JP7549815B2 - Door handle mechanism for vehicle - Google Patents

Description

The present invention relates to a vehicle door handle mechanism having a handle case that is attached to a vehicle door panel and a handle knob that is rotatably attached to the handle case.

A vehicle door handle mechanism used to open and close a vehicle door may be configured to have a handle case attached to a door panel and a handle knob rotatably attached to the handle case. Typically, such a vehicle door handle mechanism is configured to insert a rotating shaft into the handle case and the handle knob in order to rotatably attach the handle knob to the handle case. Specifically, holes are formed in the handle case and the handle knob so that each end of the rotating shaft in the longitudinal direction can be inserted, and the handle knob can be rotated around the rotating shaft inserted into these holes when the hole peripheral portions located on the periphery of the holes of the handle case and the handle knob are butted against each other in the longitudinal direction of the rotating shaft. (See, for example, Patent Document 1.)

Japanese Patent Application Publication No. 11-200669

Furthermore, in the vehicle door handle mechanism described above, in order to prevent misalignment between the handle case and the handle knob based on the rotation axis, a mating protrusion that surrounds the hole in the handle case and protrudes from the peripheral portion of the hole in the handle case toward the peripheral portion of the hole in the handle knob in the longitudinal direction of the rotation axis may be formed on the handle case, and a mating receiving portion that surrounds the hole in the handle knob and can receive the mating protrusion of the handle case may be formed on the handle knob. The mating protrusion of the handle case and the mating receiving portion of the handle knob are mated with the peripheral portions of the holes of the handle case and the handle knob butted against each other in the longitudinal direction of the rotation axis.

However, when a user pulls on the handle knob to open the door, an excessive pulling force may be applied to the handle knob. In particular, when a user pulls the handle knob to the maximum open position to open the door, and then pulls on the handle knob as if to move the handle knob beyond the maximum open position, an excessive pulling force is frequently applied to the handle knob. Such an excessive pulling force acts on the mating protrusion of the handle case via the mating receiving portion of the handle knob, and as a result, there is a risk of stress concentration occurring on the mating protrusion of the handle case and its surrounding area.

In light of this situation, it is desirable to reduce the stress concentration caused by the tensile force applied to the handle knob in a vehicle door handle mechanism.

In order to solve the problem, a vehicle door handle mechanism according to one embodiment includes a handle case attached to a door panel of a vehicle, and a handle knob attached to the handle case so as to be rotatable in a circumferential direction around a rotation axis, one of the handle case and the handle knob having a fitting protrusion protruding along the rotation axis, the other of the handle case and the handle knob having a fitting receiving portion that receives the fitting protrusion so as to fit with the fitting protrusion, the handle knob having a handle portion located away from the rotation axis, and the handle knob being rotatable within a rotation range between a basic position where the handle portion is closest to the door panel and a maximum open position where the handle portion is farthest from the door panel. a stopper receiving portion that abuts against the stopper portion so as to restrict the open rotation of the handle knob on the open side in the circumferential direction from the basic position toward the maximum open position at the maximum open position, the fitting protrusion includes a cross section having a circular outer circumferential edge, the fitting protrusion has a high protrusion region that protrudes from a base end of the fitting protrusion in a protruding direction of the fitting protrusion, and a low protrusion region that protrudes from the base end of the fitting protrusion lower than the high protrusion region in the protruding direction of the fitting protrusion, the high protrusion region and the low protrusion region are distributed in the circumferential direction on the fitting protrusion, and the handle portion is disposed on the open side in the circumferential direction at the maximum open position, a stopper action portion that is pressed against the fitting receiving portion in a direction perpendicular to a tangent to an outer circumferential edge of the fitting protrusion that passes through the abutment portion of the stopper portion and the stopper receiving portion as viewed in a direction along the pivot axis based on the tensile force, and a maximum opening handle action portion that is pressed against the fitting receiving portion in a direction parallel to a tangent to the handle portion along the circumferential direction as viewed in a direction along the pivot axis based on the tensile force, the stopper action portion being located on the opening side in the circumferential direction with respect to the maximum opening handle action portion, the fitting protrusion having a main interference range extending from the maximum opening handle action portion of the fitting protrusion toward the opening side in the circumferential direction to the stopper action portion of the fitting protrusion, and the low convex region being The low convex region includes a minimum convex region that protrudes lowest from the base end of the mating convex portion in the protruding direction of the mating convex portion, and the minimum convex region is arranged within a minimum height range of 180° from the circumferential center of the main interference range toward the open side in the circumferential direction , one circumferential end of the high convex region is adjacent to the other circumferential end of the low convex region, and the other circumferential end of the high convex region is adjacent to one circumferential end of the low convex region, and the low convex region has a one-side transition region that slopes to form an S-shape that becomes lower as it goes from the other circumferential end of the high convex region to one circumferential end of the minimum convex region, and an other-side transition region that slopes to form an S-shape that becomes lower as it goes from one circumferential end of the high convex region to the other circumferential end of the minimum convex region .

