Vehicle door lock device

Abstract

To provide a vehicle door lock device capable of preventing a door from being unlatched due to the deformation of the door caused by the collision load input.SOLUTION: A vehicle door lock device 1 includes: a handle mechanism 10 that has a handle base 11 and an outer handle 12; a latch mechanism 20 that includes an open lever 25; a rod 30 that transmits the operation of the outer handle 12 to the open lever 25; and a support member 40 placed between the handle base 11 and the latch mechanism 20 so as to locate at the top of handle base 11. When an outer panel 4 starts deforming due to an input of collision load, a support member 40 comes into contact with a base 21 of the latch mechanism 20, and the upper part of the handle base 11 gets closer to an inner panel 5 and is prevented from rotating downward.SELECTED DRAWING: Figure 3

Description

[Technical Field]

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

[0002] A vehicle door lock device is provided on a vehicle door. The vehicle door lock device comprises a handle mechanism including an outer handle and a latch mechanism. The latch mechanism comprises a fork that engages and disengages with a striker on the vehicle body, and a claw lever. The latch mechanism is switched from a latched state to an unlatched state by an occupant operating the outer handle. In the latched state, the claw lever holds the fork in a position where it is engaged with the striker. In the unlatched state, the claw lever releases the hold of the fork, and the fork disengages from the striker. Unlatching allows the door to be opened.

[0003] Patent Document 1 describes that in the event of a collision, the inertia acting on the vehicle can cause the outer handle to move in the same way as when an occupant operates the door, that is, move outward in the vehicle width direction relative to the door. This movement can cause the latch to be released.

[0004] The vehicle door lock device described in Patent Document 1 includes a stopper member that prevents the movement of the rod that transmits the movement of the outer handle to the latch mechanism when inertia acts on the vehicle during a collision. This stopper member is intended to prevent the latch from being released due to the movement of the outer handle caused by inertia during a collision. [Prior art documents] [Patent documents]

[0005] [Patent Document 1] Patent Publication No. 2009-243102 Summary of the Invention [Problem to be solved by the invention]

[0006] In a collision, particularly a side collision, the door is deformed by the input of a collision load. The vehicle door lock device described in Patent Document 1 has room for improvement in terms of preventing the latch from being released due to such door deformation.

[0007] An object of the present invention is to provide a vehicle door lock device that can prevent the latch from being released due to deformation of the door caused by the input of a collision load. [Means for solving the problem]

[0008] One aspect of the present invention is a handle mechanism including a handle base disposed inside an outer panel of a vehicle door, an outer handle movably held by the handle base, a latch mechanism including a lever for releasing the latch, a rod for transmitting the operation of the outer handle to the lever, a facing portion facing the handle base in the direction in which the outer panel and the inner panel of the door face each other, and a displacement suppression member provided between the handle base and the facing portion so as to be located above the handle base. The handle base has a plate-shaped upper wall portion extending in a direction perpendicular to the vehicle height direction, and the displacement suppression member is attached to the upper wall portion of the handle base, and the upper wall portion has a through hole penetrating in the vehicle height direction, and the displacement suppression member has an insertion groove into which the upper wall portion is inserted, a groove wall that defines an upper side of the insertion groove and is arranged on the upper surface side of the upper wall portion, and an attachment hole that is provided in the groove wall to correspond to the through hole and through which a fastening member is passed. A vehicle door lock device is provided.

[0009] During a collision, particularly a side collision, the outer panel of the door is deformed by the collision load. Depending on the door design, which is long in the vehicle longitudinal direction, or the vehicle weight, the collision load may cause the outer panel to deform so that the upper part of the handle base approaches the inner panel and rotates downward. When the outer panel begins to deform due to the collision load, the displacement suppression member quickly contacts the opposing portion and supports the collision load. In other words, the displacement suppression member is sandwiched between the handle base and the opposing portion, restricting the relative displacement of the handle base with respect to the opposing portion. This displacement suppression prevents the upper part of the handle base from rotating downward while approaching the inner panel, which would cause the rod to move downward and displace the lever. As a result, the latch release caused by the deformation of the outer panel due to the collision load can be prevented.

