Power door linkage system for a B-pillar-less door system for a motor vehicle

Abstract

A door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body, the door linkage system including at least one linkage device pivotably connected between the door and the vehicle body to move a rear portion of the door substantially in a cross-vehicle direction away from the vehicle body to a partially open position while simultaneously moving a front portion of the door substantially in a longitudinal vehicle direction of the vehicle, and then simultaneously moving the front and rear portions of the door substantially in the longitudinal vehicle direction of the vehicle to the open position.

Description

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims the benefit of U.S. Provisional Application Serial No. 63 / 320,154 filed on March 15, 2022, U.S. Provisional Application Serial No. 63 / 217,220 filed on June 30, 2021, and U.S. Provisional Application Serial No. 63 / 196,138 filed on June 2, 2021, all of which are incorporated herein by reference in their entirety. Technical Field

[0003] The present disclosure relates generally to closure member systems for automotive vehicles and, more particularly, to a two-door pillarless door system having a power linkage system for translating the door relative to the vehicle body between an open position and a closed position. Background Art

[0004] This section provides background information related to the present disclosure which is not necessarily prior art.

[0005] A typical motor vehicle is equipped with at least one pair of doors that provide access to a passenger compartment. Specifically, most vehicles include a driver-side swing door and a passenger-side swing door that are pivotally supported by the vehicle body to move between a closed position and an open position. Each of these doors is equipped with a latch assembly having a latch mechanism that is operable in a latched mode to hold the door in its closed position and in an unlocked mode to allow the door to pivotally move to its open position.

[0006] In some vehicles, such as minivans and light trucks with extended cabs, the vehicle body is formed, for example, with an enlarged door opening without a structural B-pillar. Such a "pillarless or pillarless" two-door closure system typically includes a front swing door pivotally hinged along or adjacent its front edge to a front vertical structural portion of the door opening (i.e., the A-pillar) and / or a horizontal structural portion of the vehicle body adjacent the A-pillar, and a rear swing door pivotally hinged along or adjacent its rear edge to a rear vertical structural portion of the door opening (i.e., the C-pillar) and / or a horizontal structural portion of the vehicle body adjacent the C-pillar.

[0007] In such "pillar-less" two-door closing systems, challenges may arise when opening the door, particularly the rear swing door, because sufficient space is required to pivot the door outwardly away from the vehicle body. In some cases, the rear door may be supported by a linkage assembly having opposite ends of each link fixed for pivotal movement about the axis of a four-bar linkage. However, while the door with the four-bar linkage does not pivot outwardly from the vehicle body as in the case of a swing door, it still swings outwardly from the vehicle body in a cross-vehicle direction along a constant radius arc a distance substantially equal to the length of the link extending between the fixed pivot axes of the individual links, wherein the fixed pivot axes are fixed relative to the door and the vehicle body.

[0008] While current pillarless door assemblies are well suited to meet regulatory requirements and provide increased convenience in operation, there remains a need to develop alternative linkage systems that address and overcome the limitations and disadvantages associated with known pivot or four-bar linkage arrangements for double door pillarless door systems, as well as to provide increased convenience and enhanced operability so that the door remains unnoticeable in the cross-vehicle direction during movement and when reaching the open position, the door is easy to assemble, efficient in operation, while being compact, strong, durable, lightweight, and economical to manufacture, assemble, and use. Summary of the invention

[0009] This section provides a general summary of the disclosure, and is not intended to be considered a comprehensive and exhaustive listing of the full scope or all aspects, objects, and features of the disclosure.

[0010] It is an object of the present disclosure to provide a linkage system for use in a B-pillarless dual door closure system for a motor vehicle that addresses at least the problems discussed above with respect to the pivoting and four-bar linkage arrangements of known B-pillarless dual door closure systems.

[0011] Another object of the present disclosure is to provide a linkage system for use in a B-pillarless dual door closure system for a motor vehicle that minimizes the cross-vehicle distance that the doors extend outwardly from the body of the motor vehicle as the doors move between an open position and a closed position.

[0012] Another object of the present disclosure is to optimize the path along which the rear and front edges of a door move relative to the body of a motor vehicle as the door moves between open and closed positions to minimize the cross-vehicle distance the door extends outwardly from the body.

[0013] Another object of the present disclosure is to arrange the linkage system so that when the door moves between the open position and the closed position, the rear edge of the door moves substantially in the cross-vehicle direction and the front edge of the door moves substantially in the longitudinal direction of the motor vehicle, which is transverse to the cross-vehicle direction, so as to minimize the cross-vehicle distance that the door extends outward from the body.

[0014] It is another object of the present disclosure to arrange the linkage system so that the leading edge of the door moves substantially in the longitudinal vehicle direction while the leading edge of the door approaches a fully closed position.

[0015] Another object of the present disclosure is to arrange the linkage system so that when the door initially moves from the closed position toward the open position, the rear edge of the door moves substantially in the cross-vehicle direction and the front edge of the door moves substantially in the longitudinal direction of the motor vehicle - the longitudinal direction being transverse to the cross-vehicle direction - and then the front edge and the rear edge move substantially along a coplanar path to minimize the cross-vehicle distance that the door extends outward from the body of the vehicle.

[0016] In accordance with these and other objects, a door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body is provided. The door linkage system includes at least one linkage device connecting the door to the vehicle body. The at least one linkage device is configured to extend outwardly from the vehicle body and retract inwardly into the vehicle body when the door moves between the closed position and the open position.

[0017] According to another aspect, at least one linkage arrangement includes a first linkage and a second linkage. The first linkage has a first linkage proximal end coupled to the vehicle body and a first linkage distal end coupled to the door. The second linkage has a second linkage proximal end coupled to the vehicle body and a second linkage distal end coupled to the door. At least one of the first linkage proximal end and the second linkage proximal end is configured to move along a curved path to facilitate desired guidance of forward and rearward portions of the door along a low profile path when the door moves between a closed position and an open position so that the door extends outwardly from the vehicle body a minimum distance across the vehicle.

[0018] According to another aspect, the first link proximal end is configured to move along a first curved path, and the second link proximal end is configured to move along a second curved path.

[0019] According to another aspect, at least one of the first curved path and the second curved path can be configured to have a non-constant radius of curvature to provide an optimal movement path for the door when the door moves between the closed position and the open position, so that the door extends outward from the vehicle body a minimum distance across the vehicle.

[0020] According to another aspect, each of the first curved path and the second curved path may be configured to have a non-constant radius of curvature.

[0021] According to another aspect, the first curved path and the second curved path may be configured to have different geometries from one another to provide an optimal path of movement for the door to extend outwardly from the vehicle body a minimum distance across the vehicle when the door moves between the closed position and the open position.

[0022] According to another aspect, the first curved path is configured to move a rearward portion of the door substantially in a cross-vehicle direction of the motor vehicle, while the second curved path is configured to simultaneously move a forward portion of the door substantially in a longitudinal vehicle direction of the motor vehicle, thereby providing an optimal movement path for the door when the door moves between the closed position and the open position, with the door extending outwardly from the vehicle body a minimum cross-vehicle distance.

[0023] According to another aspect, the first curved path and the second curved path may be arranged to be substantially annular.

[0024] According to another aspect, the motor is configured to drive the drive member to directly drive one of the first link proximal end along the first curved path and the second link proximal end along the second curved path.

[0025] According to another aspect, the first guide member is fixed to the vehicle body, and the second guide member is fixed to the vehicle body. The first link is configured to pivot about the first guide member when the first link proximal end moves along the first curved path, and the second link is configured to pivot about the second guide member when the second link proximal end moves along the second curved path.

[0026] According to another aspect, the first guide member may be configured as a fixed first pin, and the second guide member may be configured as a fixed second pin, and wherein the first link may be configured to have a first elongated slot extending between the first link proximal end and the first link distal end, and the second link may be configured to have a second elongated slot extending between the second link proximal end and the second link distal end. The first pin is disposed in the first elongated slot for sliding movement in the first elongated slot to facilitate control of the pivotal movement of the first link, and the second pin is disposed in the second elongated slot for sliding movement in the second elongated slot to facilitate control of the pivotal movement of the second link.

[0027] According to another aspect, a driving member is disposed in one of the first and second elongated slots to directly drive a proximal end of a first link along a first curved path and a proximal end of a second link along a second curved path, wherein the other proximal end of the first link along the corresponding first and second curved paths is indirectly driven.

[0028] According to another aspect, the motor can be configured to rotate the drive member in a first direction to drive the proximal end of the first link along the first portion of the first curved path or the proximal end of the second link along the first portion of the second curved path, and to rotate the drive member in a second direction to drive the proximal end of the first link along the second portion of the first curved path or the proximal end of the second link along the second portion of the second curved path.

[0029] According to another aspect, the first link distal end and the second link distal end may be fixed to remain spaced apart from each other at a fixed distance therebetween when the door moves between the open position and the closed position.

[0030] According to another aspect, the distance extending between the proximal end of the first link and the proximal end of the second link can be varied as the door moves between the open position and the closed position to provide an optimal movement path for the door so that the door extends outward from the vehicle body a minimum distance across the vehicle as the door moves between the closed position and the open position.

[0031] According to another aspect, the proximal end of the first link can be configured to have a first roller, which is configured to roll along a first curved path, and the proximal end of the second link can be configured to have a second roller, which is configured to roll along a second curved path, so as to minimize friction within the door linkage system when the door moves between a closed position and an open position.

[0032] According to another aspect, the first curved path can be defined by a first recessed channel configured to receive a first roller therein, and the second curved path can be defined by a second recessed channel configured to receive a second roller therein.

[0033] According to another aspect, a door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body includes at least one linkage device pivotally connected between the door and the vehicle body so that a rearward portion of the door moves substantially in a cross-vehicle direction away from the vehicle body so that a forward portion of the door can move substantially in a longitudinal vehicle direction of the vehicle, and then, the forward and rearward portions of the door move substantially in the longitudinal vehicle direction of the vehicle, thereby optimizing the movement path of the door when the door moves between the closed position and the open position so that the door extends outward from the vehicle body a minimum cross-vehicle distance.

[0034] According to another aspect, a door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body includes at least one linkage device, wherein the at least one linkage device is pivotally connected between the door and the vehicle body using two pivot members spaced apart from each other, wherein the distance between the two pivot members changes as the door moves between the open position and the closed position, thereby allowing the movement path of the door to be optimized and minimized when the door moves between the closed position and the open position, so that the distance across the vehicle that the door extends outward from the vehicle body.

[0035] According to another aspect, a method for opening a rear door of a motor vehicle includes: providing a linkage device connecting the rear door of the motor vehicle to a vehicle body; driving the linkage device to move a rearward portion of the rear door away from the vehicle body in a cross-vehicle direction; driving the linkage device to move a forward portion of the rear door substantially rearward in a longitudinal vehicle direction; continuing to drive the linkage device to move the rearward portion of the rear door inward toward the vehicle body in the cross-vehicle direction and simultaneously rearward in the longitudinal vehicle direction; and driving the linkage device to move the forward portion of the rear door outward in the cross-vehicle direction and simultaneously rearward in the longitudinal vehicle direction.

[0036] According to another aspect, the method may further include providing a linkage arrangement including a first linkage and a second linkage.

[0037] According to another aspect, a door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body includes a multi-bar linkage arrangement connecting the door to the vehicle body. The multi-bar linkage arrangement is configured to move a forward portion of the door substantially along the longitudinal direction of the motor vehicle starting from the closed position, and to move a rearward portion of the door substantially along the cross-vehicle direction away from the vehicle body, and then during an intermediate stage of the movement, to move the forward portion along the cross-vehicle direction away from the vehicle body and in the longitudinal direction, and to move the rearward portion substantially along the longitudinal direction toward the fully open position.

[0038] According to another aspect, the door linkage system may provide a final stage of movement of the door to the fully open position by moving at least one of the forward portion and the rearward portion in a cross-vehicle direction toward the vehicle body.

[0039] According to another aspect, the multi-bar linkage may include a first link and a second link, wherein the first link is larger than the second link, and wherein the first link is attached near the center of gravity of the door.

[0040] According to another aspect, the first link is generally L-shaped and the second link is generally straight.

[0041] According to another aspect, an auxiliary link connects the second link to the door.

[0042] According to another aspect, a tie rod is coupled to the second link, wherein the tie rod is configured for tie engagement with a striker fixed to a body of the motor vehicle.

[0043] According to another aspect, an actuator assembly is coupled to the first link to drive the first link between a closed position corresponding to a closed position of the door and an open position corresponding to an open position of the door.

[0044] According to another aspect, an actuator assembly includes a gear train that provides torque multiplication and speed reduction.

[0045] According to another aspect, a gear train includes a sun gear, a ring gear, and a plurality of planet gears meshing with the sun gear and the ring gear.

[0046] According to another aspect, a plurality of planetary gears are supported by the carrier for common rotation with one another about the axis, and the plurality of planetary gears further include an output arm attached to the carrier and the first connecting rod.

[0047] According to another aspect, the obstacle detection system can be configured to prevent the door from contacting an obstacle when moving between the closed position and the open position.

[0048] According to another aspect, the obstacle detection system is configured to straighten the wheel prior to moving the door between the open position and the closed position.

[0049] Further areas of applicability will become apparent from the description provided herein.The description and specific examples in this summary are intended for purposes of illustration only and are not intended to limit the scope of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] The drawings described herein are for illustrative purposes only of selected embodiments and not all possible implementations, and are not intended to limit the scope of the present disclosure.

[0051] Figure 1 is a perspective view of a motor vehicle equipped with a double door closure system without a B-pillar;

[0052] Figure 2 yes Figure 1A side view of a portion of a motor vehicle shown in , wherein the doors of the double door closure system without a B-pillar are in a closed position;

[0053] Figure 3 yes Figure 1 A side isometric view of a portion of a motor vehicle shown in , wherein the rear doors without a B-pillar dual door closure system are in an open position;

[0054] Figure 4 is an isometric view of a closure latch assembly according to the present disclosure for use with at least one door of a door of a B-pillar-less dual door closure system and configured to provide an anti-slam function and a tie-down function;

[0055] Figure 4A yes Figure 4 a side view of a closure latch assembly of FIG. 1 , the closure latch assembly being shown with the ratchet of the non-B-pillar closure latch assembly in an auxiliary striker captured position;

[0056] Figure 4B yes Figure 4A the opposite side view;

[0057] Figure 5 is with Figure 4 A similar view showing the ratchet in the auxiliary striker captured position, the tie rod in the unactuated position, the cancelling lever in the disengaged position, and the anti-knock lever in the disengaged position;

[0058] Figure 5A yes Figure 5 a side view of a portion of the drawing showing the tie rod beginning to engage with the ratchet;

[0059] Figure 6 is with Figure 5 a similar view showing the ratchet in an intermediate position between the auxiliary striker capture position and the striker overtravel position, the tie rod in an intermediate position between the unactuated position and the actuated position, the cancelling lever in the disengaged position, and the anti-knock lever in the disengaged position;

[0060] Fig. 6A yes Figure 6 , which shows the ratchet being rotated by the tie rod and the pawl being rotated by the ratchet;

[0061] Figure 7 is with Figure 6 a similar view showing the ratchet in an intermediate position between the auxiliary striker capture position and the striker overtravel position, the tie rod in an intermediate position between the unactuated position and the actuated position, the cancelling lever in the engaged position, and the anti-knock lever in the disengaged position;

[0062] Fig. 7A yes Figure 7 , which shows the ratchet being rotated by the tie rod and the pawl being rotated by the ratchet;

[0063] Figure 8 is with Figure 7 A similar view showing the ratchet in the striker overtravel position, the tie rod in the actuated position, the cancelling lever in the engaged position, the cancelling lever being shown blocking the anti-knock lever and holding the anti-knock lever in the disengaged position;

[0064] Fig. 8A yes Figure 8 , which shows the ratchet being rotated by the tie rod to the striker overtravel position and the cancelling lever engaging the anti-knock lever and blocking the anti-knock lever in the disengaged position;

[0065] Fig. 9 is with Figure 8 similar views showing the ratchet returning to the primary striker capturing position via a bias applied by the ratchet spring, the tie rod returning to the unactuated position via a bias applied by the tie rod spring, the kill rod returning to the disengaged position via a bias applied by the kill rod spring, and the anti-knock rod in the disengaged position just prior to returning to the engaged position via a bias applied by the anti-knock rod spring;

[0066] Fig.10 is with Fig. 9 a similar view showing the ratchet in the primary striker captured position, the tie rod in the unactuated position, the cancelling lever in the disengaged position, and the anti-knock lever returned to the engaged position via the anti-knock lever spring to inhibit movement of the ratchet toward the striker overtravel position;

[0067] Fig. 10A yes Fig.10 , which shows the anti-knock lever engaging the stop lug section of the ratchet to inhibit the ratchet from moving toward the striker overtravel position;

[0068] Fig.11 is a schematic plan view of a B-pillar-less double door closure system shown in a closed position;

[0069] Fig.12 is an enlarged schematic perspective view of a first track and a second track of a B-pillar-less dual door closure system, with the proximal ends of the first link and the second link of the linkage traversing along the first track and the second track during door opening and closing events;

[0070] Fig.13 is a perspective view of a link of a link device of a B-pillar-less double door closing system;

[0071] Fig.14is an enlarged perspective view of a rotary actuator configured to be drivingly engaged with a linkage of a linkage arrangement of a B-pillar-less dual-door closing system;

[0072] Fig.15 is a schematic plan view showing a rotary actuator configured to drivingly engage in a slot of a link of a linkage arrangement of a B-pillar-less double door closing system;

