Door handle device for vehicle

Abstract

To improve quietness while maintaining the size and assemblability of a door handle device for vehicles.SOLUTION: A door handle device 20 includes: a base 21 mounted on a door 1; a handle 25 that is rotatably supported by the base 21 and is operated by a pulling operation in which the handle 25 is pulled to a front side from an initial position and a pushing operation in which the handle 25 is pushed to a back side; a first urging member 32 that urges the pulled handle 25 toward the initial position; an end lever 35 that is operably mounted on the base 21 and operates according to the pushing operation of the handle 25 to actuate a lock mechanism 14; and a buffer member 36 that suppresses an impact sound when the pulled handle 25 returns to the initial position. The end lever 35 is provided with a holding portion 36b that holds the buffer member 36.SELECTED DRAWING: Figure 5

Description

[Technical Field]

[0001] The present invention relates to a door handle device for a vehicle. [Background technology]

[0002] Patent Document 1 discloses a door handle device equipped with a handle that can be pushed and pulled by a user outside the vehicle. By pulling the handle, the user can open a door that is in an unlocked and unlatched state. When the handle is pushed, a transmission member is actuated to drive the locking mechanism. When the handle is not operated, it is biased to be in its initial position. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Application Laid-Open No. 2001-288935 Summary of the Invention [Problem to be solved by the invention]

[0004] In the above case, if the user releases the handle while pulling it, the handle will return to its initial position due to the biasing force. At this time, the handle may hit a component of the door handle device, generating an impact noise. While it is possible to install a component to suppress the impact noise, this could result in an increase in the size of the door handle device or a decrease in assembly ease.

[0005] An object of the present invention is to improve the quietness of a door handle device while maintaining the size and ease of assembly of the door handle device. [Means for solving the problem]

[0006] One aspect of the present invention provides a vehicle door handle device comprising: a base attached to a vehicle door; a handle rotatably supported on the base and configured to be pulled from an initial position toward the front side and pushed toward the rear side; a first biasing member that biases the pulled handle to the initial position; a transmission member operably attached to the base and that operates in response to the push operation of the handle to drive a locking mechanism; and a buffer member that suppresses impact noise when the pulled handle returns to the initial position, wherein the transmission member is provided with a holding portion that holds the buffer member.

[0007] According to the above configuration, when the handle returns to its initial position due to the biasing force after being pulled, the handle abuts against the buffer member. This suppresses impact noise and improves the quietness of the door handle device. The buffer member is held by the transmission member that is previously provided to drive the locking mechanism. This makes it easier to avoid increasing the size of the door handle device compared to when the buffer member is installed in a separate location away from the transmission member. Furthermore, by assembling the buffer member to the transmission member to form a subassembly and assembling this subassembly to the base in the same manner as before, a configuration for suppressing impact noise is added to the door handle device. In other words, the door handle device can be easily assembled while adding the function of suppressing impact noise. [Effects of the Invention]

[0008] According to the present invention, the quietness of the door handle device can be improved while maintaining the size and ease of assembly of the door handle device. [Brief explanation of the drawings]

[0009] [Figure 1] 1 is a block diagram of a door handle device and a door latch device according to a first embodiment. [Figure 2] FIG. 2 is a front perspective view of the door handle device. [Figure 3] Cross-sectional view of FIG. 2 taken along line III-III. [Figure 4] FIG. 2 is a rear perspective view of the door handle device with the cover removed. [Figure 5] FIG. [Figure 6] FIG. [Figure 7] FIG. [Figure 8] FIG. [Figure 9] FIG. 3 is a cross-sectional view of the door handle device in a state where the handle is being pushed. [Figure 10] FIG. 10 is an exploded perspective view of an end lever and a buffer member of a door handle device according to a second embodiment. [Figure 11] FIG. 2 is an exploded perspective view of an end lever and a buffer member of the door handle device. [Figure 12] FIG. 2 is a front perspective view of an end lever and a buffer member of the door handle device. [Figure 13] FIG. 2 is a rear perspective view of the end lever and the buffer member of the door handle device. [Figure 14] FIG. DETAILED DESCRIPTION OF THE INVENTION

[0010] Hereinafter, an embodiment of the present invention will be described with reference to the drawings.

