Vehicle door device

Abstract

To ensure excellent vehicle mountability and high reliability.SOLUTION: A driving device 51 includes a pair of intermediate pulleys 127, 127 that have a rotation axis parallel to a driving shaft 125x of a driving pulley 125 and are coaxially arranged at a midpoint between the driving pulley 125 and a driven pulley 126, which are in a torsional relationship with each other. In the driving device 51, an axial center position Qcc between the two intermediate pulleys 127, 127 is defined as an axial reference position Q0 for each intermediate pulleys 127, 127 and the driving pulley 125. Furthermore, a first separation distance δ1 is defined as a separation distance δ between this reference position Q0 and a center position Qwc of the pulley width Wc of each intermediate pulley 127, 127. A flange portion 125fa of the driving pulley 125 is arranged at an axial position Qa that is spaced from the reference position by at least the first separation distance δ1.SELECTED DRAWING: Figure 16

Description

[Technical Field]

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

[0002] Conventionally, there is a vehicle door device that includes first and second link arms having a first pivot connection point with respect to the vehicle body and a second pivot connection point with respect to the vehicle door. For example, the door device described in Patent Document 1 uses the first link arm as a drive link and includes a drive device that transmits drive torque from an actuator to this drive link. This enables the door provided in the door opening to be automatically opened and closed based on the operation of the link mechanism formed by the first and second link arms. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2022-92327 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in a door device having the above-described configuration, ensuring the vehicle mountability and reliability are important issues. [Means for solving the problem]

[0005] The vehicle door device according to the present invention comprises first and second link arms having a first rotation connection point relative to a vehicle body and a second rotation connection point relative to a vehicle door, the door being opened and closed based on the operation of a link mechanism formed by the first and second link arms, and a drive device which uses at least one of the first and second link arms as a drive link and transmits drive torque of an actuator to the drive link to rotate the drive link, the drive device comprising a drive pulley which is rotationally driven by the actuator, a driven pulley which is in a torsional positional relationship with the drive pulley, and a drive shaft of the drive pulley The drive pulley comprises a pair of intermediate pulleys having parallel rotation axes and arranged coaxially at an intermediate position between the drive pulley and the driven pulley, and a drive belt that is wound around the drive pulley and the driven pulley and is wound around each of the intermediate pulleys from the same direction, wherein the axial center position between the pair of intermediate pulleys is defined as an axial reference position for each of the intermediate pulleys and the drive pulley, and the distance between the reference position and the center position of the pulley width for each of the intermediate pulleys is defined as a first distance, and the flange portion of the drive pulley is arranged at an axial position that is at least the first distance away from the reference position.

[0006] According to the above configuration, the transmission path of the drive torque output by the actuator can be freely set, thereby increasing the degree of freedom in actuator placement with a simple configuration while ensuring high reliability.

[0007] Furthermore, based on the "torsional positional relationship" between the drive pulley and the driven pulley, a so-called "approach angle" is formed in the drive belt wound around the drive pulley. The existence of this "approach angle" makes it easy for the winding position of the drive belt with respect to the drive pulley to shift in the axial direction based on the drive torque of the actuator input to the drive pulley.

[0008] However, with the above configuration, the flange of the drive pulley is positioned at an axial position where the force that axially displaces the wrap position of the drive belt due to the input of the drive torque is reduced based on the distance from the reference position. As a result, the force that the drive belt presses against this flange can be reduced. This reduces the load applied to the drive belt, ensuring higher reliability. [Effects of the Invention]

[0009] According to the present invention, excellent vehicle mountability and high reliability can be ensured. [Brief explanation of the drawings]

[0010] [Figure 1] FIG. 1 is a perspective view of a door device. [Figure 2] FIG. 2 is a perspective view of the door device. [Figure 3] FIG. 3 is a plan view of the first and second link arms that constitute the link mechanism. [Figure 4] FIG. 4 is a plan view of the first and second link arms that constitute the link mechanism. [Figure 5] FIG. 5 is a plan view of the first and second link arms that constitute the link mechanism. [Figure 6] FIG. 6 is a plan view of the first and second link arms that constitute the link mechanism. [Figure 7] FIG. 7 is a schematic diagram of the door-side engaging portion and the vehicle-body-side engaging portion. [Figure 8] FIG. 8 is a perspective view of the door-side engaging portion, the vehicle-body-side engaging portion, the door, and the door opening. [Figure 9] FIG. 9 is a system configuration diagram of the door device. [Figure 10] FIG. 10 is a perspective view of a door provided with the door device. [Figure 11] FIG. 11 is a front view of the drive unit. [Figure 12] FIG. 12 is a rear view of the drive unit. [Figure 13] FIG. 13 is an exploded perspective view of the drive unit. [Figure 14] FIG. 14 is a top view of the drive unit. [Figure 15] FIG. 15 is a top view of the drive unit. [Figure 16] FIG. 16 is a bottom view of the drive unit. DETAILED DESCRIPTION OF THE INVENTION

[0011] Hereinafter, an embodiment of a vehicle door device will be described with reference to the drawings. <Link mechanism> 1 and 2, a vehicle 1 of this embodiment has a door opening 3 provided in a side surface 2s of a vehicle body 2. A first link arm 11 and a second link arm 12 that support a door 5 of the vehicle 1 at the door opening 3 are provided in the door opening 3.

[0012] More specifically, in the vehicle 1 of this embodiment, the first and second link arms 11, 12 each have a first rotation connection point X1 with respect to the vehicle body 2 and a second rotation connection point X2 with respect to the door 5. Specifically, the first link arm 11 is connected to the vehicle body 2 while being journaled on a spindle N1a extending in the vertical direction (vertical direction in each drawing), and is connected to the door 5 while being journaled on a spindle N1b extending in the vertical direction. The second link arm 12 is also connected to the vehicle body 2 while being journaled on a spindle N2a extending in the vertical direction, and is connected to the door 5 while being journaled on a spindle N2b extending in the vertical direction.

[0013] 3 to 6, in the vehicle 1 of this embodiment, the first and second link arms 11, 12 form a link mechanism 15 configured as a four-bar link. The vehicle 1 of this embodiment is configured so that the door 5 supported in the door opening 3 opens and closes based on the operation of the link mechanism 15.

[0014] 1 and 2, the vehicle 1 of this embodiment uses these first and second link arms 11, 12 to support the door 5 at the door opening 3 on the rear side of the vehicle (left side in FIG. 1, right side in FIG. 2). In the vehicle 1 of this embodiment, these first and second link arms 11, 12 each have a first pivot connection point X1 that is pivotally connected to the vehicle body 2 near a rear edge 3r of the door opening 3. In the vehicle 1 of this embodiment, these first and second link arms 11, 12 are arranged spaced apart in the vertical direction.

[0015] In the vehicle 1 of this embodiment, the first link arm 11 is provided higher than the second link arm 12. The first link arm 11 has a second rotation connection point X2 that is rotatably connected to the door 5 at approximately the center of the door 5 in the front-to-rear direction. On the other hand, the second link arm 12 has a second rotation connection point X2 that is connected to the door 5 near the front end 5f of the door 5. As a result, in the vehicle 1 of this embodiment, a door device 20 is formed in which the door 5 opens and closes based on the operation of the link mechanism 15 formed by the first and second link arms 11, 12.

[0016] <Operation of the link mechanism> 3 to 6, in the door device 20 of this embodiment, the first and second link arms 11 and 12 each rotate counterclockwise in the drawings about the first rotation connection point X1 during the opening operation of the door 5. As a result, the door 5 of the vehicle 1 supported by the first and second link arms 11 and 12 opens toward the rear of the vehicle (to the left in the drawings).

