Vehicle door lock device

A vehicle door lock device includes: a latch mechanism configured to be capable of holding a vehicle door in a closed state with respect to a vehicle body; and a lock mechanism that sets the latch mechanism to an unlock state in which engagement between the latch mechanism and a striker provided in the vehicle body can be released, or a lock state in which engagement between the latch mechanism and the striker cannot be released, wherein the lock mechanism includes a drive gear driven by an electric motor, a wheel gear including a body portion, a gear portion, locking portions, and an engaging protrusion, an active lever including an engaging recess, stoppers, and a shock absorbing member including interposed portions.

CROSS REFERENCE TO RELATED APPLICATIONS

This application is based on and claims priority under 35 U.S.C. § 119 to Japanese Patent Application 2015-088483, filed on Apr. 23, 2015, the entire contents of which are incorporated herein by reference.

TECHNICAL FIELD

This disclosure relates to a vehicle door lock device assembled to a vehicle door.

BACKGROUND DISCUSSION

A vehicle door lock device in the related art is known which includes a lock mechanism that sets engagement between a vehicle door side latch mechanism and a vehicle body side striker to a releasable unlock state or an unreleasable lock state. For example, JP 2008-248591A (Reference 1) discloses one of the door lock devices of this type. The door lock device (hereinafter, also referred to as a “device in the related art”) includes an actuator that rotates a wheel gear (rotating member) by a drive force of a motor, and an active lever (operating lever) that is turned between an unlock position at which the latch mechanism is set to the unlock state during operation of the actuator and a lock position at which the latch mechanism is set to the lock state. In the door lock device, during rotation of the wheel gear, the active lever is rotated while being engaged with the wheel gear via a protrusion of the wheel gear, and comes into contact with a stopper of a housing at each of the unlock position and the lock position such that the rotation of the active lever is limited.

There is demand for reducing operation noise of the door lock device, which is induced by an operation of the actuator. An example of the induced operation noise is striking noise (contact noise) occurring when the active lever comes into contact with either the wheel gear or the stopper. In contrast, the stopper formed as an elastic member, which comes into contact with the active lever, is incorporated into the device in the related art only as a countermeasure, and this countermeasure is not sufficient in fundamentally solving the problem of striking noise induced by an operation of the actuator. In contrast, in a case where countermeasures are respectively implemented for multiple striking noise-inducing regions in which striking noise is assumed to be induced, there is a problem in that a product cost is increased.

SUMMARY

Thus, a need exists for technology which is not suspectable to the drawback mentioned above.

A vehicle door lock device according to an aspect of this disclosure is assembled to a vehicle door and includes a latch mechanism and a lock mechanism. The latch mechanism is configured to be capable of holding the vehicle door in a closed state with respect to a vehicle body. The lock mechanism serves to set the latch mechanism to an unlock state in which engagement between the latch mechanism and a striker provided in the vehicle body can be released, or a lock state in which engagement between the latch mechanism and the striker cannot be released. The lock mechanism further includes a drive gear, a wheel gear, an active lever, stoppers, and one shock absorbing member.

The drive gear is driven by an electric motor. The wheel gear includes a body portion that is rotatably supported by a housing; a gear portion that is provided along an outer circumference of the body portion and includes gear teeth on an outer circumferential surface of the body portion, which is engaged with the drive gear; locking portions that are respectively provided in circumferential end portions of the gear portion, and an engaging protrusion that is provided in the body portion and protrudes toward the radial outside of the body portion. The active lever includes an engaging recess that can be engaged with the engaging protrusion of the wheel gear. The active lever is turned in either direction of a first direction from an unlock position at which the latch mechanism is set to the unlock state toward a lock position at which the latch mechanism is set to the lock state, or a second direction from the lock position toward the unlock position, in a state where the engaging protrusion is engaged with the engaging recess during rotation of the wheel gear. The active lever locks the wheel gear at each of the unlock position and the lock position. The stoppers are respectively provided on both sides of the active lever in the housing, prevent further turning of the active lever, which has been turned from the lock position to the unlock position, in the first direction, and prevent further turning of the active lever, which has been turned from the unlock position to the lock position, in the second direction.