[0010] The displacement suppression member is attached to the handle base. With this configuration, the handle base to which the displacement suppression member is attached can be attached integrally within the narrow door space between the outer panel and the inner panel, ensuring ease of assembly of the vehicle door lock device.

[0011] The handle base has a plate-shaped upper wall extending in a direction perpendicular to the vehicle height direction, and the displacement suppression member is attached to the upper wall. With this configuration, the displacement suppression member can reliably support the collision load when the outer panel begins to deform due to the collision load input. As a result, the upper part of the handle base can be reliably prevented from rotating downward while approaching the inner panel.

[0012] The upper wall portion has a through hole penetrating in the vehicle height direction, and the displacement suppression member has an insertion groove into which the upper wall portion is inserted, a groove wall that defines the upper side of the insertion groove and is arranged on the upper surface of the upper wall portion, and a mounting hole that is provided in the groove wall to correspond to the through hole and through which a fastening member is passed. With this configuration, the displacement suppression member can be attached in a fixed position on the upper wall portion of the handle base.

[0013] A gap is provided between the displacement restraint member and the handle base, or between the displacement restraint member and the opposing portion.

[0014] This configuration ensures ease of assembly of the handle base and displacement suppression member within the narrow space between the outer and inner panels of the door. It also prevents the displacement suppression member, which may move slightly due to vehicle vibrations, from interfering with the handle base or the opposing part, thereby reducing the generation of abnormal noise.

[0015] The displacement suppression member may extend in a direction perpendicular to the facing portion.

[0016] With this configuration, when the outer panel begins to deform due to the collision load, the displacement suppression member can reliably support the collision load, thereby reliably preventing the upper part of the handle base from rotating downward while approaching the inner panel.

[0017] The displacement suppressing member has a portion facing the opposing portion. Destination The end surface may be inclined downward from the upper side in a direction away from the opposing portion.

[0018] With this configuration, when the outer panel begins to deform due to the input of a collision load, the upper end of the distal end surface of the displacement suppression member comes into line contact with the opposing portion, thereby reliably preventing the upper portion of the handle base from approaching the inner panel and rotating downward.

[0019] An upper end of the tip surface of the displacement suppression member may extend in a direction parallel to the facing portion.

[0020] With this configuration, when the outer panel begins to deform due to a collision load, the opposing portion can reliably absorb the collision load acting through the tip of the displacement suppression member, thereby more reliably preventing the upper portion of the handle base from rotating downward while approaching the inner panel.

[0024] The latch mechanism may include the opposing portion.

[0025] With this configuration, the latch mechanism also serves as the opposing part, which reduces the number of parts. Furthermore, because the latch mechanism is located closer to the handle base than the inner panel, the overall length of the displacement suppression member can be shortened compared to when the inner panel is used as the opposing part. This ensures the rigidity of the displacement suppression member against the input collision load.

[0026] The displacement suppression member may include a plate-shaped base extending in a direction perpendicular to the opposing portion, a frame wall provided on the outer periphery of the base, and a rib provided within the frame wall and extending in a direction perpendicular to the opposing portion.

[0027] This configuration ensures the rigidity of the displacement suppression member against the input collision load while minimizing the weight increase that accompanies the placement of the displacement suppression member. Therefore, when the outer panel begins to deform due to the input collision load, the displacement suppression member can reliably support the input collision load. As a result, the upper part of the handle base can be reliably prevented from approaching the inner panel and rotating downward.

[0028] The door may be a rear door located at the rear side of the vehicle, the handle base may be attached rearward of the center of the rear door in the vehicle length direction, and the displacement suppression member may be located forward of the rod in the vehicle length direction.