[0017] In the door device 20 of this embodiment, when the door 5 is closed, the first and second link arms 11 and 12 each rotate clockwise in the drawings around the first rotation connection point X1, thereby causing the door 5 of the vehicle 1 supported by the first and second link arms 11 and 12 to close toward the front of the vehicle (to the right in the drawings).

[0018] Furthermore, in the door apparatus 20 of this embodiment, the opening / closing movement locus R of the door 5 is defined so as to describe an arc-shaped glide locus Rg based on the movement of the link mechanism 15 formed by the first and second link arms 11 and 12. That is, as shown in Fig. 5, at an intermediate position where the first and second link arms 11 and 12 extend in the vehicle width direction (the up-down direction in Figs. 3 to 6), the movement component in the vehicle front-rear direction becomes large. As shown in Figs. 3 and 4, the opening / closing movement position of the door 5 approaches the fully closed position P0, where the first and second link arms 11 and 12 extend in the vehicle front-rear direction (the left-right direction in Figs. 3 to 6), and thus the movement component in the vehicle width direction becomes large.

[0019] In the door device 20 of this embodiment, the first link arm 11 has the second pivot connection point X2 with respect to the door 5 at a position closer to the center of gravity G than the second link arm 12. That is, in the door device 20 of this embodiment, the first link arm 11 is therefore positioned as the main link 21 that supports a larger door load. The second link arm 12 is positioned as the sub-link 22 that receives a relatively small door load.

[0020] In the door device 20 of this embodiment, the first link arm 11 has a larger outer shape than the second link arm 12. As a result, the door device 20 of this embodiment is configured to impart high support rigidity to the first link arm 11 positioned on the main link 21.

[0021] <Door-side engagement portion and vehicle-body-side engagement portion> 3 to 7, the door device 20 of this embodiment includes a door-side engaging portion 31 provided at the front end 5f of the door 5 and a vehicle-body-side engaging portion 32 provided at the front edge 3f of the door opening 3. That is, in the vehicle 1 of this embodiment, the door-side engaging portion 31 is provided at a closing-side end 33 located on the closing operation side of the door 5, which opens and closes the door opening 3 of the vehicle 1 based on the operation of the link mechanism 15 formed by the first and second link arms 11 and 12. Furthermore, the vehicle-body-side engaging portion 32 is provided at a closing-side end 34 of the door opening 3 to which the closing-side end 33 of the door 5 moves toward or away from the door 5 based on the opening and closing operation of the door 5 moving in the fore-and-aft direction of the vehicle. The door device 20 of this embodiment is configured so that the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 engage with each other when the door 5 is in the vicinity of the fully closed position P0.

[0022] More specifically, the door-side engaging portion 31 of this embodiment includes, as its guide engaging portion, a shaft-shaped engaging portion 41 extending in the vertical direction of the vehicle 1 (a direction perpendicular to the plane of the paper in FIG. 7). In the door device 20 of this embodiment, the shaft-shaped engaging portion 41 serving as the guide engaging portion is configured as a roller 41x rotatably supported around a support shaft (not shown) extending in the vertical direction. Furthermore, the vehicle-body-side engaging portion 32 includes a guide groove 42 having a pair of side walls 42a, 42b facing each other in the vehicle width direction (the vertical direction in FIG. 7) and extending in the opening and closing direction of the door 5. When the door device 20 of this embodiment is located near the fully closed position P0, the shaft-shaped engaging portion 41 constituting the guide engaging portion is disposed in the guide groove 42, and the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 engage with each other.

[0023] That is, the shaft-shaped engaging portion 41 of the door-side engaging portion 31 is disposed in the guide groove 42 of the vehicle body-side engaging portion 32 while being sandwiched between a pair of side wall portions 42a, 42b facing each other in the vehicle width direction, thereby restricting displacement of the door 5 in the vehicle width direction. This enables the door device 20 of this embodiment to stably support the door 5 even near the fully closed position P0 where the first and second link arms 11, 12 forming the link mechanism 15 tend to be aligned.

[0024] 8 and 9, the door device 20 of this embodiment has door-side engaging portions 31, 31 provided at the front end portion 5f of the door 5 at two positions spaced apart in the vertical direction. Furthermore, the door device 20 has vehicle-body-side engaging portions 32, 32 provided at the front edge portion 3f of the door opening 3 at two positions similarly spaced apart in the vertical direction. The door device 20 of this embodiment is configured to hold the door 5 in the fully closed position P0 with the door-side engaging portions 31, 31 and the vehicle-body-side engaging portions 32, 32 engaged with each other.

[0025] Specifically, the door 5 supported by this link mechanism 15 is configured as a rear door. Furthermore, in the vehicle 1 of this embodiment, a door opening 3F at the front of the vehicle and a door opening 3R at the rear of the vehicle are separated by a B-pillar 44. In the door device 20 of this embodiment, the B-pillar 44 is provided with the vehicle body side engaging portions 32, 32.

[0026] <Locking device> 9, the door apparatus 20 of this embodiment is equipped with a locking device 45 that holds the door 5 in a fully closed state. Specifically, the door apparatus 20 is equipped with a rear lock 45R provided at the rear end 5r of the door 5 and a front lock 45F provided at the front end 5f of the door 5 as the locking devices 45. Furthermore, each of these locking devices 45 is equipped with a latch mechanism 47 that engages with a striker 46 provided on the vehicle body 2 when the door 5 moves to the fully closed position P0. Each locking device 45 restrains the door 5 in the fully closed position P0 based on the engaging force of each latch mechanism 47 and each striker 46.

[0027] That is, the front latch 47F constituting the latch mechanism 47 of the front lock 45F restrains the front end 5f of the door 5 on which the front latch 47F is provided, i.e., the closing side end 33 of the door 5, to the front edge 3f of the door opening 3, which corresponds to the closing side end 34 of the door opening 3. In the vehicle 1 of this embodiment, the striker 46 that engages with the front latch 47F is also provided on the B-pillar 44. Furthermore, the rear latch 47R constituting the latch mechanism 47 of the rear lock 45R restrains the rear end 5r of the door 5 on which the rear latch 47R is provided, i.e., the opening side end 48 of the door 5, to the rear edge 3r of the door opening 3, which corresponds to the opening side end 49 of the door opening 3. Thus, the door device 20 of this embodiment is configured to stably maintain the door 5, which has been moved to the fully closed position P0, in the fully closed state.

[0028] <Variable connection length mechanism> 3 to 6, in the door apparatus 20 of this embodiment, the second link arm 12 positioned as the sub-link 22 is provided with a variable connection length mechanism 50 that can change the connection length L between the first and second rotational connection points X1, X2. Furthermore, the variable connection length mechanism 50 is biased in a direction that shortens the length between the first and second rotational connection points X1, X2, that is, the connection length L of the door 5 by the second link arm 12 to which the variable connection length mechanism 50 is provided. Thus, the door apparatus 20 of this embodiment is configured so that the door 5 opens and closes with the connection length L by the second link arm 12 shortened.

[0029] 3, 4, and 7, in the door device 20 of this embodiment, the door 5 is allowed to open and close with the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 engaged based on the operation of the variable coupling length mechanism 50 provided on the second link arm 12. Specifically, when the door 5 opens and closes with the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 engaged, the shaft-shaped engaging portion 41 is relatively displaced along the extending direction of the guide groove 42 while the coupling length L is changed based on the operation of the variable coupling length mechanism 50. As a result, the opening and closing movement locus R of the door 5 changes in the door device 20 of this embodiment.

[0030] That is, in the door device 20 of this embodiment, when the door 5 moves to the fully closed position P0, the door-side engaging portion 31 engages with the vehicle-body-side engaging portion 32, and the opening and closing operation of the door 5 is guided with the shaft-shaped engaging portion 41 disposed within the guide groove 42. As a result, the door device 20 of this embodiment is configured so that the glide locus Rg based on the operation of the link mechanism 15 changes into a linear slide locus Rs along the opening width direction of the door opening 3.