In one embodiment of the vehicle door handle mechanism, it is possible to reduce stress concentration caused by tensile force applied to the handle knob.

FIG. 1 is a perspective view showing a door including a vehicle door handle mechanism according to a first embodiment of the present invention. FIG. 2 is a perspective view that shows a schematic view of the vehicle door handle mechanism according to the first embodiment. FIG. 3 is a perspective view showing a state in which the handle knob is removed from the vehicle door handle mechanism shown in FIG. 2. FIG. FIG. 4 is a front view showing the vehicle door handle mechanism according to the first embodiment, as viewed from the direction of arrow X1 in FIG. 2, with the handle knob in a basic position. FIG. 5 is a front view showing the vehicle door handle mechanism according to the first embodiment, as viewed from the direction of arrow X1 in FIG. 2, with the handle knob in the maximum open position. FIG. 6 is a perspective view showing a fitting protrusion and its surroundings of the handle case of the vehicle door handle mechanism according to the first embodiment. FIG. 7 is a perspective view showing the handle case according to the first embodiment, as viewed from the inner side in the vehicle width direction. FIG. 8 is a schematic view of the handle case according to the first embodiment as viewed from the direction of arrow X2 in FIG. FIG. 9 is a schematic view of the handle case according to the first embodiment as viewed from the direction of arrow X3 in FIG. FIG. 10 is a schematic view of the handle case according to the first embodiment as viewed from the direction of arrow X4 in FIG. FIG. 11 is a schematic view of the handle case according to the first embodiment as viewed from the direction of arrow X5 in FIG. 6. As shown in FIG. FIG. 12 is a schematic view of the handle case according to the first embodiment as viewed from the direction of arrow X6 in FIG. FIG. 13 is a perspective view showing a handle knob of the vehicle door handle mechanism according to the first embodiment, as viewed from the inside in the vehicle width direction.

The vehicle door handle mechanism according to the first and second embodiments will be described below. In particular, in each embodiment, a door handle mechanism applied to an automobile door will be described. However, the door handle mechanism can also be applied to the doors of vehicles other than automobiles. For example, the door handle mechanism can also be applied to the doors of construction vehicles, agricultural vehicles, industrial vehicles, etc.

In each embodiment, a door handle mechanism applied to a front side door of a vehicle is described. However, the door handle mechanism can also be applied to doors other than the side door of the vehicle. For example, the door handle mechanism can also be applied to the rear side door, back door, etc. of the vehicle.

In addition, in the drawings used in the following description, directions relative to the vehicle are defined by the following arrows. In Figures 1 to 13, the front of the vehicle is indicated by a single-sided arrow F, and the rear of the vehicle is indicated by a single-sided arrow R. The longitudinal direction of the vehicle is indicated by a single-sided arrow F and a single-sided arrow R. In Figures 1 to 13, the width direction of the vehicle is indicated by a double-sided arrow W, the top of the vehicle is indicated by a single-sided arrow U, and the bottom of the vehicle is indicated by a single-sided arrow L. The vertical direction of the vehicle is indicated by a single-sided arrow U and a single-sided arrow L.

"First embodiment"
A vehicle door handle mechanism according to a first embodiment will be described.

"Outline of vehicle door handle mechanism"
A vehicle door handle mechanism 10 according to this embodiment will be generally described with reference to Figures 1 to 13. That is, the door handle mechanism 10 is generally configured as follows. As shown in Figures 1 to 3, the door handle mechanism 10 is applied to a front side door 1 of a vehicle (hereinafter, simply referred to as a "door" as necessary). The door 1 has a door panel 2.

As shown in Figures 2 to 12, the door handle mechanism 10 has a handle case 20 that is attached to the door panel 2. As shown in Figures 1, 2, 4, 5, and 13, the door handle mechanism 10 has a handle knob 30 that is attached to the handle case 20 so as to be rotatable in the circumferential direction (indicated by one-sided arrow O and one-sided arrow C in Figures 2 to 13) about the rotation axis 10a.

With reference to Figures 3 to 12, the handle case 20 has two mating protrusions 21, 22 that protrude along the pivot axis 10a, i.e., a first mating protrusion 21 and a second mating protrusion 22. The first and second mating protrusions 21, 22 protrude opposite each other along the pivot axis 10a. With reference to Figures 4, 5, and 13, the handle knob 30 has a first mating receiving portion 31 and a second mating receiving portion 32 that receive the first mating protrusion 21 and the second mating protrusion 22, respectively, so as to fit with the first mating protrusion 21 and the second mating protrusion 22, respectively. That is, the first mating protrusion 21 corresponds to the first mating receiving portion 31, and the second mating protrusion 22 corresponds to the second mating receiving portion 32. However, the door handle mechanism can also be configured so that the handle case does not have a second mating protrusion and the handle knob does not have a second mating receiving portion.