[0011] 1 to 3, a door handle device 20 according to an embodiment of the present invention is attached to an outer panel (door panel) 2 of a door 1, and enables the door 1, which is closed, to be opened by operating a door latch device 10 attached to the same door 1. The door handle device 20 of this embodiment is for a left side door whose hinge axis extends in the vehicle height direction. However, the door handle device 20 may also be for a right side door, a sliding door, or a back door.

[0012] In the accompanying drawings, the X direction is the vehicle length direction, with the arrow pointing in the rear direction and the opposite direction being the front direction. The Y direction is the vehicle width direction, with the arrow pointing inward (inside the vehicle) and the opposite direction being the outside (outside the vehicle). The Z direction is the vehicle height direction, with the arrow pointing in the upward direction and the opposite direction being the downward direction.

[0013] 1, the door handle device 20 is connected to an ECU (Electronic Control Unit) 5 mounted on a vehicle. The ECU 5 has a calculation unit, a storage unit, and a communication unit, none of which are shown, and reads out a program pre-stored in the storage unit and executes information processing in accordance with steps instructed by the program. The ECU 5 is also connected to a door latch device 10. The ECU 5 electrically operates the door latch device 10 based on an input signal from the door handle device 20.

[0014] To provide an overview of the door latch device 10, the door latch device 10 is arranged along an end panel (not shown) of the door 1 shown in Figure 3. The door latch device 10 includes a latch mechanism 11, an actuator 12, a latch switching mechanism 13, a lock mechanism 14, an actuator 15, and a lock switching mechanism 16.

[0015] The latch mechanism 11 includes a fork and a claw, and can be switched between a latched state and an unlatched state. In the latched state, the fork holds a striker on the vehicle body, holding the door 1 shown in Figure 3 in a closed state. In the unlatched state, the fork releases the striker, allowing the door 1 to be opened.

[0016] The latch mechanism 11 is switched from an unlatched state to a latched state by the striker entering the fork when the open door 1 is closed. The latch mechanism 11 is switched from the latched state to the unlatched state from outside the vehicle (opening operation) by operating the door handle device 20, but the latch mechanism 11 is electrically operated by the actuator 12 via the latch switching mechanism 13 in normal times, when it can be operated electrically, and in emergency times, when it cannot be operated electrically. Switching of the latch mechanism 11 by operating the door handle device 20 will be described in detail later.

[0017] The locking mechanism 14 is composed of multiple levers and the like, and can be switched between an unlocked state and a locked state. In the unlocked state, the latching mechanism 11 can be switched from the latched state to the unlatched state via the latch switching mechanism 13. In the locked state, the latching mechanism 11 cannot be switched from the latched state to the unlatched state via the latch switching mechanism 13.

[0018] The lock mechanism 14 is switched from an unlocked state to a locked state from outside the vehicle by operating the door handle device 20. The lock mechanism 14 is switched from a locked state to an unlocked state from outside the vehicle by operating the door handle device 20, but the state of the lock mechanism 14 differs between normal operation when the lock mechanism 14 can be electrically operated by the actuator 15 and emergency operation when the lock mechanism 14 cannot be electrically operated. Switching of the lock mechanism 14 by operating the door handle device 20 will be described in detail later.

[0019] The door handle device 20 of this embodiment will be specifically described below.

[0020] The door handle device 20 has a configuration for electrically operating the door latch device 10 shown in Fig. 1 under normal circumstances by an ECU 5 and for manually operating it in an emergency. Specifically, as shown in Figs. 1 to 4, the door handle device 20 has a base 21, a cover 22, a handle 25, and a transmission lever 30. The door handle device 20 also has a release switch 33, an end lever 35 (transmission member), a lock switch 39, an open lever 40, a key cylinder 45, a restriction lever 50, and an emergency button 54.