[0029] The deformation of the outer panel due to the input of a collision load near the center pillar of the vehicle is greater at the front side of the vehicle length than at the rear side. In response to this, the displacement suppression member is located on the front side of the rod of the handle base attached to the rear side of the rear door length. This makes it possible to minimize the displacement of the rod due to the deformation of the outer panel. [Effects of the Invention]

[0030] According to the vehicle door lock device of the present invention, it is possible to prevent the latch from being released due to deformation of the door caused by the input of a collision load. [Brief explanation of the drawings]

[0031] [Figure 1] 1 is a view of a side door of a vehicle equipped with a vehicle door lock device according to an embodiment of the present invention, viewed from the outside in the vehicle width direction. [Figure 2] 1 is an exploded perspective view of a side door of a vehicle equipped with a vehicle door lock device according to an embodiment of the present invention; [Figure 3] FIG. 3 is a cross-sectional view taken along line III-III in FIG. [Figure 4] FIG. 4 is a cross-sectional view taken along line IV-IV in FIG. 3 . [Figure 5] FIG. 4 is a view of the handle mechanism, the support member, and the rod as seen from the inside in the vehicle width direction. [Figure 6] FIG. [Figure 7] FIG. [Figure 8] FIG. 1 is a perspective view of a vehicle door lock device. [Figure 9] FIG. 1 is a perspective view of a vehicle door lock device. [Figure 10] 2 is a view of the vehicle door lock device as seen from above in the vehicle height direction. FIG. [Figure 11] 11 is a cross-sectional view of the vehicle door lock device taken along line XI-XI in FIG. DETAILED DESCRIPTION OF THE INVENTION

[0032] Next, an embodiment of the present invention will be described with reference to the accompanying drawings, in which the X direction, Y direction, and Z direction indicate the vehicle length direction, vehicle width direction, and vehicle height direction, respectively.

[0033] 1 and 2, a vehicle door lock device 1 according to an embodiment of the present invention, together with a vehicle door 2, constitutes a door structure 3. In this embodiment, the door 2 is a rear side door. The present invention can also be applied to vehicle doors other than rear side doors.

[0034] The door 2 includes an outer panel 4, an inner panel 5, and an end panel 6. The outer panel 4 and the inner panel 5 face each other in the vehicle width direction (first direction). The outer panel 4, the inner panel 5, and the end panel 6 of the door 2 define a closed space 7 (see also Figures 3 and 4). In the following description, the terms "inside" and "outside" may be used to refer to the surfaces of the outer panel 4, the inner panel 5, and the end panel 6 that face the closed space 7, and "outside" to refer to the surfaces opposite the closed space 7.

[0035] 2 to 4, the vehicle door lock device 1 includes a handle mechanism 10, a latch mechanism 20, a rod 30, and a support member (displacement suppression member) 40, and is disposed on the rear side of the door 2 in the vehicle length direction.

[0036] (handle mechanism) 1 to 3, the handle mechanism 10 includes a handle base 11 disposed inside the outer panel 4 (inside the closed space 7) and an outer handle 12 disposed outside the outer panel 4. Both the handle base 11 and the outer handle 12 are disposed along the vehicle length direction.

[0037] 5, the outer handle 12 is movably held by the handle base 11. That is, a first end 12a of the outer handle 12 protruding from the front side in the vehicle length direction (second direction) penetrates the outer panel 4 and is rotatably supported by the handle base 11, and a second end 12b of the outer handle 12 protruding from the rear side in the vehicle length direction also penetrates the outer panel 4 and is supported by the handle base 11 so as to be movable forward and backward in the vehicle width direction. Normally, when the occupant rotates the outer handle 12 outward in the vehicle width direction (door opening operation), the latch mechanism 20 switches from a latched state to an unlatched state, and the door 2 can be opened.

[0038] 5 and 8, the handle base 11 is provided with a support shaft 16 on the rear side in the vehicle length direction and on the upper side in the vehicle height direction. A lever arm 14 equipped with a counterweight 13 is rotatably supported on this support shaft 16. A held portion (connection portion) 30a of a rod 30 is inserted into a rod holding portion 14a at the upper end of the lever arm 14 and is held in a rotatable state.

[0039] The lever arm 14 rotates in the direction indicated by arrow A1 in FIG. 8 in response to movement of the second end 12b of the outer handle 12 during the door-opening operation. This rotation causes the rod holding portion 14a to move downward in the vehicle height direction, which in turn causes the rod 30 to descend downward in the vehicle height direction. When the rod 30 descends, an engagement portion 30c (described below) provided on the rod 30 presses down an open lever 25 (described below) provided on the latch mechanism 20, causing it to rotate downward. As a result, the latch mechanism 20 switches from a latched state to an unlatched state. A coil spring 15 that elastically biases the lever arm 14 is attached to the support shaft 16. As shown in FIG. 8, the coil spring 15 biases the lever arm 14 to rotate in the direction indicated by arrow A2 (opposite to the arrow A1 described above), i.e., in the direction opposite to the direction in which the latch mechanism 20 switches from the latched state to the unlatched state.