[0073] Fig.16 is with Fig.15 A similar view illustrating a roller of a link being driven along one of a first track and a second track of a B-pillar-less dual door closing system;

[0074] Fig.17 is a flow chart illustrating the controller in operable communication with various features of the B-pillarless two-door closure system;

[0075] Fig.18 is a flow chart illustrating a method of opening a door of a motor vehicle having a B-pillar-less double door arrangement according to the present disclosure;

[0076] Fig.19 is with Fig.11 a similar view schematically illustrating a powered actuator configured to be drivingly engaged with a linkage of a linkage arrangement of a B-pillarless dual door closure system;

[0077] Figure 20 to Figure 23 illustrates movement and an initial stage of a door from a closed position toward an open position via actuation of a B-pillar-less dual door closure system, wherein a rearward portion of the door moves substantially outward in a cross-vehicle direction, and wherein a forward portion of the door moves substantially rearward in a longitudinal vehicle direction;

[0078] Figure 24 to Figure 25 illustrates movement of the door toward an open position and intermediate stages, wherein a rearward portion of the door moves inwardly in a cross-vehicle direction and rearwardly in a longitudinal vehicle direction, wherein a forward portion of the door gradually moves outwardly in a cross-vehicle direction and rearwardly in a longitudinal vehicle direction;

[0079] Figure 26 to Figure 28 illustrates movement and a final stage of the door to an open position wherein a rearward portion of the door moves substantially rearward in a longitudinal vehicle direction, and wherein a forward portion of the door moves substantially rearward in the longitudinal vehicle direction while the door maintains a close clearance relationship with a body of the motor vehicle;

[0080] Fig.29 is with Fig.23A similar view illustrating first and second tracks of a B-pillar-less dual door closure system according to another aspect of the present disclosure, with proximal ends of the first and second links of the linkage traversing along the first and second tracks during door opening and closing events;

[0081] Fig.30 is a schematic top plan view of a motor vehicle illustrating the movement paths of the doors of a B-pillar-less dual door closure system for a motor vehicle according to another aspect of the present disclosure;

[0082] Fig.31 The solid line shows Fig.30 One of the doors is in a closed position and is illustrated in dotted lines in an open position;

[0083] Fig.32 The solid line shows Fig.31 during an initial stage of movement of the door from the closed position toward the open position via actuation of the B-pillar-less dual door closing system, wherein a rearward portion of the door moves substantially outward in a cross-vehicle direction, and wherein a front portion of the door moves substantially rearward in a longitudinal vehicle direction;

[0084] Figure 33 to Figure 35 The solid line shows the gate from Fig.32 The initial phase of the door continues to move during the intermediate phase of movement of the door toward the open position;

[0085] Fig.36 The door moving to the open position is illustrated in solid lines, and the path of the door at the initial and intermediate stages of the movement is illustrated in dashed lines;

[0086] Fig.37A A B-pillar-less double door closing system according to another aspect of the present disclosure is illustrated, wherein each of a plurality of actuators of the system is contained in a body of a motor vehicle, wherein a linkage device of the B-pillar-less double door closing system is connected to a Figure 31 to Figure 36 Similar to that shown in;

[0087] Fig.37B A B-pillar-less double door closing system according to another aspect of the present disclosure is illustrated, wherein each of a plurality of actuators of the system is included in a door of a motor vehicle, wherein a linkage device of the B-pillar-less double door closing system is connected to a door of the motor vehicle. Figure 31 to Figure 36 Similar to that shown in;

[0088] Fig.38 Another aspect of the present disclosure is shown Fig.30 A B-pillar-less dual-door closure system for a motor vehicle, wherein one of the doors is shown in solid lines when in a closed position and in dashed lines when in an open position;

[0089] Fig.39 The solid line shows Fig.38 during an intermediate stage of movement of the door from the closed position toward the open position via actuation of the B-pillar-less double door closing system;

[0090] Fig.39A yes Fig.39 A partial enlarged view of the embodiment of the present invention, which shows a portion of the actuator assembly and the door of the B-pillar-less double door closing system;

[0091] Fig.40 Pictured Fig.38 The door moves to the open position;

[0092] Fig.41 illustrates the initial stages of the actuator assembly moving the door from an open position toward a closed position;

[0093] Fig.42 illustrates an intermediate stage in which an actuator assembly moves a door, shown in solid lines, from an open position, shown in phantom lines, toward a closed position;

[0094] Fig.43 illustrates the final stage of the actuator assembly moving the door, shown in solid lines, from an open position, shown in phantom lines, to a closed position;

[0095] Fig.44A Pictured Fig.33 A schematic side view of a vehicle showing a latch assembly arrangement according to one aspect of the present disclosure;

[0096] Fig.44B is with Fig.44A A similar view showing a latch assembly device according to another aspect of the present disclosure;

[0097] Fig.45A Pictured Fig.33 A schematic top view of a door and body of a vehicle of , showing a striker and latch assembly arrangement according to one aspect of the present disclosure;

[0098] Fig.45B is with Fig.45A A similar view showing a striker and latch assembly arrangement according to another aspect of the present disclosure;

[0099] Fig.46 is a schematic side view of a motor vehicle illustrating a B-pillar-less dual door closure system for a motor vehicle according to another aspect of the present disclosure;

[0100] Fig.46A It's a picture. Fig.46 A schematic top plan view of the door and linkage device of the B-pillar-free double door closing system;

[0101] Fig.47 yes Fig.46A , which illustrates the door and the associated arrangement of the linkage when in the closed position;

[0102] Fig.48 Pictured Fig.47 during an initial stage of movement of the door from a closed position toward an open position via actuation of the B-pillar-less dual door closure system, wherein rearward and forward portions of the door move outwardly substantially in a cross-vehicle direction;

[0103] Figures 49 to 55 Pictured Fig.47 during an intermediate stage of movement of the door from the initial stage toward the open position via continued actuation of the B-pillar-less double door closing system, wherein the rearward portion and the forward portion of the door move substantially rearward in the longitudinal vehicle direction;

[0104] Fig.56 Pictured Fig.47 The door moves to the open position;

[0105] Fig.57 is a schematic top view of a motor vehicle illustrating a B-pillar-less two-door closing system for a motor vehicle according to another aspect of the present disclosure, wherein a rear door of the motor vehicle has been moved during an initial stage of movement from a closed position toward an open position by a linkage arrangement of the B-pillar-less two-door closing system;

[0106] Fig.58 yes Fig.57 an enlarged view of a motor vehicle with a rear door in a closed position;

[0107] Fig.58A yes Fig.58 A magnified view of the door-to-door latch and striker of the rear door;

[0108] Fig.59 Pictured Fig.58 during an initial stage of movement of the rear door from the closed position toward the open position via actuation of the B-pillarless two-door closure system, wherein a rearward portion of the rear door moves substantially outward in a cross-vehicle direction, and wherein a front portion of the rear door moves substantially rearward in a longitudinal vehicle direction;

[0109] Fig.59A yes Fig.59 A magnified view of the door-to-door latch and striker of the rear door;

[0110] Figure 60 to Figure 63 Pictured Fig.59 during an intermediate stage of movement of the rear door from the initial stage toward the open position via continued actuation of the B-pillar-less two-door closing system;

[0111] Fig.64Pictured Fig.59 The rear door moves to the open position;

[0112] Fig.65A Pictured Fig.57 A schematic side view of a motor vehicle showing a latch assembly arrangement according to one aspect of the present disclosure;

[0113] Fig.65B is with Fig.44A A similar view showing a latch assembly device according to another aspect of the present disclosure;

[0114] Fig.66 Pictured Fig.57 Various latch and striker aspects of motor vehicle doors;

[0115] Fig.67A and Fig.67B 1. A link of a link device of a B-pillar-less double door closing system according to another aspect of the present disclosure is illustrated;

[0116] Figures 68A to 68C 1. A link of a link device of a B-pillar-less double door closing system according to another aspect of the present disclosure is illustrated;

[0117] Fig.69 is a perspective view illustrating a door and a linkage device of a B-pillar-less double door closing system according to another aspect of the present disclosure;

[0118] Fig.70 Pictured Fig.69 during an initial stage of movement of the door from the closed position toward the open position via actuation of the B-pillar-less double door closing system;

[0119] Figure 71 to Figure 74 The door from Fig.70 The initial phase of the door continues to move during the intermediate phase of movement of the door toward the open position;

[0120] Fig.75 The door is shown moving to an open position;

[0121] Fig.76 The diagram illustrates a path along which a door linkage may traverse during door opening and closing events;

[0122] Fig.76A is a top view of a door and linkage arrangement of a B-pillar-less double door closing system according to another aspect of the present disclosure;

[0123] Fig.77 According to another aspect of the present disclosure, a B-pillar-free double door closing system for a motor vehicle is provided. Fig.31 A similar view, which is illustrated in solid lines Fig.30One of the doors is in a closed position and is illustrated in dotted lines in an open position;

[0124] Fig.78 The solid line shows Fig.77 during an initial stage of movement of the door from a closed position toward an open position under power of a first motor via actuation of the B-pillar-less double door closing system, wherein a front portion and a rearward portion of the door move rearwardly in a longitudinal vehicle direction and outwardly in a cross-vehicle direction;

[0125] Fig.78A One possible movement path of a door according to an illustrative example is shown;

[0126] Fig.79 The solid line shows that the door is driven by the first motor from Fig.78 The initial phase of the door continues to move during the intermediate phase of the door moving toward the open position;

[0127] Fig.80 The solid line shows that the door is driven by the first motor from Fig.79 to a position of the door that is a maximum outwardly across the vehicle from the vehicle body, at which position the second motor is activated, wherein the maximum outwardly across the vehicle position of the door is shown in phantom to contrast with a one-piece hinged embodiment;

[0128] Figure 81 to Figure 84 The diagram shows that the door is driven by the first motor and the second motor. Fig.80 Continued movement of the position toward the open position;

[0129] Fig.85 and Fig.86 The diagram shows the door moving from Fig.84 Continued movement of the position toward the open position;

[0130] Fig.87 According to another aspect of the present disclosure, a B-pillar-free double door closing system for a motor vehicle is provided. Fig.77 A similar view, which is illustrated in solid lines Fig.30 One of the doors is in a closed position and is illustrated in dotted lines in an open position;

[0131] Fig.88 The solid line shows that the door moves from Fig.87 The door continues to move from the position of the vehicle to the position where the door is at its maximum outward distance from the vehicle body;

[0132] Fig.89 The continued movement of the door toward the open position under the power of the second motor is illustrated in solid lines;

[0133] Fig.90 and Fig.91 The diagram shows the door moving from Fig.89 Continued movement from the position to the open position;

[0134] Fig.92 According to another aspect of the present disclosure, a B-pillar-free double door closing system for a motor vehicle is provided. Fig.88 A similar view, which is illustrated in solid lines Fig.30 One of the doors is located at a maximum outwardly across-the-vehicle position from the vehicle body;

[0135] Fig.93 is a schematic side view of a motor vehicle illustrating a B-pillar-less dual door closure system for a motor vehicle according to another aspect of the present disclosure;

[0136] Fig.93A and Fig.93B It's a picture. Fig.93 A schematic top plan view of the door and linkage device of the B-pillar-free double door closing system;

[0137] Fig.94 Pictured FIG. 93A to FIG. 93B the door is in an intermediate stage of movement from an initial stage toward an open position via actuation of the B-pillar-less double door closing system, wherein the forward portion and the rearward portion of the door move substantially rearward in a longitudinal vehicle direction;

[0138] Fig.95A According to another aspect of the present disclosure, a B-pillar-free double door closing system for a motor vehicle is provided. Fig.77 Similar views;

[0139] Fig.95B yes Fig.95A An operational view of a B-pillar-less dual-door closing system for a motor vehicle illustrating another possible movement path of a door according to another aspect of the present disclosure;

[0140] Fig.96 is a schematic top plan view of a motor vehicle illustrating the movement of a door of a B-pillar-less dual door closure system for a motor vehicle having a linkage system according to another aspect of the present disclosure;

[0141] Fig.97 yes Fig.96 A perspective view of a linkage system of the door, the linkage system being shown in a position corresponding to a door closed position;

[0142] Fig.98 is with Fig.97 a similar view wherein the linkage system is shown in a position corresponding to an initial stage of opening the door from a closed position or a final stage of closing the door from an open position;

[0143] Fig.98A From different angles Fig.98 Similar views;

[0144] Fig.99 is with Fig.98 a similar view wherein the linkage system is shown in an intermediate position corresponding to the door being between the open position and the closed position;

[0145] Fig.100 is with Fig.99 a similar view wherein the linkage system is shown in a fully extended open position corresponding to the door being in an open position;

[0146] Fig.101A and Fig.101B They are Fig.96 A front perspective view and a rear perspective view of an actuator of a linkage system;

[0147] Fig.101C According to another aspect of the present disclosure, Fig.96 A side perspective view of an actuator of a linkage system;

[0148] Fig.101D yes Fig.96 The connecting rod of the connecting rod system is configured to receive Fig.101C A side perspective view of a splined concave receiving portion of a splined convex output shaft of an actuator;

[0149] Fig.101E yes Fig.96 A side perspective view of another exemplary actuator of the linkage system;

[0150] Fig.101F yes Fig.101E a side perspective view of an actuator of , illustrating the gear train assembly with the outer housing removed;

[0151] Fig.102 is a front perspective view of an actuator shown with a cover removed to illustrate internal gear train components of the actuator;

[0152] Fig.103 is with Fig.102 a similar view with the various gears removed from the gear train solely for the purpose of more clearly illustrating the motor output gear in driving engagement with the drive gear of the gear train assembly, wherein the sun gear is shown fixed for common rotation with the drive gear;

[0153] Fig.104is a rear perspective view of the actuator shown with the cover and drive gear / sun gear removed to more clearly illustrate the ring gear and a carrier supporting a plurality of planet gears configured to meshingly engage the ring gear, wherein the planet gears are configured to rotate about the ring gear to rotatably drive the carrier in response to rotation of the motor output gear;

[0154] Fig.105 yes Figure 4 , showing a plurality of attachment openings in the carrier to which the output arms are attached for rotation with the carrier;

[0155] Fig.106 is a perspective view of a linkage system including a tie-down mechanism according to another aspect of the present disclosure;

[0156] Fig.107 yes Fig.106 A partial side view of a linkage system of FIG. 1 illustrating a tie rod of the tie mechanism, the tie rod being configured to cinch engagement with a striker pin secured to the motor vehicle;

[0157] Fig.108 is a perspective view illustrating a cinch rod in cinch engagement with a striker pin;

[0158] Fig.109 is a partial perspective view of a linkage assembly constructed in accordance with another aspect of the present disclosure, illustrating a cinch pin (cinch striker pin) of the linkage system configured for cinch engagement with a cinch slot in a frame member of a motor vehicle;

[0159] Figures 109A to 109C The diagram illustrates a sequence for disconnecting the first link from the third link;

[0160] Fig.110 is a partial perspective view of a cinch mechanism of a linkage assembly constructed in accordance with another aspect of the present disclosure, illustrating a cinch roller of the cinch mechanism configured for cinch engagement with a cinch slot in a frame member of a motor vehicle;

[0161] Fig.111 is a partial perspective view of a cinch mechanism of a linkage assembly constructed in accordance with another aspect of the present disclosure, illustrating a plurality of cinch rollers of the cinch mechanism configured for cinch engagement with cinch slots in a frame member of a motor vehicle;

[0162] FIG. 112A to FIG. 112D illustrates a partial perspective view of a non-limiting embodiment of an opening assist mechanism of a linkage assembly constructed in accordance with another aspect of the present disclosure, illustrating a biasing member of the linkage assembly configured to bias engagement with a link of the linkage assembly to facilitate movement of the linkage assembly and a door secured thereto from a closed position toward an open position;

[0163] Fig.113 is a schematic top plan view of a motor vehicle having a B-pillar-less two-door closure system according to another aspect of the present disclosure, the B-pillar-less two-door closure system having a linkage system including an obstacle detection system to prevent accidental contact of the closure panel with an obstacle, and showing (in solid and dashed lines) the wheels of the motor vehicle;

[0164] Fig.114 is a diagram showing the closure panel in an open position and Fig.113 a similar view wherein the wheel is in a rotated position to prevent an obstruction from fully moving the closure panel to the closed position, wherein the obstruction detection system detects the wheel in the rotated position to prevent the closure panel from moving into contact with the wheel;

[0165] Fig.115 is with Fig.114 A similar view illustrating the closure panel moving to a partially closed (partially open) position via communication of the obstacle detection system with the actuator of the linkage system and stopping prior to contacting the wheel;

[0166] Fig.116 is a diagram illustrating a non-limiting aspect of the present disclosure. Fig.115 Flow chart of the control system of the obstacle detection system;

[0167] Fig.117 is a flow chart illustrating a method of opening a door and preventing a collision between the door and an obstacle when the door is opened according to one aspect of the present disclosure;

[0168] Fig.117A is a flow chart illustrating a method of opening a door and preventing a collision between the door and an obstacle when the door is opened according to another aspect of the present disclosure; and

[0169] Fig.118 is a flow chart illustrating a method of opening a door and preventing a collision between the door and an obstacle when the door is opened according to yet another aspect of the present disclosure. DETAILED DESCRIPTION

[0170] Now, with reference to the accompanying drawings, an example embodiment of a door linkage system for a B-pillar-free double door arrangement for a motor vehicle will be described more fully, which facilitates maintaining the B-pillar-free double door arrangement in a closed position in sealing engagement with the body of the motor vehicle, and facilitates the door to be smoothly opened when the movement of the door in the cross-vehicle direction outward away from the body of the motor vehicle is minimal. These example embodiments are provided only so that the present disclosure will be thorough and the scope will be fully conveyed to those skilled in the art. Many specific details, such as examples of specific components, devices and methods, are set forth to provide a thorough understanding of the embodiments of the present disclosure. It will be apparent to those skilled in the art that specific details need not be adopted, and that the example embodiments can be implemented in many different forms, and none of them should be interpreted as limiting the scope of the present disclosure. In some example embodiments, well-known processes, well-known device structures, and well-known technologies are not described in detail.