[0021] The base 21 is attached to the rear surface of the outer panel 2 of the door 1. The base 21 has a recess 21a, with the front surface recessed toward the rear surface. Although not shown in detail, the outer panel 2 has an opening 2a that exposes the front surface of the base 21, and the recess 21a is exposed to the exterior of the vehicle. The recess 21a has a rounded rectangular shape that is elongated in the vehicle length direction in a side view, and forms a bottom that is offset toward the interior of the vehicle with respect to the outer surface of the outer panel 2. The cover 22 covers the base 21 from the rear surface side and protects the members attached to the rear surface of the base 21.

[0022] The handle 25 is a flush handle that is elongated in the vehicle length direction and extends flush with the outer panel 2. The handle 25 is rotatably supported on the base 21 via a rotation shaft 27 that extends in the vehicle height direction while housed in the recess 21a, and is rotated both in normal and emergency situations. The handle 25 is provided with an operating unit 26 that protrudes inward in the vehicle width direction and operates a transmission lever 30. The transmission lever 30 is rotatably supported on the back surface of the base 21 via a rotation shaft 31 that extends in the vehicle width direction, and is disposed adjacent to the handle 25 on the vehicle interior side. The transmission lever 30 has an operation receiving unit 30a that receives operation by the operating unit 26, and rotates in conjunction with the rotation of the handle 25 both in normal and emergency situations.

[0023] Three openings 21b, 21c, and 21d are provided at the bottom of the recess 21a, connecting the internal space of the recess 21a of the base 21 with the space on the back side of the base 21. The openings 21b, 21c, and 21d are aligned in the vehicle length direction. A transmission lever 30, a release switch 33, an end lever 35, a lock switch 39, an open lever 40, a key cylinder 45, and an emergency button 54 are attached to the back side of the base 21. The transmission lever 30 is arranged to cover the opening 21b on one side in the vehicle length direction, and the operating unit 26 protrudes toward the back side of the base 21 through the opening 21b. The end lever 35 is arranged to cover the opening 21d on the other side in the vehicle length direction. The emergency button 54 is arranged to cover the central opening 21c.

[0024] The release switch 33 is a detection unit for normally activating the latch mechanism 11 and lock mechanism 14 shown in Fig. 1, and is disposed adjacent to the transmission lever 30. The end lever 35 and lock switch 39 are configured to normally activate the lock mechanism 14 shown in Fig. 1, and are disposed on the vehicle interior side of the front end of the handle 25 in the vehicle length direction.

[0025] The open lever 40 rotates in conjunction with the rotation of the transmission lever 30 in an emergency to activate the latch mechanism 11 shown in Fig. 1, and is disposed below the transmission lever 30. The key cylinder 45 operates the lock mechanism 14 shown in Fig. 1 in an emergency, and is disposed adjacent to the handle 25 on the rear side in the vehicle length direction.

[0026] The restricting lever 50 is configured to restrict the rotation of the handle 25 via the transmission lever 30 under normal circumstances, thereby restricting the operating force of the handle 25 from being transmitted to the latch mechanism 11 shown in Fig. 1 via the open lever 40. The emergency button 54 is configured to release the restriction imposed by the restricting lever 50 in an emergency.

[0027] 1 is controlled by the ECU 5 when authentication of the electronic key (not shown) carried by the user is established. In other words, under normal circumstances, if authentication of the electronic key is not established, the ECU 5 does not operate the door latch device 10. An antenna 28, which allows the ECU 5 to wirelessly communicate with the electronic key, is housed in the handle 25.

[0028] The operation of the door latch device 10, including the operation of the door handle device 20, will be described below. The rotation shaft 27 penetrates the handle 25 slightly to one side (rearward) of the center of the handle 25 in the vehicle length direction, and the handle 25 can be rotated in both directions from its initial position. A pulling operation is an operation of pulling the other longitudinal end (front end) toward the user (i.e., toward the outside of the vehicle or toward the front of the handle 25), causing the handle 25 to rotate counterclockwise when viewed from above. A pulling operation is essentially the same as an operation of pushing one longitudinal end (rear end) toward the user (i.e., toward the inside of the vehicle or toward the back of the handle 25). A pushing operation is an operation of pushing the other longitudinal end toward the user, causing the handle 25 to rotate clockwise when viewed from above.