[0040] (latch mechanism) 3, 4, and 8 to 11, the latch mechanism 20 is disposed inside the inner panel 5 (inside the closed space 7). The latch mechanism 20 includes a base portion 21 and a protruding portion 22. The base portion 21 is disposed so as to extend in the vehicle length direction along the inside of the inner panel 5. The protruding portion 22 protrudes in the vehicle width direction from a rear portion of the base portion 21 in the vehicle length direction toward the outer panel 4. The protruding portion 21 is disposed along the inside of the end panel 6. The base portion 21 and the protruding portion 22 are formed by a casing 23 having a split structure.

[0041] The protruding portion 22 accommodates a fork 24 (shown only in FIG. 8) that engages with and disengages from a striker (not shown) on the vehicle body, and a claw lever (not shown).

[0042] The base portion 21 is provided with an open lever 25 for releasing the latch. The base portion 21 also houses a mechanism (not shown) including elements such as a link and a motor for switching the latch mechanism 20 between an unlocked state and a locked state. Normally, when the latch mechanism 20 is in the unlocked state, pressing down the open lever 25 by operating the outer handle 12 switches the latch mechanism 20 from the latched state (a state in which the claw lever holds the fork 24 in a position where it engages with the striker) to the unlatched state (a state in which the claw lever releases the hold of the fork 24 and the fork 24 disengages from the striker). On the other hand, when the latch mechanism 20 is in the locked state, pressing down the open lever 25 by operating the outer handle 12 does not switch the latch mechanism from the latched state to the unlatched state.

[0043] (rod) 8, the rod 30 transmits the operation of the outer handle 12 of the handle mechanism 10 to the open lever 25 of the latch mechanism 20. Specifically, under normal circumstances, when the outer handle 12 is operated to open the door, the rod 30 moves downward in the vehicle height direction as the lever arm 14 of the handle mechanism 10 rotates in the direction of arrow A1, and the engaging portion 30c presses down the open lever 25.

[0044] 5 and 8, as already explained in relation to the handle mechanism 10 and the latch mechanism 20, the lever arm 14 is rotatably supported on the upper side of the handle base 11 in the vehicle height direction, and the rod holding portion 14a provided at the upper end of the lever arm 14 holds the held portion (connection portion) 30a of the rod 30. That is, in this embodiment, one end of the rod 30 is connected to the upper part of the handle base 11 in the vehicle height direction via the lever arm 14.

[0045] The rod 30 has a held portion (connection portion) 30a, an inclined portion 30b, an engaging portion 30c, and an inserting portion 30d. The rod 30 has the held portion 30a at one end and the engaging portion 30c and the inserting portion 30d at the other end.

[0046] The held portion 30a extends linearly in the vehicle length direction, and is inserted into the rod holding portion 14a of the lever arm 14 from the rear side in the vehicle length direction. The held portion 30a is rotatably held by the rod holding portion 14a.

[0047] The inclined portion 30b is connected to the rear end of the held portion 30a in the vehicle length direction. The inclined portion 30b extends linearly from the held portion 30a downward in the vehicle height direction toward the open lever 25. More specifically, the inclined portion 30b is inclined downward in the vehicle height direction from the end of the held portion 30a located rearward of the open lever 25 in the vehicle length direction toward the front side of the open lever 25 in the vehicle length direction.

[0048] An engaging portion 30c is connected to the end of the inclined portion 30b on the lower side in the vehicle height direction. The engaging portion 30c extends linearly rearward in the vehicle length direction from the inclined portion 30b to above the open lever 25 and is slightly inclined downward in the vehicle height direction. When the rod 30 descends downward in the vehicle height direction, the engaging portion 30c presses down and rotates the open lever 25 of the latch mechanism 20.