[0171] The terms used herein are only used to describe the purpose of specific example embodiments and are not intended to be restrictive. Unless the context clearly indicates otherwise, as used herein, the singular forms "one", "an" and "the" may also be intended to include plural forms. The terms "include", "include", "contain" and "have" are inclusive and therefore specify the existence of the features, integers, steps, operations, elements and / or parts described, but do not exclude the existence or addition of one or more other features, integers, steps, operations, elements, parts and / or their groups. The method steps, processes and operations described herein should not be interpreted as requiring them to be performed in the particular order discussed or illustrated, unless specifically specified as the order of execution. It should also be understood that additional or alternative steps may be adopted.

[0172] When an element or layer is referred to as being "on another element or layer," "engaged to," "connected to," or "coupled to" another element or layer, the element or layer may be directly on, engaged to, connected to, or coupled to the other element or layer, or there may be intermediate elements or layers. In contrast, when an element is referred to as being "directly on another element or layer," "directly engaged to," "directly connected to," or "directly coupled to" another element or layer, there may be no intermediate elements or layers. Other terms used to describe the relationship between elements (e.g., "between" and "directly between," "adjacent" and "directly adjacent," etc.) should be interpreted in the same manner. As used herein, the term "and / or" includes any and all combinations of one or more of the associated listed items.

[0173] Although the terms first, second, third, etc. can be used in this article to describe each element, component, region, layer and / or section, these elements, components, regions, layers and / or sections should not be limited by these terms. These terms can only be used to distinguish an element, component, region, layer or part from another region, layer or part. Unless the context clearly indicates, terms such as "first", "second" and other numerical terms do not imply order or sequence when used in this article. Therefore, without departing from the teachings of the example embodiments, the first element, component, region, layer or section discussed below can be referred to as the second element, component, region, layer or section.

[0174] For ease of description, spatially relative terms such as "inside", "outside", "below", "below", "down", "above", "upper", etc. may be used herein to describe the relationship of one element or feature to another (other) element or feature as illustrated in the accompanying drawings. Spatially relative terms may be intended to cover different orientations of the device in use or operation, in addition to the orientation depicted in the accompanying drawings. For example, if the device in the accompanying drawings is turned over, the elements described as "below other elements or features" or "below other elements or features" will be oriented to be "above other elements or features". Therefore, the example term "below" can cover both the above and below orientations. The device can be oriented in other ways (rotated 90 degrees or in other orientations), and the spatially relative descriptors used herein can be interpreted accordingly.

[0175] First refer to Figures 1 to 3 , by way of example and not limitation, a motor vehicle 11 configured as a light truck is shown, the motor vehicle 11 including a body 10 having an exterior 12 and an interior 14 defining a passenger compartment. The motor vehicle 11 may also be configured as an automobile, such as a sedan, sports car, or sports utility vehicle as non-limiting examples. The motor vehicle 11 may also be configured as a gas powered motor vehicle or an electric powered motor vehicle. The motor vehicle 11 may also be configured as an autonomous self-driving motor vehicle. Connecting the exterior 12 and interior 14 of the body 10 is a continuous or "pillarless" side opening 16 ( Figure 3), the side opening 16 defines a first terminal or front terminal portion 18 and a second terminal or rear terminal portion 20, wherein there is no vertically extending pillar, commonly referred to as a "B-pillar", and the side opening 16 extends from a horizontal upper body surface 21 of the body 10 to a horizontal lower body surface 23 between the front terminal portion 18 and the rear terminal portion 20. Therefore, the opening 16 is "B-pillar-less". The example embodiment of the door linkage system illustrated herein is for a B-pillar-less two-door arrangement structure of a motor vehicle, but can also be applied to motor vehicles with B-pillars. Providing a first movable closure panel, also referred to as a closure member, for the front portion of the opening 16 is a first or front door 22 having a forward portion 24 that is pivotally and / or translatably connected or coupled via a front hinge and / or linkage member (not shown) that is connected to one or both of an upper body surface 21 and a lower body surface 23 of the "A-pillar" and / or vehicle body 10 adjacent the front terminal end 18 of the opening 16. In the embodiments described herein, the door linkage system may be at least partially or fully connected to a lower horizontally extending door structure, referred to as a door sill or door threshold, between the A-pillar and the C-pillar, and to an upper horizontally extending door structure, referred to as a door header, between the A-pillar and the C-pillar. The front door 22 has a rearward portion 26 that is generally opposite the pivotal and / or translatable connection of the front door 22 to the vehicle body 10. Providing a second movable closure panel or closure member for the rear portion of the opening 16 is a second or rear door 28. The rear door 28 has a rearward portion 30 that is pivotally and / or translatably connected via a rear hinge and / or linkage member (not shown) that is connected to the "C-pillar" and / or one or both of the upper body surface 21 and the lower body surface 23 of the vehicle body 10 adjacent the rear terminal end 20 of the opening 16, and a forward portion 32 that is generally opposite the pivotal connection of the rear door 28. When the front door 22 and the rear door 28 are closed together, the extreme end of the rearward portion 26 of the front door 22 can be operably latched to and / or directly latched to the extreme end of the forward portion 32 of the rear door 28, wherein the rearward portion 26 and the forward portion 32 can be configured in an overlapping relationship with each other if desired. Thus, the front door 22 and the rear door 28 together define a B-pillarless two-door motor vehicle closure arrangement, also referred to as a motor vehicle closure system 34 .

[0176] The rear door 28 is schematically shown as having an upper edge or top edge 40 and a lower edge or bottom edge 44, and the front door 22 is schematically shown as having an upper edge or top edge 41 and a lower edge or bottom edge 45. When closed, the front door 22 and the rear door 28 have a releasable, operable latch connection and / or other fixed connection with each other and with the vehicle body 10 to provide a secure closure of the front door 22 and the rear door 28 with the vehicle body 10, wherein the secure seal is formed by at least one or more sealing members, such as a door-to-door D2D sealing member 36 and / or a door-to-body D2B sealing member 38, as further discussed below. At least one or more (multiple) upper (first) cinchable door-to-body D2B latch assemblies 42 and / or lower (second) cinchable door-to-body D2B latch assemblies 46 and / or side (third) cinchable door-to-body D2B closure latch assemblies 48 may be coupled to the front door 22 and / or the rear door 28 to facilitate retaining the front door 22 and the rear door 28 in their releasable, locked, and sealed closed positions. The closure latch assemblies 48 are schematically illustrated as rear latch devices. A latch actuation mechanism 49 may be associated with the front door handle 50. By way of example and not limitation, the latch actuation mechanism 49 may be manually operated and / or power operated to facilitate releasing a corresponding latch assembly, such as the third closure latch assembly 48.

[0177] Those skilled in the art will appreciate that Figure 3 The specific positions of the first, second, and third closure latch assemblies 42, 46, and 48 schematically shown in the drawings, if combined together, are intended only to illustrate an exemplary dual door latch arrangement and are not intended to limit the present disclosure, as will be appreciated that other arrangements are possible and are considered to be within the scope of the present disclosure. It should be appreciated that the type of latch release mechanism employed may vary according to the inventive concepts associated with the tie-down aspects of the present disclosure, and those skilled in the art will understand that any known powered latch release mechanism and / or manual latch release mechanism include those having a tie-down mechanism that may be associated with each of the closure latch assemblies. The dual door system may also include a sliding door system, a tailgate system, an access hatch system, or other inlet / exit system.

[0178] Now refer to Figures 4 to 4B, various components of a non-limiting embodiment of a closure latch assembly according to aspects of the present disclosure will be described to clearly indicate the integration of the tie-down feature / mechanism in the latch mechanism, thereby making the latch mechanism "tie-able" for the purpose of eliminating door tilt (play) between the front door 22 and the rear door 28, a rattling sound commonly referred to as a "knock" sound, while allowing the front door 22 and / or the rear door 28 to be tethered from an at least partially open position to a fully closed position and sealed with the vehicle body 10 via the tie-down feature. It should be understood that the closure latch assembly described below can be used with the rear door 28 and / or the front door 22 in any one or more of the upper latch assembly position, the lower latch assembly position, and / or the intermediate latch assembly position.

[0179] Figure 4 An example of a cinchable third closure latch assembly 48 is illustrated that may be mounted to a portion of the front door 22 and / or the rear door 28. The closure latch assembly 48 is operable to releasably latch to a striker (not shown), such as may be secured to the front door 22 and / or the rear door 28 or an associated area of ​​the vehicle body 10, such as, by way of example and not limitation, the rearward portion 30 of the rear door 28.

[0180] The closure latch assembly 48 includes a latch mechanism 54, an anti-striking mechanism 56, a tie mechanism 58, an anti-striking elimination mechanism 60, and a latch release mechanism 62. The latch mechanism 54 includes a ratchet 64 and a pawl 66. The ratchet 64 is pivotally supported on the frame plate via a ratchet rivet 68 for use in a striker release position, an auxiliary striker capture position ( Figure 4 , Figure 4A , Figure 5 , Figure 5A ), main striker capture position ( Fig. 9 , Fig.10 , Fig. 10A ) and striker pin overtravel position ( Figure 8 , Fig. 8A ) between the ratchet teeth 64. The ratchet teeth 64 are usually rotated by 70 ( Figure 4A ) schematically shown ratchet spring 74 is biased toward the striker release position of the ratchet 64. The pawl 66 is pivotally supported on the frame plate via a pawl rivet 72 for movement between a ratchet retaining position and a ratchet release position relative to the ratchet 64. The pawl 66 is normally biased toward the ratchet retaining position of the pawl via a pawl spring 74.

[0181] The anti-tap mechanism 56 generally includes an anti-tap lever 76, an anti-tap washer 78, and an anti-tap lever spring 80. The anti-tap lever 76 is pivotally supported for pivotal movement, such as via a pawl rivet 72 that also supports the pawl 66 for pivotal movement, by way of example and not limitation, for pivotal movement between a release position, also referred to as a disengaged position, and an engaged position. The anti-tap lever spring 80 is operable to generally bias the anti-tap lever 76 toward the engaged position of the anti-tap lever.

[0182] The cinch mechanism 58 generally includes a cinch lever 82 and a cinch lever spring 84. The cinch lever 82 has an actuator arm 86 configured for operable communication with an actuation member, such as via a cable or a rod, wherein the actuation member can be mechanically, electromechanically and / or electronically actuated, such as by an actuator 101 having an electric motor. The cinch lever 82 also has a drive arm 88 configured for selective driving engagement with a ratchet cinch arm, ear or gear tooth 90, also referred to as a driven member, of the ratchet 64. The cinch lever spring 84 is operable to normally bias the cinch lever 82 in a clockwise direction toward an unactuated position (such as in the Figure 4 observed in ).

[0183] The anti-knock elimination mechanism 60 generally includes an anti-knock elimination lever and a Figure 4A ) schematically shows a cancel lever spring, the anti-knock cancel lever is hereinafter referred to as the cancel lever 92. The cancel lever 92 is pivotally supported, such as on the ratchet rivet 68, for movement between a disengaged position, also referred to as a rest position, and an engaged position, also referred to as a holding position. The cancel lever 92 has an actuator arm, also referred to as a follower arm 96, configured to selectively engage with the drive arm 88 of the tie rod 82, and a blocking arm 98 configured to selectively engage with the anti-knock lever 76. The cancel lever spring 94 is operable to normally move the cancel lever 92 in a counterclockwise direction (such as in Figure 4 ) is biased toward the disengaged position.

[0184] The latch release mechanism 62 is shown to generally include a release lever 100 and a release lever spring 102. The release lever 100 is pivotally mounted on a release lever rivet 104 for movement between an inactive position and an actuated position. The release lever spring 102 is configured to generally bias the release lever 100 toward the inactive position of the release lever. A release cable 106 is adapted to interconnect between a first lug section 108 of the release lever 100 and the door handle 50 so as to allow the release lever 100 to move from the inactive position of the release lever to the actuated position of the release lever in response to actuation of the door handle 50.

[0185] Now refer to Figures 5 to 8A, a series of sequential views are provided to illustrate the cinch operation of the closure latch assembly 48. Specifically, Figure 5 and Figure 5A The closure latch assembly 48 is shown in a partially open and partially closed state, the anti-slam mechanism 56 is in a released disengaged position, the tie rod 82 is in a pre-traveled state - in which actuation of the tie actuator (not shown) is initiated to begin pivoting the tie rod 82 - the cancellation lever 92 is in a rest position or disengaged position, and the latch release mechanism 62 is in a non-actuated state. Specifically, the ratchet 64 is shown in its auxiliary striker capturing position (the striker 51 mounted to the rear door 28 is not shown), the pawl 66 ( Figure 4B ) is shown as being held in the auxiliary locking position of the pawl 66 via engagement of the pawl latching lug 110 with the second latching shoulder 112 formed on the ratchet 64, and the anti-knock lever 76 is shown as being held in the released position of the anti-knock lever 76 via engagement of a substantially L-shaped or hook-shaped lever lug section 114 formed on the anti-knock lever 76 with the first elongated leg portion 116 of the pawl 66. The aforementioned state / position is caused by movement of the front door 22 from its open position toward its closed position, which movement then causes the striker (not shown) to enter the fish-mouth-shaped section of the latch housing frame plate (not shown) and engage the guide channel 118 formed in the ratchet 64, thereby forcibly causing the ratchet 64 to move in the closing direction opposite to the bias of the ratchet spring 70 (i.e., as in Figure 4B 1, the anti-striking lever 76 is pivoted (counterclockwise as viewed in FIG. 1 ) from the striker release position of the ratchet 64 toward the primary striker capture position of the ratchet 64. This action causes the pawl latch lug 110 to continue to travel along the first ratchet cam surface 120 on the ratchet 64 so as to continue to hold the pawl 66 in the ratchet release position of the pawl 66. As described, when the pawl 66 is held in its ratchet release position, the anti-striking lever 76 is retained and held in the release position of the anti-striking lever via the engagement of the lever lug section 114 with the elongated leg portion 116 of the pawl 66.

[0186] Next, refer to Figure 6 , the continued actuation and rotation of the tie rod 82 causes the ratchet 64 to continue to rotate in the closing direction from the auxiliary striker capture position toward the overtravel position, so that the pawl latch lug 110 travels along the second ratchet cam surface 122 formed on the ratchet 64, wherein the drive arm 88 of the tie rod 82 starts to contact the elimination lever 92 (the elimination lever 92 is in the Figure 6 Then, as the tie rod 82 continues to rotate, the drive arm 88 pushes the actuator arm 96 and overcomes the bias of the elimination lever spring 94 to pivot the elimination lever 92 to the holding position or engaged position, also known as the blocking position ( Figure 7). In the blocking position, the abutment portion of the blocking arm 98 of the elimination lever 92, also referred to as the stop surface 126, is brought into a position facing the protrusion 128 of the anti-knock lever 76 (the protrusion 128 is shown extending laterally outward from the generally flat surface of the anti-knock lever 76) to hinder the movement of the anti-knock lever 76 under the bias of the anti-knock lever spring 80. Therefore, the anti-knock lever 76 is temporarily restricted from moving to its engaged position. Therefore, as Figure 8 , the ratchet 64 moves beyond the primary striker capture position of the ratchet 64 to the striker overtravel position of the ratchet 64, such as due to the front door 22 moving to its fully closed (i.e., “strong close”) position. This rotation of the ratchet 64 to its striker overtravel position allows the pawl spring 74 to forcibly move the pawl 66 relative to the ratchet 64 to the pawl’s ratchet holding position. However, this overtravel of the ratchet 64 does not result in full latching engagement between the pawl latching lug 110 and the primary latching shoulder 124. Fig. 9 The diagram shows a subsequent slight rotation of the ratchet 64 in the release direction (i.e., counterclockwise) caused by the ratchet spring 70, which in turn causes the pawl latch lug 110 to engage the primary latch shoulder 124 of the ratchet 64, thereby causing the pawl 66 to retain the ratchet 64 in the primary striker capture position of the ratchet 64 when in the primary ratchet retaining position of the pawl 66. In this position, the latch mechanism 54 operates in its latched mode.