[0031] In the case of the door opening 3 provided on the side surface 2s of the vehicle body 2, as in the vehicle 1 of this embodiment, the "opening width direction" is the front-rear direction of the vehicle. In this case, the "opening direction" of the door opening 3 that connects the interior of the vehicle (not shown) with the outside of the vehicle is the vehicle width direction.

[0032] Specifically, in the door apparatus 20 of this embodiment, when the door 5 is fully closed, an operating force in the closing direction is applied to the door 5 with the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 engaged. In the door apparatus 20 of this embodiment, the operating force for opening or closing the door 5 is assumed to be a driving force of a drive device (described later) or a manual operation by a user. Furthermore, in this case, the operating force in the closing direction operates the variable connection length mechanism 50 provided on the second link arm 12, thereby extending the connection length L of the door 5 by the second link arm 12 based on the engagement state between the door-side engaging portion 31 and the vehicle-body-side engaging portion 32. Thus, the door apparatus 20 of this embodiment is configured such that the door 5 supported by the link mechanism 15 performs a closing operation toward the fully closed position P0 in a manner that describes the linear sliding path Rs as described above.

[0033] Furthermore, when the door 5 is opened from the fully closed position P0, an operating force in the opening direction is applied to the door 5 with the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 engaged. Furthermore, in this case, the variable connection length mechanism 50 operates based on the operating force in the opening direction, thereby shortening the connection length L of the door 5 by the second link arm 12 based on the engagement state between the door-side engaging portion 31 and the vehicle-body-side engaging portion 32. Thus, the door device 20 of this embodiment is configured so that the door 5 supported by the link mechanism 15 performs an opening operation from the fully closed position P0 in a manner that also describes a linear sliding path Rs.

[0034] <Drive unit> As shown in Fig. 10, the door apparatus 20 of this embodiment includes a drive unit 51 that drives to open and close the door 5 of the vehicle 1 supported by the link mechanism 15 formed by the first and second link arms 11 and 12. In the door apparatus 20 of this embodiment, the drive unit 51 applies drive torque to the first link arm 11, which is positioned on the main link 21, using the first link arm 11 as a drive link 55. The drive unit 51 of this embodiment thereby rotates the first link arm 11 about a first rotation connection point X1 with respect to the vehicle body 2, thereby opening and closing the door 5 supported by the first link arm 11.

[0035] More specifically, in the door apparatus 20 of this embodiment, the first link arm 11 includes an arm body 60 having a long, generally rod-shaped outer shape. The first link arm 11 of this embodiment also includes a base end bracket 61 and a tip end bracket 62 connected to longitudinal ends of the arm body 60. The door apparatus 20 of this embodiment also includes a vehicle body bracket 63 to which the base end bracket 61 of the first link arm 11 is rotatably connected while being fixed near the rear edge 3r of the door opening 3. The door apparatus 20 of this embodiment also includes a door bracket 64 to which the tip end bracket 62 of the first link arm 11 is rotatably connected while being fixed to the inner surface 5s of the door 5.

[0036] That is, in the door device 20 of this embodiment, the base end bracket 61 and the vehicle body bracket 63, which are connected so as to be rotatable relative to each other, form a first rotation connection point X1 of the first link arm 11. Furthermore, the tip end bracket 62 and the door bracket 64, which are also connected so as to be rotatable relative to each other, form a second rotation connection point X2 of the first link arm 11. Thus, the drive unit 51 of this embodiment is configured to input its drive torque to the base end portion 11b of the first link arm 11, which is rotatably supported with respect to the vehicle body 2.

[0037] More specifically, the drive unit 51 of this embodiment includes an actuator 65 that outputs drive torque, and a transmission mechanism 70 that transmits the drive torque to a position spaced apart from the actuator 65. The door apparatus 20 of this embodiment is thus configured so that the actuator 65 of the drive unit 51 can be disposed at a position spaced apart from the base end 11b of the first link arm 11 that receives the drive torque.

[0038] <System configuration> 3 to 6 and 9, in the door device 20 of this embodiment, the operation of the drive device 51 configured as described above is controlled by a control device 90. Specifically, the control device 90 of this embodiment supplies drive power to the actuator 65 of the drive device 51, more specifically, to the motor 65m that serves as the drive source thereof. The control device 90 of this embodiment controls the operation of the drive device 51 based on the rotation of the motor 65m through the supply of drive power to the motor 65m. In other words, the control device 90 is configured to control the opening and closing operation of the door 5 supported by the link mechanism 15 formed by the first link arm 11 and the second link arm 12 that serve as the drive link 55.

[0039] More specifically, a user's operation input to an operation input unit 91 provided on a door 5 of the vehicle 1, in the vehicle interior, or on a portable device or the like is input as an operation input signal S1 to the control device 90 of this embodiment. Specifically, in the vehicle 1 of this embodiment, a door switch 93 is provided near the rear of the window frame of the door 5 on which the door device 20 is provided as the operation input unit 91. Note that this door switch 93 is sometimes referred to as a "C-pillar switch," etc. Furthermore, a capacitance sensor 94 capable of contactlessly detecting a user's operation input is provided near the front of the window frame. The control device 90 of this embodiment detects a user's request to operate the door 5 based on the operation input signal S1 output by the operation input unit 91.

[0040] Furthermore, various control signals S2 indicating the operation state of the door 5 and the vehicle state are input to the control device 90 of this embodiment. For example, the opening / closing operation position and speed of the door 5 are input to the control device 90 of this embodiment as the control signals S2. The control device 90 of this embodiment controls the opening / closing operation of the door 5 based on the driving force of the drive device 51 based on these control signals S2 in addition to the operation input signal S1.

[0041] In the vehicle 1 of this embodiment, a touch sensor 95 is provided at the front end 5f of the door 5 to detect the occurrence of pinching when the door 5 is closing. The touch sensor 95 may be a contact-type or capacitance-type pressure-sensitive sensor, or a non-contact sensor. When the control device 90 of this embodiment detects the occurrence of pinching based on the output signal of the touch sensor 95, the control device 90 executes control to eliminate the pinching, such as by driving the door 5 in the reverse direction during the closing operation.

[0042] In the vehicle 1 of this embodiment, the operation input signals S1 output by each of the operation input units 91 and the control signals S2 output by the various sensor devices 96 are input to the control device 90 via an in-vehicle network 97 such as a CAN (Control Area Network). Alternatively, a LAN (Local Area Network) or the like can be used as the in-vehicle network 97. The in-vehicle network 97 can be configured using a wired system using a signal line or wireless communication.

[0043] In addition, in the vehicle 1 of this embodiment, the control device 90 controls the operation of a closer device 98 provided in the door 5. That is, the closer device 98 has a closing function that drives the latch mechanism 47 of each locking device 45 to transition to a fully latched state when the latch mechanism 47 is in a half-latched state. The closer device 98 also has a release function that drives the latch mechanism 47 to transition to an unlatched state. The control device 90 of this embodiment controls the engaged and disengaged states of the latch mechanisms 47 constituting each locking device 45 through the operation of the closer device 98, that is, it restrains the door 5 at the fully closed position P0 and releases the restraint.

[0044] Specifically, the closer device 98 of this embodiment is provided integrally with the rear lock 45R. Furthermore, in the door device 20 of this embodiment, the driving force of this closer device 98 is transmitted to the front lock 45F via a drive cable (not shown). This allows the control device 90 of this embodiment to control the operation of the rear lock 45R and the front lock 45F while the rear latch 47R and the front latch 47F are interlocked.