[0049] The insertion portion 30d is connected to the lower end of the engagement portion 30c in the vehicle height direction. The insertion portion 30d extends linearly downward from the engagement portion 30c in the vehicle height direction. The insertion portion 30d is inserted into the open lever 25 so that the rod 30 can move up and down relative to the open lever 25.

[0050] (support member) 8 to 11, the support member 40 is disposed between the handle base 11 of the handle mechanism 10 and the base portion 21 of the latch mechanism 20, and provides support between the handle mechanism 10 and the latch mechanism 20 when the outer panel 4 (see FIG. 2) is deformed due to the input of a collision load, which will be described in detail later. The support member 40 is attached to the upper part of the handle base 11 in the vehicle height direction. Here, the upper part of the handle base 11 refers to a part that is higher than half of the overall height H of the handle base 11 excluding the lever arm 14 including the counterweight 13.

[0051] More specifically, the support member 40 is attached to the upper wall portion 11d of the handle base 11. Referring to FIGS. 5 and 11, the handle base 11 includes a handle base main body 11a, a pivot support portion 11b that supports the first end 12a of the outer handle 12, and an insertion portion 11c through which the second end 12b of the outer handle 12 is inserted. A lever arm 14 is rotatably attached to the upper portion of the insertion portion 11c. The handle base main body 11a includes an upper wall portion 11d, a lower wall portion 11e, a pair of end wall portions 11f, and a partition wall portion 11g that closes the space defined by these walls 11c-11f. Reinforcing ribs 11h and 11i are provided between the upper wall portion 11d and the lower wall portion 11e. Referring to FIGS. 9 and 11, the upper wall portion 11d includes a protrusion 11j that protrudes toward the latch mechanism 20 on the insertion portion 11c side, which is the rear side in the vehicle length direction. A through hole 11k is provided in this protruding portion 11j, penetrating in the vehicle height direction, and a support member 40 is attached to the through hole 11k.

[0052] The support member 40 is frame-shaped overall and includes an insertion groove 40a into which the protrusion 11j is inserted. When attached to the upper wall portion 11d, the support member 40 is located forward of the rod 30 in the vehicle length direction and extends in a direction perpendicular to an inner surface 21a in the vehicle width direction of the base portion 21 of the latch mechanism 20. This inner surface 21a faces the handle base 11 in the vehicle width direction and is an example of a facing portion of the present invention. When multiple ribs protrude from the surface, as in the base portion 21 of this embodiment, the inner surface 21a can also be defined as an imaginary surface formed by the tips of the multiple ribs.

[0053] The support member 40 will be described in detail below with reference to FIGS. 6, 7, and 11. FIG.

[0054] The support member 40 includes a base 40b located in the center in the vehicle height direction and a frame wall 40f provided on the outer periphery of the base 40b. The support member 40 also includes a pair of ribs 40j provided within the frame wall 40f and a mounting hole 40k for mounting the support member 40 to the upper wall portion 11d of the handle base 11.

[0055] The base 40b includes a base body 40c protruding from the upper wall 11d of the handle base 11 toward the base 21, a first groove wall 40d disposed on the upper surface of the upper wall 11d, and a second groove wall 40e disposed on the lower surface of the upper wall 11d. The base body 40c is plate-shaped and extends along the XY plane so as to intersect with the inner surface 21a of the base 21. The first groove wall 40d and the second groove wall 40e are both plate-shaped and extend along the XY plane. They are spaced apart in the vehicle height direction across the base body 40c and protrude outward in the vehicle width direction from the base body 40c. The vehicle width dimension of the first groove wall 40d is greater than the vehicle width dimension of the second groove wall 40e. An insertion groove 40a is defined by the outer end of the base body 40c in the vehicle width direction, the first groove wall 40d, and the second groove wall 40e.

[0056] The frame wall 40f includes a pair of side walls 40g, an inner end wall 40h, and an outer end wall 40i.

[0057] The pair of side walls 40g are plate-shaped and protrude along the YZ plane from both ends of the base 40b in the vehicle length direction. The side walls 40g are not provided in the area where the insertion groove 40a is formed. In other words, the side walls 40g include a first portion that protrudes vertically from the base main body 40c, a second portion that protrudes upward from the first groove wall 40d, and a third portion that protrudes downward from the second groove wall 40e.