2, 4, 5, and 13, the handle knob 30 has a handle portion 33 located away from the pivot axis 10a. The handle knob 30 also has a stopper portion 34 protruding away from the pivot axis 10a. With reference to FIGS. 4 and 5, the handle knob 30 can be rotated within a rotation range between a basic position where the handle portion 33 is closest to the door panel 2 and a maximum open position where the handle portion 33 is farthest from the door panel 2. The handle knob 30 can be rotated to the open side (indicated by a one-sided arrow O) in the circumferential direction from the basic position toward the maximum open position, and to the closed side (indicated by a one-sided arrow C) in the circumferential direction from the maximum open position toward the basic position.

As shown in Figures 3 to 9, the handle case 20 has a stopper receiving portion 23 that abuts against the stopper portion 34 so as to restrict the open rotation of the handle knob 30 on the open side in the circumferential direction at the maximum open position. Furthermore, as shown in Figures 3 to 12, the first fitting convex portion 21 includes a cross section having a circular outer periphery. The first fitting convex portion 21 has a high convex region 24 that protrudes from the base end of the first fitting convex portion 21 in the protruding direction. The first fitting convex portion 21 has a low convex region 25 that protrudes from the base end of the first fitting convex portion 21 in the protruding direction lower than the high convex region 24. The high convex region 24 and the low convex region 25 are distributed in the circumferential direction on the first fitting convex portion 21.

As shown in FIG. 5, when the handle portion 33 is in the maximum open position and is receiving a tensile force (indicated by a one-sided arrow M1) directed toward the open side in the circumferential direction (hereinafter referred to as the "maximum open handle tensile state" as necessary), the first fitting protrusion 21 has a stopper acting portion 21a that is pressed against the first fitting receiving portion 31 based on the tensile force in a direction (hereinafter referred to as the "stopper acting direction" as necessary) (indicated by a one-sided arrow P) perpendicular to a tangent J (indicated by a dashed line) to the outer peripheral edge of the first fitting protrusion 21 that passes through the abutment portion A of the stopper portion 34 and the stopper receiving portion 23 when viewed in a direction along the pivot axis 10a (hereinafter referred to as the "pivot axis direction" as necessary) (indicated by a two-sided arrow Q) In the maximum opening handle tension state, the first fitting protrusion 21 has a maximum opening handle action portion 21b that is pressed against the first fitting receiving portion 31 in a direction parallel to the tangent direction of the handle portion 33 along the circumferential direction as viewed in the direction of the rotation axis (hereinafter, as necessary, referred to as the "maximum opening handle action direction") (indicated by the one-sided arrow N1) based on the tension force.

The stopper action portion 21a is located on the circumferential opening side of the maximum opening handle action portion 21b. In other words, the stopper action portion 21a is located within a range of approximately 180° from the maximum opening handle action portion 21b toward the circumferential opening side. A circumferential portion of the low convex region 25 is located within the main interference range (indicated by double-sided arrow K1) of the first fitting convex portion 21, which extends from the maximum opening handle action portion 21b of the first fitting convex portion 21 toward the circumferential opening side to the stopper action portion 21a of the first fitting convex portion 21.

Furthermore, the door handle mechanism 10 can be generally configured as follows. With reference to Figures 4 and 5, the handle portion 33 of the handle knob 30 is located below the vehicle with respect to the turning axis 10a and is located away from the door panel 2 from the turning axis 10a, or is located directly below the turning axis 10a, regardless of where the handle knob 30 is located within the turning range. As shown in Figures 5 and 8, at least a portion of the circumferential direction of the low convex region 25 is located within the lower range (indicated by double-sided arrow K2) of the first fitting convex portion 21 located below the vehicle with respect to the turning axis 10a, regardless of where the handle knob 30 is located within the turning range.

As shown in Figures 3 to 12, the low convex region 25 includes a minimum convex area 26 that protrudes lowest in the low convex region 25 from the base end of the first fitting convex portion 21 in the protruding direction of the first fitting convex portion 21. As shown in Figure 5, the minimum convex area 26 is located within a minimum height range (indicated by double-sided arrows K3) of approximately 180° from the circumferential center 21c (indicated by a dashed line) of the main interference range toward the open side in the circumferential direction. As shown in Figure 10 in particular, the minimum convex area 26 is inclined so as to become lower from the pivot axis 10a that passes through the first fitting convex portion 21 toward the outer circumferential edge of the first fitting convex portion 21.