[0029] (Normal opening operation) To open the door latch device 10 under normal circumstances, the handle 25, which is in its initial position shown by a solid line in FIG. 3, is pushed inward in the vehicle width direction by a portion 25a rearward of the rotary shaft 27. This pulling operation rotates the handle 25 counterclockwise as viewed from above in FIG. 2, and the transmission lever 30, which is journaled on the rotary shaft 31, rotates counterclockwise as viewed from outside the vehicle. The rotation of the transmission lever 30 switches the release switch 33 from its OFF state to its ON state and outputs an open signal. As a result, the ECU 5 shown in FIG. 1 electrically switches the lock mechanism 14 from the locked state to the unlocked state using the actuator 15, and then electrically switches the latch mechanism 11 from the latched state to the unlatched state using the latch switching mechanism 13 using the actuator 12. This allows the door 1 shown in FIG. 3 to be opened.

[0030] Rotation of the handle 25 caused by operation of the rear portion 25a is restricted to a normal operating position shown by a dashed line in Figure 3 by the transmission lever 30 abutting against the restriction lever 50. In this restricted state, the transmission lever 30 allows operation of the release switch 33 as described above, but does not allow operation (pressing) of the open lever 40. In other words, the operating force of the handle 25 is not normally transmitted to the open lever 40 via the transmission lever 30. As a result, it is possible to prevent a malfunction of the door latch device 10 caused by conflict between the electric switching and manual switching of the latch mechanism 11.

[0031] (Normal lock operation) To lock the door latch device 10 under normal conditions, the handle 25, which is in its initial position, is pushed inward in the vehicle width direction by a portion 25b of the handle 25 that is forward of the rotary shaft 27. This pushing operation rotates the handle 25 clockwise as viewed from above to the normal lock operation position shown by the dashed line in FIG. 3, and the end lever 35, which is journaled on the rotary shaft 37, is pushed and rotated by the handle 25. The rotation of the end lever 35 switches the lock switch 39 from an OFF state to an ON state and outputs a lock signal. As a result, the ECU 5 shown in FIG. 1 electrically switches the lock mechanism 14 from an unlocked state to a locked state using the actuator 15. This makes it impossible to open the door 1 shown in FIG. 3. Note that the rotation of the handle 25 during the pushing operation is stopped when the back surface of the handle 25 abuts against the bottom of the recess 21a (particularly, the area between the openings 21b and 21c).

[0032] (Emergency opening operation) In an emergency, the door latch device 10 is opened by first unlocking the lock mechanism 14 and then unlatching the latch mechanism 11, as shown in FIG.

[0033] To unlock the door latch device 10 in an emergency, the cover 47 in Fig. 2 is opened outward in the vehicle width direction to expose the key hole of the key cylinder 45 to the outside of the vehicle. Then, a mechanical key (not shown) is inserted into the key cylinder 45 and turned. As a result, the lock mechanism 14, to which an operating force is transmitted via a transmission member (not shown) and the lock switching mechanism 16 shown in Fig. 1, is manually switched from the locked state to the unlocked state.

[0034] Next, to open the door latch device 10 in an emergency, the rear portion 25a of the handle 25 is pushed inward in the vehicle width direction. This pulling operation rotates the handle 25 counterclockwise as viewed from above in FIG. 2, and the transmission lever 30 clockwise as viewed from outside the vehicle. However, in an emergency, the latch mechanism 11 cannot be electrically operated to open. Furthermore, the rotation of the handle 25 by operating the rear portion 25a is restricted to the normal operating position shown by the dashed line in FIG. 3 by the abutment of the transmission lever 30 against the restricting lever 50, just as in normal operation.

[0035] Next, in an emergency, the emergency button 54, which is exposed by rotating the handle 25, is pushed inward in the vehicle width direction. This causes the emergency button 54, which is journaled on the rotary shaft 55, to rotate, and the restricting lever 50, which is journaled on the rotary shaft 51, to rotate away from the transmission lever 30. As a result, the restriction on the rotation of the transmission lever 30 by the restricting lever 50 is released.

