Vehicle door support device

Abstract

A door support device for a vehicle is capable of stably applying a certain load and easily adjusting the load size. A door support device (10) for a vehicle includes a support member (15A) that holds a door in an open position and a support member (15B). They each include a cylindrical housing portion (21), a cylindrical cover portion (22) connected to the housing portion (21), a cylindrical movable member (25) that is relatively movable in an axial direction with respect to the cover portion (22), a gear mechanism (44) disposed in the housing portion (21), a main shaft (34) connected to a first connecting portion (45A) of the gear mechanism (44), a rotation mechanism (37) that rotates the main shaft (34) by relative movement of the movable member (25) with respect to the cover portion (22), and a coil spring (32) that applies a force to the direction in which the movable member (25) enters with respect to the cover portion (22). At least the support member (15A) includes a magnetoresistance mechanism (50) disposed in the housing portion (21), a second connecting portion (45B) connected to the gear mechanism (44), and applies a load to the main shaft (34) via the gear mechanism (44).

Description

Technical Field

[0001] This invention relates to a door support device for vehicles. Background Technology

[0002] Patent document 1 discloses a support member disposed between the vehicle body and the tailgate, which applies force to the door in the opening direction relative to the vehicle body to hold the door in the open position. The support member has an outer cylinder and an inner cylinder retractably accommodated within the outer cylinder, and a coil spring and a gas spring apply force to the inner cylinder in the direction of entry relative to the outer cylinder. When the door opens and closes relative to the vehicle body, the gas spring also functions to prevent the door from opening and closing abruptly.

[0003] [Existing Technical Documents]

[0004] [Patent Literature]

[0005] Patent Document 1: Japanese Patent Application Publication No. 2015-90212 Summary of the Invention

[0006] [The technical problem the invention aims to solve]

[0007] Gas springs are difficult to fine-tune the load determined by the sealing of gas (nitrogen) and oil. Furthermore, the gas is affected by temperature or environmental changes, making it difficult to maintain a constant load. Therefore, the support component in Patent Document 1 has room for improvement.

[0008] The objective of this invention is to provide a door support device for vehicles that can stably apply a defined load and is also easy to adjust the load size.

[0009] [Methods used to solve technical problems]

[0010] One aspect of the present invention provides a door support device for a vehicle, comprising a first support member and a second support member, each having a first connecting end connected to a vehicle body and a second connecting end connected to a vehicle door, for holding the vehicle door in an open position relative to the vehicle body. The first and second support members each include: a cylindrical receiving portion having an end forming one of the first and second connecting ends; a cylindrical cover portion connected to a side opposite to the end of the receiving portion; a cylindrical movable member having an end forming the other of the first and second connecting ends, the side opposite to that end being received within the cover portion, and capable of axially moving relative to the cover portion; and a gear mechanism. The first support member is disposed within the receiving portion and has a first connecting portion located on the cover side and a second connecting portion located on the end side of the receiving portion, such that the rotational speed on the first connecting portion side is slower than the rotational speed on the second connecting portion side; a main shaft is disposed within the movable member and connected to the first connecting portion; a rotation mechanism rotates the main shaft by the relative movement of the movable member relative to the cover; and a helical spring is disposed within the movable member and applies force in the direction that causes the movable member to enter relative to the cover. At least the first support member also includes a magnetic reluctance mechanism disposed within the receiving portion and connected to the second connecting portion, which applies a load to the main shaft via the gear mechanism.

[0011] According to this vehicle door support device, when the door is released from the vehicle body, the extension of the coil spring applies force to the movable part, causing the main shaft to rotate via the rotating mechanism, while the movable part moves into position relative to the cover. Furthermore, the force of the coil spring keeps the door in the open position relative to the vehicle body. On the other hand, when the door is rotated relative to the vehicle body in the closing direction, the movable part is pressed against the cover, the coil spring contracts, the main shaft rotates via the rotating mechanism, and the movable part retracts relative to the cover. Furthermore, the door is locked relative to the vehicle body, keeping it in the closed position.

[0012] When the car door opens and closes, the reluctance mechanism provided in the first support member applies a load to the main shaft via a gear mechanism. This prevents the door from opening and closing abruptly relative to the vehicle body. Furthermore, compared to connecting the reluctance mechanism to the first connection portion of the gear mechanism, connecting it to the second connection portion allows for a greater load to be applied to the main shaft corresponding to the gear ratio. The reluctance is less affected by temperature or environmental changes; therefore, the reluctance of the reluctance mechanism can be adjusted by changing the magnetic force, thereby stably applying a defined load to the main shaft.