As shown in Figures 3 to 12, one circumferential end of the high convex region 24 is adjacent to the other circumferential end of the low convex region 25. The other circumferential end of the high convex region 24 is adjacent to one circumferential end of the low convex region 25. The low convex region 25 has a one-side transition region 27 that slopes from the other circumferential end of the high convex region 24 toward one circumferential end of the lowest convex region 26 in a generally S-shape. The low convex region 25 also has an other-side transition region 28 that slopes from the one circumferential end of the high convex region 24 toward the other circumferential end of the lowest convex region 26 in a generally S-shape.

8, one circumferential end of the low convex region 25 is disposed within a one-side range of approximately 90° from the circumferential center 26a of the lowest convex region 26 toward one side in the circumferential direction (indicated by double-sided arrow K4). The other circumferential end of the low convex region 25 is disposed within a other-side range of approximately 90° from the circumferential center 26a of the lowest convex region 26 toward the other side in the circumferential direction (indicated by double-sided arrow K5). Note that the one circumferential side coincides with the open side in the circumferential direction (indicated by single-sided arrow O), and the other circumferential side coincides with the closed side in the circumferential direction (indicated by single-sided arrow C). Furthermore, the one and other circumferential ends of the low convex region 25 are disposed symmetrically with respect to each other in the circumferential direction with respect to the circumferential center 26a of the lowest convex region 26.

"Details of vehicle door handle mechanism"
With reference to Figures 1 to 13, the vehicle door handle mechanism 10 according to this embodiment will be described in detail. That is, the door handle mechanism 10 can be configured in detail as follows. As shown in Figure 2, the door handle mechanism 10 has a swivel shaft 40 disposed along a swivel axis 10a so as to penetrate the first and second fitting protrusions 21, 22 of the handle case 20. Both longitudinal ends 40a, 40b of the swivel shaft 40 protrude from the first and second fitting protrusions 21, 22, respectively. Both ends 40a, 40b of the swivel shaft 40 are also supported by the handle knob 30. Note that the swivel shaft 40 is omitted in Figures 3 to 5.

As shown in Figures 1 to 3, the door panel 2 is a door outer panel. As shown in Figures 2 and 3, the handle case 20 is disposed on the outer surface 2a of the door panel 2. Furthermore, the handle case 20 is disposed in a recess 2b of the door panel 2 that is recessed from the outside of the vehicle toward the inside of the vehicle. The handle case 20 is positioned such that the pivot axis 10a is spaced apart from the outer surface 2a of the door panel 2 in a direction that is approximately perpendicular thereto.

Referring to Figs. 3 to 12, the first and second mating protrusions 21, 22 each protrude from the center of the handle case 20 in the direction of the rotation axis toward the outside. The first and second mating protrusions 21, 22 also protrude in the opposite direction of the rotation axis. However, each of the first and second mating protrusions can also protrude from the outside of the handle case in the direction of the rotation axis toward the center. Also, one of the first and second mating protrusions can protrude from the center of the handle case in the direction of the rotation axis toward the outside, and the other of the first and second mating protrusions can protrude from the outside of the handle case in the direction of the rotation axis toward the center. Also, the handle case can have a second mating receiving portion instead of the second mating protrusion, and the handle knob can have a second mating protrusion instead of the second mating receiving portion.

The first and second mating protrusions 21, 22 each have a through hole 21d, 22a that penetrates so that the swivel shaft 40 can be inserted. Although not specifically shown, the second mating protrusion 22 can have a high convex region and a low convex region similar to the high convex region 24 and the low convex region 25 of the first mating protrusion 21, respectively, or can have no such high convex region and low convex region. When the second mating protrusion 22 has a high convex region and a low convex region, the second mating protrusion 22 can be formed approximately symmetrically with respect to the first mating protrusion 21 in the swivel axis direction.

4, 5, and 13, the handle knob 30 is biased toward the closing side in the circumferential direction. The inner peripheral edges of the first and second fitting receiving portions 31, 32 of the handle knob 30 are formed to correspond to the outer peripheral edges of the first and second fitting protrusions 21, 22 of the handle case 20, respectively. As shown in FIG. 4, the handle portion 33 of the handle knob 30 is arranged so as to protrude downward from the vehicle when the handle knob 30 is in the basic position. In particular, when the handle knob 30 is in the basic position, the handle portion 33 is located below the vehicle with respect to the pivot axis 10a and farther from the door panel 2 than the pivot axis 10a, or is located directly below the pivot axis 10a. When the handle knob 30 is in the maximum open position, the handle portion 33 is located below the vehicle with respect to the pivot axis 10a and farther from the door panel 2 than the pivot axis 10a.