[0036] By releasing the restriction of the transmission lever 30, the handle 25 becomes rotatable in the direction A1 to the emergency operation position shown by the two-dot chain line in FIG. 3. This further pulling operation causes the transmission lever 30 to rotate further and press the open lever 40. As a result, the open lever 40, which is pivotally supported on the rotation shaft 41, rotates downward. As a result, the operating force of the handle 25 is transmitted to the latch mechanism 11 via the transmission lever 30, the open lever 40, the rod 43, the lock mechanism 14 shown in FIG. 1, and the latch switching mechanism 13, and the latch mechanism 11 is manually switched from the latched state to the unlatched state. As a result, the door 1 shown in FIG. 3 becomes openable.

[0037] Regardless of whether it is normal operation or an emergency, when the user releases their hand during a pulling operation, the transmission lever 30 and the handle 25 engaged therewith are returned to their initial positions by the first biasing force of the first biasing member 32. At this time, the state of the release switch 33 is switched. The first biasing member 32 is, for example, a torsion coil spring, and is attached to the outer periphery of the rotation shaft 31 that supports the transmission lever 25. The first biasing force of the first biasing member 32 is transmitted from the operation receiving portion 30a of the transmission lever 30 to the handle 25, thereby biasing the pulled handle 25 toward the initial position.

[0038] When the user releases the push button, the end lever 35 and the handle 25 in contact with it return to their initial positions due to the second biasing force of the second biasing member 38. At this time, the state of the lock switch 39 changes. The second biasing member 38 biases the end lever 35 in the direction opposite to the direction of swing of the end lever 35 during the push button operation. The handle 25 is held in its initial position by the action of the first biasing member 32 and the second biasing member 38 when no external force is acting on it.

[0039] 5 to 9, the end lever 35 has a main body portion 35a, a holding portion 35b, an attachment hole 35c, a flange portion 35d, a shaft portion 35e, and a switch operation portion 35f. The end lever 35 is assembled with the second biasing member 38, as well as a buffer member 36 and a rotation shaft 37.

[0040] The main body 35a has a vertically elongated rectangular shape when viewed in the vehicle width direction. The front side (vehicle exterior side) of the main body 35a faces the back side of the handle 25 in the vehicle width direction. The retaining portion 35b is formed by recessing the front side of the main body 35a toward the back side (vehicle interior side). The retaining portion 35b is surrounded by an inner peripheral surface extending in the vehicle width direction on both sides in the vehicle height direction and the other side in the vehicle length direction. On the other hand, the retaining portion 35b is open on the vehicle exterior side and one side in the vehicle length direction so as to be able to receive the other longitudinal end of the handle 25. An attachment hole 35c penetrates the main body 35a and opens at the bottom surface of the retaining portion 35b. The back side of the main body 35a may be hollowed out as shown in the figure, which reduces the weight of the end lever 35 and therefore the door handle device 20.

[0041] The buffer member 36 is made of an elastic material, such as rubber or elastomer. The buffer member 36 has a shank portion 36a, abutment portion 36b, and a retaining portion 36c. The shank portion 36a is shaped like a thin shaft. The abutment portion 36b is provided at one end of the shank portion 36a and extends radially from the shank portion 36a. In this embodiment, the abutment portion 36b is cylindrical overall and has multiple protrusions on its end surface. The retaining portion 36c is provided on the shank portion 36a. The retaining portion 36c is conical and is disposed axially spaced from the abutment portion 36b with its conical base facing the back surface of the abutment portion 36b.

[0042] The buffer member 36 is pre-assembled to the end lever 35 before the end lever 35 is assembled to the base 21. During assembly, the other end of the shank portion 36a (the end opposite the abutted portion 36b) is inserted into the mounting hole 35c. When the assembly worker grasps and pulls the other end of the shank portion 36a exposed from the opening of the mounting hole 35c, the retaining portion 36c elastically deforms and passes through the mounting hole 35c. Once the retaining portion 36c has passed through the mounting hole 35c, the retaining portion 36c returns to its original shape. The conical bottom surface of the retaining portion 36c comes into close contact with the back surface of the main body portion 35a, and the back surface of the abutted portion 36b comes into close contact with the bottom surface of the holding portion 35b. In this manner, the buffer member 36 is attached to the end lever 35.