The shock absorbing member is attached to the active lever, includes a plurality of interposed portions which are integrally formed and are interposed in at least two regions among a first region between the active lever and the stopper of the housing, a second region between the active lever and the locking portion of the wheel gear, and a third region between the engaging recess of the active lever and the engaging protrusion of the wheel gear, and is made of a shock absorbing material. In this case, the interposed portions of the shock absorbing member are respectively interposed in two or more regions selected from three regions.

DETAILED DESCRIPTION

Hereinafter, a vehicle door lock device in an embodiment disclosed herein will be described with reference to the accompanying drawings. In the drawings, arrows X1and X2respectively represent front and rear sides of a vehicle, arrows Y1and Y2respectively represent upper and lower sides of the vehicle, and arrows Z1and Z2respectively represent the inside and outside of the vehicle. The definition of these directions can be applied to a vehicle door lock device that is not attached to a vehicle door, and a vehicle door lock device that is attached to a vehicle door.

A vehicle door lock device (hereinafter, simply referred to as a “door lock device”)100illustrated inFIG. 1is mounted in a region bound by an outer door panel (vehicle outside panel) and an inner door panel (vehicle inside panel) of a vehicle door DR.FIG. 1illustrates a right side vehicle door as an example of the vehicle door DR. The door lock device is equivalent to a “vehicle door lock device” disclosed herein.

The door lock device100includes a meshing body110and an actuator body120. The meshing body (also referred to as a “lock body”)110is assembled to a vehicle rear side (the right side inFIG. 1) of the actuator body120.

The meshing body110accommodates a latch mechanism111. As is well known, the latch mechanism111holds the vehicle door DR in a closed state with respect to a vehicle body BD. The latch mechanism111includes a latch112that is capable of being engaged with and disengaged from a striker ST fixed to the vehicle body BD. In a case where the latch112is engaged with the striker ST and an engaged state is maintained, the closed state (latched state) of the vehicle door DR is held. In contrast, in a case where engagement between the latch112and the striker ST is released and the striker ST is disengaged from the latch, the state of the vehicle door DR transitions from the closed state to an open state (unlatched state). The latch mechanism111is equivalent to a “latch mechanism” disclosed herein. A “latch mechanism10” disclosed in JP 2013-130028A is referred to for details of the latch mechanism.

The actuator body120includes a housing121made of resin, and the housing121accommodates a lock mechanism130. A cover122is attached to the housing121via a hinge mechanism123. The cover122is configured to be capable of being turned around the hinge mechanism123as the center of turning between an open position illustrated inFIG. 1and a closed position at which the cover122covers a connection unit11(to be described later). The lock mechanism130serves to set the latch mechanism111to an unlock state in which engagement between the latch mechanism111and the striker ST can be released, or a lock state in which engagement between the latch mechanism111and the striker ST cannot be released. The lock mechanism130includes an active lever131; an inside opening lever135; an outside opening lever136; and an actuator140. The lock mechanism130is equivalent to a “lock mechanism” disclosed herein.

The active lever131is configured to be turned around a lever support shaft131ain either direction of a clockwise direction or a counterclockwise direction between an unlock position at which an opening link (not illustrated) is set to an unlock position (first position) and a lock position at which the opening link is set to a lock position (second position). The housing121includes two stoppers124and125which are respectively provided on both sides of the active lever131. The stopper124is configured to come into contact with the active lever131that has been turned from the lock position to the unlock position, and to prevent turning of the active lever131in a first direction A1. The stopper125is configured to come into contact with the active lever131that has been turned from the unlock position to the lock position, and to prevent turning of the active lever131in a second direction A2. The stoppers124and125are equivalent to “stoppers” disclosed herein.