As shown in Figures 4, 5, and 8, the stopper receiving portion 23 of the handle case 20 is located below the vehicle relative to the first fitting protrusion 21 and closer to the door panel 2 than the first fitting protrusion 21. As shown in Figure 5, the stopper portion 34 of the handle knob 30 is formed to abut against the stopper receiving portion 23 of the handle case 20 when the handle knob 30 is in the maximum rotation position. Also, as shown in Figure 4, the stopper portion 34 is formed to be spaced apart from the stopper receiving portion 23 of the handle case 20 when the handle knob 30 is in the basic position rather than the maximum rotation position.

As shown in Figures 3 to 9, the stopper receiving portion 23 of the handle case 20 is positioned so as to be closer to the first fitting convex portion 21 than the second fitting convex portion 22 in the direction of the rotation axis. As shown in Figure 13, the stopper portion 34 of the handle knob 30 is positioned so as to be closer to the first fitting receiving portion 31 than the second fitting receiving portion 32 in the direction of the rotation axis. Therefore, the stopper portion 34 of the handle knob 30 is positioned so as to be closer to the first fitting convex portion 21 than the second fitting convex portion 22 in the direction of the rotation axis.

As shown in Figures 3 to 9, the stopper receiving portion 23 of the handle case 20 is arranged so that at least a portion of it overlaps with the first fitting protrusion 21 in the swivel axis direction. As shown in Figure 13, the stopper portion 34 of the handle knob 30 is arranged so that at least a portion of it overlaps with the first fitting receiving portion 31 in the swivel axis direction. Therefore, the stopper portion 34 is arranged so that at least a portion of it overlaps with the first fitting protrusion 21 in the swivel axis direction. As shown in Figure 5, the abutment portion A between the stopper portion 34 and the stopper receiving portion 23 is also arranged so that at least a portion of it overlaps with the first fitting protrusion 21 in the swivel axis direction.

"Force action generated by pulling force in vehicle door handle mechanism"
4 and 5, the action of a force generated between the first fitting protrusion 21 and the first fitting receiving portion 31 based on a tensile force applied to the handle portion 33 of the handle knob 30 in the door handle mechanism 10 will be described. Note that the tensile force is typically a force applied to the handle portion 33 when a user pulls the handle portion 33 of the handle knob 30 with his/her hand so as to move the handle portion 33 away from the door panel 2.

As shown in FIG. 4, when the handle portion 33 is in the basic position and receives a tensile force (indicated by a one-sided arrow M2) toward the open side in the circumferential direction (hereinafter referred to as the "basic handle pulling state" as necessary), the first fitting protrusion 21 has a basic handle action portion 21e that is pressed against the first fitting receiving portion 31 in a direction parallel to the tangent direction of the handle portion 33 along the circumferential direction as viewed in the direction of the turning axis (hereinafter referred to as the "basic handle action direction" as necessary) (indicated by a one-sided arrow N2) based on the tensile force. When the handle portion 33 is located below the turning axis 10a and away from the door panel 2 than the turning axis 10a, or when the handle portion 33 is located directly below the turning axis 10a, with the handle portion 33 in the basic position, the basic handle action portion 21e is located within the lower range (indicated by a two-sided arrow K2) of the first fitting protrusion 21 described above.

Referring to FIG. 5, in the maximum opening handle pulling state, the maximum opening handle action portion 21b of the first fitting protrusion 21 is pressed against the first fitting receiving portion 31 in the maximum opening handle action direction (indicated by the one-sided arrow N1) based on the pulling force. Therefore, even when the handle knob 30 is in the maximum opening position, the maximum opening handle action portion 21b is located within the lower range of the first fitting protrusion 21. Furthermore, although not shown in particular, even when the handle knob 30 is in a position other than the basic position and the maximum opening position within the rotation range, the handle action range (indicated by the two-sided arrow K6) from the basic handle action portion 21e toward the opening side in the circumferential direction to the maximum opening handle action portion 21b is located within the lower range of the first fitting protrusion 21.

Referring to FIG. 5, in the maximum opening handle pulling state, the stopper action portion 21a of the first fitting protrusion 21 is pressed against the first fitting receiving portion 31 in the stopper action direction (indicated by the one-sided arrow P) based on the pulling force. In this case, the force acting on the stopper action portion 21a in the stopper action direction (hereinafter referred to as the "stopper pressing force" as necessary) is greater than the force acting on the maximum opening handle action portion 21b in the maximum opening handle action direction (hereinafter referred to as the "maximum opening handle pressing force" as necessary).