[0043] The flange portion 35d protrudes upward from the main body portion 35a and has a spring seat facing the other side in the vehicle length direction. The shaft portion 35e protrudes from the spring seat toward the other side in the vehicle length direction. The second biasing member 36 is a torsion coil spring and is provided on the outer periphery of the shaft portion 35e. Meanwhile, the base 21 is provided with a pair of support flanges 21e that protrude toward the rear side above the opening 21d. With the second biasing member 38 attached to the shaft portion 35e, the shaft portion 35e and the flange portion 35d are sandwiched between the pair of support flanges 21e. In this state, the rotating shaft 37 is inserted through the pair of support flanges 21e and the shaft portion 35e. Furthermore, one end of the second biasing member 38 is engaged with the base 21, and the other end of the second biasing member 38 is engaged with the rear side of the main body portion 35a. As a result, the end lever 35 is biased to close the opening 21d, and the front surface of the main body 35a abuts against the edge of the opening 21d from the rear side. The abutted portion 36b of the buffer member 36 is exposed to the recess 21a of the base 21 through the opening 21d.

[0044] The switch operating portion 35f protrudes downward from the main body portion 35a, i.e., on the opposite side of the flange portion 35d and the shaft portion 35e in the up-down direction. The switch operating portion 35f is plate-shaped with its thickness oriented in the vehicle width direction. The back surface of the switch operating portion 35f is substantially flush with the back surface of the main body portion 35a, while the thickness of the switch operating portion 35f is smaller than the thickness of the main body portion 35a. The front surface of the switch operating portion 35f faces the base 21 below the opening 21d.

[0045] On the other hand, a lock switch 39 is fixed to the base 21 below and behind the opening 21d. The lock switch 39 has an operated portion 39a that advances toward the interior of the vehicle or retracts toward the exterior of the vehicle, and the operated portion 39a is biased to advance toward the interior of the vehicle. When the handle 25 is in the initial position, the end lever 35 is biased to close the opening 21d as described above, and at that time, the switch operating portion 35f presses the operated portion 39a toward the exterior of the vehicle so as to retract it.

[0046] As described above, the door handle device 20 according to this embodiment includes the base 21 attached to the door 1, the handle 25 rotatably supported on the base 21 and capable of being pulled and pushed from an initial position, the first biasing member 32 biasing the pulled handle 25 to the initial position, the end lever 35 operably attached to the base 21 and actuating in response to the pushing of the handle 25 to drive the lock mechanism 14, and the buffer member 36 suppressing impact noise when the pulled handle 25 returns to its initial position. The end lever 35 is provided with a holding portion 35b that holds the buffer member 36.

[0047] When the user releases the handle 25 during a pulling operation and the handle 25 returns to the initial position due to the first biasing force, the back surface of the handle 25 first abuts against the abutment portion 36b of the buffer member 36 held by the end lever 35 from outside the vehicle. The back surface of the handle 25 abuts against the buffer member 36 before colliding with surrounding members such as the bottom of the recess 21a, and the impact due to the first biasing force is absorbed by the elastic deformation of the buffer member 36. This suppresses impact noise and improves the quietness of the door handle device 20.

[0048] In comparison with a case in which the buffer member 36 is disposed at another location away from the end lever 35, for example, at the bottom of the recess 21a, the door handle device 20 can be prevented from becoming larger in size in the vehicle width direction or vehicle length direction. Also, as described above, the buffer member 36 is pre-assembled to the end lever 35, and the end lever 35 with the buffer member 36 attached is assembled to the base 21. Therefore, in comparison with a configuration in which the buffer member 36 is not provided but the end lever 35 is provided, the ease of assembly of the door handle device 20 is not impaired. In this way, the quietness of the door handle device 20 can be improved while maintaining the size and ease of assembly of the door handle device 20.