A spring160assembled to the housing121is bound to the active lever131, and the active lever131is provided with an engaging pin131cengaged with the spring160. For this reason, when the active lever131is present in a turning range from the unlock position to a neutral region between the unlock position and the lock position, the spring160is configured to elastically bias the active lever131in the first direction A1. For this reason, the active lever131at the position of contact with the stopper124is elastically biased in the first direction A1by the spring160such that the active lever131is held at that position. In contrast, when the active lever131is present in a turning range from the lock position to the neutral region, the spring160is configured to elastically bias the active lever131in the second direction A2. For this reason, the active lever131at the position of contact with the stopper125is elastically biased in the second direction A2by the spring160such that the active lever131is held at that position. As such, the spring160is formed as a so-called “click spring” that is capable of switching the elastic biasing direction of the active lever131with respect to the neutral region as a boundary, and switching the rotational position of the active lever131in a clicking manner.

The inside opening lever135is configured to be turned around the lever support shaft135ain either direction of the clockwise direction or the counterclockwise direction. The inside opening lever135includes an attachment portion135bto which the connection unit11such as a wire cable and a rod, which is connected to an inside door handle10of the vehicle door, is attached. For this reason, the inside opening lever135is operated when a door opening operation of the inside door handle10is performed. The outside opening lever136is operated when a door opening operation of an outside door handle (not illustrated) is performed. The opening link is configured to be operated between the unlock position and the lock position by the operation of the door handle (the inside opening lever135or the outside opening lever136). Accordingly, in a case where the opening link is set to the unlock position in a state where the vehicle door DR is closed, when a door opening operation of the door handle is performed, the state of the latch mechanism111transitions from the latched state to the unlatched state, and the vehicle door DR is unlocked. In contrast, in a case where the opening link is set to the lock position in a state where the vehicle door DR is closed, even if a door opening operation of the door handle is performed, the latched state of the latch mechanism111is maintained, and the locking of the vehicle door DR is not released.

The active lever131is made of a resin material, and is formed as an operating lever that is turned between the unlock position and the lock position when a lock and unlock operation member is operated. The lock and unlock operation member includes a lock knob (not illustrated) provided inside of the vehicle door DR, a key cylinder (not illustrated) that can be operated from the outside of the vehicle door DR, and a remote control (not illustrated) for operating the actuator140. An operation portion131bof the active lever131is connected to the lock knob via an operation cable (not illustrated). An engaging portion of the active lever131is linked to the key cylinder via a linkage mechanism (not illustrated) including a locking control lever, a key switch lever, and an outside locking lever.

The actuator140is configured to include an electric motor141that is operated by operation of the remote control which is one of the lock and unlock operation members; a worm gear142as a drive gear that is driven by the electric motor141; and a disc-shaped wheel gear143that is engaged with the worm gear142and the active lever131. The wheel gear143is a driven gear driven by the worm gear142. The wheel gear143is made of a resin material, and includes a disc-shaped body portion144that is rotatably supported by the housing121, and an arc-shaped gear portion145that is provided along an arc-shaped outer circumference of the body portion144, and includes gear teeth145aon the arc-shaped outer circumferential surface of the body portion144, which is engaged with the worm gear142. That is, the wheel gear143is different from a wheel gear including gear teeth provided on the entire circumference of the wheel gear. The wheel gear143has a shape in which a portion of a gear tooth row is eliminated in a circumferential direction. As a result, a locking portion146is provided at one arc-shaped end of two arc-shaped ends (circumferential end portions) of the gear portion145, and a locking portion147is provided at the other arc-shaped end. The locking portions146and147are equivalent to “locking portions” disclosed herein. The body portion144is provided with an engaging protrusion148that protrudes from a central portion of the body portion144toward the radial outside of the body portion144through a region between the two locking portions146and147. The engaging protrusion148is equivalent to an “engaging protrusion” disclosed herein. For this reason, a drive force of the electric motor141is transmitted to the wheel gear143via the worm gear142. The active lever131is turned by rotation of the wheel gear143. The worm gear142and the wheel gear143referred to here are respectively equivalent to a “drive gear” and a “wheel gear” disclosed herein.