[0045] The type and location of the closer device 98 can be changed as desired. For example, the closer device 98 can be configured to be integrated with the front lock 45F. Alternatively, an independent closer device 98 can be provided for each of the locking devices 45. Furthermore, the closer device 98 can be located away from each of the locking devices 45. A release device for releasing each of the locking devices 45 can be provided separately from the closer device 98 for closing each of the locking devices 45.

[0046] That is, the control device 90 of this embodiment controls the operation of the closer device 98 together with the drive device 51 based on the input of an operation input signal S1 indicating an operation request from a user. For example, the control device 90 executes release control of each lock device 45 by operation of the closer device 98 prior to controlling the opening drive of the door 5 by operation of the drive device 51. Furthermore, after controlling the closing drive of the door 5 by operation of the drive device 51, the control device 90 subsequently executes close control of each lock device 45 by operation of the closer device 98. Thus, the door device 20 of this embodiment is configured so that the opening operation of the door 5 supported by the link mechanism 15 formed by the first and second link arms 11, 12 from a fully closed state and the closing operation of the door 5 to the fully closed state can be smoothly performed.

[0047] In addition, in the vehicle 1 of this embodiment, the door 5 is provided with an emergency release lever 99. Furthermore, this emergency release lever 99 is connected to each locking device 45 via a drive cable (not shown). Thus, in the vehicle 1 of this embodiment, in the event of an emergency such as a power loss, for example, the emergency release lever 99 can be operated to release the restraint of the door 5 by each locking device 45.

[0048] <Drive link support structure> 11 to 13, in the door device 20 of this embodiment, the base end bracket 61 constituting the base end portion 11b of the first link arm 11 includes a base portion 100 that extends in the vertical direction and is fixed to the base end 60b of the arm main body 60. The base end bracket 61 also includes a pair of connecting portions 101, 101 that extend from the upper and lower ends of the base portion 100 in the direction in which the arm main body 60 extends. The vehicle body bracket 63 that is fixed to the vehicle body 2 at the rear edge 3r of the door opening 3 also includes a pair of connecting portions 103, 103 that face each other at positions spaced apart in the vertical direction.

[0049] Furthermore, in the door device 20 of this embodiment, the connecting portions 101, 101 of the base end bracket 61 and the connecting portions 103, 103 of the vehicle body bracket 63 are rotatably connected via connecting pins 105, 105, respectively. As a result, the door device 20 of this embodiment is configured to form a rotation axis 11x of the first link arm 11 relative to the vehicle body 2, that is, a first rotation connection point X1.

[0050] <Transmission mechanism> As shown in FIGS. 11 to 15 , the drive unit 51 of this embodiment includes a torque input unit 110 as a transmission mechanism 70. The torque input unit 110 inputs a drive torque to the connecting portion 101 of the base-end bracket 61 that constitutes the base end 11b of the first link arm 11. In the door device 20 of this embodiment, the torque input unit 110 is disposed inside a generally U-shaped area formed by the base portion 100 of the base-end bracket 61 and both connecting portions 101. The actuator 65 of this embodiment is held by a holding bracket 115 that is provided independently of the vehicle body bracket 63 and is disposed at a position spaced apart from the torque input unit 110. The drive unit 51 of this embodiment also includes a plurality of rotatably supported pulleys 120. The transmission mechanism 70 of this embodiment is configured to transmit the drive torque of the actuator 65, which is provided at a spaced apart position, to the torque input unit 110 via a drive belt 122 wound around each of the pulleys 120.

[0051] More specifically, the retaining bracket 115 of this embodiment supports the actuator 65 it holds in an area known as a deck side trim at the rear edge 3r of the door opening 3, above the upper end 63a and rearward of the vehicle body bracket 63. The actuator 65 of this embodiment is configured as a geared motor, with a motor 65m serving as its drive source and a reducer housed within a case 123 having a flat, generally rectangular box-like outer shape. The actuator 65 further includes an output shaft 65x provided at one longitudinal end of the case 123 so as to penetrate the case 123 in the thickness direction. The drive unit 51 of this embodiment includes a drive pulley 125 that is rotationally driven by the actuator 65, with the output shaft 65x serving as a drive shaft 125x.

[0052] The driving device 51 of this embodiment also includes a driven pulley 126 provided in the torque input section 110. The transmission mechanism 70 of this embodiment transmits the driving torque of the actuator 65 to the torque input section 110 as the ring-shaped drive belt 122 wound around the driving pulley 125 and the driven pulley 126 is driven to rotate.

[0053] In the driving device 51 of this embodiment, a so-called "toothed belt" having a laminated structure is used as the driving belt 122. For ease of explanation, the image of the core member of the laminated structure will be illustrated as the driving belt 122 in each drawing.

[0054] <Drive belts and pulleys> More specifically, the drive device 51 of this embodiment includes a pair of intermediate pulleys 127, 127 around which the drive belt 122 is wound, at an intermediate position between the drive pulley 125 and the driven pulley 126. As a result, the transmission mechanism 70 of this embodiment is configured such that the drive belt 122 interposed between the actuator 65 and the torque input portion 110 forms a transmission path for the drive torque that extends in a substantially L-shape when viewed in the vehicle width direction (see FIGS. 11 and 12).

[0055] Specifically, in the drive unit 51 of this embodiment, the driven pulley 126 provided in the torque input portion 110 has a support shaft 126x that extends in the vertical direction of the vehicle 1, similar to the rotation shaft 11x of the first link arm 11 that constitutes the drive link 55. Furthermore, the actuator 65 of this embodiment is supported by the vehicle body 2 with its output shaft 65x extending in the vehicle width direction (a direction perpendicular to the plane of the paper in FIGS. 11 and 12). As a result, the drive pulley 125 also has a configuration in which its drive shaft 125x extends in the vehicle width direction.

[0056] Furthermore, in the drive unit 51 of this embodiment, each of the intermediate pulleys 127, 127 disposed at an intermediate position between the drive pulley 125 and the driven pulley 126 is supported on a common support shaft 127x extending in the vehicle width direction and is rotatable independently. The transmission mechanism 70 of this embodiment is configured such that the drive belt 122 is wound around each of the intermediate pulleys 127, 127 from below.

[0057] That is, even in a twisted state, the drive belt 122 can be driven to rotate while maintaining the ring shape wound around the drive pulley 125 and the driven pulley 126. The transmission mechanism 70 of this embodiment is configured to absorb the "torsional positional relationship" set between the drive shaft 125x of the drive pulley 125 and the support shaft 126x of the driven pulley 126 by utilizing the twist of the drive belt 122.

[0058] <Torque input section> 11 to 15, the torque input portion 110 of this embodiment includes a first gear 131 that rotates coaxially with the driven pulley 126, and a second gear 132 that meshes with the first gear 131. The torque input portion 110 also includes a third gear 133 that rotates coaxially with the second gear 132. The torque input portion 110 of this embodiment also includes a drive lever 135 that has a sector gear 134 that meshes with the third gear 133 and is rotatably supported.

[0059] That is, the torque input portion 110 of this embodiment has a configuration as a so-called gear train in which a plurality of gear members mesh with each other to transmit the driving torque of the actuator 65 input to the driven pulley 126 via the drive belt 122. Furthermore, in the torque input portion 110 of this embodiment, the second gear 132 is set with a larger number of teeth than the first gear 131 that rotates integrally with the driven pulley 126. As a result, the transmission mechanism 70 of this embodiment is configured so that the torque input portion 110 functions as a reduction mechanism 140.