[0013] [Invention Effects]

[0014] In the vehicle door support device of the present invention, a certain load can be stably applied to the door, and the load size can be easily adjusted. Attached Figure Description

[0015] Figure 1 This is a perspective view of a vehicle using the door support device for vehicles according to the present invention.

[0016] Figure 2 This is a longitudinal sectional view of the support member according to the first embodiment.

[0017] Figure 3 yes Figure 2 An exploded perspective view of the housing section.

[0018] Figure 4 This is a cross-sectional view of the mounting portion of the magnetoresistive mechanism.

[0019] Figure 5 It is an exploded perspective view of the rotating components that make up the magnetoresistive mechanism.

[0020] Figure 6 It is a cross-sectional perspective view of the fixed components and spacers that constitute the magnetoresistive mechanism.

[0021] Figure 7 This is a front view illustrating the resistance effect of the magnetoresistive mechanism.

[0022] Figure 8 This is a longitudinal sectional view of the second support member according to the second embodiment.

[0023] Figure 9 yes Figure 8 An exploded perspective view of the housing section.

[0024] Figure 10 This is a front view showing a modified example of a magnetoresistive mechanism.

[0025] Figure 11 This is a front view showing other variations of the magnetoresistive mechanism.

[0026] Figure 12 This is a perspective view showing a modified example of the rotating component constituting the magnetoresistive mechanism. Detailed Implementation

[0027] The embodiments of the present invention will now be described with reference to the accompanying drawings.

[0028] (First Implementation)

[0029] Figure 1 The diagram shows the state in which the vehicle door support device (hereinafter referred to as "door support device") 10 of the first embodiment of the present invention is used in a vehicle 1. Referring to this... Figure 1The door support device 10 includes a pair of support members 15A formed in a cylindrical shape, which are disposed between the vehicle body 2 and the rear tailgate (hereinafter referred to as "door") 3. Figure 1 The support member (first support member) 15A located on the left side and Figure 1 The support member (second support member) 15A located on the right side has the same structure and is a driven type that extends and retracts according to the opening and closing of the door 3.

[0030] Refer to together Figure 2 The support member 15A includes: a first housing 20 having a connecting end (first connecting end) 20a connected to the vehicle body 2; and a second housing 25 having a connecting end (second connecting end) 25a connected to the door 3. Alternatively, the first housing 20 can be connected to the door 3, and the second housing 25 can be connected to the vehicle body 2. By moving the second housing 25 relative to the first housing 20, the door 3 can be held in an open position relative to the vehicle body 2. By moving the second housing 25 backward relative to the first housing 20, the door 3 can be closed relative to the vehicle body 2.

[0031] (Basic structure of the support component)

[0032] like Figure 2 As shown, the support component 15A includes a first housing 20, a second housing 25, a telescopic mechanism 30, and a gear mechanism 44.

[0033] The first housing 20 includes a cylindrical receiving portion 21 and a cylindrical cover portion 22 connected to the receiving portion 21. The receiving portion 21 houses a gear mechanism 44 and a magnetic reluctance mechanism 50. Figure 2 The end 21a of the receiving portion 21 located on the right side is a connecting end 20a. This connecting end 20a is open and is plugged by the shaft end member 23A. The cover portion 22 is screwed into and connected to the end 21b of the receiving portion 21 on the opposite side of the end 21a. The diameter of the cover portion 22 is the same as the diameter of the receiving portion 21. The receiving portion 21 and the cover portion 22 can also be an integral structure.

[0034] The second housing 25 is a movable component coaxially disposed within the cover 22 and capable of axial movement relative to the cover 22. The outer diameter of the second housing 25 is smaller than the inner diameter of the first housing 20. Figure 2 The end of the second housing 25 located on the left side is a connecting end 25a. This connecting end 25a is open and is plugged by the shaft end member 26. Even when the second housing 25 is retracted relative to the first housing 20, the shaft end member 26, including the connecting end 25a, protrudes from the front end 20b of the first housing 20 (cover 22).

[0035] The telescopic mechanism 30 includes a helical spring 32 that causes the second housing 25 to enter relative to the first housing 20, a main shaft 34 that guides the movement (telescopic) of the second housing 25 relative to the first housing 20, and a rotating mechanism 37.

[0036] The helical spring 32 elastically applies force to the second housing 25 in the direction of entry relative to the first housing 20 (cover 22). The helical spring 32 is housed within the second housing 25 and is coaxially arranged with the second housing 25 in the compressed state. Figure 2 One end of the helical spring 32, located on the right side, abuts against the first housing 20. Figure 2 The other end of the helical spring 32 located on the left side abuts against the second housing 25.