[0187] Afterwards, if Fig.10, under the bias of the cancel lever spring 94, the cancel lever 92 is moved back to its rest, disengaged position, thereby allowing the anti-tap lever spring 80 to forcibly pivot the anti-tap lever 76 in the engagement direction until the raised stop feature on the ratchet 64, also known as the anti-tap pin, stop lug section, or simply the stop lug 130, remains engaged against the anti-tap latch shoulder 132 formed in the substantially hook-shaped end section 134 of the anti-tap lever 76. This biased, confronting engagement between the stop lug 130 and the anti-tap latch shoulder 132 establishes an engagement interface between the ratchet 64 and the anti-tap lever 76. Thus, the anti-slam lever 76 is now in its engaged position, causing the anti-slam mechanism 56 to operate in an engaged mode of the anti-slam mechanism 56, in which the ratchet 64 is prevented from pivoting from the primary striker capture position of the ratchet 64 toward the striker overtravel position of the ratchet 64, thereby preventing the generation of a knocking noise. To subsequently convert the closing latch assembly 48 from its latched mode to its unlatched mode, the release cable 106 pulls on the release lever 100 for moving the release lever 100 from its non-actuated position to its actuated position. This pivoting movement of the release lever 100 causes the lug section 136 on the release lever 100 to engage the second leg portion 138 of the pawl 66, wherein the second leg portion 138 is located on the side of the pawl rivet 72 opposite the first leg portion 116, for forcing the pawl 66 from the ratchet retaining position of the pawl 66 to the ratchet releasing position of the pawl 66, thereby allowing the ratchet 64 to be moved from the primary striker capture position ( Fig. 10A ) is rotated back to the striker release position of the ratchet 64. As will be appreciated, a powered actuator, such as an electric motor and gear set, may be used to pivot the release lever 100 from its non-actuated position to its actuated position to provide a powered latch release feature. As the pawl 66 rotates toward its ratchet release position, the drive surface of the first elongated leg portion 116 engages the lever lug section 114 of the anti-tap lever 76 to pivot the anti-tap lever 76 to the release position of the anti-tap lever 76. Due to the engagement of the lever lug section 114 with the elongated leg portion 116 of the pawl 66, the anti-tap lever 76 remains positioned in its release position as long as the ratchet 64 remains in a position other than its primary striker capture position, thereby allowing the elimination lever 92 to pivot to the engaged position of the elimination lever 92, as described above, while performing a tie-down operation to move the ratchet 64 to the overtravel position of the ratchet 64 while the front door 22 is closed.

[0188] The rear door 28 is configured for powered movement such that movement is minimized in the cross-vehicle direction (CVD) and substantially (meaning mostly, but not entirely) in the longitudinal vehicle direction (LVD: along a path extending longitudinally from the front to the rear of the vehicle) ( Figure 1 ) translation. Fig.11As shown in FIG. 1 , a door linkage system 150 is provided for guiding the rear door 28 of the motor vehicle 11 between an open position and a closed position relative to the vehicle body 12 to provide a direction of movement. The door linkage system 150 is configured to guide the door to keep the door closer to the vehicle body in a path having an arcuate stroke than a pivoting or swinging type door, thereby allowing the vehicle to be placed closer to adjacent objects, such as adjacent parked cars, which may interfere with the door when it swings to the door open position in an arcuate stroke. The door linkage system 150 includes a multi-bar linkage device having at least one linkage device 152 that connects the rear door 28 to the vehicle body 10. The linkage device 152 is configured to extend outwardly from the vehicle body 10 (in the cross-vehicle direction) and retract inwardly into the vehicle body 10 (in the cross-vehicle direction) as the rear door 28 moves between the closed position and the open position. By extending outward, the rearward portion 30 of the rear door 28 is able to move in a clearance relationship with an adjacent surface of the vehicle body 10 as the rear door 28 moves from the closed position toward the open position, and by extending inward, the distance that the rear door 28 extends outward in the cross-vehicle direction CVD is kept to a minimum, thereby resulting in a low profile of the rear door 28 relative to the vehicle body 10 (minimal cross-vehicle movement) during movement of the rear door 28 between the closed position and the open position.

[0189] In a non-limiting embodiment, the linkage arrangement 152 of the door linkage system 150 includes an elongated first link, also referred to as a first link 154, and an elongated second link, also referred to as a second link 156. The first link 154 has a first link proximal end 158 coupled to the vehicle body 10 and a first link distal end 160 coupled to the rear door 28. The second link 156 has a second link proximal end 162 coupled to the vehicle body 10 and a second link distal end 164 coupled to the rear door 28. At least one of the first link proximal end 158 and the second link proximal end 162 is configured to move along a curved path, and by way of example, both the first link proximal end 158 and the second link proximal end 162 are illustrated as being configured to move along a first non-linear curved path 166 and a second non-linear curved path 168, respectively, wherein the curved paths 166, 168 are illustrated as being substantially annular (ring-shaped).

[0190] The first non-linear curved path 166 and the second non-linear curved path 168, although non-linear curved paths, may have linear straight segments, although including non-linear arcuate (curved) segments. Thus, from the beginning to the end of each of the first path 166 and the second path 168, the first path 166 and the second path 168 are not linear straight lines, thereby causing the door 28 to translate primarily with minimal cross-vehicle motion when moving from the closed position to the open position and when returning from the open position to the closed position.

[0191] According to one aspect of the present disclosure, the first non-linear curved path 166 and the second non-linear curved path 168 can be formed as a substantially annular path (meaning almost completely, but may not form a circumferentially continuous ring) or a completely annular path. The annular first path 166 and the second path 168 can be formed to have different geometric shapes from each other or the same shape as each other as needed to facilitate guiding the rear door 28 on a desired low-profile path. For example, the first path 166 and the second path 168 can be set to have different lengths (size and travel distance from start to end) and / or geometries, so that the first path 166 can be formed as a section with a first geometry and / or a first radius of curvature, and the second path 168 can be formed as a section with a second geometry and / or a second radius of curvature, wherein the first geometry can be different from the second geometry and / or the first radius of curvature can be different from the second radius of curvature on the respective motion areas of the first link 154 and the second link 156. Thus, when the first link proximal end 158 moves a first region of the first path 166, and the second link proximal end 162 simultaneously moves a second region of the second path 168, the corresponding motions may be different because the first region and the second region have different geometries from each other. It should be appreciated that if both the first and second geometries are the same, the corresponding lengths may be different due to having different radii of curvature. Furthermore, although the first and second geometries may be different, the linear distances (lengths) of the first and second paths 166, 168 may be the same.

[0192] like Fig.11 and Fig.12As shown in , at least one of the first path 166 and the second path 168 can be provided with one or more regions having a non-constant radius of curvature, wherein the entirety of at least one of the first path 166 and the second path 168 can have a non-constant radius of curvature if desired. In the currently preferred embodiment, both the first path 166 and the second path 168 are shown as having respective non-constant radii of curvature R1, R2. In addition, the geometries of the first path 166 and the second path 168 are different from each other, and therefore, when the first link 154 and the second link 156 are driven about their respective first paths 166 and second paths 168, the spatial orientation of the first link 154 relative to the second link 156 changes, thereby facilitating the desired movement of the rearward portion 30 and the forward portion 32 of the rear door 28 when the door 28 moves from the closed position to the open position and then returns from the open position to the closed position. The desired movement is provided via a first curved path 166 that is configured to move the rearward portion 30 of the rear door 28 substantially in a cross-vehicle direction or “CVD,” also referred to as a Y direction, of the motor vehicle 11, while a second curved path 168 is configured to simultaneously move the forward portion 32 of the rear door 28 substantially in a longitudinal vehicle direction LVD of the motor vehicle 11. Thus, during the initial opening and closing portions of the movement of the door 28, the rearward portion 30 of the rear door 28 moves substantially in the cross-vehicle direction CVD while the forward portion 32 of the rear door 28 moves substantially in the longitudinal vehicle direction LVD.

[0193] To facilitate guiding the rear door 28 along a precise predetermined path, a first guide member 170 may be fixed to the vehicle body 10, and a second guide member 172 may be fixed to the vehicle body 10, wherein the first link 154 is configured to pivot about the first guide member 170 while the first link proximal end 158 moves along the first curved path 166, and wherein the second link 156 is configured to pivot about the second guide member 172 while the second link proximal end 162 moves along the first curved path 166. The first guide member 170 and the second guide member 172 may be provided as fixed male or female members for pivotal reception of corresponding male or female members, and are shown as male members, such as the first pin 170 and the second pin 172 fixed to the vehicle body 10. The first and second pins 170, 172 are configured to project from the vehicle body 10 in a fixed relation for sliding receipt within corresponding concave sections, such as first and second elongated tracks, also referred to as slots 174, 176, respectively, formed in the first and second links 154, 156. The first elongated slot 174 extends between the first link proximal end 158 and the first link distal end 160, and is shown extending from proximate the first link proximal end 158 toward the first link distal end 160. The second elongated slot 176 extends between the second link proximal end 162 and the second link distal end 164, and is shown extending from proximate the second link proximal end 162 toward the second link distal end 164.

[0194] The first link distal end 160 and the second link distal end 164 are fixed via a pivot connection for pivotal movement relative to the rear door 28. In an example embodiment, the pivotal connection of the first link distal end 160 and the second link distal end 164 can be provided via a first pin 177 and a second pin 179, which are pivotally fixed to the rear door 28 and have a first link 154 and a second link 156 for pivotal movement of the first link 154 and the second link 156 about the axis of the first pin 177 and the second pin 179. In this way, with the first link distal end 160 and the second link distal end 164 fixed to the rear door 28 for pivotal movement with the rear door 28, the first link distal end 160 and the second link distal end 164 remain spaced apart from each other by a fixed distance (d) ( Fig.11As described above, this is different from the first link proximal end 158 and the second link proximal end 162, which generally move toward and away from each other when the rear door 28 moves between the closed position and the open position due to the different shapes and / or sizes of the first path 166 and the second path 168 as described above. Therefore, the distance (D) extending between the first link proximal end 158 and the second link proximal end 162 ( Fig.25 ) changes (increases and decreases), at least during the motion portion of the rear door 28 moving between the open position and the closed position.

[0195] To facilitate smooth, low friction, precise movement of the first link proximal end 158 and the second link proximal end 162, as Figures 14 to 16 As best shown in FIG. 1 , the first link proximal end 158 may have a first guide roller, hereinafter referred to as a first roller 178, fixed thereto for rolling receipt and engagement along the first curved path 166, and the second link proximal end 162 may have a second guide roller, hereinafter referred to as a second roller 180, fixed thereto for rolling receipt and engagement along the second curved path 168. The first curved path 166 may be defined by a first recessed channel in a member of the vehicle body 10 configured to receive the first roller 178 therein for rolling motion there along, and the second curved path 168 may be defined by a second recessed channel in a member of the vehicle body 10 configured to receive the second roller 180 therein for rolling motion there along. Thus, the first roller 178 and the second roller 180 follow the first recessed channel 166 and the second recessed channel 168, respectively, to facilitate smooth, low-friction pivotal movement of the control linkage 152. The first recessed channel 166 and the second recessed channel 168 can be formed in an interior recessed pocket at or adjacent to the underside of the motor vehicle 11. Regardless of the location, the first recessed channel 166 and the second recessed channel 168 can be protected from debris and contamination.

[0196] An actuator, such as an electric motor, hereinafter referred to as motor 182 ( Fig.14) is configured to drive a drive member 184, such as a driven wheel or gear, also referred to as a pinion, wherein the drive member 184 is configured to directly drive one of the first link proximal end 158 along the first curved path 166 or the second link proximal end 162 along the second curved path 168, wherein the other of the first link proximal end 158 along the first curved path 166 or the second link proximal end 162 along the second curved path 168 is indirectly driven. Thus, only one of the first link 154 or the second link 156 needs to be directly driven by the single motor 182, while the other of the first link 154 or the second link 156 is indirectly driven without being directly driven by an auxiliary motor. The single motor 182 is operable to move the door 28 from the closed position to the open position via rotating the drive member 184 in a first direction, and then move the door 28 from the open position to the closed position via rotating the drive member 184 in a second direction opposite to the first direction. The driving member 184 is disposed in one of the first elongated slot 174 or the second elongated slot 176 to directly drive an associated one of the first link proximal end 158 along the first curved path 166 or the second link proximal end 162 along the second curved path 168. The other of the first link proximal end 158 or the second link proximal end 162 that is not directly driven by the driving member 184 is indirectly driven by the driving member 184 along the associated first elongated slot 174 or the second elongated slot 176 via a four-bar linkage chain reaction.

[0197] exist Fig.17 , a flow chart of an actuation system 190 for actuating the motor 182 is shown. The actuation system 190 includes a controller 192 configured to be in operative communication with: the latch assemblies 42, 46, 48; the door open switch 194; and the motor 182. When the controller 192 receives a signal from the door open switch 194, the controller 192 signals the latch assemblies 42, 46, 48 to move from a latched state to an unlatched state, and the controller 192 signals the motor 182 to actuate it to move the drive member 184 in a first direction or a second direction, thereby moving the door 28 in the corresponding first direction or second direction between the closed position and the open position of the door.

[0198] exist Fig.18, a method 1000 for opening a rear door 28 of a motor vehicle 11 is shown. The method 1000 includes step 1100 of providing a linkage arrangement 152 having a plurality of links, also referred to as a multi-link linkage, the linkage arrangement 152 including a first link 154 and a second link 156, wherein the linkage arrangement 152 connects the rear door 28 to the body 10 of the motor vehicle 11. The method also includes steps 1200 and 1300 of driving the linkage arrangement 152 to move a rearward portion (rear portion) 30 of the rear door 28 away from the body 10 in a cross-vehicle direction CVD, and step 1300 of driving the linkage arrangement 152 simultaneously with step 1200 to move a forward portion (front portion) 32 of the rear door 28 rearwardly substantially in a longitudinal vehicle direction LVD (LVD is transverse to CVD, and LVD may also be referred to as an X direction). Then, after step 1200 and step 1300, step 1400 continues to drive the linkage 152 to move the rearward portion 30 of the rear door 28 inwardly toward the vehicle body 10 along the cross-vehicle direction CVD and simultaneously rearwardly along the longitudinal vehicle direction LVD. In addition, step 1500 includes driving the linkage 152 to move the forward portion 32 of the rear door 28 outwardly along the cross-vehicle direction CVD and simultaneously rearwardly along the longitudinal vehicle direction LVD until the door 28 reaches the open position. It should be appreciated that the above steps can then be reversed to move the door 28 from the open position to the closed position.

[0199] Figures 19 to 28 The door opening sequence is shown, wherein the rear door 28 is opened from a closed position ( Fig.19 ) to the open position ( Fig.28 ).exist Fig.191, the latch assemblies 42, 46, 48 are in a latched state, wherein, by way of example and not limitation, the latch assemblies 42, 46, 48 may be located at the rearward portion 30 of the rear door 28. To facilitate positioning and releasably locking the forward portion 32 of the rear door 28 relative to the vehicle body 10, a front latch arrangement may be provided, which is schematically shown as a pin connection via a pin and catch assembly 196. The front latch arrangement is shown for releasably securing the front portion (forward portion 32) of the door 28 to the vehicle body 10. The front latch arrangement 196 may be configured for releasably securing the front portion of the door 28 to the rearward portion 26 of the front door 22. The pin and catch assembly 196 may include a pin 197 secured to one of the rear door 28 and the vehicle body 10, shown as the vehicle body 10, and a receiving portion, also referred to as a catch 198, secured to the other of the rear door 28 and the vehicle body 10, shown as the rear door 28. The pin 197 is sized and positioned to be received in a close-fitting manner in a recess, also referred to as a recess or cavity, of the buckle 198 to prevent relative movement of the rear door 28 in the cross-vehicle direction CVD when received therein. The pin 197 may include a flared distal end for preventing the pin from being retracted through the buckle, such as through a slot of the buckle in the event of a vehicle collision. Fig.65B As shown in , a pin 197 and catch 198 configuration may also be provided at opposing upper portions of the door and an upper frame portion of the vehicle. Such a pin 197 and catch 198 configuration may be provided to correct for any sagging of the door during engagement thereof to ensure that the seal 36 is properly established when the door is in the fully closed position. Movement of the door in a substantially X-direction after removal from its fully closed position or during its final movement toward the fully closed position may provide engagement of the pin 197 with the catch 198. For example, the catch 198 may be provided with a slot that prevents withdrawal of the pin 197 in the Y-direction when the door is in the fully closed position, the pin 197 having moved further into the slot during movement in the substantially X-direction. The slot may be angled so as to provide a y-direction component to movement of the door toward the vehicle body during the final stages of the door closing operation, thereby providing a tie-down without the need for a powered latch configuration. As shown in FIG. Fig.65B As shown in the drawings, the upper pin 197 and catch 198 configuration and the lower pin 197 and catch 198 configuration can provide latching for the front of the door to the vehicle body, while a rear latch, such as a tie latch (CL), can provide latching for the door to the A-pillar 333 or C-pillar 335 of the vehicle body 10 and optionally provide latching and tie functions.