[0060] More specifically, the drive unit 51 of this embodiment includes an upper bracket 141 and a middle bracket 142 that sandwich from above and below the first gear 131, second gear 132, and third gear 133 that constitute the torque input portion 110, as well as the sector gear 134 of the drive lever 135. In the torque input portion 110 of this embodiment, a spindle 132x of the second gear 132, which is shared with the third gear 133, and a spindle 135x of the drive lever 135 are spanned across the upper bracket 141 and the middle bracket 142.

[0061] The drive unit 51 of this embodiment also includes a lower bracket 143 that is located below the middle bracket 142 and faces the upper bracket 141. Furthermore, the driven pulley 126 of this embodiment is disposed between the middle bracket 142 and the lower bracket 143, with the spindle 126x shared with the first gear 131 inserted into a hole formed in the middle bracket 142. Thus, the torque input portion 110 of this embodiment is configured so that the spindle 126x of the driven pulley 126 is supported in a state in which it spans between the upper bracket 141 and the lower bracket 143.

[0062] Furthermore, the drive unit 51 of this embodiment includes a first support bracket 145 fixed to the lower side of the lower bracket 143, and a second support bracket 146 fixed to a rear end portion 142r of the middle bracket 142. Specifically, in the drive unit 51 of this embodiment, the rear end portion 142r of the middle bracket 142 has a bent plate shape with a generally L-shaped cross section and a vertical wall portion 147 extending in the up-down direction. Furthermore, the second support bracket 146 is fixed to the vertical wall portion 147 of the middle bracket 142. As a result, the drive unit 51 of this embodiment is configured so that the lower end portions of the first support bracket 145 and the second support bracket 146, which extend below the torque input portion 110, are each fixed to the vehicle body bracket 63.

[0063] In addition, in the drive device 51 of this embodiment, a holding bracket 115 of the actuator 65 is fixed to the second support bracket 146 above the torque input portion 110. Furthermore, in the drive device 51 of this embodiment, the output shaft 65x of the actuator 65 is inserted into a hole formed in the holding bracket 115. As a result, the drive device 51 of this embodiment is configured such that a drive pulley 125, with the output shaft 65x of the actuator 65 as its drive shaft 125x, is disposed on the opposite side of the actuator 65 across the holding bracket 115 in the vehicle width direction.

[0064] In the driving device 51 of this embodiment, a cover member 149 is fixed to the holding bracket 115. The driving device 51 of this embodiment is configured such that, with the driving pulley 125 housed within the cover member 149, the driving pulley 125 is rotationally driven based on the driving torque of the actuator 65.

[0065] Furthermore, in the drive unit 51 of this embodiment, a support piece 150 is provided at the rear end portion 142r of the middle bracket 142, facing in the vehicle width direction to the second support bracket 146 fixed to the vertical wall portion 147 of the middle bracket 142. The drive unit 51 of this embodiment is configured to rotatably support each of the intermediate pulleys 127, 127 with a support shaft 127x spanning between the support piece 150 and the second support bracket 146.

[0066] In the torque input portion 110 of this embodiment, the support shaft 135x of the drive lever 135 is provided at a position that is approximately coaxial with the rotation shaft 11x of the first link arm 11. The drive lever 135 of this embodiment has an engagement recess 155 provided at the end opposite to the sector gear 134 that constitutes the gear train, across the support shaft 135x.

[0067] Furthermore, in the door device 20 of this embodiment, a connecting pin 156 having an axial shape extending in the vertical direction and fixed to the lower connecting portion 101 is provided on the base end bracket 61 that constitutes the base end portion 11b of the first link arm 11. The torque input portion 110 of this embodiment is configured to input the driving torque of the actuator 65 transmitted via the drive belt 122 to the first link arm 11 in a state in which the engaging recess 155 of the drive lever 135 is engaged with the connecting pin 156.

[0068] 14 and 15 , in the drive device 51 of this embodiment, the drive torque of the actuator 65 is input to the torque input unit 110 via the drive belt 122 wound around the drive pulley 125 and the driven pulley 126. The torque input unit 110 reduces the rotation speed of the driven pulley 126 and transmits the reduced rotation speed to the drive lever 135 based on its function as a speed reduction mechanism 140. The torque input unit 110 then rotates the drive lever 135, thereby transmitting the drive torque to the first link arm 11 serving as the drive link 55 via the connecting pin 156 with which the engaging recess 155 of the drive lever 135 engages. As a result, the drive device 51 of this embodiment rotates the first link arm 11 about the first rotation connection point X1 with respect to the vehicle body 2, thereby opening and closing the door 5 supported by the link mechanism 15 formed by the first link arm 11.

[0069] That is, the drive unit 51 of this embodiment opens the door 5 it supports by rotating the first link arm 11 serving as the drive link 55 clockwise in Figures 14 and 15 about the first rotation connection point X1 based on the drive torque of the actuator 65. The drive unit 51 also rotates the first link arm 11 serving as the drive link 55 counterclockwise in Figures 14 and 15 about the first rotation connection point X1, thereby closing the door 5 it supports.

[0070] <Pressure pulley> As shown in FIG. 16, the driving device 51 of this embodiment includes a pair of pressure pulleys 160, 160 provided radially outside the driven pulley 126 at positions where the driving belt 122 is sandwiched between the driven pulley 126 and the pressure pulleys 160, 160.

[0071] Specifically, in the drive unit 51 of this embodiment, the pressure pulleys 160, 160 are provided at positions closer to the drive pulley 125 than the support shaft 126x of the driven pulley 126, that is, at positions on the rear side of the vehicle (left side in FIG. 16 ) when the drive unit 51 is mounted on the vehicle. Note that in the drive unit 51, the support shafts 160x, 160x of the pressure pulleys 160, 160 are also supported in a state in which they are stretched between the upper bracket 141 and the lower bracket 143, similar to the support shaft 126x of the driven pulley 126 (see FIG. 13 ). Furthermore, the support shafts 160x, 160x of the pressure pulleys 160, 160 are provided approximately parallel to the support shaft 126x of the driven pulley 126. As a result, the drive device 51 of this embodiment is configured to reduce the effect of torsion imparted to the drive belt 122 near the driven pulley 126 based on the "torsional positional relationship" between the driven pulley 126 and the drive pulley 125, thereby efficiently transmitting drive torque.

[0072] More specifically, as described above, the drive device 51 of this embodiment includes a pair of coaxially arranged intermediate pulleys 127, 127 having a common support shaft 127x serving as a rotation axis thereof at a midpoint between the driven pulley 126 and the drive pulley 125. Furthermore, in the drive device 51 of this embodiment, the axial center position Qcc between these intermediate pulleys 127, 127 is defined as the axial reference position Q0 of each intermediate pulley 127, 127 (δ = 0). The drive device 51 of this embodiment includes spacers between the intermediate pulleys 127, 127 to separate these intermediate pulleys 127, 127 in the axial direction, but these spacers are omitted from FIG. 16 for ease of explanation. In the drive device 51 of this embodiment, the pair of retainer pulleys 160, 160 are disposed at positions that are approximately symmetrical to each other across a line connecting the reference position Q0 and the support shaft 126x of the driven pulley 126.

[0073] Also, in the drive device 51 of the present embodiment, the spacing width W1 between these two holding pulleys 160, 160 is set to be narrower than the diameter D0 of the driven pulley 126 (W1 < D0). Further, in the drive device 51 of the present embodiment, the spacing width W1 between these two holding pulleys 160, 160 is set to be wider than the spacing width W2 between the central positions Qwc, Qwc of the pulley widths Wc in their respective intermediate pulleys 127, 127 (W1 > W2). Specifically, the spacing width W1 between these two holding pulleys 160, 160 is defined by the sliding contact surfaces 160s, 160s of the two holding pulleys 160, 160 facing each other in the axial direction of each intermediate pulley 127, 127. Also, the pulley width Wc in each of these intermediate pulleys 127 is defined by a pair of flange portions 127f, 127f provided at both axial ends of each intermediate pulley 127. And the drive device 51 of the present embodiment is configured to thereby ensure a good winding state of the drive belt 122, which forms a twist in the vicinity of the driven pulley 126, around the driven pulley 126 and each of the intermediate pulleys 127, 127.