[0037] The main shaft 34 is housed within the second housing 25, extending along the axis of the second housing 25. The base end 34a of the main shaft 34 protrudes from the second housing 25 and is mechanically connected to the gear mechanism 44 within the first housing 20. The base end 34a side of the main shaft 34 is rotatably supported by a bearing 35 disposed within the cover portion 22.

[0038] The rotating mechanism 37 rotates the main shaft 34 about the axis of the second housing 25 by the relative movement of the second housing 25 with respect to the cover 22. The rotating mechanism 37 includes a main shaft nut 38, a push rod 39, and a guide tube 40. These are arranged radially between the helical spring 32 and the main shaft 34. More specifically, the guide tube 40 is disposed inside the helical spring 32, the push rod 39 is housed inside the guide tube 40, and the main shaft nut 38 is fixed to one end of the push rod 39.

[0039] Gear mechanism 44 is disposed near end 21b within the receiving portion 21. This gear mechanism 44 is a speed-changing mechanism that, axially along the first housing 20, changes the rotational speed input from one end and outputs it from the other end. Gear mechanism 44 has a first connecting portion 45A disposed on the cover portion 22 side and a second connecting portion 45B disposed on the connecting end 20a side. They each include a sun gear 46 located on the axis of the first housing 20 and a plurality (e.g., four) of planetary gears 47 disposed around the outer periphery of the sun gear 46. Additionally, connecting portions 45A and 45B include a housing 48A surrounding the outer side of the plurality of planetary gears 47. On the inner circumferential surface of housing 48A, meshing teeth of the planetary gears 47 are formed.

[0040] The gear ratio of the gear mechanism 44 is set such that the rotational speed on the first connecting part 45A side is slower than the rotational speed on the second connecting part 45B side. That is, acceleration is input to the rotation of the first connecting part 45A and output to the second connecting part 45B, while deceleration is input to the rotation of the second connecting part 45B and output to the first connecting part 45A. The base end 34a of the main shaft 34 is mechanically connected to the sun gear 46 of the first connecting part 45A. The reluctance mechanism 50 is mechanically connected to the sun gear 46 of the second connecting part 45B.

[0041] like Figure 2 As shown, with the door 3 closed relative to the vehicle body 2, the second housing 25 retracts relative to the first housing 20. In this state, the coil spring 32 is compressed, and the main shaft nut 38 is located near the base end 34a of the main shaft 34.

[0042] When the door 3 is released from the vehicle body 2 by the operation of the door latch device (not shown), the coil spring 32 extends elastically and presses (applies force) in the direction in which the second housing 25 enters. As a result, the main shaft 34 rotates via the rotating mechanism 37, and the second housing 25 enters relative to the cover 22. Furthermore, when the door 3 rotates relative to the vehicle body 2 to the open position, the force applied by the coil spring 32 holds the door 3 in place.

[0043] When the door 3 is operated (rotated) in the closing direction relative to the vehicle body 2, the second housing 25 is pressed against the cover 22, and the coil spring 32 contracts against the force. As a result, the main shaft 34 rotates via the rotating mechanism 37, while the second housing 25 retracts relative to the cover 22. Moreover, it locks the door 3 relative to the vehicle body 2, thereby keeping the door 3 in the closed state.

[0044] The main shaft nut 38, push rod 39, guide tube 40, and first housing 20 are engaged in a manner that prevents relative rotation. Therefore, when the door 3 opens and closes, the rotational motion of the main shaft 34 is converted into a linear motion of the main shaft nut 38 relative to the guide tube 40. Consequently, the main shaft nut 38 and push rod 39 move axially. Furthermore, the movement of the push rod 39 causes the second housing 25 to move relative to the first housing 20.

[0045] To prevent the door 3 from opening and closing abruptly relative to the vehicle body 2, a magnetic reluctance mechanism 50 for applying load to the main shaft 34 is provided in the receiving portion 21 of the support member 15A, in addition to the gear mechanism 44. (See reference...) Figure 8Within the receiving portion 21 of the support member 15B (described later), in addition to the gear mechanism 44, an electric motor 70 for rotating the main shaft 34 is arranged. The axial reluctance mechanism 50 of the receiving portion 21 has a different dimension than the electric motor 70. In order to arrange them within the receiving portion 21 with the same structure, a configuration portion 21c formed by the space for arranging the electric motor 70 is provided within the receiving portion 21.