[0200] exist Fig. 20, a door open command is sent to the controller 192, such as from a door open switch 194, which may be from an inside / outside door handle, an inside / outside button, a key fob, etc. The controller 192 then signals the latch assembly 48 to move to the unlocked state and also signals the motor 182 to actuate (energize / power) it. The actuated motor 182 causes the drive member 184 to rotate in a first direction to directly drive the first link proximal end 158 of the first link 154 to follow the first curved path 166. With the first link 154 being directly driven, the second link distal end 164 is indirectly driven via being pulled on the pin connection with the rear door 28, thereby causing the second link proximal end 162 to traverse along the second curved path 168. It should be appreciated that when the first link 154 and the second link 156 are driven, each link is caused to pivot about the axis of the corresponding first fixed guide member 170 and the second fixed guide member 172. The complete movement path of the rearward portion 30 of the rear door 28 from the closed position to the open position is shown in FIG. Fig. 20 The first path, also referred to as the rear path 200, and the complete movement path of the forward portion 32 of the rear door 28 from the closed position to the open position is shown at Fig. 20 The rear path 200 and the front path 201 are at a second path, also referred to as a front path 201. As shown, the rear path 200 and the front path 201 have different profiles as needed to provide movement that is desired to minimize cross-vehicle movement of the door 28 when the door 28 moves between the closed position and the open position in a clearance relationship with the vehicle body 10. Figure 20 to Figure 232 shows the initial movement of the rear door 28 from the closed position toward the open position, wherein the rearward portion 30 of the rear door 28 is first moved substantially (primarily) along the rear path 200 in the cross-vehicle direction CVD away from the vehicle body 10, and simultaneously the forward portion 32 of the rear door 28 is first moved substantially (primarily) along the front path 201 in the longitudinal vehicle direction LVD toward the rear of the vehicle 11 away from the vehicle body 10, although the forward portion 32 is moved slightly in the cross-vehicle direction CVD (relative to the movement of the rearward portion 30). It should be understood that the movement of the rearward portion 30 of the rear door 28 along the rear path 200 and the movement of the forward portion 32 of the rear door 28 along the front path 201 are determined by the corresponding movement of the first link proximal end 158 along the first curved path 166 and the pivoting of the first link 154 about the first guide member 170, and the corresponding movement of the second link proximal end 162 along the second curved path 168 and the pivoting of the second link 156 about the second guide member 172. Thus, the precise paths along which the rearward and forward portions 30 and 32 traverse can be precisely controlled via the size and shape of the first and second curved paths 166 and 168 in conjunction with the positioning of the first and second guide members 170 and 172. The links 154, 156 are shown as swinging within the vehicle body 10. Thus, the links 154, 156 are schematically shown as swinging within the vehicle body 10. Figure 22 to Figure 25 1 and 12. The door 28 swings inwardly toward the center of the vehicle 11 when moving between the positions shown in FIG. 1 and thereby minimizes movement of the door 28 outwardly from the vehicle body 10. Fig. 20 As shown in , the first link 154 and the second link 156 are shown as being configured to be driven to different positions from each other while the door 28 moves toward the open position in the cross-vehicle direction during the initial opening stage, which may also correspond to the final closing stage of the door 28 substantially in the cross-vehicle direction toward the closed position. Fig. 20 As shown in , to provide an initial outward "pop-out" of the rear portion of the door 28, the first front link 154 can simultaneously rotate about its axis of rotation at a lower rate of rotation than the second rear link 156, so that the front portion of the door is driven to have a greater rearward X-direction motion component than the outward Y-direction motion component. Fig. 20 and Fig.21 As shown in , during the initial opening phase (or final closing phase) of the door 28, the front portion of the door 28 has a controlled movement substantially in the X direction. The movement of the door substantially in the X direction after it is moved away from its fully closed position or during its final movement toward the fully closed position can provide engagement and / or disengagement of the door 28 against the seal 36, which engagement and / or disengagement is also in the X direction, which will tend to cause the seal 36 to expand against the door 32, which is opposite to the engagement of the door 28 causing the seal 36 and the door 32 to disengage, for example due to engagement in the Y direction. As shown in FIG. Fig.21As shown in , the lower rotation rate of the first front link 154 than the second rear link 156 can be shown by the angle change or distance change between the first longitudinal axis AA of the first front link 154 and the second longitudinal axis BB of the second rear link 156. For example, as shown in Fig.21 As shown in , the angle between the intersection 199 of the first longitudinal axis AA and the second longitudinal axis BB can change as the door opens (or closes). Therefore, the first front link 154 and the second rear link 156 can adopt non-parallel and changing orientations to each other during door movement to control the movement of the front portion of the door 28 differently from the movement of the rear portion of the door 28.

[0201] Figure 24 to Figure 25 , the continued movement of the rear door 28 after the initial movement outwardly in the cross-vehicle direction CVD and toward the open position is shown, wherein the rearward portion 30 of the rear door 28 is moved substantially (primarily) inwardly in the cross-vehicle direction CVD along the rear path 200 toward the vehicle body 10, and the forward portion 32 of the rear door 28 is simultaneously moved substantially (primarily) in the longitudinal vehicle direction LVD along the front path 201 toward the rear of the vehicle 11, although the forward portion 32 is continued to move slightly and gradually outwardly in the cross-vehicle direction CVD away from the vehicle body 10 only to the extent necessary to avoid contact with the vehicle body 10. As the rearward portion 30 moves inwardly in the cross-vehicle direction CVD toward the vehicle body 10 rearwardly, and the forward portion 32 continues to move outwardly slightly away from the vehicle body 10 in the cross-vehicle direction CVD, the rear door 28 approaches a generally parallel relationship with the side of the vehicle body 10, which is in a close minimum clearance relationship with the rear door 28. Fig.24 As can be seen in FIG. 1 , the first link 154 and the second link 156 are skewed in a non-parallel relationship relative to each other, and Fig.25 , the first link 154 and the second link 156 are generally parallel to each other, wherein both the first link 154 and the second link 156 are in close lateral relationship with the vehicle body 10. The change in spatial relationship between each other from skewed to generally parallel is caused by the different shapes of the first curved path 166 and the second curved path 168. When the rearward portion 30 of the door 28 is pulled inwardly in the cross-vehicle direction into a closer relationship with the vehicle body 10, as the second link 156 pivots about the second guide member 172 through the large curvature area of ​​the second curved path 168, the shortened pivot axis of the second link 156 and the vehicle body 10 causes the forward portion 32 of the door 28 to move outwardly in the cross-vehicle direction. In this way, the door 28 is brought into a closer parallel relationship with the vehicle body 10. In addition, in Fig.25, the drive member 184 has reached the end of the first slot 174 of the first link 154, and therefore, when the motor 182 continues to rotate the drive member 184 in the first direction, the drive member 184 causes direct rotation of the first link 154 and indirect rotation of the second link 156 until the first link 154 and the second link 156 are oriented to be in a generally transverse relationship with the vehicle body 10.

[0202] As shown by the inflection line (IL), when oriented in a generally transverse relationship to the vehicle body, the sensor signals the controller 192 to reverse the direction of rotation of the motor 182 to a second direction, thereby rotating the drive member 184 in the second direction ( Fig.26 ). When the drive member 184 rotates in the second direction, instead of the linkage 152 pulling the door 28, the linkage 152 begins to push the door 20 toward the fully open position, wherein the first link 154 and the second link 156 continue to drive the rear door 28 rearward toward the open position. Fig. 27 As shown in , continued rotation of the drive member 184 in the second direction causes the forward portion 32 of the rear door 28 to continue to move slightly outward from the vehicle body 10 in the cross-vehicle direction CVD to avoid colliding with the vehicle body 10, and to move substantially (mainly) rearward in the longitudinal vehicle direction LVD via the second link 156, which pivots and extends in a guided relationship via the second roller 180 guided on the second path 168, while the rear portion is driven substantially (mainly) rearward in the longitudinal vehicle direction LVD and slightly inward toward the vehicle body 10 in the cross-vehicle direction CVD until the rear door 28 reaches the open position ( Fig.28 When the open position is reached, the sensor can detect that the drive member 184 has reached the end of the first slot 174, and the sensor can then signal the controller 192 to de-energize the motor 182.

[0203] Thus, as described above, the motor 182 rotates the drive member 184 in the first direction, thereby driving one of the first link proximal ends 158 along a first portion of the first curved path 166 until the first link 154 is oriented in a generally transverse relationship to the vehicle body 10 ( Figure 20 to Figure 25 ), and then the motor 182 reverses its rotation direction and rotates the drive member 184 in the second direction, thereby driving the first link proximal end 158 along the second portion of the first curved path 166 until the rear door 28 reaches its fully open position ( Figure 26 to Figure 28 )until.

[0204] exist Fig.29, an example embodiment of another non-limiting configuration of a door linkage system 250 for guiding a rear door 28 of a motor vehicle 11 between an open position and a closed position relative to a vehicle body 12 is illustrated. The door linkage system 250 has a multi-bar linkage 252 and a predefined first curved path 266 and a second curved path 268 configured to provide a desired direction of motion for the rear door 28 when moving from a closed position to an open position and then back to the closed position. In this embodiment, the first curved path 266 is shown as having a smaller circumference and / or maximum diameter relative to the second curved path 268, the proximal end of the first link 254, as discussed above with respect to the first link proximal end 158, reverses along the first curved path 266, and the proximal end of the second link 256, as discussed above with respect to the second link proximal end 162, reverses along the second curved path 268, thereby causing the front portion 32 of the rear door 28 to move in the outward cross-vehicle direction CVD (also referred to as the positive [+] CVD) and in the inward cross-vehicle direction CVD (also referred to as the negative [-] CVD). It should be understood that Fig.29 The rearward portion 30 and forward portion 32 of the illustrated rear door 28 can be designed to follow only one of any number of alternative paths, and the desired paths of the rearward portion 30 and forward portion 32 can be finely tuned to follow any desired path by customizing the shape and / or relative size of the first curved path and the second curved path.

[0205] exist Figure 31 to Figure 36 , a front door 322 and / or a rear door 328 ( FIG. 1 ) for guiding a motor vehicle 311 between an open position and a closed position relative to a vehicle body 312 is illustrated. Fig.30 ) is an example embodiment of another configuration of a door linkage system 350, wherein like features are identified using the same reference numerals as used above, differing by a factor of 300.

[0206] The door linkage system 350 includes a multi-bar linkage arrangement 352 including a first linkage assembly, also referred to as a first link 354, which pivotably connects the front door 322 and / or the rear door 328 to the vehicle body 312. The first link 354 includes a first articulated arm, also referred to as a first arm 302, and a second articulated arm, also referred to as a second arm 304. The first arm 302 has a first proximal end 306 pivotably connected to the vehicle body 312 and a first distal end 308 pivotably connected to the second arm 304. The second arm 304 has a second proximal end 310 pivotably connected to the first distal end 308 of the first arm 302 and a second distal end 312′ pivotably connected to the front door 322 and / or the rear door 328, shown as the rear door 328. To facilitate movement of the rear door 328 between the open position and the closed position, a first motor 314 is disposed in the body 312 for operably driving communication with the first arm 302 , and a second motor 316 is disposed in the rear door 328 for operably driving communication with the second arm 304 .

[0207] In operation, when it is desired to move the rear door 328 from a closed position to an open position (it should be appreciated that this also applies to any closure panel, including the front door 322, if desired), the first motor 314 is energized, such as via any operable signaling device including a key fob, an actuation button, a door handle, or other device, so that the first motor 314 drives the first arm 302 in an opening direction 318, which is in the opening direction 318. Figure 31 to Figure 351. As the first motor 314 operably drives the first arm 302, wherein the operably drive may be via direct drive communication or indirect drive communication between a drive gear connected to an output shaft of the first motor 314 and a driven surface or member fixed to the first arm 302, the first arm 302 is rotated, by way of example and not limitation, about a pivot axis CCW adjacent a first proximal end 306 of the first arm 302. As the first arm 302 is rotatably driven CCW, a first distal end 308 of the first arm 302 pivotally connected to a second proximal end 310 of the second arm 304 pulls the second arm 304 rearwardly toward a rear end end of the motor vehicle 311. During this initial phase of the opening movement of the rear door 328, a rearward portion 330 of the rear door 328 is moved outwardly from the vehicle body 312 substantially in a cross-vehicle direction while a forward portion 332 of the rear door 328 is moved rearwardly substantially in a longitudinal direction of the motor vehicle 311. The movement of the forward portion 332 of the rear door 328 can be precisely guided by a track or path 368 in the vehicle body 312, wherein a follower, such as a guide pin and / or roller 380, fixed to the forward portion 332 of the rear door 328 is guided for low friction movement in or through the path 368 ( Figure 32 to Figure 36 ). The front portion of the track 368, referred to as 368a, can be configured to control the movement of the door so as to initially move substantially (primarily) in the longitudinal vehicle direction LVD along the front path 201 toward the rear of the vehicle 11. For example, the slope of the track 368a can have an X-direction component that is greater than the Y-direction component so that the movement of the front of the door is initially substantially in the X-direction. The first motor 314 continues to drive the first arm 302 and the rear door 328 until the rear door 328 reaches a position of substantially maximum outward cross-vehicle spacing relationship with the body 312 ( Fig.33 ), at which position the first arm 302 and the second arm 304 are perpendicular or substantially perpendicular to each other, and the first proximal end 306 of the first arm 302 is located at the end of the stroke within the path 368. The second motor 316 is then actuated (powered on, such as may be controlled by a control unit of the motor vehicle 311), wherein the first motor 314 remains powered on, to begin driving the second arm 304 in a counterclockwise direction (CCW) ( Figure 34 to Figure 36). By way of example and not limitation, when the second arm 304 is CCW driven, the first proximal end 306 of the first arm 302 is maintained at the end of travel within the path 368 due to the continued energization of the first motor 314. Therefore, the second proximal end 310 of the second arm 304 generates a pushing force on the first distal end 308 of the first arm 302, thereby causing the second arm 304 to push the rear door 328 toward the open position. With continued opening movement, the second arm 304 becomes substantially aligned with the first arm 302 in a co-linear relationship, at which point the rear door 328 reaches its fully open position, and the first motor 314 and the second motor 316 are de-energized ( Fig.36 ). Of course, it should be appreciated that to move the rear door 328 to the closed position, the process can simply be reversed, as will be understood by one of ordinary skill in the art upon reviewing the disclosure herein. Thus, the movement of the front portion of the door 28 can be controlled differently than the movement of the rear portion of the door 28, thereby providing, for example, a generally X-direction movement of the front portion of the door 28 during an initial state of opening or a final stage of closing.

[0208] exist Fig.37A and Fig.37B In the Figure 31 to Figure 36 An alternative embodiment of the embodiment of wherein the first motor 314 and the second motor 316 may be configured and positioned differently as desired. Fig.37A In FIG. 3 , by way of example and not limitation, both the first motor 314 and the second motor 316 are shown as being located in the vehicle body 312 , so that power from the first motor 314 and the second motor 316 can be transmitted to the second arm 304 via a belt and / or chain 320 . Fig.37B , by way of example and not limitation, both the first motor 314 and the second motor 316 are shown as being located in the rear door 328 , whereupon power from the first motor 314 and the second motor 316 may be transferred to the first arm 302 via the belt and / or chain 320 .

[0209] exist Figures 38 to 43 , a front door 422 and / or a rear door 428 ( FIG. 4A ) for guiding a motor vehicle 411 between an open position and a closed position relative to a vehicle body 412 is illustrated. Fig.30 ) is an example embodiment of another configuration of a door linkage system 450, wherein like features are identified using the same reference numerals as used above, differing by a factor of 400.

[0210] exist Figures 38 to 40 In the figure, the power door opening sequence is shown, and in Figure 41 to Figure 43 In the door opening sequence, the multi-bar linkage 452 of the door linkage system 450 is driven by the motor 414 ( Fig.39A) is driven, the motor 414 drives a drive member 484, such as a pinion, in a rotatable manner, wherein the drive member 484 is meshed or otherwise drivingly engaged with a driven member 485, such as a driven gear. The driven member 485 is shown as being configured to be operably drivingly connected to a drive gear 487 of a rack and pinion arrangement, wherein an idler member or gear 486 is shown as being drivenly engaged with the driven member 485 and drivingly engaged with the drive gear 487. The drive pinion 487 is configured to be drivingly engaged with a rack of a rack and pinion arrangement, such as a toothed rack 488, fixed to the rear door 428. The driven member 485, the idler member 486, and the pinion driver 487 can be connected by the first articulated arm 402 ( Fig.39A ) is rotatably supported, wherein the first articulated arm 402 has a first proximal end 406 pivotably coupled to the vehicle body 412 and a first distal end 408 coupled to the rear door 428. The first articulated arm 402 is operably coupled to the second proximal end 410 of the second articulated arm 404 via an intermittent coupling link CL, wherein the second proximal end 410 is pivotably coupled to the rear door 428, and the second distal end 412' of the second articulated arm 404 is pivotably coupled to the vehicle body 412. The drive pinion 487 and the driven member 485 can be controlled in series so that the front of the door initially moves substantially (primarily) in the longitudinal vehicle direction LVD toward the rear of the vehicle. For example, the drive pinion 487 can initially be controlled at a rate greater than that of the driven member 485 so that the door is initially driven with an X-direction component greater than a Y-direction component.

[0211] In an opening operation, the motor 414 may be selectively energized as discussed above with respect to the aforementioned embodiment, whereupon the drive member 484 rotatably drives the driven member 485, which in turn rotatably drives the idler member or gear 486, thereby rotatably driving the drive pinion 487, thereby causing the rack 488 fixed to the rear door 428 to be driven rearwardly and slightly outwardly in the cross-vehicle direction by extending outwardly by pivoting the first hinge arm 402 and the second hinge arm 404. To facilitate smooth, low-friction movement of the rear door 428 between the closed position and the open position, the rollers R1, R2 may be fixed for rotation adjacent to the first distal end 408 of the first hinge arm 402 and the second proximal end 410 of the second hinge arm 404, wherein the rollers R1, R2 may be configured to engage with the roller guides or tracks RT ( Fig.39A) Roll to receive. To further facilitate opening the rear door, a spring load SL can be applied via the linkage system 450, shown by way of example and not limitation as being applied to the second hinge arm 404. The spring load SL, in addition to assisting in opening the rear door 428 with the load from the motor 414, also facilitates holding the rear door 428 in its open position until it is desired to return the rear door 428 to the closed position, wherein the spring load S1 helps to hold the second hinge arm 104 outward in the extended position against the stop.

[0212] During the closing operation ( Figure 41 to Figure 43 ), the motor 414 can be selectively energized in the opposite direction, so that the first articulated arm 402 and the second articulated arm 404 are driven to their folded configurations to overcome the spring load SL, which will be readily understood by a person of ordinary skill in the art when reading the disclosure herein.