As described above, the vehicle door handle mechanism 10 according to this embodiment has a handle case 20 attached to the door panel 2 of the vehicle, and a handle knob 30 attached to the handle case 20 so as to be rotatable in the circumferential direction around the rotation axis 10a. The handle case 20, which is one of the handle case 20 and the handle knob 30, has a first mating protrusion 21 that protrudes along the rotation axis 10a. The handle knob 30, which is the other of the handle case 20 and the handle knob 30, has a first mating receiving portion 31 that receives the first mating protrusion 21 so as to fit into the first mating protrusion 21. The handle knob 30 has a handle portion 33 located away from the rotation axis 10a. The handle knob 30 can be rotated within a rotation range between a basic position in which the handle portion 33 is closest to the door panel 22 and a maximum open position in which the handle portion 33 is farthest from the door panel 2.

The handle knob 30 has a stopper portion 34 that protrudes away from the rotation axis 10a. The handle case 20 has a stopper receiving portion 23 that abuts against the stopper portion 34 so as to restrict the open rotation of the handle knob 30 on the circumferential open side from the basic position toward the maximum open position at the maximum open position. The first fitting protrusion 21 includes a cross section having a circular outer periphery. The first fitting protrusion 21 has a high protrusion region 24 that protrudes from the base end of the first fitting protrusion 21 in the protruding direction of the first fitting protrusion 21, and a low protrusion region 25 that protrudes lower than the high protrusion region 24 from the base end of the first fitting protrusion 21 in the protruding direction of the first fitting protrusion 21. The high protrusion region 24 and the low protrusion region 25 are distributed in the circumferential direction of the first fitting protrusion 21.

When the handle portion 33 is in the maximum open position and is subjected to a tensile force toward the open side in the circumferential direction, the first fitting protrusion 21 has a stopper action portion 21a that is pressed against the first fitting receiving portion 31 in a direction perpendicular to the tangent J of the outer periphery of the first fitting protrusion 21 that passes through the abutment portion A of the stopper portion 34 and the stopper receiving portion 23 when viewed in a direction along the pivot axis 10a, and a maximum open handle action portion 21b that is pressed against the first fitting receiving portion 31 in a direction parallel to the tangent direction of the handle portion 33 along the circumferential direction when viewed in a direction along the pivot axis 10a. The stopper action portion 21a is located on the open side in the circumferential direction relative to the maximum open handle action portion 21b. A circumferential portion of the low convex region 25 is located within the main interference range of the first fitting convex portion 21, which extends from the maximum opening handle action portion 21b of the first fitting convex portion 21 toward the opening side in the circumferential direction to the stopper action portion 21a of the first fitting convex portion 21.

Therefore, as described above, in the maximum opening handle tension state, the bending moment acting on the first fitting protrusion 21 due to the stopper pressing force and the maximum opening handle pressing force can be reduced by the low convex area 25 that overlaps with the main interference range of the first fitting protrusion 21 and is lower than the high convex area 24. Furthermore, the stopper pressing force and the maximum opening handle pressing force can be released so that the first fitting receiving portion 31 tries to ride up onto the low convex area 25 that overlaps with the main interference range of the first fitting protrusion 21. Therefore, when the handle knob 30 is in the maximum opening position, the stress concentration on the first fitting protrusion 21 and its surrounding area can be reduced. Therefore, in the door handle mechanism 10, the stress concentration due to the tensile force applied to the handle knob 30 can be reduced.

In the vehicle door handle mechanism 10 according to this embodiment, the handle portion 33 of the handle knob 30 is located below the vehicle with respect to the turning axis 10a when the handle knob 30 is within the turning range, and is located away from the door panel 2 from the turning axis 10a, or is located directly below the turning axis 10a. As described above, one of the handle case 20 and the handle knob 30 is the handle case 20, and the other of the handle case 20 and the handle knob 30 is the handle knob 30. At least a portion of the circumferential direction of the low convex region 25 is located within the lower range of the first fitting convex portion 21 located below the vehicle with respect to the turning axis 10a when the handle knob 30 is within the turning range.

Therefore, according to the positional relationship between the handle portion 33 of the handle knob 30 and the rotation axis 10a, regardless of whether the handle knob 30 is located in the rotation range between the basic position and the maximum open position, a pressing force acts between the low convex area 25 of the first fitting protrusion 21 and the first fitting receiving portion 31 based on the pulling force on the handle knob 30. In such a case, the bending moment acting on the first fitting protrusion 21 due to such pressing force can be reduced by the low convex area 25 of the first fitting protrusion 21. Furthermore, the pressing force can be released so that the first fitting receiving portion 31 tries to ride up onto the low convex area 25. Therefore, regardless of whether the handle knob 30 is located in the rotation range, stress concentration on the first fitting protrusion 21 and its surrounding area can be reduced.

In the vehicle door handle mechanism 10 according to this embodiment, the low convex region 25 includes a minimum convex area 26 that protrudes lowest in the low convex region 25 from the base end of the first mating convex portion 21 in the protruding direction of the first mating convex portion 21. The minimum convex area 26 is located within a minimum height range of approximately 180° from the circumferential center 21c of the main interference range toward the open side in the circumferential direction.