[0046] like Figure 2 As shown, the configuration portion 21c is a cylindrical space between the gear mechanism 44 and the shaft end member 23A within the receiving portion 21. As previously mentioned, the axial dimension of the configuration portion 21c of the receiving portion 21 is larger than the dimension of the reluctance mechanism 50. Therefore, in the support member 15A of this embodiment, a spacer 60 is also provided between the gear mechanism 44 and the shaft end member 23A.

[0047] (Overview of the storage area)

[0048] like Figure 2 and Figure 3 As shown, the mounting section 21c of the support member 15A is equipped with a magnetic reluctance mechanism 50, a spacer 60, a gearbox 64A, shock absorbers 66A and 66B, and a retaining ring 68A.

[0049] Reference Figures 4 to 6 The magnetoresistive mechanism 50 is a non-contact resistance unit that includes a rotating component 52 rotatably disposed within the spacer 60 (receiving portion 21) and a fixed component 57 non-rotatably fixed within the spacer 60.

[0050] like Figure 5 As most clearly shown, the rotating component 52 includes a cylindrical core 53, a shaft component 54 arranged along the axis of the core 53, and a plurality of magnets (permanent magnets) 55A, 55B (eight in this embodiment) fixed to the outer periphery of the core 53.

[0051] The core material 53 is made of resin and includes a through hole 53a extending along its axis. Circular recesses 53b are provided at both ends of the core material 53 along its axial direction.

[0052] The shaft component 54 is a rod-shaped component made of a non-magnetic metal (e.g., stainless steel) with a diameter that can be pressed against the inner surface of the through hole 53a. A flange portion 54a, protruding radially outward and disposed in the recess 53b, is provided in the middle portion of the shaft component 54. The overall length of the shaft component 54 is longer than the axial dimension of the core material 53, and a portion of the shaft component 54 passing through the through hole 53a protrudes from both ends of the core material 53. One of the pair of protruding portions constitutes a first shaft portion 54b mechanically connected to the second connecting portion 45B. The other of the pair of protruding portions constitutes a second shaft portion 54c rotatably supported on the spacer 60.

[0053] Magnet 55A generates the S pole magnetic force, and magnet 55B generates the N pole magnetic force. They are formed in a fan shape and are arranged alternately circumferentially on the outer surface of the core material 53, forming a cylindrical shape as a whole. In the axial direction of the shaft component 54, the dimensions of magnets 55A and 55B are the same as the dimensions of the core material 53.

[0054] The fixing member 57 is a cylindrical member capable of surrounding the magnets 55A and 55B (rotating member 52) with the axis of the shaft member 54 as its center. That is, the inner diameter of the fixing member 57 is larger than the outer diameter of the rotating member 52, forming a gap with a defined interval (e.g., 0.5 mm). The axial dimension of the fixing member 57 is larger than the dimensions of the magnets 55A and 55B. More specifically, the axial dimension of the fixing member 57 is set such that one end of the fixing member 57 touches the partition wall 60g of the spacer 60, and the other end of the fixing member 57 touches the end face of the gear mechanism 44. Thus, the fixing member 57 is clamped between the partition wall 60g and the gear mechanism 44. Figure 6 As most clearly shown, in order to limit the rotation of the fixing member 57 centered on the shaft member 54, a cutout 57a is provided at one end of the fixing member 57, and the protrusion 60i of the spacer 60 is engaged with the cutout 57a.

[0055] The fixing component 57 is formed by a magnetic material (such as an AlNiCo magnet) that is easily magnetized and demagnetized by the magnetic force of magnets 55A and 55B. Figure 7 As shown, in the fixing member 57, the portion 58A opposite to the magnet 55A (S pole) is magnetized as the N pole, and the portion 58B opposite to the magnet 55B (N pole) is magnetized as the S pole. That is, in the fixing member 57, the portion 58A that is magnetized as the N pole and the portion 58B that is magnetized as the S pole are alternately formed in the circumferential direction.

[0056] In the direction of rotation of the rotating component 52, a portion 58B magnetized as the S pole is formed on the front side of the magnet 55A (S pole), and a portion 58A magnetized as the N pole is formed on the front side of the magnet 55B (N pole). The magnets 55A and 55B, and the magnetized portions 58B and 58A, being of the same polarity, repel each other, thus creating resistance to the rotation of the rotating component 52. Therefore, a load can be applied to the main shaft 34 via the gear mechanism 44.