[0213] exist Fig.44A and Fig.44B In the drawings, various latch, tie and hinge arrangements are illustrated as required for the intended application. The various arrangements illustrate latches, such as tie latches (CL), hinges (H) and power hinges (PH), which can be combined individually or in combination with each other, which will be readily understood by a person of ordinary skill in the art when reading the disclosure herein. An exemplary power latch and power tie arrangement are shown in U.S. Patent Application Publication No. US2022 / 0120117A1, entitled “Dual Function Latch Assembly and Retractable Striker and / or Retractable Ratchet Assembly for Dual Door Pillarless Door System and Method of Operation Thereof,” the entire contents of which are incorporated herein by reference.

[0214] exist Fig.45A and Fig.45B In the present invention, various latch and striker arrangements are illustrated according to the desired application requirements. The various arrangements illustrate power latches and power tie-down devices that can be combined alone or in combination with each other, which will be readily understood by those of ordinary skill in the art upon reading the disclosure herein.

[0215] exist Fig.46 , a diagram for use in an open position ( Fig.46 ) and closed position ( Fig.46A) between which the front door 522 and / or the rear door 528 of the motor vehicle 511 are guided ( Fig.30 ) is an example embodiment of another configuration of a door linkage system 550, wherein like features are identified using the same reference numerals as used above, differing by a factor of 500.

[0216] The door linkage system 550 includes a multi-bar linkage arrangement 552 having a pair of first linkage arms 554 and a pair of second linkage arms 556. The first linkage arms 554 are shown as being generally parallel to each other, and the second linkage arms 556 are shown as being generally parallel to each other, wherein the first linkage arms 554 and the second linkage arms 556 extend in a non-parallel relationship to each other (at Fig.46 ). During movement of the rear door 528 between the open position and the closed position, such as via a motor (not shown) as described above, the first linkage arm 554 and the second linkage arm 556 are configured to unfold relative to each other during movement of the rear door 528 toward the open position and fold relative to each other when the rear door 528 moves toward the closed position. The arms 554, 556 are shown as swinging within the vehicle body. When shown in Figure 48 to Figure 49 When moving between the positions shown, the arm 554 is schematically shown as swinging inwardly toward the center of the vehicle. Fig.50 and Fig.51 As shown in , the link 556 and the link 554 overlap each other when the door moves between the open position and the closed position. When the rear door moves toward its open position and moves to its open position, in order to facilitate maintaining the rear door 528 in close proximity to the vehicle body 512, the first link arm 554 and the second link arm 556 are deployed inwardly toward the center portion of the vehicle body 512, thereby preventing the first link arm 554 and the second link arm 556 from extending laterally outward from the vehicle body 512 beyond the extent necessary to allow the rear door 528 to translate along the vehicle body 512 in close clearance relationship therewith. In this way, the distance that the rear door 528 extends outward from the vehicle body 512 in the cross-vehicle direction is minimized, with the maximum distance "X" at Fig.51 , the first and second linkage arms 554, 556 are in a generally parallel relationship to each other and extend a maximum distance "Y" toward the center of the vehicle body 512. It should be appreciated that the distance "X" can be precisely controlled as required in manufacturing to provide an optimal and minimum gap between the rear door 528 and the vehicle body 512 throughout the door opening sequence.

[0217] exist Fig.57 , a diagram for use in an open position ( Fig.64 ) and closed position ( Fig.58 ) between the front door 622 and / or the rear door 628 ( Fig.30) is an example embodiment of another configuration of a door linkage system 650, wherein like features are identified using the same reference numerals as used above, differing by a factor of 600.

[0218] Each door linkage system 650 includes a multi-bar linkage arrangement 652 having a pair of linkage arms 654A, 654B, which are shown as being generally parallel to one another. The linkage arms 654A, 654B have a proximal end 606 pivotally connected to the vehicle body 612 and a distal end 608 operatively connected to the rear door 628. The distal end 608 of the linkage arm 654A is shown operatively connected proximate to the forward portion 632 of the rear door 628 via a translation rod 629, also referred to as an X-direction rod (due to the tendency of the translation rod 629 to cause the initial opening and closing movement of the rear door 628 in the longitudinal X direction of the motor vehicle and, to a minimum, in the cross-vehicle direction), while the distal end 608 of the linkage arm 654B is shown connected approximately midway between the forward portion 632 and the rearward portion 630 of the rear door 628. The distal end 608 of the linkage arm 654A is pivotally connected to one end of the translation rod 629 via a pin P, wherein the pin P extends into an elongated slot S referenced by the numeral 677 received in the rear door 628, the elongated slot S having opposing slot ends that serve as end stops for the translation rod 629 when the pin P is engaged to limit translation of the translation rod 629, such that the slot S allows the pin P to translate in the slot S between the opposing ends of the slot S, thereby producing substantially X-directed movement of the rear door 628 during initial opening and closing, as described above. The translation rod 629 is pivotally connected to the rear door 628 at the pivot axis "PA". As shown in Fig.58 As best shown in FIG. 6 , a pin P is positioned near one end of the slot S, 677 against the bias of a spring member SM, also referred to as an X-direction spring, wherein when the rear door 628 is in the closed position, the bias applied by the spring member SM is overcome by the arrangement of a link arm 654A which pulls against the bias of the spring member SM via a pin connection to the translation rod 629. Fig.59A As shown in FIG. 6 , spring SM, when it is decompressed to a position shown in dashed outline as SM′, will act on pin P to cause the door to be initially driven in the X direction with the aid of slot 677, while translation rod 629 is shown pivoting about the axis of pin P until the front end of slot 677 contacts pin P. Translation rod 629 together with linkage arm 654A forms a front linkage assembly. Fig.64, the door linkage system 650 is configured to guide the front portion of the door along path 666 and along a portion of path 666a during the initial open position or the final closed position of the door having a substantially X-direction component. The rearward portion of the door 628 is shown in a possible configuration to be guided to move along path 667, and in contrast, can be configured to have a combination of X-direction movement and Y-direction movement during the initial opening stage or the final closing stage of the door.

[0219] Prior to actuating the movement of the rear door 628 between the open and closed positions, the door-to-door D2D latch 648 on the rear door 628 is released from the first striker S1 on the front door 622, and the door latch 642 on the body 612 is released from the second striker S2 on the rear door 628. Then, as the latches 648, 642 are released, the motor-driven actuator 614 mounted in the body 612 is actuated to drive one of the link arms, shown as link arm 654B, in the counterclockwise CCW direction as described above. When the link arm 654B, which is schematically shown as a single link forming a rear linkage assembly connecting the closure panel 628 to the body 612, is CCW driven, the spring member SM applies its bias on the pin P to drive the pin P to the opposite end of the slot S, thereby causing the rear door 628 to move substantially in the longitudinal, X direction during its initial opening movement. The linkage arms 654A, 654B continue to pivot in the CCW direction and the rear door 628 moves to its open position, wherein the maximum cross-vehicle movement is at Fig.62 As shown in FIG. 6 , at this time, the link arms 654A, 654B are perpendicular to the vehicle body 612 . Fig.64 The rear door 628 is shown in a fully open position, where the linkage arms 654A, 654B have reached the end of their travel and the motor 614 has stopped rotating. Fig.58 and Fig.59 As shown in FIG. 1 , during the initial opening phase (or final closing phase) of the door 628, the front portion of the door 628 has a controlled movement substantially in the X direction. Fig.59 As shown in , the lower rotation rate of the first front link 654A compared to the second rear link 654B can be shown by the change in angle or distance between the first longitudinal axis AA of the first front link 654A and the second longitudinal axis BB of the second rear link 654A. Fig.59, the angle between the intersection 299 of the first longitudinal axis AA and the second longitudinal axis BB can change as the door 628 opens (or closes). Thus, the first front link 654A, and therefore, the first front link 654A and the second rear link 654B, can adopt non-parallel and varying orientations to each other during door movement to control the movement of the front portion of the door 28 differently from the movement of the rear portion of the door 28. For example, the first front link 654A and the second rear link 654B can have a parallel orientation when the door 628 is fully closed, then adopt a non-parallel and varying orientation during the initial opening stage - when the front portion of the door 628 has a generally X-direction movement when the door 628 initially opens, and then adopt a parallel orientation during the intermediate door opening stage.

[0220] exist Fig.65A , Fig.65B and Fig.66 In the present invention, various latch and striker arrangements are illustrated according to the desired application requirements. The various arrangements illustrate power latches and power tie-down devices that can be combined alone or in combination with each other, which will be readily understood by those of ordinary skill in the art upon reading the disclosure herein.

[0221] exist Fig.67A and Fig.67B , an alternative embodiment of the linkage arm 654B is shown, wherein the linkage arm 654B may be configured in a generally L-shape to enhance the torque applied by the linkage arm 654B when driven by the motor-driven actuator 614.

[0222] exist Fig.68A , Fig.68B and Fig.68C , an alternative embodiment of the link arm 654B is shown, wherein the link arm 654B can be configured in a generally L-shape and have an increased width to enhance the torque and support applied by the link arm 654B to the front door 622 and the rear door 628. In addition, through the increased rigidity provided by the increased width, the link arm 654 can be connected to a generally middle region of the front door 622 and the rear door 628 while being able to support the entire weight of the front door 622 and the rear door 628.

[0223] exist Figure 69 to Figure 75 , a diagram for use in an open position ( Fig.75 ) and closed position ( Fig.69 ) between the front door 722 and / or the rear door 728 of the motor vehicle 711 ( Fig.30 ) is an example embodiment of another configuration of a door linkage system 750, wherein like features are identified using the same reference numerals as used above, differing by a factor of 700.

[0224] The door linkage system 750 operates without the need for a guide path or track in the vehicle body 712. The door linkage system 750 includes a multi-bar linkage device 752 having a pair of door brackets DB connected via a pivot connection PC1 ( Fig.73 ) is pivotally connected to doors 722, 728 and is pivotally connected to doors 722, 728 at pivot connection PC2 ( Fig.70 ) is connected to one end of the first link 754, wherein the opposite end of the first link 754 is pivotally connected to the body 712 at the pivot connection PC3 ( Fig.69 The door bracket DB is also pivotally connected to one end of the second link 756 at the pivot connection PC4 ( Fig.73 ), wherein the opposite end of the second link 756 is pivotally connected to the vehicle body 712 at the pivot connection PC5 ( Fig.73 ). Thus, the pivot connection PC1 remains fixed relative to the doors 722, 728; the pivot connection PC2 and the pivot connection PC4 remain fixed relative to the door bracket DB; and the pivot connection PC3 and the pivot connection PC5 remain fixed relative to the vehicle body 712.

[0225] As described above, in operation, the motor driven actuator 714 ( Fig.69 ) is actuated to drive one of the first links in a counterclockwise CCW direction about the pivot connection PC3, and the first link is shown by way of example and not limitation as the first link 754. Fig.70 As shown in FIG. 1 , when the first link 754 is CCW driven, the doors 722, 728 initially move in the longitudinal direction of the motor vehicle 711 substantially in the rearward X direction, as shown by the initial portion 766a of the path 766. As the first link 754 continues to move CCW about the pivot connection PC3, the second link 756 rotates CW clockwise about the corresponding pivot connection PC5, thereby causing the door bracket DB to pivot CW clockwise about the pivot connection PC1 and move outward from the vehicle body 712 in the cross-vehicle direction ( Fig.72 ), where the rearward and forward portions 726, 730, 724, 732 of the respective doors 722, 728 are moved in a cross-vehicle direction to provide a slight gap between the doors 722, 728 and the vehicle body 712 as the doors 722, 728 move toward their fully open positions. Fig.73As the pivot connection PC3 in the embodiment continues to move CCW, the first link 754 and the second link 756 can overlap the door bracket DB by being laterally offset therefrom, thereby allowing the door bracket DB to continue to rotate freely and unhindered in the CW direction as the forward portions 724, 732 of the doors 722, 728 move along the path 766 until the doors 722, 728 reach the fully open position ( Fig.75 ). Links 755, 757 allow doors 722, 728 to travel at a reduced speed as they approach a fully open position, thereby improving tie-down and seal compression, while also reducing the likelihood of pinching by extending the time to pinch detection. Each link 754 in the front link assembly 755 and the rear link assembly 757 is shown swinging within the vehicle body. As shown, when Figure 70 to Figure 72 When moving between the positions shown in , the link 754 is schematically shown as swinging inwardly toward the center of the vehicle. Figure 72 to Figure 75 As shown in FIG. 1 , when the door moves between the open position and the closed position, the connecting rod 753 and the connecting rod 754 overlap each other. Fig.76, illustrates linkages 755, 757 configured to guide a door, such as the front or rear of a door along a path "C". Schematically, linkages 755, 757 may be configured such that the path for guiding the door is a closed loop path, however linkages 755, 757 are configured to drive the door along a portion of path C, which is schematically illustrated as a complex curve. Linkages 755, 757 may be configured to drive the door from a starting position corresponding to a portion of the relatively flat portion of path C having curve C, such as to provide only an initial X direction or a predominant initial X direction to the door, for example, if linkages 755 drive the front of the door as described above. Linkages 755, 757 may be configured to continue to drive the door further away from the starting position corresponding to a portion of the curved portion of path C having curve C, such as to provide a combined X- and Y-direction movement to the door, such as if linkages 755 drive the front of the door rearwardly and outwardly, as described above. The linkages 755, 757 can be configured to continue to further drive the door away from a starting position corresponding to a portion of the curved portion of the path C having a curve, so as to provide a combined X-direction and Y-direction movement to the door, for example, when the linkage 755 drives the front of the door rearwardly and inwardly as described above, so as to return the door toward the vehicle body. The linkages 755, 757 can be configured to continue to further drive the door away from a portion of the curve shown as the "F" portion corresponding to the substantially flat portion of the curve toward the path C when the door reaches its final open position, so as to provide a substantially Y-direction movement to the door. By configuring the linkages 755, 757 to drive the door along a path at different starting and ending points along the curve C, the movement of the door can be defined accordingly. As a result, as an example, the door can be driven substantially in the X-direction without the sliding configuration provided by the track and roller configuration. The doors 722, 728 can be controlled by the door linkage system 750 to open or move closed along the path with the same parallel orientation or movement. In another possible configuration, the door linkage system 750 can control the doors 722, 728 to open or move closed along a path with a varying orientation or movement. The front portion of the doors 722, 728 can be controlled to move along a first path 766, and the rear portion of the doors 722, 728 can be controlled to move along a different path 767. For example, and as Fig.76AAs shown in , the pivot member PC3 and the pivot member PC5 of the rear multi-bar linkage 752 can be movable, such as by providing the pivot member PC3 and the pivot member PC5 that are movably mounted to the vehicle body, such as via a sliding member assembly 883 having a sliding bracket 881, which is slidably retained in a groove 885 formed in the vehicle body, or as an example, retained in a separate bracket assembly mounted to the vehicle body. The sliding bracket 881 can slide in the Y direction to allow the pivot member PC3 and the pivot member PC5 to move in the Y direction. Other configurations of the door linkage system 750 can provide rotation of the link 753 to be controlled, such as by providing a guide assembly 885 having a track 887, which defines a control surface 889 for engaging the link 753 and guiding the rotation of the link 753, such as an upward protrusion 889 extending from the link 753 in one possible configuration. The upward protrusion 889 is shown as a pin extending coaxially with the pivot point PC2. In Figures 77 to 86 , a front door 822 and / or a rear door 828 ( FIG. 1 ) for guiding a motor vehicle 811 between an open position and a closed position relative to a vehicle body 812 is illustrated. Fig.30 ) is an example embodiment of another configuration of a door linkage system 850, wherein like features are identified using the same reference numerals as used above, differing by a factor of 800.

[0226] The door linkage system 850 includes a multi-link linkage device 852 including a first link assembly also referred to as a first link 854 and a second link assembly also referred to as a second link 856, each link assembly pivotably connecting the front door 822 and / or the rear door 828 to the vehicle body 812. The first link 854 includes a first-link first articulated arm also referred to as a first-link first arm 802 and a first-link second articulated arm also referred to as a first-link second arm 804. The first-link first arm 802 has a first-link proximal end 806 pivotably connected to the vehicle body 812 and a first-link distal end 808 pivotably connected to the first-link second arm 804. The first link second arm 804 has a second link proximal end 810 pivotably connected to the first link distal end 808 of the first link first arm 802, and a second link distal end 812' pivotably connected to the front door 822 and / or the rear door 828, shown as the rear door 828. The second link 856 includes a second link first articulated arm, also referred to as the second link first arm 802', and a second link second articulated arm, also referred to as the second link second arm 804'. The second link first arm 802' has a first proximal end 806' pivotably connected to the vehicle body 812 and a first distal end 808' pivotably connected to the second link second arm 804'. The second link second arm 804' has a second proximal end 810' pivotally connected to a first distal end 808' of the second link first arm 802' and a second distal end 812' pivotally connected to the front door 822 and / or the rear door 828, shown as the rear door 828. To facilitate movement of the rear door 828 between the open position and the closed position, a first motor 814 is provided in the body 812 for operative driving communication with the first link first arm 802, and a second motor 816 is provided in the body 812 for operative driving communication with the first link second arm 804, such as via a gear train or belt drive, also referred to as a drive system DS. The first motor 814 and the second motor 816 can be actuated independently of each other to provide the desired movement of the rear door 828 as needed. In order to facilitate the maintenance of synchronous movement of the first link first arm 802 and the first link second arm 804 of the first link 854 relative to each other, a connecting link CL and / or a sensor S may be provided to detect their respective positions, wherein feedback is provided to the ECU and ultimately to the motors 814, 816, thereby allowing the motors 814, 816 to be energized and de-energized when necessary, either simultaneously or separately from each other. If actuated at separate times, the movement of the actuator that is not energized may be blocked by a non-backdrive transmission or the like, thereby ensuring that the associated link moves as desired.