As illustrated inFIG. 2, the active lever131includes a fan-shaped engaging arm132that extends from the lever support shaft131atoward the worm gear142. The engaging arm132includes an engaging recess133which is provided on an extending plane of the engaging protrusion148of the wheel gear143and on a surface of the engaging arm132facing the engaging protrusion148such that the engaging recess133can be engaged with the engaging protrusion148. The engaging recess133is a recessed portion that is bound by side walls133aand133bfacing each other, and a bottom wall133cextending between the side wall133aand the side wall133b, and is a space for engagement with the engaging protrusion148. For this reason, when the wheel gear143is rotated in a first direction B1, the engaging protrusion148presses one side wall133aof the engaging recess133while being engaged with (is in contact with) the one side wall133a, and thus, the active lever131is turned around the lever support shaft131aas the center of turning from the unlock position to the lock position in the first direction A1. Similarly, when the wheel gear143is rotated in a second direction B2, the engaging protrusion148presses the other side wall133bof the engaging recess133while being engaged with (is in contact with) the other side wall133b, and thus, the active lever131is turned around the lever support shaft131aas the center of turning from the lock position to the unlock position in the second direction A2. The active lever131is equivalent to an “active lever” disclosed herein.

As illustrated inFIGS. 3 and 4, a holding portion134is provided in the engaging arm132of the active lever131. The holding portion134is configured to extend along an arc line that is concentric with the lever support shaft131awhich is the center of turning of the active lever131, and to protrude in an axial direction (toward a vehicle exterior side) of the lever support shaft131awhich is the direction of a rotational axis of the active lever131. A belt member150made of rubber, which is a shock absorbing material, is fitted and attached to the holding portion134such that the belt member150is held by the holding portion134. The holding portion134is equivalent to a “holding portion” disclosed herein. A plurality of (three inFIG. 3) retainers134aare provided in an edge portion of the holding portion134so as to prevent falling out of the belt member150from the holding portion134to which the belt member150is fitted. The belt member150is reliably held by the active lever131by virtue of the retainers134a.

The belt member150includes interposed portions151,151and an interposed portion152, and has an annular structure in which the interposed portions are integrally formed. The interposed portions151,151are interposed in a first region between the holding portion134of the active lever131and the stoppers124and125of the housing121. Accordingly, the holding portion134is configured to be capable of coming into contact with the stoppers124and125via the respective interposed portions151,151of the belt member150. The interposed portion152is interposed in a second region between the holding portion134of the active lever131and the locking portions146and147of the wheel gear143. Accordingly, the holding portion134is configured to be capable of coming into contact with the locking portions146and147via the interposed portion152of the belt member150. The belt member150is equivalent to a “shock absorbing member” and a “belt member” disclosed herein.

Hereinafter, a turning operation of the active lever131with the aforementioned configuration from the unlock position to the lock position performed by the actuator140will be described with reference toFIGS. 5 to 7in addition toFIG. 3. A turning operation of the active lever131from the lock position to the unlock position can be described in a sequence reverse to that of the following operation, and thus description thereof will be omitted.

In a state where the active lever131is present at the unlock position illustrated inFIG. 3, the locking portion146of the wheel gear143is in contact with the holding portion134of the active lever131via the interposed portion152of the belt member150. In this state, the active lever131locks the wheel gear143at the unlock position due to contact between the wheel gear143and the interposed portion152. When the wheel gear143is rotated in the first direction B1, the engaging recess133of the active lever131is engaged with the engaging protrusion148of the wheel gear143, and the turning position of the active lever131sequentially transitions to states illustrated inFIGS. 5 and 6. The first position illustrated inFIG. 5is a position to which the engaging protrusion148of the wheel gear143is turned a predetermined angle from an initial position in the first direction B1. The second position illustrated inFIG. 6is a position to which the engaging protrusion148is further turned from the first position in the first direction B1.