[0057] The magnetic resistance of the reluctance mechanism 50 is less than the force of the coil spring 32 that rotates the main shaft 34 via the rotating mechanism 37 when the door 3 is opened, and the pressing force of the door 3 that rotates the main shaft 34 via the rotating mechanism 37 when the door 3 is closed. Therefore, when the door 3 is opened and closed, the main shaft 34 rotates against the resistance of the reluctance mechanism 50, and the rotating component 52 rotates driven by the gear mechanism 44. The magnetic resistance of the reluctance mechanism 50 is adjusted (set) by changing the magnetizing force of magnets 55A and 55B and the axial dimensions (total length) of magnets 55A and 55B.

[0058] The rotation angle of magnets 55A and 55B is changed by rotating the rotating component 52. When magnet 55B (N pole) is located inside the portion 58A that has been magnetized into an N pole, the magnetized portion 58A is demagnetized, becoming the portion 58B that has been remagnetized into an S pole. Conversely, when magnet 55A (S pole) is located inside the portion 58B that has been magnetized into an S pole, the magnetized portion 58B is demagnetized, becoming the portion 58A that has been remagnetized into an N pole. In other words, the inner surface of the fixing component 57 is repeatedly magnetized and demagnetized according to the magnets 55A and 55B located inside. Therefore, a defined load can be stably and continuously applied to the spindle 34.

[0059] like Figure 2 and Figure 6 As shown, the spacer 60 is a cylindrical component including a first end 60a supporting the gear mechanism 44 and a second end 60b supporting the shaft end member 23A via a shock absorber 66B and a retaining ring 68A. The inner diameter of the spacer 60 is approximately the same as the outer diameter of the fixing member 57, and the outer diameter of the spacer 60 is smaller than the inner diameter of the receiving portion 21. At the first end 60a of the spacer 60, a plurality of positioning protrusions 60c are provided at intervals in the circumferential direction, which fit into the positioning recesses 48a formed on the outer peripheral surface of the housing 48A. On the outer surface of the spacer 60 located on the first end 60a side, a locking claw 60d for locking onto the gearbox 64A is provided. On the outer surface of the spacer 60 located on the second end 60b side, an annular segment 60e is provided to restrict the movement of the shock absorber 66B toward the first end 60a side.

[0060] A mounting portion 60f for mounting the magnetoresistive mechanism 50 is provided on the first end 60a side of the spacer 60. A partition wall 60g is provided inside the spacer 60, forming the mounting portion 60f between the partition wall 60g and the first end 60a. A bearing portion 60h is provided at the center of the partition wall 60g, rotatably supporting the second shaft portion 54c of the shaft member 54. The bearing portion 60h is formed by a recess that extends towards the second end 60b, restricting axial and radial movement of the shaft member 54. Additionally, a protrusion 60i is provided in the mounting portion 60f, protruding from the outer periphery of the partition wall 60g towards the first end 60a and engaging with the cutout portion 57a ​​of the fixing member 57.

[0061] like Figure 2 and Figure 3 As shown, gearbox 64A is a cylindrical container that houses gear mechanism 44 with one open end. The axial dimension of gearbox 64A is the size that covers the outer periphery from the first connecting portion 45A of gear mechanism 44 to the first end 60a of spacer 60. At the blocked end of gearbox 64A located on the cover 22 side, a through hole 64a is provided for the main shaft 34 to pass through. At the open end of gearbox 64A located on the spacer 60 side, a plurality of axially extending slits 64b are provided at intervals in the circumferential direction. A plurality of tongues 64c are formed that can elastically deform through these slits 64b. On a particular tongue 64c, a locking hole 64d is provided for locking by a locking pawl 60d.

[0062] Shock absorbers 66A and 66B are made of rubber and buffer against impacts and vibrations to the components housed within the housing 21. Shock absorber 66A is located at one end of the gearbox 64A on the cover 22 side, and shock absorber 66B is located at one end of the spacer 60 on the connecting end 20a side. The maximum outer diameter of shock absorbers 66A and 66B is formed to be the same as the inner diameter of the housing 21, keeping the integrated gear mechanism 44, reluctance mechanism 50, and spacer 60 in a non-contact state relative to the housing 21.

[0063] A retaining ring 68A is disposed between the spacer 60 (shock absorber 66B) and the shaft end member 23A within the receiving portion 21 to prevent water from entering between the receiving portion 21 and the shaft end member 23A. The retaining ring 68A includes an annular sealing piece 68a that is pressed against the inner surface of the receiving portion 21.

[0064] In the support member 15A configured in this way, when the main shaft 34 rotates due to the opening and closing of the door 3, the rotating member 52 of the magnetic reluctance mechanism 50 rotates via the gear mechanism 44. Thus, by applying a load to the main shaft 34 via the gear mechanism 44 through the magnetic reluctance generated between the rotating member 52 (magnets 55A, 55B) and the fixed member (magnetic body) 57 as described above, the rotational speed of the main shaft 34 can be reduced. Therefore, abrupt movement of the second housing 25 relative to the first housing 20 can be prevented, thereby preventing abrupt opening and closing of the door 3 relative to the vehicle body 2.