[0227] In operation, when it is desired to move the rear door 828 (it should be appreciated that this also applies to any closure panel, including the front door, if desired) from a closed position to an open position, the first motor 814 is energized (eg, via any operable signaling device including a key fob, an actuation button, a door handle, or other device) Fig.77 ), so that the first motor 814 drives the first link first arm 802 along the opening direction 818, and the opening direction 818 is Figures 77 to 84 802 is shown as counterclockwise (CCW). When the first motor 814 operably drives the first link first arm 802, wherein the operably drive may be via a direct drive communication or an indirect drive communication between a drive gear connected to the output shaft of the first motor 814 and a driven surface or member fixed to the first link first arm 802, by way of example and not limitation, the first link first arm 802 is rotated about a pivot axis CCW adjacent to the first proximal end 806 of the first link first arm 802. As the first link first arm 802 is rotatably driven CCW, the first distal end 808 of the first link first arm 802 pivotally connected to the second proximal end 810 of the second arm 304 pulls the first link second arm 804 rearwardly toward the rear end of the motor vehicle 811. During this initial phase of the rear door 828 opening movement, the rearward portion 830 and the forward portion 832 of the rear door 828 are moved outwardly from the vehicle body 812 in the cross-vehicle direction and rearwardly in the longitudinal direction of the motor vehicle 811. The first motor 814 continues to drive the first link first arm 802 and the rear door 828 until the rear door 828 reaches a position of substantially maximum outward cross-vehicle spacing relationship with the vehicle body 812 ( Fig.80 ), at which position the first link first arm 802 and the first link second arm 804 are perpendicular or substantially perpendicular to each other. Then, the second motor 816 is actuated (powered on, such as can be controlled by a control unit of the motor vehicle 811), wherein the first motor 814 remains powered on, to start driving the first link second arm 804 in a counterclockwise direction (CCW) ( Figure 80 to Figure 86 When the first link second arm 804 is driven CCW, the first link second arm 804 eventually begins to unfold relative to the first link first arm 802 ( Fig.84 ), where the first link first arm 802 reaches its fully extended position, where the first motor 814 stops and the second motor 816 continues to drive in the CCW direction and extend the first link second arm 804 ( Figure 85 to Figure 86 ), until the first link second arm 804 reaches the end of its travel and the first link first arm 802 and the first link second arm 804 become collinear or substantially collinear with each other ( Fig.86) to, at which point, the second motor 816 is de-energized. Of course, it should be appreciated that in order to move the rear door 828 to the closed position, the process can simply be reversed, as those of ordinary skill in the art will appreciate by reviewing the disclosure herein. Fig.79 Different door positions during operation are shown, shown as a series of dashed outlines indicated by reference numeral 799. Fig.79 Also shown is the path of motion of the front portion of the door represented by the solid line indicated by reference numeral 801. Thus, due to the two-stage operation, the maximum door position away from the vehicle body can be minimized because the second arm 804, 804' is configured to swing when the first arm 802, 802' is not in a position less than its maximum outward distance from the vehicle body, such as when the arm 802, 802' is at right angles to the vehicle body. Fig.80 The maximum door out position of each link having a single arm is shown compared to each link having a dual (multiple) arm 802, 804 configuration. Other door motion paths may be provided, such as Fig.95A The door configuration shown in Fig.95B , whereby the second link includes at least one of the arms 904, 904' which may be shorter than the first arms 902, 902'. As a result, the path of motion may be varied, for example, the front portion of the door 12 may have a path of motion 801' which has an initial substantially longitudinal vehicle direction (LVD). The rear portion of the door may have an initial substantially transverse vehicle direction path of motion 803'.

[0228] exist Figures 87 to 91 , a front door 922 and / or a rear door 928 ( FIG. 1 ) for guiding a motor vehicle 911 between an open position and a closed position relative to a vehicle body 912 is illustrated. Fig.30 ) is an example embodiment of another configuration of a door linkage system 950, wherein like features are identified using the same reference numerals as used above, differing by a factor of 900.

[0229] The door linkage system 950 includes a multi-link linkage device 952 including a first link assembly also referred to as a first link 954 and a second link assembly also referred to as a second link 956, each link assembly pivotably connecting the front door 922 and / or the rear door 928 to the vehicle body 912. The first link 954 includes a first-link first articulated arm also referred to as a first-link first arm 902 and a first-link second articulated arm also referred to as a first-link second arm 904. The first-link first arm 902 has a first-link proximal end 906 pivotably connected to the vehicle body 912 and a first-link distal end 908 pivotably connected to the first-link second arm 904. The first link second arm 904 has a second link proximal end 910 pivotably connected to the first link distal end 908 of the first link first arm 902, and a second link distal end 912 pivotably connected to the front door 922 and / or the rear door 928, shown as the rear door 928. The second link 956 includes a second link first articulated arm also referred to as the second link first arm 902' and a second link second articulated arm also referred to as the second link second arm 904'. The second link first arm 902' has a first proximal end 906' pivotably connected to the vehicle body 912 and a first distal end 908' pivotably connected to the second link second arm 904'. The second link second arm 904' has a second proximal end 910' pivotally connected to a first distal end 908' of the second link first arm 902' and a second distal end 912' pivotally connected to the front door 922 and / or the rear door 928, shown as the rear door 928. To facilitate movement of the rear door 928 between the open position and the closed position, a first motor 914 is provided in the body 912 for operative driving communication with the first link first arm 902, and a second motor 916 is provided in the rear door 928 for operative driving communication with the first link second arm 904. To facilitate maintaining synchronized movement of the first link 954 and the first link 956 relative to each other, a connecting link CL may be provided between the first link 954 and the first link 956, shown extending between their respective pivot joints between the first arm 902, 902' and the second arm 904, 904'.

[0230] In operation, when it is desired to move the rear door 928 (it should be appreciated that this also applies to any closure panel, including the front door 922, if desired) from a closed position to an open position, the first motor 914 is energized ( Fig.87), whereupon the first motor 914 also operatively drives the first link first arm 902 as described above for the first link first arm 802. The first motor 914 continues to drive the first link first arm 902 and the rear door 928 until the rear door 928 reaches a position of substantially maximum outwardly across-vehicle spacing relationship with the vehicle body 912 ( Fig.88 ), at which position, the first link first arm 902 and the first link second arm 904 are perpendicular or substantially perpendicular to each other. The first motor 914 remains energized to drive the first link first arm 902 to the fully rotated position ( Fig.89 ), at which position the first motor 914 is de-energized, and then the second motor 916 is actuated (energized, such as may be controlled by a control unit of the motor vehicle 911) in a counterclockwise direction (CCW) ( Figures 89 to 91 When the first link second arm 904 is driven by CCW, the first link second arm 904 is unfolded relative to the fully unfolded first link first arm 902 ( Fig.84 ), where the second motor 916 continues to drive and unfold the first link second arm 904 in the CCW direction until the first link second arm 904 reaches the end of its travel ( Fig.91 ), where the second motor 916 is de-energized. During actuation of the second motor 916, in addition to moving the rear door 928 rearward, the rear door 928 is also moved in an outward cross-vehicle direction and an inward cross-vehicle direction, and thus, the movement path of the rear door 928 from the closed position to the open position is a path having two peaks ( 914 ) moving outward from the vehicle body ( 912 ). Fig.88 and Fig.90 Of course, it should be appreciated that to move the rear door 828 to the closed position, the process can simply be reversed, as one of ordinary skill in the art would understand by reviewing the disclosure herein.

[0231] exist Fig.92 , a front door 922 and / or a rear door 928 ( FIG. 1 ) for guiding a motor vehicle 911 between an open position and a closed position relative to a vehicle body 912 is illustrated. Fig.30 ) is an example embodiment of another configuration of a door linkage system 950', wherein like features are identified using the same reference numerals as used above, differing by a factor of 900'.

[0232] The door linkage system 950' is similar to that discussed above with respect to the door linkage system 950, having a multi-bar linkage arrangement 952', wherein the first motor 914' is disposed in the vehicle body 912 and the second motor 916' is disposed in the rear door 928; however, in the respective Fig.88 and Fig.89During this time, the second motor 916' is actuated in conjunction (simultaneously) with the first motor 914' to smooth the wave motion of the rear door 928, rather than sequentially actuating the first 914' and second motors 916' in a non-overlapping energizing relationship with each other.

[0233] exist Fig.93 and Fig.93A , a front door 1022 and / or a rear door 1028 ( FIG. 1024 ) for guiding a motor vehicle 1011 between an open position and a closed position relative to a vehicle body 1012 is illustrated. Fig.30 ) is an example embodiment of another configuration of a door linkage system 1050, wherein like features are identified using the same reference numerals as used above, differing by a factor of 1000. Fig.93 A schematic side view of a motor vehicle 1011 having a B-pillar-less dual door closure system 1050 is shown, and Fig.93A and Fig.93B It's a picture. Fig.93 Schematic top plan view of a multi-rod linkage arrangement 1052 of a B-pillar-less double door closing system.

[0234] Fig.94 The diagram illustrates the actuation of the B-pillar-less dual door closure system 1050 during an intermediate stage of movement from an initial stage toward an open position. FIG. 93A to FIG. 93B The door 1028, wherein the forward portion and the rearward portion of the door move substantially rearwardly in the longitudinal vehicle direction.

[0235] exist Fig.96 , a schematic top plan view of a motor vehicle 1111 illustrates the movement of a door 1128 of a B-pillar-less dual door closure system of the motor vehicle 1111 with a linkage system 1150 according to another aspect of the present disclosure. The linkage system 1150 includes a multi-bar linkage arrangement, also referred to as a linkage assembly 1152, that connects the door 1128 to the body 1112 of the motor vehicle 1111 and an actuator assembly, also referred to as a motor assembly 1114. The motor assembly 1114 includes a motor 1116 and a gear train assembly, also referred to as a gear train 1117. Fig.101D As shown in , the motor 1116 can be configured so that its motor shaft or longitudinal axis extends parallel to the pivot axis A of the first link 1154' with the body bracket 1153. Fig.101E and Fig.101F, the motor assembly 1114' can be configured to include a motor 1116' coupled to a gear train assembly also referred to as a gear train 1117' having two planetary gear trains 1117a, 1117b coupled to each other, wherein one of the planetary gear trains replaces the worm gear 1123 and spur gear 1125 configuration of the motor assembly 1114. The motor 1116' can be configured to have its motor shaft 1119' or longitudinal axis extending parallel to the pivot axis A' of the first link 1154' for coupling to the first planetary gear train 1117a of the gear train 1117'. Thus, the motor assembly 1114' can be packaged to extend in the Z direction beside or within the A-pillar and C-pillar of the electric vehicle, rather than having to extend into the vehicle body that may be occupied by the battery of the electric vehicle. Fig.97 Pictured Fig.96 The linkage system 1150 of the door 1128 when in the closed position; Fig.98 and Fig.98A The linkage system 1150 of the door 1128 is illustrated during the initial stages of opening the door 1128 from the closed position or during the final stages of closing the door 1128 from the open position; Fig.99 illustrates the linkage system 1150 of the door 1128 during an intermediate stage of opening or closing the door 1128; and Fig.100 The linkage system 1150 of the door 1128 is illustrated in the open position.

[0236] The linkage assembly 1152 includes a first link 1154 and a second link 1156 extending in a generally parallel relationship to one another. The first link 1154 and the second link 1156 are shown as being pivotally coupled to a body link, also referred to as a body bracket 1153, and a door link, also referred to as a door bracket 1155. In the non-limiting embodiment shown, the first link 1154 is shown as a larger and stronger rear link than the second link 1156, wherein the first link 1154 is pivotally coupled to the door 1128 generally near, adjacent, or below the center of gravity of the door 1128, thereby supporting a substantial portion of the load of the door 1128 as compared to the load supported by the second link 1156. The function of the second link 1156 is primarily to help guide the door 1128, and while the second link 1156 does support some of the weight of the door 1128, it is significantly less than the first link 1154. The actuator assembly 1114 is coupled to the first link 1154, wherein the driving force of the motor 1116 is transmitted via the gear train 1117 ( Figures 101A to 102 ) is transmitted to the first link 1154, and in a currently preferred embodiment is transmitted to the carrier 1121 ( Fig.102 , Fig.104 and Fig.105) and the output member of the first link 1154 of the gear train 1117, referred to herein as the output arm 1119. The first link 1154 is shown as non-linear (non-linear) and generally L-shaped, V-shaped, or boomerang-shaped, thereby enhancing the torque force applied to the door 1128 by the output arm 1119. The second link 1156 is shown as being generally straight. The linkage assembly 1152 is also shown as having a tie-down link, also referred to as a supplementary link or auxiliary link, and the tie-down link is shown as a pair of auxiliary links 1157 arranged on opposite sides of the second link 1156 and connecting the ends of the second link 1156 to the door bracket 1155. The second link 1156 is used to initiate cross-vehicle movement of the front portion of the door 1128 when the door 1128 is initially opened, and further cause cross-vehicle movement of the door 1128 in the final movement of the door 1128 when the door 1128 moves to its fully closed position, thereby enhancing the closing force against the seal to achieve a reliable seal between the door 1128 and the body 1112.

[0237] The gear train assembly 1117 consists of a motor output gear, shown by way of example and not limitation as a worm gear 1123 ( Figure 102 to Figure 105 ) drive, wherein the worm gear 1123 is in meshing driving engagement with the drive gear 1125 of the gear train 1117. The sun gear 1127 is shown fixed to the drive gear 1125 for coaxial rotation therewith about the gear train central axis A ( Fig.102 ). Therefore, when the drive gear 1125 is driven by the motor 1116 via the worm gear 1123, the rotation of the drive gear 1125 causes the sun gear 1127 to rotate simultaneously. The sun gear 1127 extends through the hole of the carrier 1121 and meshes with the plurality of planetary gears 1129 ( Fig.104 and Fig.105 ), wherein the planetary gears 1129 are configured to mesh with the external ring gear 1131. Therefore, when the sun gear 1127 is driven in a rotatable manner about the gear train center axis A, the planetary gears 1129 rotate in a meshing engagement with the ring gear 1131 for rotating about the fixed ring gear 1131, so that the carrier 1121 is driven together with the planetary gears 1129 in a rotatable manner about the axis A, all in response to the rotation of the motor output gear 1123. In a non-limiting preferred embodiment of the present disclosure, the carrier 1121 has a plurality of attachment openings 1133 ( Fig.105), the output arm 1119 is fixedly attached to the attachment opening 1133 for rotation with the carrier 1121. Therefore, when the carrier 1121 rotates via the rotation of the planetary gear 1129, the output arm 1119 swings about the axis A in response to the motor rotating and swinging the worm gear 1123 in the opposite rotational direction, wherein the rotational direction of the worm gear 1123 depends on whether a command is sent to open or close the door 1128.

[0238] According to another aspect of the present disclosure, the bearing member ( Fig.101C ) is not attached to the output arm 1119, but has a splined male output member for co-rotation with the carrier about axis A. Thus, as the carrier rotates via rotation of the planetary gears 1129, the output member swings about axis A as the motor rotates the worm gear 1123 in opposite directions, depending on whether a command is sent to open or close the door 1128. The output member is coupled in meshing relationship to the splined female receiving portion SR ( Fig.101D ), thereby driving the first connecting rod 1154' together with the rotation of the supporting member 1121'.

[0239] exist Figures 106 to 108, a tie mechanism 1135 of a linkage assembly 1152a constructed in accordance with another aspect of the present disclosure is shown. The tie mechanism 1135 includes a tie rod 1157' configured to be in tie engagement with a striker S secured to a body 1112 of a motor vehicle 1111. When the first link 1154 is driven toward its closed position, the striker S of the tie mechanism 1135 is received in the tie slot 1137 of the tie link 1157', whereupon the torque on the tie link 1157' acts to drive the door link 1155 to the fully closed position of the tie, thereby bringing the door 1128 into a position of secure sealing engagement with the body 1112. The tie link 1157' is shown as replacing one of the auxiliary links 1157, but two tie links 1157' may be used in place of the two auxiliary links 1157 if desired. The door link 1155 can slide against a surface 1161, which can be, for example, a portion of the vehicle body 1112 or another portion of the bracket assembly. Pivoting of the tie link 1157' about the pivot axis PA can be limited by hard stops 1163a, 1163b protruding from the door link 1155. For example, a spring, such as spring 1152d, can be provided to bias the tie link 1157' toward the hard stop 1163a, and thereby bias the door away from the fully closed position, and to provide initial movement of the door away from the fully closed position, for example using energy of a spring, such as spring 1152d, released during decompression, the movement having a generally x-direction component, the spring having been pre-compressed during movement of the door toward the fully closed position. When the door is pushed toward the fully closed position in the x-direction, the spring is pre-compressed. Fig.106 The dynamic movement of the striker S, schematically shown with arrows in the figure, can act to compress such a spring. A spring can be provided to ensure the correct positioning of the tie rod 1157' and can also help overcome the initial sealing load when opening the door to compensate for the dynamics and leverage losses of the linkage when the door approaches the fully closed position of the door, and therefore a smaller actuator 114 can be provided.