[0049] The end lever 35 is swingably attached to the base 21, and the door handle device 20 further includes a second biasing member 38 that biases the end lever 35 in the direction opposite to the swing direction of the end lever 35 during a pushing operation. The second biasing force of the second biasing member 38 is greater than the first biasing force of the first biasing member 32. Therefore, even if the back surface of the handle 25 collides with the buffer member 36, the end lever 35 is prevented from swinging, and malfunction of the lock switch 39 is prevented. The buffer member 36 applies a reaction force to the handle 25 during a pushing operation. Therefore, it is conceivable that the operating force required for a pushing operation will increase, but this increase in operating force can be avoided by adjusting the second biasing force (the spring constant of the second biasing member 38).

[0050] The holding portion 35b is formed by recessing the front surface of the end lever 35 that faces the handle 25. Therefore, the end lever 35 can be disposed on the base 21 without interfering with the handle 25.

[0051] 10 to 14, a door handle device 20 according to a second embodiment will be described, focusing on differences from the above-described embodiment. In this embodiment, the buffer member 36 has a shank portion 36a, a contact portion 36b, and a retaining portion 36c, similar to the first embodiment. The contact portion 36b has a larger area when viewed from outside the vehicle compared to the first embodiment. The contact portion 36b has a covering portion 36d that is in close contact with substantially the entire inner surface of the holding portion 35b, and a protrusion 36e that protrudes from the covering portion 36b toward the outside of the vehicle.

[0052] In this embodiment, as in the first embodiment, the size and ease of assembly of the door handle device 20 are maintained while the quietness of the door handle device 20 is improved. Although the end lever 35 is exposed during a pulling operation, the abutment portion 36b is provided so as to cover almost the entire holding portion 35b, so that the aesthetic appearance of the back side of the handle 25 can be maintained at a high level.

[0053] Although the embodiments have been described above, the above configurations are merely examples and can be modified as appropriate within the scope of the present invention. [Explanation of symbols]

[0054] 1 door 2 outer panels 2a aperture 5 ECU 10 Door latch device 11 Latch mechanism 12 Actuators 13 Latch switching mechanism 14 Locking mechanism 15 Actuators 16 Lock switching mechanism 20 Door handle device 21 Base 21a Recess 21b~21d opening 21e Support flange 22 Cover 25 Handle 25a rear part 25b Front part 26 Control section 27 Rotation axis 28 Antenna 30 Transmission lever 30a Operation receiver 31 Rotation axis 32 first biasing member 33 Release switch 35 End lever 35a Main body 35b Holding part 35c mounting hole 35d flange 35e shaft 35f Switch operation section 36 Cushioning material 36a shank 36b Abutted part 36c Retaining part 36d Covering part 36e protrusion 37 Rotation axis 38 Second biasing member 39 Lock switch 39a Operated part 40 Open Lever 43 Rod 45 Key cylinder 47 Cover 50 Regulator lever 54 Emergency button

Claims

1. a base attached to a vehicle door; a handle that is rotatably supported on the base and that is pulled from an initial position toward the front side and pushed from an initial position toward the rear side; a first biasing member that biases the handle, when pulled, to the initial position; a transmission member operably attached to the base and actuated in response to a pushing operation of the handle to drive a locking mechanism; a buffer member for suppressing impact noise when the handle returns to the initial position after being pulled; A vehicle door handle device comprising: The transmission member is provided with a holding portion that holds the buffer member. A door handle device for a vehicle.

2. the transmission member is attached to the base so as to be able to swing; The door handle device further includes a second biasing member that biases the transmission member in a direction opposite to a swing direction of the transmission member during a pushing operation. The vehicle door handle device according to claim 1 .

3. The second biasing force of the second biasing member is greater than the first biasing force of the first biasing member.

3. The vehicle door handle device according to claim 2.

4. The holding portion is formed by recessing a front surface of the transmission member facing the handle.

4. The vehicle door handle device according to claim 1.

Images