As illustrated inFIG. 5, when the engaging protrusion148of the wheel gear143reaches the first position, the engaging protrusion148comes into contact with the side wall133aof the engaging recess133. The active lever131is pressed toward the lock position by further turning of the engaging protrusion148in the first direction B1. Accordingly, the active lever131is turned in the first direction A1overcoming an elastic biasing force (force to bias the active lever131in the second direction A2) of the spring160. During this process, the elastic biasing direction of the spring160is switched, and thereafter, the active lever131is turned in the first direction A1according to the elastic biasing force of the spring160.

As illustrated inFIGS. 6 and 7, when the active lever131is turned to the lock position, the locking portion147of the wheel gear143comes into contact with the holding portion134of the active lever131via the interposed portion152of the belt member150. The active lever131locks the wheel gear143at the lock position due to contact between the wheel gear143and the interposed portion152. In this case, since the locking portion147is indirectly engaged with the holding portion134in a state where the interposed portion152of the belt member150made of rubber is interposed between the locking portion147and the holding portion134, striking noise induced by engagement is reduced. Thereafter, the holding portion134of the active lever131comes into contact with the stopper124of the housing121via the interposed portion151of the belt member150. As a result, the turning of the active lever131in the first direction A1is prevented by the stopper124. In this case, since the stopper124is indirectly engaged with the holding portion134with the belt member150made of rubber interposed between the stopper124and the holding portion134, striking noise induced by engagement is reduced.

In the door lock device100with the aforementioned configuration, the belt member150is capable of reducing operation noise (striking noise) induced by engagement between the active lever131and the stopper124or125and between the active lever131and the wheel gear143during an operation of the actuator140. Particularly, since one common belt member150is used for the first and second regions which are striking noise-inducing regions, it is possible to simplify the structure and to reduce the product cost. Even if the number of interposed portions is small, it is possible to obtain a significant effect of preventing the induction of striking noise by interposing a portion of the belt member150in at least the second region.

In the door lock device100with the aforementioned configuration, the structure of the active lever131can be changed. The structure of an active lever231which is a modification example of the active lever131will be illustrated with reference toFIGS. 8 and 9.

As illustrated inFIGS. 8 and 9, a first holding portion234and a second holding portion235are provided in the engaging arm132of the active lever231, and are disposed away from each other. Both the first holding portion234and the second holding portion235are configured to extend along an arc line that is concentric with a lever support shaft231awhich is the center of turning of the active lever231, and to protrude in an axial direction (toward the vehicle exterior side) of the lever support shaft231a. The first holding portion234and the second holding portion235referred to here are respectively equivalent to a “first holding portion” and a “second holding portion” disclosed herein.

A belt member250made of rubber, which is a shock absorbing material, is fitted and attached to the first holding portion234and the second holding portion235such that the belt member250is held by the first holding portion234and the second holding portion235. For this purpose, the belt member250is configured to include a first annular belt portion251that is fitted to the first holding portion234; a second annular belt portion252that is fitted to the second holding portion235; and a connection portion253through which the first belt portion251and the second belt portion252are connected to each other, and the first belt portion251, the second belt portion252, and the connection portion253of the belt member250are integrally formed. The belt member250is equivalent to a “shock absorbing member” and a “belt member” disclosed herein.

A plurality of (two inFIG. 8) retainers234aare provided in an edge portion of the first holding portion234so as to prevent falling out of the first belt portion251from the first holding portion234to which the first belt portion251is fitted. Similarly, a plurality of (two inFIG. 8) retainers235aare provided in an edge portion of the second holding portion235so as to prevent falling out of the second belt portion252from the second holding portion235to which the second belt portion252is fitted. The belt member250is reliably held by the active lever231by virtue of the retainers234aand235a.