[0065] Furthermore, compared to the case where the first shaft portion 54b is connected to the first connecting portion 45A, connecting the first shaft portion 54b of the reluctance mechanism 50 to the second connecting portion 45B of the gear mechanism 44 allows for a greater load to be applied to the main shaft 34. Specifically, the gear mechanism 44 is configured such that the rotational speed of the first connecting portion 45A is slower than the rotational speed of the second connecting portion 45B. Therefore, depending on the gear ratio of the gear mechanism 44, the number of revolutions of the rotating member 52 is greater than the number of revolutions of the main shaft 34. For example, when the gear ratio of the gear mechanism 44 is 16, the rotating member 52 rotates 16 times during one rotation of the main shaft 34. In contrast, when the main shaft 34 is connected to the reluctance mechanism 50 and the reluctance mechanism 50 is connected to the first connecting portion 45A, the number of revolutions of the main shaft 34 and the rotating member 52 are the same. The magnetic reluctance generated during one rotation of the rotating member 52 is the same. Therefore, compared to the case where the reluctance mechanism 50 is connected to the first connecting part 45A, when the reluctance mechanism 50 is connected to the second connecting part 45B, a greater load can be applied to the main shaft 34 according to the gear ratio of the gear mechanism 44. Thus, abrupt opening and closing of the door 3 relative to the vehicle body 2 can be effectively prevented.

[0066] Compared to gas springs, the non-contact reluctance mechanism 50 is less susceptible to changes in temperature or environment. Furthermore, the reluctance of the reluctance mechanism 50 can be easily adjusted by changing the magnetizing force of magnets 55A and 55B, as well as the axial dimensions (total length) of magnets 55A and 55B. Therefore, a stable and defined load can be applied to the spindle 34.

[0067] The receiving portion 21 includes a configuration portion 21c formed by a space larger than the axial dimension of the magnetoresistive mechanism 50. A spacer 60 is disposed in the configuration portion 21c, thereby enabling the gear mechanism 44 to be received in the receiving portion 21 without wobbling. In addition, a mounting portion 60f of the magnetoresistive mechanism 50 is provided in the spacer 60, so that the magnetoresistive mechanism 50 can be reliably mounted even in the configuration portion 21c, which is larger than the space of the magnetoresistive mechanism 50.

[0068] (Second Implementation)

[0069] Figure 8 and Figure 9 The support member 15B used in the door support device 10 of the second embodiment is shown. In the door support device 10 of the second embodiment, in Figure 1 The left side uses the same support member (first support member) 15A as in the first embodiment. Figure 1 Use on the right side of the middle Figure 8 The support member (second support member) 15B is shown. (Refer to...) Figure 8The support member 15B includes a motor 70, which is not only driven by the opening and closing of the door 3, but also electrically operated and retractable by the drive of the motor 70. The door support device 10 of the second embodiment, which uses the driven support member 15A and the electrically operated support member 15B, constitutes a door opening and closing device that enables the door 3 to open and close automatically.

[0070] like Figure 8 As shown, the support component 15B includes a first housing 20, a second housing 25, a telescopic mechanism 30, and a gear mechanism 44. (Combined) Figure 2 For reference, these are common components also used in the driven support member 15A. That is, the basic structure of the driven support member 15A and the electrically driven support member 15B is the same. However, in the gear mechanism 44, a different box 48B is used than that of box 48A.

[0071] like Figure 8 and Figure 9 As shown, a configuration section 21c identical to that of the support member 15A is formed in the receiving portion 21 of the support member 15B. In this configuration section 21c, in addition to the motor 70, a clamp 71, a gearbox 64B, shock absorbers 66A and 66B, and a retaining ring 68B are arranged. The shock absorbers 66A and 66B are components common to the driven support member 15A.

[0072] The electric motor 70 is a drive unit capable of both forward and reverse rotation, and is electrically connected to the ECU (Electronic Control Unit) of the vehicle 1. The electric motor 70 includes an output shaft 70a protruding axially from one end of the motor housing. The output shaft 70a is mechanically connected to the second connecting portion 45B of the gear mechanism 44.