[0074] In addition, as shown in FIGS. 11 to 15, in the drive device 51 of the present embodiment, a pair of holding pulleys 165, 165 are also provided at a position radially outside the drive pulley 125 and sandwiching the drive belt 122 therebetween. Each of these holding pulleys 165, 165 is also pivotally supported so as to be rotatable around support shafts 165x, 165x provided substantially parallel to the drive shaft 125x of the drive pulley 125. And the drive device 51 of the present embodiment is configured such that these holding pulleys 165, 165 are also housed together with the drive pulley 125 in the cover member 149.

[0075] (Drive Pulley) 16, in the driving device 51 of this embodiment, the driving pulley 125 that is rotationally driven by the actuator 65 has a configuration as a "toothed pulley with spur teeth." This allows the driving device 51 of this embodiment to efficiently transmit the driving torque of the actuator 65 with the internal teeth of the driving belt 122 that has a configuration as a "toothed belt" meshing with the gear teeth of the driving pulley 125.

[0076] In the driving device 51 of this embodiment, the driving pulley 125 has a pulley width Wd that is wider than the pulley width Wc of each of the intermediate pulleys 127, 127 (Wd>Wc).

[0077] More specifically, in the drive device 51 of this embodiment, as with the intermediate pulleys 127, 127, the axial center position Qcc between these intermediate pulleys 127, 127 is defined as the axial reference position Q0 (δ=0). Furthermore, the distance δ between this reference position Q0 and the center position Qwc of the pulley width Wc of each intermediate pulley 127, 127 is defined as a first distance δ1. In the drive device 51 of this embodiment, the flange portion 125fa of the drive pulley 125 is disposed at an axial position Qa that is spaced from the axial reference position Q0 by at least the first distance δ1.

[0078] Specifically, in the drive unit 51 of this embodiment, the pulley width Wd of the drive pulley 125 is also determined by a pair of flange portions 125fa, 125fb provided at both axial ends. Regarding the drive shaft 125x of the drive pulley 125, a position away from the actuator 65 located at one axial end of the drive shaft 125x is referred to as the tip end 125xa side of the drive shaft 125x, and a position closer to the actuator 65 is referred to as the base end 125xb side of the drive shaft 125x. That is, in the drive pulley 125 of this embodiment, the driving torque of the actuator 65 is input to the base end 125xb of the drive shaft 125x. Of the flange portions 125fa, 125fb of the drive pulley 125 of this embodiment, the flange portion 125fa located on the tip end 125xa side of the drive shaft 125x is located at an axial position Qa that is spaced apart from the axial reference position Q0 by at least the first separation distance δ1.

[0079] More specifically, of the flanges 127f, 127f that define the pulley width Wc of each intermediate pulley 127, the one farther from the axial reference position Q0 is referred to as the flange 127fz. In other words, this flange 127fz is disposed at an axial position Qz that is farther from the axial reference position Q0 than the center position Qwc of the pulley width Wc of each intermediate pulley 127. Furthermore, in the drive unit 51 of this embodiment, the distance δ between the flange 127fz of each intermediate pulley 127 and the axial reference position Q0 is referred to as a second distance δ2. That is, this second distance δ2 is greater than the first distance δ1 (δ2 > δ1). In the drive pulley 125 of this embodiment, the flange portion 125fa on the tip side, which is arranged on the tip 125xa side of the drive shaft 125x, is arranged at an axial position Qa, which is substantially aligned with the flange portion 127fz of the intermediate pulley 127.

[0080] That is, in the drive pulley 125 of this embodiment, the distance δa from the axial reference position Q0 of the tip-side flange portion 125fa is set to be approximately equal to the second distance δ2 (δa ≒ δ2). Also, in the drive pulley 125 of this embodiment, the distance δb from the axial reference position Q0 of the base-side flange portion 125fb disposed on the base end 125xb side of the drive shaft 125x is set to be smaller than the first distance δ1 (δb < δ1). As a result, the distance δ from the axial reference position Q0 of the tip-side flange portion 125fa is larger than that of the base-side flange portion 125fb to which the drive torque of the actuator 65 is input (δa > δb).

[0081] More specifically, the drive unit 51 of this embodiment allows the wrap position QX of the drive belt 122 around the drive pulley 125 to displace axially based on the drive torque of the actuator 65 input to the drive pulley 125. That is, when the drive unit 51 is actuated to open or close the door 5, the wrap position QX of the drive belt 122 around the drive pulley 125 displaces axially depending on the direction in which the door 5 opens or closes, i.e., the direction in which the drive pulley 125 rotates due to the input of drive torque. Specifically, in the drive unit 51 of this embodiment, when the door 5 is opened, the wrap position QX of the drive belt 122 displaces axially toward the flange portion 125fb on the base end of the drive pulley 125. When the door 5 is closed, the wrap position QX of the drive belt 122 displaces axially toward the flange portion 125fa on the tip end of the drive pulley 125. As a result, the driving device 51 of this embodiment is configured so that the flange portion 125fa on the tip side of the driving pulley 125 serves as the closing flange portion 171, and the flange portion 125fb on the base end side serves as the opening flange portion 172.

[0082] <Operation of this embodiment> That is, the drive belt 122 is wound around each intermediate pulley 127 at a center position Qwc of the pulley width Wc. As a result, the drive belt 122 is wound around the drive pulley 125 with a basic winding position QX0 set as an axial reference position Q0, which is equal to the axial center position Qcc between the two intermediate pulleys 127. As a result, the drive belt 122 wound around the drive pulley 125 has a so-called "approach angle."

[0083] Furthermore, in a typical vehicle 1, the door 5 closes in a manner that crushes a sealing member, such as a weather strip, interposed between the door 5 and the door opening 3. Therefore, when the door 5 closes, a larger driving torque of the actuator 65 is input to the drive pulley 125 than when the door 5 opens. As a result, the larger driving torque input to the drive pulley 125 increases the force that axially displaces the winding position QX of the drive belt 122 relative to the drive pulley 125. When the drive belt 122 presses against the closing flange 171 of the drive pulley 125, which is positioned in the axial displacement direction, a large load may be applied to the drive belt 122.

[0084] Taking this into consideration, in the drive unit 51 of this embodiment, the distance δ between the closing flange portion 171 and the axial reference position Q0, which is the basic winding position QX0, of the drive belt 122 wound around the drive pulley 125 is set large in advance.

[0085] That is, as the distance δ from the axial reference position Q0 increases, the force that axially displaces the wrapping position QX of the drive belt 122 based on the drive torque input to the drive pulley 125 decreases. In particular, when the distance δ from the reference position Q0 is equal to or greater than the first distance δ1, the force that axially displaces the wrapping position QX of the drive belt 122 according to the distance δ from the reference position Q0 decreases significantly. Furthermore, this tendency for the force that displaces the wrapping position QX to decrease decreases even more significantly when the distance δ from the reference position Q0 is equal to or greater than the second distance δ2. Therefore, in the drive unit 51 of this embodiment, the force that presses the drive belt 122 against the closing flange portion 171 of the drive pulley 125 based on the drive torque of the actuator 65 decreases during the closing operation of the door 5.

[0086] <Effects of this embodiment> Next, the effects of this embodiment will be described. (1) A door device 20 of a vehicle 1 includes first and second link arms 11 and 12 having a first rotation connection point X1 with respect to the vehicle body 2 and a second rotation connection point X2 with respect to the door 5. The door device 20 opens and closes the door 5 based on the operation of a link mechanism 15 formed by the first and second link arms 11 and 12. The door device 20 includes a drive device 51 that uses the first link arm 11 as a drive link 55 and transmits drive torque of an actuator 65 to the drive link 55 to rotate the drive link 55.