The first belt portion251includes interposed portions251a,251b, and251c, and has an annular structure in which the interposed portions are integrally formed. The interposed portion251ais interposed in a first region between the first holding portion234of the active lever231and the stopper124of the housing121. Accordingly, the first holding portion234is configured to be capable of coming into contact with the stopper124, which corresponds to the first holding portion234, via the interposed portion251aof the first belt portion251. The interposed portion251bis interposed in a second region between the first holding portion234of the active lever231and the locking portion146of the wheel gear143. Accordingly, the first holding portion234is configured to be capable of coming into contact with the locking portion146, which corresponds to the first holding portion234, via the interposed portion251bof the first belt portion251. The interposed portion251cis interposed in a third region between the first holding portion234of the active lever231and the engaging protrusion148of the wheel gear143. Accordingly, the first holding portion234is configured to be capable of coming into contact with the engaging protrusion148, which corresponds to the first holding portion234, via the interposed portion251cof the first belt portion251. The first belt portion251referred to here is equivalent to a “first belt portion” disclosed herein.

Similar to the first belt portion251, the second belt portion252includes interposed portions252a,252b, and252c, and has an annular structure in which the interposed portions are integrally formed. The interposed portion252ais interposed in a first region between the second holding portion235of the active lever231and the stopper125of the housing121. Accordingly, the second holding portion235is configured to be capable of coming into contact with the stopper125, which corresponds to the second holding portion235, via the interposed portion252aof the second belt portion252. The interposed portion252bis interposed in a second region between the second holding portion235of the active lever231and the locking portion147of the wheel gear143. Accordingly, the second holding portion235is configured to be capable of coming into contact with the locking portion147, which corresponds to the second holding portion235, via the interposed portion252bof the second belt portion252. The interposed portion252cis interposed in a third region between the second holding portion235of the active lever231and the engaging protrusion148of the wheel gear143. Accordingly, the second holding portion235is configured to be capable of coming into contact with the engaging protrusion148, which corresponds to the second holding portion235, via the interposed portion252cof the second belt portion252. The second belt portion252referred to here is equivalent to a “second belt portion” disclosed herein.

Hereinafter, a turning operation of the active lever231with the aforementioned configuration from the unlock position to the lock position performed by the actuator140will be described with reference toFIGS. 10 and 11in addition toFIG. 8. A turning operation of the active lever231from the lock position to the unlock position can be described in a sequence reverse to that of the following operation, and thus description thereof will be omitted.

In a state where the active lever231is present at the unlock position illustrated inFIG. 8, the locking portion146of the wheel gear143is in contact with the first holding portion234of the active lever231via the interposed portion251bof the first belt portion251of the belt member250. In this state, the active lever231locks the wheel gear143at the unlock position due to contact between the wheel gear143and the interposed portion251b. When the wheel gear143is rotated in the first direction B1, the first holding portion234of the active lever231is engaged with the engaging protrusion148of the wheel gear143via the interposed portion251cof the first belt portion251of the belt member250, and the turning position of the active lever231sequentially transitions to states illustrated inFIGS. 10 and 11. A first position illustrated inFIG. 10is a position to which the engaging protrusion148of the wheel gear143is turned a predetermined angle from an initial position in the first direction B1. A second position illustrated inFIG. 11is a position to which the engaging protrusion148is further turned from the first position in the first direction B1.

As illustrated inFIG. 10, when the engaging protrusion148of the wheel gear143reaches the first position, the engaging protrusion148comes into contact with the first holding portion234of the active lever231via the interposed portion251cof the first belt portion251. The active lever231is pressed toward the lock position by further turning of the engaging protrusion148in the first direction B1. Accordingly, the active lever231is turned in the first direction A1overcoming an elastic biasing force (force to bias the active lever231in the second direction A2) of the spring (the spring160inFIG. 1). During this process, an elastic biasing direction of the spring is switched, and thereafter, the active lever231is turned in the first direction A1according to the elastic biasing force of the spring.