[0073] The clamp 71 is made of metal and is provided for connecting the electric motor 70 to the gear mechanism 44. The clamp 71 includes an annular base plate portion 71a, which is fixed to the end face of the output shaft 70a side of the electric motor 70 by screws 72. On the outer periphery of the base plate portion 71a, a plurality of (8) elastic plates 71b are provided at intervals in the circumferential direction, protruding axially and elastically deformable in the radial direction. On these elastic plates 71b, there are alternately arranged locking holes 71c that are engaged by locking claws 48b provided in the housing 48B of the gear mechanism 44 and positioning grooves 71d that fit into positioning protrusions 48c of the housing 48B. By positioning the electric motor 70, with the clamp 71 fastened to it by screws, on the second connection portion 45B side of the gear mechanism 44, and embedding the clamp 71 on the outside of the housing 48B, the electric motor 70 and the gear mechanism 44 can be integrated.

[0074] The axial dimension of gearbox 64B is shorter than that of gearbox 64A. Specifically, the axial dimension of gearbox 64B is the size that covers the outer perimeter from the first connecting portion 45A of gear mechanism 44 to the middle portion of housing 48B. Like gearbox 64A, gearbox 64B includes a through hole 64a, a slit 64b, a tongue 64c, and a locking hole 64d, but unlike gearbox 64A, the locking claw 48d provided in housing 48B is engaged in the locking hole 64d.

[0075] Shock absorber 66A is disposed in gearbox 64B, and shock absorber 66B is disposed at one end of motor 70 on the connection end 20a side. Shock absorbers 66A and 66B keep the integrated gear mechanism 44 and motor 70 in a non-contact state relative to the housing 21.

[0076] The retaining ring 68B differs from the retaining ring 68A in that it includes a cylindrical outlet portion 68b that watertightly leads out the wires connected to the motor 70. Furthermore, unlike the shaft end portion 23A used in the support member 15A, the shaft end portion 23B used in the support member 15B includes a hole (not shown) corresponding to the outlet portion 68b.

[0077] The motor 70 of the support component 15B, thus configured, is driven by commands from the ECU. When the drive motor 70 is turned on, it is decelerated via the gear mechanism 44, the main shaft 34 rotates forward, and the second housing 25 enters relative to the first housing 20 via the rotating mechanism 37. When the drive motor 70 is turned off, it is decelerated via the gear mechanism 44, the main shaft 34 rotates backward, and the second housing 25 retracts relative to the first housing 20 via the rotating mechanism 37. As a result, the door 3 opens and closes relative to the vehicle body 2.

[0078] When the door 3 is released from its latch by operating the latch device, or when the door 3 is manually closed in the open position, the main shaft 34 rotates due to the opening and closing of the door 3, similar to the support member 15A. The motor 70 is driven to rotate via the gear mechanism 44. Thus, the motor 70 acts as a rotational resistance, applying a load to the main shaft 34 via the gear mechanism 44, thereby reducing the rotational speed of the main shaft 34. Therefore, it is possible to prevent the second housing 25 from moving rapidly forward or backward relative to the first housing 20, thereby preventing the door 3 from opening and closing rapidly relative to the vehicle body 2.

[0079] The driven support member 15A and the electrically powered support member 15B both include a common first housing 20, a second housing 25, a gear mechanism 44, a main shaft 34, a rotating mechanism 37, and a coil spring 32. Furthermore, a reluctance mechanism 50 and an electric motor 70 can be optionally configured in the mounting section 21c of the first housing 20. In other words, by choosing whether or not to use either the reluctance mechanism 50 or the electric motor 62, it can be configured as either a driven type capable of supporting only the door 3 or an electrically powered type capable of automatically opening and closing the door 3.

[0080] The basic components of the driven support member 15A and the electric support member 15B are common, thus reducing manufacturing costs compared to using different components. Furthermore, when one support member is used as the driven support member 15A and the other as the electric support member 15B, since their basic components are common, it is easy to perform balance adjustment when opening and closing the control door 3.

[0081] More specifically, the support members 15A and 15B include a common second housing 25 with the same built-in coil spring 32, so that the support members 15A and 15B can hold the door 3 with approximately the same load, thereby preventing deformation of the door 3. Moreover, by setting the resistance generated by the magnetic reluctance mechanism 50 of the driven support member 15A to be the same as the resistance generated by the cogging torque of the motor 70 of the electric support member 15B, the support members 15A and 15B can hold the door 3 with approximately the same load, thereby effectively preventing deformation of the door 3.

[0082] Furthermore, the vehicle door support device 10 of the present invention is not limited to the configuration of the described embodiment and various modifications can be made.