[0058] The inner end wall 40h is continuous with the inner ends of the base body 40c and the pair of side walls 40g in the vehicle width direction. As shown most clearly in Fig. 11, the outer surface (tip surface) of the inner end wall 40h that faces the inner surface 21a of the base portion 21 is flat and inclined downward from the upper side toward the lower side, away from the inner surface 21a. The angle θ formed between the outer surface of the inner end wall 40h and the inner surface 21a is set in the range of 15 degrees to 30 degrees, and is set to 20 degrees in this embodiment.

[0059] 10, the inner end wall 40h extends in the vehicle length direction when viewed from the vehicle height direction. That is, the upper end of the inner end wall 40h extends in the vehicle length direction parallel to the inner surface 21a of the base portion 21. A gap G is provided between the inner end wall 40h and the latch mechanism 20, more specifically, between the inner surface 21a of the base portion 21. Referring to FIG. 11, the gap G at the upper end portion where the distance between the inner end wall 40h and the inner surface 21a is smallest is set in the range of 5 mm to 15 mm, and is set to 10 mm in this embodiment.

[0060] 6 and 7, the outer end wall 40i is continuous with the outer ends of the first groove wall 40d and the pair of side walls 40g in the vehicle width direction. No outer end wall is provided at the outer ends of the second groove wall 40e and the pair of side walls 40g in the vehicle width direction.

[0061] The pair of ribs 40j are provided between the pair of side walls 40g and spaced apart in the vehicle longitudinal direction. Each of the pair of ribs 40j is plate-shaped and extends along the YZ plane, just like the side walls 40g, and includes a first portion that protrudes vertically from the base body 40c, a second portion that protrudes upward from the first groove wall 40d, and a third portion that protrudes downward from the second groove wall 40e.

[0062] The mounting holes 40k are provided in the first groove wall 40d so as to correspond to the through holes 11k of the handle base 11. More specifically, the mounting holes 40k penetrate the first groove wall 40d, the outer end wall 40i, and the thick portions 40m provided so as to be continuous with each of the pair of ribs 40j.

[0063] A boss 40n is provided on the second groove wall 40e so as to be located below the mounting hole 40k in the vehicle height direction. A screw (fastening member) (not shown) is inserted from above the mounting hole 40k, passed through the through-hole 11k, and screwed into the boss 40n, thereby immovably attaching the support member 40 to a fixed position on the upper wall portion 11d of the handle base 11. However, rivets or bolts and nuts may also be used as the fastening member, and any configuration that allows the support member 40 to be attached to the upper wall portion 11d may be used.

[0064] (Behavior of vehicle door locking devices during collisions) Assuming that the support member 40 is not employed, the vehicle door lock device 1 behaves as follows in the event of a collision, particularly a side collision.

[0065] The input of a collision load deforms the outer panel 4 of the door 2. Depending on the design of the door 2, in which the length of the door 2 in the vehicle length direction is large, or depending on the vehicle weight, the input of the collision load may deform the outer panel 4 so that the upper part of the handle base 11 rotates downward while approaching the inner panel 5, as conceptually shown by arrow B in FIG. 3. When the upper part of the handle base 11 rotates as indicated by arrow B in FIG. 3, the rod 30 moves downward and the open lever 25 is pushed down. As a result, the latch mechanism 20 may switch from a latched state to an unlatched state, causing the door 2 to open.

[0066] In contrast, in the vehicle door lock device 1 of this embodiment, when the outer panel 4 begins to deform due to the collision load input, the support member 40 quickly abuts against the base portion 21 of the latch mechanism 20, more specifically, the inner surface 21a of the base portion 21, and the support member 40 supports the collision load input. In other words, the support member 40 is sandwiched between the handle base 11 and the base portion 21 of the latch mechanism 20, restricting relative movement of the handle base 11 with respect to the base portion 21 of the latch mechanism 20. This restriction of movement causes the upper portion of the handle base 11 to rotate downward while approaching the inner panel 5, thereby preventing the rod 30 from moving downward in the vehicle height direction. Furthermore, the prevention of the rod 30 from descending prevents the rod 30 from pressing down the open lever 25. As a result, the latch mechanism 20 can be prevented from being unlatched due to deformation of the outer panel 4 due to the collision load input.