[0087] The driving device 51 includes a driving pulley 125 that is rotationally driven by the actuator 65, and a driven pulley 126 that has a "torsional positional relationship" with the driving pulley 125. The driving device 51 also includes a pair of intermediate pulleys 127, 127 that have a support shaft 127x as a rotation axis that is parallel to the driving shaft 125x of the driving pulley 125 and are coaxially disposed at an intermediate position between the driving pulley 125 and the driven pulley 126. The driving device 51 also includes a drive belt 122 that is wound around the driving pulley 125 and the driven pulley 126 and is wound around each of the intermediate pulleys 127, 127 in the same direction.

[0088] In the drive device 51, the axial center position Qcc between the pair of intermediate pulleys 127, 127 is defined as the axial reference position Q0 for each of the intermediate pulleys 127, 127 and the drive pulley 125. Furthermore, the distance δ between this reference position Q0 and the center position Qwc of the pulley width Wc of each of the intermediate pulleys 127, 127 is defined as a first distance δ1. The flange portion 125fa of the drive pulley 125 is located at an axial position Qa that is spaced from the reference position Q0 by at least the first distance δ1 (δa≧δ1).

[0089] The above configuration makes it possible to freely set the transmission path of the drive torque output by the actuator 65. As a result, it is possible to increase the degree of freedom in arranging the actuator 65 with a simple configuration while ensuring high reliability.

[0090] Furthermore, based on the "torsional positional relationship" between the drive pulley 125 and the driven pulley 126, a so-called "approach angle" is formed in the drive belt 122 wound around the drive pulley 125. Due to the existence of this "approach angle," the winding position QX of the drive belt 122 with respect to the drive pulley 125 is likely to be displaced in the axial direction based on the driving torque of the actuator 65 input to the drive pulley 125.

[0091] However, with the above configuration, the flange portion 125fa of the drive pulley 125 is positioned at the axial position Qa where the force that axially displaces the winding position QX of the drive belt 122 due to the input of the drive torque is reduced based on the distance δ from the reference position Q0. As a result, the force with which the drive belt 122 presses against this flange portion 125fa can be reduced. This reduces the load applied to the drive belt 122, thereby ensuring higher reliability.

[0092] (2) Each intermediate pulley 127, 127 has a flange portion 127fz disposed at an axial position Qz that is farther away from the reference position Q0 than the center position Qwc of the pulley width Wc. Furthermore, in the drive unit 51, the distance δ between the flange portion 127fz of each intermediate pulley 127, 127 and the reference position Q0 is defined as a second distance δ2. The flange portion 125fa of the drive pulley 125 is disposed at an axial position Qa that is farther away from the reference position Q0 by at least the second distance δ2 (δa≧δ2).

[0093] The above configuration can more effectively reduce the force with which the drive belt 122, whose winding position QX has been displaced in the axial direction due to the input of drive torque, presses against the flange portion 125fa of the drive pulley 125. This further reduces the load applied to the drive belt 122, thereby ensuring higher reliability.

[0094] (3) In the drive unit 51, when the door 5 is closed, the flange 125fa of the drive pulley 125 located in the direction in which the winding position QX of the drive belt 122 is displaced is defined as the closing-side flange 171. When the door 5 is opened, the flange 125fb of the drive pulley 125 located in the direction in which the winding position QX of the drive belt 122 is displaced is defined as the opening-side flange 172. The drive pulley 125 is configured such that the closing-side flange 171 is at a greater distance δ from the axial reference position Q0 than the opening-side flange 172 (δa>δb).

[0095] That is, when the door 5 is closed, the force that axially displaces the winding position QX of the drive belt 122 wound around the drive pulley 125 by the input of the drive torque becomes stronger than when the door is opened. In other words, the force with which this drive belt 122 presses against the flange portion 125fa of the drive pulley 125 tends to become stronger. Therefore, according to the above configuration, the load generated when the drive belt 122 presses against each of the flange portions 125fa and 125fb of the drive pulley 125 can be efficiently reduced. And thereby, high reliability can be ensured, and at the same time, the expansion of the pulley width Wd can be suppressed. That is, the axial length of the drive pulley 125 can be kept small, and excellent vehicle mountability can be ensured.

[0096] (4) The door device 20 includes a pair of pressing pulleys 160, 160 provided at a position closer to the drive pulley 125 than the support shaft 126x of the driven pulley 126 on the radially outer side of the driven pulley 126. Also, the separation width W1 between these two pressing pulleys 160, 160 is set to be narrower than the diameter D0 of the driven pulley 126 (W1 < D0). And the separation width W1 of these two pressing pulleys 160, 160 is set to be wider than the separation width W2 between the central positions Qwc, Qwc of the pulley widths Wc of the respective intermediate pulleys 127, 127 (W1 > W2).

[0097] According to the above configuration, the influence of the twist applied to the drive belt 122 based on the "twisted positional relationship" between the drive pulley 125 and the driven pulley 126 can be reduced, and the drive torque can be efficiently transmitted.

[0098] (5) The drive pulley 125 is configured such that the separation distance δ from the reference position Q0 in the axial direction of the flange portion 125fa on the tip side is larger than that of the flange portion 125fb on the base end side to which the drive torque of the actuator 65 is input (δa > δb).

[0099] According to the above configuration, the drive pulley 125 can be disposed at a position closer to the actuator 65. This ensures excellent mountability in a vehicle.

[0100] (6) The drive pulley 125 has a configuration as a "spur toothed pulley." According to the above configuration, the winding position QX of the drive belt 122 with respect to the drive pulley 125 is likely to be displaced in the axial direction due to the input of drive torque. Therefore, by applying the above configurations (1) to (5) to such a configuration, more significant effects can be obtained.

[0101] The above embodiment can be modified as follows: The above embodiment and the following modifications can be combined with each other within the scope of technical compatibility.

[0102] The shape and size of each pulley 120 constituting the transmission mechanism 70 may be changed as desired. For example, the shape and size of the drive pulley 125, including its pulley width Wd, may be changed as desired. The position of the drive pulley 125, which has an axial center position Qcc between the intermediate pulleys 127, 127 as the axial reference position Q0, may also be changed as desired.

[0103] For example, the spacing and location of the pair of flanges 125fa, 125fb that define the pulley width Wd of the drive pulley 125 may be changed as desired. However, with regard to the axial position Qa of the flange 125fa that is disposed on the distal end 125xa side of the drive pulley 125 and thereby constitutes the closed-side flange 171, it is preferable that the distance δa from the reference position Q0 be equal to or greater than the first distance δ1 (δa≧δ1). Furthermore, it is more preferable that the distance δa of the flange 125fa be equal to or greater than the second distance δ2 (δa≧δ2). And with regard to the flange 125fb that is disposed on the proximal end 125xb side of the drive pulley 125 and thereby constitutes the open-side flange 172, its axial position Qb may be changed as desired, regardless of the flange 125fa on the distal end 125xa side.

[0104] For example, the distances δa and δb from the axial reference position Q0 of the distal flange portion 125fa and the proximal flange portion 125fb may be equal (δa = δb). The distance δ from the axial reference position Q0 of the proximal flange portion 125fb may be greater than that of the distal flange portion 125fa (δa ≦ δb).

