotation 10X extends (see Fig. 3).

[0026] As soon as the stop element 40 of this embodiment assumes the rotation stop position relative to the angle lever body 10 (see Fig. 10C), when it begins to rotate in the specified direction of rotation 10C, the stop element not only abuts the stop part 21, but also the rotation stop section 12 of the bell crank body 10, in the opposite direction to the direction of rotation 10C, on the opposite side from the direction in which the stop abuts the stop part 21. In particular, if the rotational acceleration of the bell crank body 10 exceeds the reference value, the stop element 40 of this embodiment is prevented from rotating, as it is inserted between the stop part 21 and the rotation stop section 12. This rotation stop section 12 is designed as a wall section that projects from the end face 15a of the lever section 15 on one side in the direction in which the second axis of rotation 10X extends.

[0027] The base element 2 of this embodiment comprises a locking prevention part 28 for displacing the stop element 40 from the initial rotation position by bearing against the stop element 40 at the destination of the stop element after passing the stop part 21, when the stop element 40 rotates with the bell crank body 10 and moves along the path of rotation 40A around the stop part 21 of the base element 2, while maintaining the initial rotation position relative to the bell crank body 10. In the Fig. In the embodiment shown in Figure 10B, the stop element 40 is separated from the positioning part 11, with which it was in contact when the stop element 40 was held in the initial rotation position, when the stop element 40 contacts the locking-prevention part 28 and is moved from the initial rotation position. The locking-prevention part 28 of this embodiment is designed as a projection which extends from the wall part 25 towards the stop element 40, as shown in Figure 10B. Fig. 5 shown.

[0028] In this embodiment of the vehicle door handle device 1, the stop element 40, which rotates about the second axis of rotation 10X (different from the first axis of rotation 4X), is arranged on the angle lever 4, which rotates about the first axis of rotation 4X to link it to the pulling action on the handle body 3. If the angle lever 4 rotates with a rotational acceleration not exceeding the reference value, the stop element 40 rotates with the angle lever 4 and does not impede its rotation. If the angle lever 4 rotates with a rotational acceleration exceeding the reference value, the stop element 40, which can no longer follow the rotation of the angle lever 4, abuts the stop part 21 and stops the rotation of the angle lever 4.If the angle lever 4 rotates with such excessive rotational acceleration in this embodiment, its rotation is stopped, so that the door locking device 5 is not activated and the opening of the vehicle door is prevented.

[0029] In this embodiment, the reference value for the rotational acceleration of the angle lever 4 is adjustable relative to the force of the preload element 9. The preload element 9 in this embodiment is a torsion coil spring 9, so that the value can be adjusted by selecting a spring with a different elastic compressive force.

[0030] The one described embodiment of the invention serves only as an example, and the invention is not limited to this. For example, some components in the above embodiment can be omitted or other components added; that is, various modifications can be made according to the knowledge of a person skilled in the art.

[0031] For example, the stop element 40 can be configured to be held in the initial rotational position by its own weight and not by the force of a preloading device (preloading element) 9 as described in the embodiment above. In this case, the preloading device 9 is not required. The reference value for the rotational acceleration of the angle lever 4 can be adjusted by means of the weight of the stop element 40. If the stop element 40 is made of a resin, the weight can be adjusted by mounting another weight component made of metal or the like, which is heavier than the resin. REFERENCE MARK LIST 1 Vehicle door handle device 2 Basic element 21 Stop part 3 handle bodies 4 angle levers 4X first axis of rotation 10 angle lever bodies 10X second axis of rotation 40 Stop element

Claims

[1] A vehicle door handle device (1) comprising: a base element (2) which is attached to a vehicle door (D1, D2); a handle body (3) connected to the base element (2) in such a way that it is rotatable about an end (31) designed as a pivot point, for the opening process in a direction in which a free end (32) of the handle body (3) moves away from the door (D1, D2); and an angle lever (4) connected to the free end (32) and rotatably attached to the base element (2) such that it rotates back and forth about a predetermined axis of rotation (4X) in accordance with the opening and closing process of the opposite free end (32), wherein the angle lever (4) is connected to a door locking device (5) which holds the door (D1, D2) in a closed position, wherein during the opening process on the handle body (3) the angle lever (4) rotates in a predetermined direction of rotation about the axis of rotation (4X) in order to turn the door locking device (5) into a non-locking state in which the door locking device (5) does not hold the door (D1, D2) in the closed position, and wherein during the closing process opposite to the opening process the angle lever (4) rotates in a direction opposite to the predetermined direction of rotation,to turn the door locking device (5) into a locking state in which the door locking device (5) holds the door (D1, D2) in the closed position when the door (D1, D2) is in the predetermined closed position, the angle lever (4) has an angle lever body (10) which rotates back and forth about a first axis of rotation forming the axis of rotation (4X) of the angle lever (4), and a stop element (40) arranged on the angle lever body (10) such that it rotates back and forth relative to the angle lever body (10) along a second axis of rotation (10X) which is positioned differently from the first axis of rotation (4X), wherein the stop element (40) assumes a predetermined initial rotation position relative to the angle lever body (10) when the handle body (3) is not in operation, wherein the stop element (40) rotates with the angle lever body (10) along a rotary path (40A) which bypasses a stop part (21) provided on the base element (2), while maintaining the initial rotational position relative to the angle lever body (10) when the angle lever body (10) rotates in the specified direction of rotation with a rotational acceleration not exceeding a specified reference value during the opening process of the handle body (3);while, when the rotational acceleration exceeds the specified reference value, an outer end section (41) of the stop element (40) on a radial outside of the second axis of rotation (10X) can no longer follow the rotation of the bell crank body (10), and the stop element (40) moves from the initial rotational position relative to the bell crank body (10), so that the stop part (21) of the base element (2) is allowed to enter the rotational path (40B), so that the stop element (40) rests against the stop part (21) and is stopped in rotation together with the bell crank body (10), thereby ending the opening process; and wherein the base element (2) has a locking prevention part (28) which displaces the stop element (40) from the initial rotation position by bumping against the stop element (40) when it has passed the stop part (21), when the stop element (40) rotates with the angle lever body (10) and moves along the path of rotation (40A) which bypasses the stop part (21) of the base element (2) while maintaining the initial rotation position relative to the angle lever body (10). [2] Vehicle door handle device (1) according to claim 1, wherein the stop element (40) has a preload element (9) which tensions the stop element (40) to remain in the initial rotation position, and wherein, when the angle lever body (10) rotates in the predetermined direction of rotation with a rotational acceleration exceeding the reference value during the opening process of the handle body (3), the stop element (40) overcomes a preload force of the preload element (9) and moves from the initial rotation position relative to the angle lever body (10).

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