[0067] As described above, a gap G is provided between the support member 40 and the base portion 21 of the latch mechanism 20. This ensures ease of assembly when the handle base 11 and the support member 40 are installed through the service hole 5a (see FIG. 2) of the inner panel 5 within the narrow door 2 between the outer panel 4 and the inner panel 5. Furthermore, it is possible to suppress the generation of abnormal noise caused by the support member 40, which may move slightly due to vehicle vibrations, interfering with the handle base 11 or the inner surface 21a of the latch mechanism 20.

[0068] As described above, the support member 40 extends in the vehicle width direction, which is perpendicular to the inner surface 21a of the latch mechanism 20. Therefore, when the outer panel 4 starts to deform due to the collision load input, the support member 40 can reliably support the collision load input. As a result, the upper part of the handle base 11 can be reliably prevented from approaching the inner panel 5 and rotating downward.

[0069] As described above, the support member 40 is attached to the handle base 11. Therefore, the handle base 11 to which the support member 40 is attached can be attached integrally to the inside of the door 2 through the service hole 5a. This ensures ease of assembly of the vehicle door lock device 1. However, the support member 40 may be attached to the base portion 21 of the latch mechanism 20, or to the outer panel 4 or inner panel 5.

[0070] As described above, the outer surface of the inner end wall 40h of the support member 40 is inclined downward from the upper side toward the lower side, away from the inner surface 21a. Therefore, when the outer panel 4 starts to deform due to the input of a collision load, the upper end of the tip surface of the support member 40 comes into line contact with the inner surface 21a of the latch mechanism 20. As a result, the upper part of the handle base 11 can be reliably prevented from approaching the inner panel 5 and rotating downward.

[0071] As described above, the upper end of the inner end wall 40h of the support member 40 extends in the vehicle length direction parallel to the inner surface 21a of the latch mechanism 20. Therefore, when the outer panel 4 starts to deform due to the collision load input, the inner surface 21a of the latch mechanism 20 can reliably receive the collision load input acting via the support member 40. As a result, the upper part of the handle base 11 can be more reliably prevented from rotating downward while approaching the inner panel 5.

[0072] As described above, the support member 40 is attached to the upper wall portion 11d of the handle base 11. Therefore, when the outer panel 4 starts to deform due to the input of the collision load, the support member 40 can reliably support the input of the collision load. As a result, the upper part of the handle base 11 can be reliably prevented from approaching the inner panel 5 and rotating downward.

[0073] As described above, the support member 40 has the insertion groove 40a into which the upper wall portion 11d of the handle base 11 is inserted, and the mounting hole 40k through which a fastening member passes. Therefore, the support member 40 can be mounted in a fixed position on the upper wall portion 11d of the handle base 11.

[0074] As described above, the base portion 21 of the latch mechanism 20, against which the support member 40 abuts when the outer panel 4 begins to deform due to the input of a collision load, also functions as the opposing portion of the present invention, thereby supporting the collision load. Therefore, the number of parts can be reduced compared to when a separate part functioning as the opposing portion is provided. Furthermore, because the latch mechanism 20 is located closer to the handle base 11 than the inner panel 5, the overall length of the support member 40 can be reduced compared to when the inner panel 5 is used as the opposing portion. This ensures the rigidity of the support member 40 against the input collision load. However, a portion other than the base portion 21 of the latch mechanism 20 may serve as the opposing portion, or a separate part functioning as the opposing portion may be provided.

[0075] As described above, the support member 40 is a frame-like member having a base 40b extending in a direction perpendicular to the inner surface 21a of the latch mechanism 20 and a frame wall 40f provided on the outer periphery of the base 40b, and a rib 40j extending in a direction perpendicular to the inner surface 21a is provided within the frame wall 40f. This ensures the rigidity of the support member 40 against an input collision load while minimizing the weight increase that accompanies the placement of the support member 40. Therefore, when the outer panel 4 begins to deform due to the input collision load, the support member 40 can reliably support the input collision load. As a result, the upper part of the handle base 11 can be reliably prevented from approaching the inner panel 5 and rotating downward.