Therefore, the minimum convex area 26 is positioned closer to the stopper action part 21a than the maximum opening handle action part 21b in the circumferential direction. In this case, the height of the stopper action part 21a in the protruding direction is lower than the height of the maximum opening handle action part 21b in the protruding direction. As a result, the bending moment acting on the first fitting convex part 21 due to the stopper pressing force and the maximum opening handle pressing force can be efficiently reduced by the low convex area 25 and its minimum convex area 26. Furthermore, as described above, since the stopper pressing force is greater than the maximum opening handle pressing force, the stopper pressing force and the maximum opening handle pressing force can be efficiently released so that the first fitting receiving part 31 efficiently tries to ride up from the minimum convex area 26 to the low convex area 25.

In the vehicle door handle mechanism 10 according to this embodiment, the lowest convex area 26 is inclined so as to become lower from the pivot axis 10a that passes through the first mating convex portion 21 toward the outer periphery of the first mating convex portion 21. Therefore, the stopper pressing force and the maximum opening handle pressing force can be efficiently released so that the first mating receiving portion 31 tries to ride up from the lowest convex area 26 onto the low convex area 25.

In the vehicle door handle mechanism 10 according to this embodiment, one circumferential end of the high convex region 24 is adjacent to the other circumferential end of the low convex region 25. The other circumferential end of the high convex region 24 is adjacent to one circumferential end of the low convex region 25. The low convex region 25 has a one-side transition region 27 that slopes downward from the other circumferential end of the high convex region 24 toward one circumferential end of the lowest convex region 26 to form an S-shape, and an other-side transition region 28 that slopes downward from the one circumferential end of the high convex region 24 toward the other circumferential end of the lowest convex region 26 to form an S-shape. Therefore, the one-side and other-side transition regions 27, 28 can efficiently distribute the stress generated in the first fitting protrusion 21.

In the vehicle door handle mechanism 10 according to this embodiment, one circumferential end of the low convex region 25 is disposed within a range on one side of approximately 90° from the circumferential center 26a of the lowest convex region 26 toward one side in the circumferential direction. The other circumferential end of the low convex region 25 is disposed within a range on the other side of approximately 90° from the circumferential center 26a of the lowest convex region 26 toward the other side in the circumferential direction. Therefore, the high convex region 24, which is higher than the low convex region 25, allows the first mating convex portion 21 and the first mating receiving portion 31 to be reliably mated together, while efficiently dispersing the stress generated in the first mating convex portion 21.

In the vehicle door handle mechanism 10 according to this embodiment, one end and the other end of the low convex region 25 in the circumferential direction are arranged symmetrically with respect to each other in the circumferential direction with respect to the center 26a in the circumferential direction of the lowest convex area 26 as a reference. Therefore, the stress generated in the first fitting convex portion 21 can be efficiently distributed.

Second Embodiment
A vehicle door handle mechanism according to a second embodiment will be described. In this embodiment, components having the same names as those according to the first embodiment are configured in the same manner as those according to the first embodiment, unless otherwise specified.

Although not specifically shown, the door handle mechanism according to this embodiment is similar to the door handle mechanism 10 according to the first embodiment, except for the configuration described below. That is, in the door handle mechanism according to this embodiment, the handle knob has first and second mating protrusions, and the handle case has first and second mating receiving portions that can be mated with the first and second mating protrusions, respectively. As in the first embodiment, the handle knob can have a second mating receiving portion instead of the second mating protrusion, and the handle case can have a second mating protrusion instead of the second mating receiving portion. At least a portion of the circumferential direction of the low convex region of the first mating protrusion is located within the upper range of the first mating protrusion that is located above the vehicle with respect to the turning axis, regardless of where the handle knob is within the turning range.

As described above, the door handle mechanism according to this embodiment can achieve the same effects as the door handle mechanism according to the first embodiment.

Although the embodiments of the present invention have been described above, the present invention is not limited to the above-mentioned embodiments, and the present invention can be modified and changed based on its technical concept.