As illustrated inFIG. 11, when the active lever231is turned to the lock position, the locking portion147of the wheel gear143comes into contact with the second holding portion235of the active lever231via the interposed portion252bof the second belt portion252. The active lever231locks the wheel gear143at the lock position due to contact between the wheel gear143and the interposed portion252b. In this case, since the locking portion147is indirectly engaged with the second holding portion235with the second belt portion252made of rubber interposed between the locking portion147and the second holding portion235, striking noise induced by engagement is reduced. Thereafter, the first holding portion234of the active lever231comes into contact with the stopper124of the housing121via the interposed portion251aof the first belt portion251. As a result, the turning of the active lever231in the first direction A1is prevented by the stopper124. In this case, since the stopper124is indirectly engaged with the first holding portion234in a state where the first belt portion251of the belt member250made of rubber is interposed between the stopper124and the first holding portion234, striking noise induced by engagement is reduced.

In this configuration, the belt member250is capable of reducing operation noise (striking noise) induced by engagement between the active lever231and the stopper124or125and between the active lever231and the wheel gear143during an operation of the actuator140. Particularly, since one common belt member250is used for the first to third regions which are striking noise-inducing regions, it is possible to simplify the structure and to reduce the product cost.

This disclosure is not limited to the aforementioned typical embodiment, and various applications or modifications can be considered. For example, the following examples can be realized as applications of the aforementioned embodiment.

In the door lock devices of the aforementioned embodiment, the belt members150and250are made of rubber which is a shock absorbing material; however, in this disclosure, the belt members150and250may be made of shock absorbing materials (for example, resin, or foam (sponge)) other than rubber.

The door lock device of the aforementioned embodiment adopts a structure in which a portion of the shock absorbing member is interposed in each of the first and second regions among the three striking noise-inducing regions, or a structure in which a portion of the shock absorbing member is interposed in each of the first to third regions; however, in this disclosure, the door lock device may adopt a structure in which a portion of the shock absorbing member is interposed in each of the first and third regions, or a structure in which a portion of the shock absorbing member is interposed in each of the second and third regions.

In this disclosure, the essential structure of the door lock device100can be applied to each vehicle door of a vehicle. For example, the essential structure of the door lock device100in the embodiment disclosed herein can be applied to right and left side doors for vehicle front seats, right and left side doors for vehicle rear seats, and a rear side vehicle door (back door).

A vehicle door lock device according to an aspect of this disclosure is assembled to a vehicle door and includes a latch mechanism and a lock mechanism. The latch mechanism is configured to be capable of holding the vehicle door in a closed state with respect to a vehicle body. The lock mechanism serves to set the latch mechanism to an unlock state in which engagement between the latch mechanism and a striker provided in the vehicle body can be released, or a lock state in which engagement between the latch mechanism and the striker cannot be released. The lock mechanism further includes a drive gear, a wheel gear, an active lever, stoppers, and one shock absorbing member.

The drive gear is driven by an electric motor. The wheel gear includes a body portion that is rotatably supported by a housing; a gear portion that is provided along an outer circumference of the body portion and includes gear teeth on an outer circumferential surface of the body portion, which is engaged with the drive gear; locking portions that are respectively provided in circumferential end portions of the gear portion, and an engaging protrusion that is provided in the body portion and protrudes toward the radial outside of the body portion. The active lever includes an engaging recess that can be engaged with the engaging protrusion of the wheel gear. The active lever is turned in either direction of a first direction from an unlock position at which the latch mechanism is set to the unlock state toward a lock position at which the latch mechanism is set to the lock state, or a second direction from the lock position toward the unlock position, in a state where the engaging protrusion is engaged with the engaging recess during rotation of the wheel gear. The active lever locks the wheel gear at each of the unlock position and the lock position. The stoppers are respectively provided on both sides of the active lever in the housing, prevent further turning of the active lever, which has been turned from the lock position to the unlock position, in the first direction, and prevent further turning of the active lever, which has been turned from the unlock position to the lock position, in the second direction.