[0076] As described above, the door 2 on which the vehicle door lock device 1 is installed is a rear door located at the rear side of the vehicle. In this case, deformation of the outer panel 4 due to a collision load input to the vicinity of the center pillar is greater on the front side in the vehicle length direction than on the rear side in the vehicle length direction. In contrast, in this embodiment, the handle base 11 is attached rearward of the center of the rear door 2 in the vehicle length direction, and the support member 40 is located forward of the rod 30 in the vehicle length direction. Therefore, displacement of the rod 30 due to deformation of the outer panel 4 can be minimized. [Explanation of symbols]

[0077] 1. Vehicle door lock device 2-door 3-door structure 4 Outer panel 5 Inner panel 5a Service Hall 6 End Panel 7 Closed space 10 Handle mechanism 11 Handle base 11a Handle base body 11b Axial support 11c Insertion part 11d Upper wall section 11e Lower wall 11f End wall 11g Bulkhead 11h Reinforcement rib 11i Reinforcement rib 11j Projection 11k through hole 12 Outer handle 12a First end 12b Second end 13 Counterweight 14 Lever arm 14a Rod holding part 15 coil spring 16 Support shaft 20 Latch mechanism 21 Base 21a Inner side (opposing part) 22 Protrusion 23 Casing 24 Fork 25 Open Lever 30 rods 30a Holding part (connection part) 30b Diagonal section 30c Engagement part 30d Insertion part 40 Support member (displacement suppression member) 40a Insertion groove 40b base 40c base body 40d First groove wall 40e Second groove wall 40f frame wall 40g side wall 40h Inner end wall 40i outer end wall 40j rib 40k mounting hole 40m thick section 40n boss G Gap A1 Lever arm rotation direction A2 The opposite direction to the rotation of the lever arm B Movement of the upper part of the steering wheel base during a collision

Claims

1. a handle mechanism including a handle base disposed inside an outer panel of a vehicle door and an outer handle movably held by the handle base; a latch mechanism having a lever for releasing the latch; a rod that transmits the movement of the outer handle to the lever; a facing portion facing the handle base in a direction in which the outer panel and the inner panel of the door face each other; a displacement suppression member provided between the handle base and the opposing portion so as to be positioned above the handle base; Equipped with the handle base includes a plate-shaped upper wall portion extending in a direction perpendicular to the vehicle height direction, the displacement suppression member is attached to the upper wall portion of the handle base, The upper wall portion has a through hole that penetrates in the vehicle height direction, The displacement suppression member is an insertion groove into which the upper wall portion is inserted; a groove wall defining an upper side of the insertion groove and disposed on an upper surface side of the upper wall portion; a mounting hole provided in the groove wall to correspond to the through hole, and through which a fastening member passes; A vehicle door lock device comprising:

2. The vehicle door lock device according to claim 1 , wherein a gap is provided between the displacement restraint member and the handle base, or between the displacement restraint member and the opposing portion.

3. The vehicle door lock device according to claim 1 or 2, wherein the displacement suppression member extends in a direction perpendicular to the opposing portion.

4. The vehicle door lock device according to claim 1 , wherein a tip surface of the displacement suppression member that faces the facing portion is inclined downward from the upper side in a direction away from the facing portion.

5. The vehicle door lock device according to claim 4, wherein an upper end of the tip surface of the displacement suppression member extends in a direction parallel to the facing portion.

6. The vehicle door lock device according to claim 1 , wherein the latch mechanism includes the opposing portion.

7. The displacement suppression member is a plate-shaped base portion extending along a direction perpendicular to the opposing portion; a frame wall provided on the outer periphery of the base; a rib provided in the frame wall and extending in a direction perpendicular to the opposing portion; The vehicle door lock device according to claim 1 , further comprising:

8. the door is a rear door disposed at a rear side of the vehicle, the handle base is attached to the rear side of the center of the rear door in the vehicle length direction, The displacement suppression member is disposed forward of the rod in the vehicle length direction. The vehicle door lock device according to any one of claims 1 to 7.

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