2...door panel 10...vehicle door handle mechanism, 10a...rotation axis 20...handle case, 21...first fitting convex portion, 21a...stopper action portion, 21b...maximum opening handle action portion, 21c...circumferential center of main interference range, 23...stopper receiving portion, 24...high convex region, 25...low convex region, 26...minimum convex region, 26a...circumferential center of minimum convex region, 27...one side transition region, 28...other side transition region 30...handle knob, 31...first fitting receiving portion, 33...handle portion, 34...stopper portion A...contact portion, J...tangent

Claims (6)

A handle case that is attached to a door panel of a vehicle;
a handle knob attached to the handle case so as to be rotatable in a circumferential direction around a rotation axis line,
One of the handle case and the handle knob has a fitting protrusion protruding along the pivot axis,
the other of the handle case and the handle knob has a fitting receiving portion that receives the fitting protrusion so as to fit into the fitting protrusion,
The handle knob has a handle portion located away from the pivot axis,
A door handle mechanism for a vehicle, wherein the handle knob is rotatable within a rotation range between a basic position where the handle portion is closest to the door panel and a maximum open position where the handle portion is farthest from the door panel,
The handle knob has a stopper portion that protrudes away from the pivot axis,
the handle case has a stopper receiving portion that abuts against the stopper portion so as to restrict the opening rotation of the handle knob on the opening side in the circumferential direction from the basic position toward the maximum opening position at the maximum opening position,
The mating protrusion includes a cross section having a circular outer periphery,
the fitting protrusion has a high protrusion region protruding from a base end of the fitting protrusion in a protruding direction of the fitting protrusion, and a low protrusion region protruding from the base end of the fitting protrusion in the protruding direction of the fitting protrusion lower than the high protrusion region,
the high convex region and the low convex region are distributed in the circumferential direction on the fitting convex portion,
When the handle portion is subjected to a tensile force toward the opening side in the circumferential direction at the maximum open position, the fitting protrusion has a stopper action portion which is pressed against the fitting receiving portion based on the tensile force in a direction perpendicular to a tangent to an outer circumferential edge of the fitting protrusion portion which passes through the abutment portion of the stopper portion and the stopper receiving portion as viewed in a direction along the pivot axis, and a maximum open handle action portion which is pressed against the fitting receiving portion based on the tensile force in a direction parallel to the tangent direction of the handle portion which is along the circumferential direction as viewed in the direction along the pivot axis,
The stopper action portion is located on the opening side in the circumferential direction relative to the maximum opening handle action portion,
the fitting protrusion has a main interference range extending from a maximum opening handle action portion of the fitting protrusion toward an opening side in the circumferential direction to a stopper action portion of the fitting protrusion,
the low convex region includes a lowest convex area that protrudes lowest in the low convex region from a base end of the fitting convex portion in a protruding direction of the fitting convex portion, and the lowest convex area is disposed within a minimum height range of 180° from a center in the circumferential direction of the main interference range toward an open side in the circumferential direction ,
one end of the high convex region in the circumferential direction is adjacent to the other end of the low convex region in the circumferential direction,
the other end of the high convex region in the circumferential direction is adjacent to one end of the low convex region in the circumferential direction; and
A vehicle door handle mechanism, wherein the low convex region has one side transition region that slopes to form an S-shape that becomes lower as it approaches from the other circumferential end of the high convex region toward one circumferential end of the lowest convex region, and another side transition region that slopes to form an S-shape that becomes lower as it approaches from one circumferential end of the high convex region toward the other circumferential end of the lowest convex region. a handle portion of the handle knob is located below the vehicle with respect to the turning axis and away from the door panel with respect to the turning axis when the handle knob is within the turning range, or is located directly below the turning axis;
one of the handle case and the handle knob is the handle case,
2. The vehicle door handle mechanism according to claim 1, wherein the other of the handle case and the handle knob is the handle knob, and at least a portion of the circumferential direction of the low convex area is disposed within a lower area of the fitting convex portion located below the vehicle with respect to the turning axis when the handle knob is within the turning range. a handle portion of the handle knob is located below the vehicle with respect to the turning axis and away from the door panel with respect to the turning axis when the handle knob is within the turning range, or is located directly below the turning axis;
one of the handle case and the handle knob is the handle knob,
2. The vehicle door handle mechanism according to claim 1, wherein the other of the handle case and the handle knob is the handle case, and at least a portion of the circumferential direction of the low convex area is disposed within an upper range of the fitting convex portion located above the vehicle with respect to the turning axis when the handle knob is within the turning range. The vehicle door handle mechanism according to any one of claims 1 to 3, wherein the lowest convex area is inclined so as to become lower from the pivot axis passing through the mating convex portion toward the outer periphery of the mating convex portion. 2. The vehicle door handle mechanism according to claim 1, wherein one circumferential end of the low convex region is positioned within a 90° range on one side from the circumferential center of the lowest convex region toward one side in the circumferential direction, and the other circumferential end of the low convex region is positioned within a 90° range on the other side from the circumferential center of the lowest convex region toward the other side in the circumferential direction. 6. The vehicle door handle mechanism according to claim 5 , wherein one end and the other end in the circumferential direction of the low convex region are disposed symmetrically with respect to each other in the circumferential direction with respect to a center in the circumferential direction of the lowest convex area as a reference.