[0083] For example, such as Figure 10 As shown, there can be six magnets 55A and 55B constituting the magnetoresistive mechanism 50, and their number can be varied as needed. However, the number of magnets 55A and 55B is preferably an even number of two or more. In addition, magnets 55A and 55B can also be arranged at intervals in the circumferential direction of the core material 53.

[0084] Next, as Figure 10 As shown, the fixing component 57 of the magnetoresistive mechanism 50 can have a polygonal outer surface (hexagonal in the figure), and its outer surface shape can be changed as needed. In addition, the outer surface shape of the core material 53 and the inner surface shape of the magnets 55A and 55B can also be changed as needed.

[0085] The fixing component 57 can be integrally formed of a magnetic material (magnetic body), but it is also possible that at least the outer periphery can be formed of a non-magnetic material (non-magnetic body). Alternatively, the magnetoresistive mechanism 50 can also use an electromagnet.

[0086] like Figure 11 As shown, the magnetic reluctance mechanism 50 can be configured as follows: the fixed component 57 includes magnets 55A and 55B, and the rotating component 52 includes a magnetic body.

[0087] like Figure 12 As shown, the rotating component 52 can also be configured such that the core material 53, the shaft component 54, and the magnets 55A and 55B are integrally formed by injection molding.

[0088] [Explanation of reference numerals in the attached figures]

[0089] 1…vehicle; 2…vehicle body; 3…vehicle door; 10…vehicle door support device; 15A…support member (first support member and second support member); 15B…support member (second support member); 20…first housing; 20a…connecting end (first connecting end); 20b…front end; 21…receiving part; 21a…end; 21b…end; 21c…configuration part; 22…cover; 23A, 23B…shaft end member; 25…second housing (movable member); 25a…connection 26… Second connecting end; 30… Shaft end component; 32… Telescopic mechanism; 34… Helical spring; 34… Main shaft; 34a… Base end; 35… Bearing; 37… Rotating mechanism; 38… Main shaft nut; 39… Push rod; 40… Guide tube; 44… Gear mechanism; 45A… First connecting part; 45B… Second connecting part; 46… Sun gear; 47… Planetary gear; 48A, 48B… Box; 48a… Positioning recess; 48b… Locking pawl; 48c… Positioning protrusion; 48d… Locking 50… Stop pawl; 52… Rotating component; 53… Core material; 53a… Through hole; 53b… Recess; 54… Shaft component; 54a… Flange; 54b… First shaft; 54c… Second shaft; 55A, 55B… Magnet; 57… Fixing component; 57a… Cutout; 58A, 58B… Magnetized portion; 60… Spacer; 60a… First end; 60b… Second end; 60c… Positioning protrusion; 60d… Stop pawl; 60e… Segment; 60f… Mounting part; 60g…partition wall; 60h…bearing part; 60i…protrusion; 64A, 64B…gearbox; 64a…through hole; 64b…slit; 64c…tongue; 64d…locking hole; 66A, 66B…shock absorber; 68A, 68B…guard ring; 68a…sealing plate; 68b…outlet part; 70…motor; 70a…output shaft; 71…clamp; 71a…base plate; 71b…elastic plate; 71c…locking hole; 71d…positioning groove; 72…screw.

Claims

1. A door support device for a vehicle, comprising: The cylindrical receiving part has a first end that connects to one of the vehicle body and the door; The cylindrical cap is not integral with the receiving portion, but is mounted to the receiving portion in a manner that extends coaxially to the side opposite to the first end; A cylindrical movable component has a second end connected to the other of the vehicle body and the door, and the side opposite to the second end is housed in the cover, and is capable of moving axially relative to the cover; The main shaft is coaxially disposed within the movable member and has a base end protruding into the receiving portion; The spindle nut is disposed within the movable component, screwed into the spindle, and connected to the movable component; A helical spring is disposed within the movable member and applies force in the direction that causes the movable member to enter relative to the cover. as well as A resistance mechanism, disposed within the receiving portion and connected to the base end of the spindle, applies a load to the spindle. Within the receiving portion, a configuration section is formed by a space larger than the size of the resistance mechanism in the axial direction of the receiving portion. The configuration section is provided with a mounting section for mounting the resistance mechanism. No electric motor is configured as a drive source within the housing; the main shaft is rotated solely by the force applied by the helical spring and external operating force.

2. The vehicle door support device according to claim 1, wherein, It also includes a gear mechanism having a first connecting part and a second connecting part. The first connecting part is located on the cover side and connected to the base end of the main shaft. The second connecting part is located on the first end side of the receiving part and connected to the resistance mechanism. The gear mechanism is configured in the receiving part such that the rotational speed on the first connecting part side is slower than the rotational speed on the second connecting part side.

Images