The shock absorbing member is attached to the active lever, includes a plurality of interposed portions which are integrally formed and are interposed in at least two regions among a first region between the active lever and the stopper of the housing, a second region between the active lever and the locking portion of the wheel gear, and a third region between the engaging recess of the active lever and the engaging protrusion of the wheel gear, and is made of a shock absorbing material. In this case, the interposed portions of the shock absorbing member are respectively interposed in two or more regions selected from three regions. The “shock absorbing material” referred to here is a material having a mechanism in which the material is deformed such that an external impact and vibration are reduced. Examples of the typical shock absorbing materials include rubber, resin, and foam (sponge). Accordingly, the active lever is indirectly engaged with each of the stopper and the wheel gear via the shock absorbing member. As a result, the shock absorbing member is capable of reducing operation noise (striking noise) induced by engagement between the active lever and the stopper and between the active lever and the wheel gear during an operation of the electric motor. In addition, since one common shock absorbing member is used for a plurality of striking noise-inducing regions, it is possible to simplify the structure and to reduce the product cost.

In the vehicle door lock device with the aforementioned configuration, it is preferable that the plurality of interposed portions of the shock absorbing member include an interposed portion that is interposed in the second region. The second region, in which the active lever is engaged with the locking portion of the wheel gear, is known as a region in which operation noise is highly likely to be induced among the three striking noise-inducing regions. Even if the number of interposed portions is small, it is possible to obtain a significant effect of preventing the induction of striking noise by interposing a portion of the shock absorbing member in at least the second region.

In the vehicle door lock device with the aforementioned configuration, it is preferable that the active lever includes a holding portion that extends along an arc line which is concentric with the center of turning of the active lever, and protrudes in the direction of a rotational axis of the active lever. It is preferable that the shock absorbing member is a belt member that is formed into an annular shape to include a plurality of interposed portions which are respectively interposed in the first region and the second region, and is fitted to the holding portion. It is preferable that the holding portion is configured to be capable of coming into contact with each of the stopper and the locking portion via the belt member. In this configuration, it is possible to obtain the effect of preventing striking noise from being induced in the first region and the second region which are striking noise-inducing regions.

In the vehicle door lock device with the aforementioned configuration, it is preferable that the active lever includes a first holding portion and a second holding portion that extend along an arc line which is concentric with the center of turning of the active lever, protrude in the direction of a rotational axis of the active lever, and are disposed away from each other. It is preferable that the shock absorbing member is an integral belt member configured to include a first belt portion; a second belt portion; and a connection portion through which the first belt portion and the second belt portion are connected to each other. In this case, the first belt portion is formed into an annular shape to include a plurality of interposed portions which are respectively interposed in the first region, the second region, and the third region, all of which are assigned to the first holding portion, and is fitted to the first holding portion. The second belt portion is formed into an annular shape to include a plurality of interposed portions which are respectively interposed in the first region, the second region, and the third region, all of which are assigned to the second holding portion, and is fitted to the second holding portion. It is preferable that the first holding portion is configured to be capable of coming into contact with each of the stopper, the engaging protrusion, and the locking portion, all of which correspond to the first holding portion, via the first belt portion of the belt member. The second holding portion is preferably configured to be capable of coming into contact with each of the stopper, the engaging protrusion, and the locking portion, all of which correspond to the second holding portion, via the second belt portion of the belt member. In this configuration, it is possible to obtain the effect of preventing striking noise from being induced in the first region, the second region, and the third region which are striking noise-inducing regions.

As described above, in the vehicle door lock device according to the aspect of this disclosure, it is possible to reduce operation noise of the actuator by implementing a low-cost structure.