[0240] exist Fig.109 , another non-limiting embodiment of a tie-down mechanism 1135a is shown, wherein a tie-down pin 1157a, also referred to as a tie-down striker, of a door link 1155a of a linkage assembly 1152a is configured to cinch into engagement with a tie-down slot 1139 in a frame member of a body 1112 of a motor vehicle 1111. When the door link 1155a is driven toward its closed position, the tie-down pin 1157a enters the tie-down slot 1139 and follows the tie-down slot 1139 to a tightened, fully closed position, thereby bringing the door 1128 into a position of securely sealing engagement with the body 1112. Referring to FIG. Figures 109A to 109CAs the door is closed, the door link 1155a and the link 1157 are initially coupled together for common movement, wherein the movement of the bracket 1155a is controlled by the rotation of the link 1154. At some point in the door closing movement, it is desired that the movement of the bracket 1155a transition to a primarily X-directed movement toward the final door closed position, when the biased plunger 1171 is moved from Fig.109A Move the joint position shown in Fig.109C , the door link 1155a and the link 1157 are disconnected, in which position the plunger 1171 can be moved out of the aperture provided in the link 1157. Thus, the link 1157 can move freely, thereby allowing the continued movement of the bracket 1155a to take the main X-direction movement. The retaining mechanism 1173 that holds the plunger 1171 in the disconnected position during the final main X-direction movement may include a cam surface 1167 for engaging the flange 1165 of the plunger to guide the plunger 1171 upward and out of the aperture provided in the link 1157 against the bias of the spring 1169. In a possible configuration, as described above with reference to Figures 106 to 108 As discussed, a spring such as spring 1152d may not be provided. The tie pin 1157a is shown as being guided in the Y direction by the slot 1139 for providing a tie function, however the tie pin 1157a and the slot 1139 may be modified or replaced to provide a locking mechanism to prevent the door from moving in the Y direction when the door is fully closed. For example, the slot 1139 may be provided as a catch having no or less inwardly inclined portion than the tie slot 1139, and the tie pin 1157 is provided as a retaining pin with an enlarged head to prevent the pin from being withdrawn through the slot during a collision. As described herein above, the final closing movement or initial opening movement of the door 1128 may drive the retaining pin through the slot in the general X direction. During the initial / final general X-direction movement of the door 1128, the retaining pin guided by the catch (e.g., a catch having an inwardly inclined slot) may provide some optional movement in the Y direction, such as for compressing the door seal between the door 1128 and the vehicle body.

[0241] exist Fig.110 , another non-limiting embodiment of a cinch mechanism 1135b is shown, wherein, rather than a cinch pin, a cinch roller 1157b, also referred to as a cinch striker, of a door link 1155b is configured to cinch engagement with a cinch slot 1139b in a frame member of a body 1112 of a motor vehicle 1111. When the door link 1155b is driven toward its closed position, the cinch roller 1157b enters and follows the cinch slot 1139b and rolls along the cinch slot 1139b to a tightened, fully closed position, thereby bringing the door 1128 into a position of secure sealing engagement with the body 1112.

[0242] exist Fig.111 , another non-limiting embodiment of a cinch mechanism 1135c is shown, wherein, rather than a cinch pin, a pair of cinch rollers 1157c, also referred to as cinch strikers, of a door link 1155c are configured to cinch engagement with cinch slots 1139c in a frame member of a body 1112 of a motor vehicle 1111. When the door link 1155c is driven toward its closed position, the cinch rollers 1157c enter and follow corresponding surfaces along the cinch slots 1139c as needed to reach the cinch's fully closed position, thereby bringing the door 1128 into a position of secure sealing engagement with the body 1112.

[0243] exist Fig.112A , an opening assist mechanism 1141a of a linkage assembly 1152d constructed in accordance with another aspect of the present disclosure is shown. The opening assist mechanism 1141a includes a biasing member 1143a, shown as a helical torsion spring (torsionally biased on the helix), which is configured to biasly engage with a link 1156d of the linkage assembly 1152d to abruptly move the linkage assembly 1152d and the door 1128 secured thereto from a closed position to an open position. Fig.112B In another non-limiting embodiment, the opening assist mechanism 1141b is provided as a coil spring 1143b which is biased to compress against a pin P extending from the second link 1156e, which is similar to Fig.112A The torsion shown in is opposite. Fig.112C In another non-limiting embodiment, the opening assist mechanism 1141c is configured as a torsion spring, also known as a clock spring 1143c, having a first end that is torsionally biased against a first pin Pc1 extending from the assist link 1157e and a second end that engages with a second pin Pc2 extending from the door link 1155c. Fig.112D In another non-limiting embodiment, the opening assist mechanism 1141d is configured as a torsion spring having a first end and a second end, also known as a clock spring 1143d, wherein the first end is torsionally biased to abut against a first pin Pd1 extending from the assist link 1157e, and the second end is engaged with a second pin Pd2 extending from the door link 1155c.

[0244] Features of the door linkage system embodiments described herein may include, for example, but are not limited to: simplified structure and improved reliability due to the use of pivoting linkage devices about fixed rotational pivot points; door loads are distributed to the body by mounting multiple linkage devices to the body at distributed connection points to the body structure; assembly is modified by mounting to the lower horizontal structure of the body, such as the horizontal rocker panel area, compared to known localized installations to the vertical structure or vertical pillars of the vehicle; door stability during door movement due to the support provided by multiple linkage devices supporting the door at the bottom portion of the vehicle door at spaced-apart connection points; door sag is reduced or eliminated by supporting the door at the bottom portion compared to known installation locations on a vertical mounting surface of the door on one side of the door; use of a single a motor to move the door through a multi-curved motion path; by minimizing the distance the door moves and / or swings away from the vehicle body, the risk of the door being struck by an obstacle during door opening / closing is reduced; because the door motion dynamics are defined by the door linkage assembly, complex motor control or synchronous control of multiple motors is eliminated; the door motion appearance is improved by maintaining the door orientation substantially parallel to the vehicle body during door opening and closing; the shape and appearance are improved by allowing the door to move closer to the vehicle body in the fully open position; improvements in door sealing and the use of various types of latches and latch functions are facilitated by controlling the door movement substantially in the X direction near the fully closed position by the linkage assembly; the number of latches required to maintain the door in the fully closed position is reduced; and improved assembly within the vehicle body to reduce or eliminate the entry of components into the vehicle body.

[0245] exist Figures 113 to 115 , an obstacle detection system 1145 according to another aspect of the present disclosure is shown, the obstacle detection system 1145 including an obstacle detection sensor 1147 to prevent a closing panel such as a door 1128 from accidentally contacting an obstacle, which is shown (in solid and dashed lines) as a motor vehicle wheel 1148. When the door 1128 is in a closed position, the obstacle detection sensor 1147 can detect whether the wheel 1148 is in an obstruction position that will prevent the door 1128 from opening. If the obstacle detection sensor 1147 detects that the wheel 1148 is not in a position that obstructs the movement of the door 1128, the actuator assembly 1114 is energized to move the door 1128 to its fully open position via the driven movement of the linkage assembly 1152. If the obstacle detection sensor 1147 detects that the wheel 1148 is turned to an obstruction position, the actuator assembly 1114 is commanded to move the door 1128 to a maximum open position without contacting the wheel 1128.

[0246] exist Fig.116, an obstacle detection system 1145 is schematically illustrated. The obstacle detection system 1145 includes a controller 1160 configured to communicate operatively with an actuator assembly 1114, an obstacle detection sensor 1147, a door switch 1162, a curb detection sensor 1164—which, by way of example and not limitation, may be located in a side mirror—and a body control module (BCM) 1166, wherein the BCM 1166 is configured to communicate operatively with the wheels 1148 via a power steering system 1168.

[0247] like Fig.117 As shown in , according to an operating method 1000, in a first step 1100, the door switch 1162 may receive a door open signal, such as receiving a door open signal from a door handle or a key card by way of example and not limitation. Then, in step 1200, the door switch 1162 sends a signal to the BCM 1166 via the controller 1160, and in step 1200, if the wheel 1148 is turned, the BCM 1166 commands the power steering system 1168 to straighten the wheel 1148. In step 1300, the BCM 1166 communicates with the controller 1160 to indicate that the wheel 1148 has been straightened, so in step 1400, the controller 1160 signals the actuator assembly, also referred to as the door actuator 1114, to move the linkage assembly 1152 to move the door 1148 to its open position.

[0248] like Fig.117AAs shown in , according to another operating method 2000, in a first step 2100, the door switch 1162 may receive a door open signal, such as by way of example and not limitation, from a door handle or a key fob. Then, in step 2200, the door switch 1162 sends a signal to the BCM 1166 via the controller 1160, and in step 2200, if the wheel 1148 is turned, the BCM 1166 commands the power steering system 1168 to straighten the wheel 1148. In step 2300, the controller 1160 signals the actuator assembly, also referred to as the door actuator 1114, to move the linkage assembly 1152 in step 1400, thereby moving the door 1148 to its open position. Then, in step 2400, the obstacle detection system 1145 is activated, such as by way of example and not limitation located on the closing surface or mirror of the door 1128, whereupon the obstacle detection system 1145 signals the controller 1160 to ensure that the door 1128 does not contact the wheel 1148, such as when the wheel 1148 is straightened. Thus, the controller 1160 can control the rate at which the actuator assembly 1114 opens the door 1128, or the controller 1160 can signal the actuator assembly 1114 to stop the movement of the door 1128 before contacting the wheel 1148.

[0249] like Fig.118 As shown in FIG. 1 , according to another operating method 3000, in a first step 3100, the door switch 1162 may receive a door open signal, such as, by way of example and not limitation, from a door handle or a key fob. In step 3200, the controller 1160 requests the wheel position from the BCM 1166, and then in step 3300, the controller 1160 commands the door actuator 1114 to move the linkage assembly 1152 to move the door 1148 to a maximum open position without contacting the wheel 1148.

[0250] The foregoing description of the embodiments has been provided for the purpose of illustration and description. This description is not intended to be exhaustive or to limit the present disclosure. Each element or feature of a particular embodiment is generally not limited to the particular embodiment, but where applicable, each element or feature of a particular embodiment is interchangeable and can be used in a selected embodiment even if not specifically shown or described. Each element or feature of a particular embodiment can also be changed in many ways. These variations are not considered to be deviations from the present disclosure, and all these modifications are intended to be included in the scope of the present disclosure.

[0251] The embodiments of the present invention can be understood with reference to the following numbered paragraphs:

[0252] 1. A door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body, the door linkage system comprising:

[0253] A multi-bar linkage connects the door to the vehicle body, the multi-bar linkage being configured to initially move a forward portion of the door from the closed position substantially in a longitudinal direction along the motor vehicle, and to initially move a rearward portion of the door substantially in a cross-vehicle direction away from the vehicle body, and then during an intermediate stage of movement, to move the forward portion in the cross-vehicle direction away from the vehicle body and in the longitudinal direction, and to move the rearward portion substantially in the longitudinal direction toward the open position.

[0254] 2. A door linkage system according to paragraph 1, wherein the final stage of movement of the door to the fully open position includes moving at least one of the forward portion and the rearward portion toward the vehicle body in the cross-vehicle direction.

[0255] 3. The door linkage system of paragraph 1, wherein the multi-bar linkage arrangement includes a first link and a second link, the first link being larger than the second link and attached to the door near a center of the door.

[0256] 4. The door linkage system of paragraph 3, wherein the first linkage is generally L-shaped.

[0257] 5. The door linkage system of paragraph 4, wherein the second linkage is substantially straight.

[0258] 6. The door linkage system of paragraph 3, further comprising an auxiliary linkage coupling the second linkage to the door.

[0259] 7. The door linkage system of paragraph 3, further comprising a tie rod coupled to the second link, the tie rod being configured for tie engagement with a striker.

[0260] 8. The door linkage system of paragraph 3, further comprising an actuator assembly coupled to the first linkage to drive the first linkage between a closed position corresponding to a closed position of the door and an open position corresponding to an open position of the door.

[0261] 9. A door linkage system according to paragraph 1, wherein the multi-bar linkage device includes a rear linkage assembly connected between the rearward portion of the door and the vehicle body and a front linkage assembly connected between the forward portion of the door and the vehicle body, wherein the rear linkage assembly includes a single link and the front linkage assembly includes two links.

[0262] 10. The door linkage system of paragraph 9, wherein the two links include a linkage arm coupled to the body and a translation rod coupled to the door about a pivot axis.

[0263] 11. The door linkage system of paragraph 10, wherein the translation rod is configured to pivot during initial movement of the door generally in the longitudinal direction.

[0264] 12. The door linkage system of paragraph 1, further comprising an obstacle detection system configured to prevent the door from contacting an obstacle when moving between the closed position and the open position.

[0265] 13. The door linkage system of paragraph 12, wherein the obstacle detection system is configured to straighten a wheel before the door moves between the open position and the closed position.

[0266] 14. A door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body, the door linkage system comprising:

[0267] At least two linkages connect the door to the vehicle body, the at least two linkages being configured to swing differently from one another when the door moves toward the closed position substantially in a longitudinal vehicle direction during a final closing phase.

[0268] 15. The door linkage system of paragraph 14, wherein the at least two linkage devices include a front link and a rear link, wherein the front link and the rear link are configured to move similarly to each other during an intermediate closing stage prior to the final closing stage.

[0269] 16. The door linkage system of paragraph 14, wherein the at least one linkage device has a link configured to overlap another link when the door moves between the closed position and the open position.

[0270] 17. A door linkage system for guiding a door of a motor vehicle between an open position and a closed position relative to a vehicle body, the door linkage system comprising:

[0271] a first linkage connecting the front portion of the door to the vehicle body and for controlling movement of the front portion of the door; and

[0272] A second linkage connects the rear portion of the door to the vehicle body and is used to control movement of the rear portion of the door.

[0273] 18. A door linkage device according to paragraph 17, wherein the first linkage device controls movement of a front portion of the door along a first path and the second linkage device controls movement of a rear portion of the door along a second path as the door moves between the closed position and the open position, wherein the first path is different from the second path.

[0274] 19. A door linkage arrangement according to paragraph 18, wherein, during a portion of the movement of the door between the closed position and the open position, the first path moves the front portion of the door generally along the length direction of the vehicle, while the second path simultaneously moves the rear portion of the door generally along the cross-vehicle direction of the vehicle.

[0275] 20. The door linkage of paragraph 17, wherein the first linkage and the second linkage are configured to pivot at different angles relative to each other when the door moves between the closed position and the open position.

Claims

1. A B-pillar-less door linkage system (150, 250, 350, 450, 550, 650, 750, 850, 950, 950', 1150) for guiding a door (28, 328, 428, 528, 628, 728, 828, 928, 1128) of a motor vehicle (11, 311, 411, 511, 611, 711, 811, 911, 1111) between an open position and a closed position relative to a vehicle body (10, 312, 412, 512, 612, 712, 812, 912, 1112), the door linkage system (150, 250, 350, 450, 550, 650, 750, 850, 950, 950', 1150) comprising: A multi-bar linkage (152, 252, 352, 452, 552, 652, 752, 852, 952, 952', 1152) connecting the door (28, 328, 428, 528, 628, 728, 828, 928, 1128) to the vehicle body (10, 312, 412, 512, 612, 712, 812, 912, 1112), the multi-bar linkage (152, 252, 352, 452, 552, 652, 752, 852, 952, 952', 1152) being configured so that the front portion of the door (28, 328, 428, 528, 628, 728, 828, 928, 1128) The door is configured to move the door portion initially from the closed position in a longitudinal direction along the motor vehicle a first distance and simultaneously in a cross-vehicle direction away from the vehicle body a second distance, wherein the first distance is greater than the second distance, and to initially move a rearward portion of the door substantially in the cross-vehicle direction away from the vehicle body a third distance, wherein the third distance is greater than the second distance, and then during an intermediate stage of the movement, move the forward portion in the cross-vehicle direction away from the vehicle body and in the longitudinal direction, and move the rearward portion substantially in the longitudinal direction toward the open position.

2. The B-pillar-less door linkage system (150, 250, 350, 450, 550, 650, 750, 850, 950, 950', 1150) according to claim 1, wherein: A final stage of movement of the door (28, 328, 428, 528, 628, 728, 828, 928, 1128) to a fully open position includes moving at least one of the forward portion and the rearward portion toward the vehicle body in the cross-vehicle direction.

3. The B-pillar-less door linkage system (1150) according to claim 1, wherein: The multi-bar linkage (1152) includes a first link (1154) and a second link (1156), wherein the first link (1154) is larger than the second link (1156) and is connected to the door (1128) near the center of the door (1128).

4. The B-pillar-less door linkage system (1150) according to claim 3, wherein: The first link (1154) is generally L-shaped.

5. The B-pillar-less door linkage system (1150) according to claim 4, wherein: The second link (1156) is generally straight.

6. The B-pillar-less door linkage system (1150) of claim 3, further comprising an auxiliary linkage (1157) coupling the second linkage (1156) to the door (1128).

7. The B-pillar-less door linkage system (1150) of claim 3, further comprising a tie rod (1157') coupled to the second link (1156), the tie rod (1157') being configured to be in tie engagement with a striker (S).

8. The B-pillar-less door linkage system (1150) of claim 3 further comprises an actuator assembly (1114) coupled to the first linkage (1154) to drive the first linkage (1154) between a closed position corresponding to a closed position of the door (1128) and an open position corresponding to an open position of the door (1128).

9. The B-pillar-less door linkage system (1150) according to claim 8, wherein: The actuator assembly (1114) includes a gear train (1117).

10. The B-pillar-less door linkage system (1150) according to claim 9, wherein: The gear train (1117) includes a sun gear (1127), a ring gear (1131), and a plurality of planetary gears (1129) meshing with the sun gear (1127) and the ring gear (1131).

Images