[0105] Furthermore, the present invention may be applied to a configuration in which the flange portion 125fa on the tip end 125xa side is the open-side flange portion 172 and the flange portion 125fb on the base end 125xb side is the closed-side flange portion 171. In this case, the relationship between the axial positions Qa and Qb in the case where the flange portion 125fa on the tip end 125xa side is the closed-side flange portion 171 described above may be reversed. However, from the viewpoint of arranging the drive pulley 125 at a position closer to the actuator 65, it is preferable that the flange portion 125fb on the base end side to which the drive torque is input is the open-side flange portion 172, as in the above embodiment.

[0106] In the above embodiment, the pair of intermediate pulleys 127, 127 provided at an intermediate position between the driven pulley 126 and the driving pulley 125 are arranged coaxially with a common support shaft 127x. However, this is not limiting, and each of the intermediate pulleys 127, 127 may have an independent support shaft. It is sufficient that the rotation axes of both intermediate pulleys 127, 127 are coaxial. The axial separation distance between both intermediate pulleys 127, 127 may also be set arbitrarily.

[0107] Alternatively, a configuration may be adopted in which multiple stages of intermediate pulleys 127, 127 are provided between the driven pulley 126 and the driving pulley 125. In this case, the axial positions Qa, Qb of the pair of flange portions 125fa, 125fb that define the pulley width Wd may be set based on an axial reference position Q0 that is set for the pair of intermediate pulleys 127, 127 that are closest to the driving pulley 125.

[0108] The number and arrangement of the pressure pulleys 160 disposed radially outward of the driven pulley 126 may be changed as desired. However, it is preferable that a pair of pressure pulleys 160, 160 provided at a position closer to the drive pulley 125 than the support shaft 126x of the driven pulley 126 have the above-mentioned positional relationship with the driven pulley 126 and each intermediate pulley 127, 127. Furthermore, a configuration without such pressure pulleys 160, 160 is also possible.

[0109] In the above embodiment, the drive belt 122 is a so-called "toothed belt" having a laminated structure. The drive pulley 125 is a "spur toothed pulley." However, the configuration of the drive belt 122 is not limited to this, and may be changed as desired. For example, the drive pulley 125 may be a "helical toothed pulley."

[0110] In the above embodiment, the first link arm 11 is configured as the driving link 55, and the first link arm 11 is driven by the driving device 51. However, this is not limiting, and the second link arm 12 may be configured as the driving link 55. Furthermore, both the first and second link arms 11, 12 may be configured as driving links 55.

[0111] In the above embodiment, the first link arm 11 configured as the main link 21 is positioned above the second link arm 12 configured as the sub-link 22. The second link arm 12 is positioned closer to the closing end 33 of the door 5 than the first link arm 11. However, the present invention is not limited to this, and the positions of the first and second link arms 11, 12 may be changed as desired.

[0112] In the above embodiment, the second link arm 12 has the variable coupling length mechanism 50, but the first link arm 11 may have the variable coupling length mechanism 50. Furthermore, both the first and second link arms 11, 12 may have the variable coupling length mechanism 50. The variable coupling length mechanism 50 may have any configuration. For example, it may be configured using an extendable link or a joint link. Furthermore, it may be applied to a configuration in which neither the first nor second link arms 11, 12 is provided with the variable coupling length mechanism 50.

[0113] In the above embodiment, the door 5 of the vehicle 1 is configured to open toward the rear of the vehicle, but the door 5 may be configured to open toward the front of the vehicle. The number and arrangement of the door-side engaging portions 31 and the vehicle-body-side engaging portions 32 may be changed as desired. The present invention may also be applied to a configuration that does not include such door-side engaging portions 31 and vehicle-body-side engaging portions 32.

[0114] Next, the technical ideas that can be understood from the above-described embodiment and modified examples will be described. (i) The distance between the flange portion of each intermediate pulley, which is positioned at an axial position farther from the reference position than the center position of the pulley width of each intermediate pulley, and the reference position is defined as a second distance, and the flange portion of the drive pulley is positioned at an axial position farther from the reference position than the second distance.

[0115] This configuration effectively reduces the force with which the drive belt presses against the flange of the drive pulley when the winding position of the drive belt is displaced in the axial direction due to the input of drive torque, thereby further reducing the load on the drive belt and ensuring higher reliability.

[0116] (b) The flange portion of the drive pulley located in the direction in which the winding position of the drive belt relative to the drive pulley changes when the door is closed is defined as the closing flange portion, and the flange portion of the drive pulley located in the direction in which the winding position changes when the door is opened is defined as the opening flange portion, and the closing flange portion is located at a greater distance from the reference position than the opening flange portion.

[0117] That is, when the door 5 is closed, the input of drive torque causes a stronger force to axially displace the winding position of the drive belt wound around the drive pulley than when the door 5 is opened. In other words, the force with which the drive belt presses against the flange of the drive pulley is likely to be stronger. Therefore, the above configuration can efficiently reduce the load caused by the drive belt pressing against the flange of the drive pulley. This not only ensures high reliability, but also prevents the pulley width from increasing. In other words, the axial length of the drive pulley can be kept short, ensuring excellent vehicle mountability.

[0118] (c) A pair of pressure pulleys are provided radially outside the driven pulley and closer to the drive pulley than the support shaft of the driven pulley, and the spacing between the pair of pressure pulleys is narrower than the diameter of the driven pulley and wider than the spacing between the center positions of the pulley widths of the pair of intermediate pulleys.

[0119] According to the above configuration, the influence of the torsion imparted to the drive belt based on the "torsional positional relationship" between the drive pulley and the driven pulley is reduced, and the drive torque can be transmitted efficiently.

[0120] (d) In the drive pulley, the flange portion on the tip side is spaced from the reference position in the axial direction by a greater distance than the flange portion on the base end side to which the drive torque is input. According to the above configuration, the drive pulley can be disposed closer to the actuator, thereby ensuring excellent mountability in a vehicle.

[0121] (e) The drive pulley is a spur toothed pulley. According to the above configuration, the position where the drive belt is wound around the drive pulley is likely to be displaced in the axial direction due to the input of drive torque. Therefore, by applying the above configurations to such a configuration, more significant effects can be obtained. [Explanation of symbols]

[0122] 1...vehicle, 2...vehicle body, 5...door, 11...first link arm, 12...second link arm, 15...link mechanism, 20...door device, 51...drive device, 55...drive link, 65...actuator, 122...drive belt, 125...drive pulley, 125x...drive shaft, 125fa...flange portion, 126...driven pulley, 127...intermediate pulley, 127x...support shaft (rotating shaft), X1...first pivot connection point, X2...second pivot connection point, Qcc...axial central position, Q0...reference position, Wc...pulley width, Qwc...central position, δ...separation distance, δ1...first separation distance, Qa...axial position.

Claims

1. first and second link arms having a first pivot connection point to the vehicle body and a second pivot connection point to the vehicle door; The door opens and closes based on the operation of a link mechanism formed by the first and second link arms, a drive device that uses at least one of the first and second link arms as a drive link and transmits drive torque of an actuator to the drive link to rotate the drive link; The drive device is a drive pulley that is rotationally driven by the actuator; a driven pulley having a torsional positional relationship with the drive pulley; a pair of intermediate pulleys having rotation axes parallel to the drive shaft of the drive pulleys and coaxially disposed at intermediate positions between the drive pulleys and the driven pulleys; a drive belt that is wound around the drive pulley and the driven pulley and that is wound around each of the intermediate pulleys in the same direction, A central position in the axial direction between the pair of intermediate pulleys is set as a reference position in the axial direction for each of the intermediate pulleys and the drive pulley, a distance between the reference position and a center position of the pulley width of each intermediate pulley is defined as a first distance; a flange portion of the drive pulley disposed at an axial position spaced apart from the reference position by at least the first separation distance;

2. a second separation distance between the flange portion of each of the intermediate pulleys disposed at an axial position farther from the reference position than a center position of the pulley width of each of the intermediate pulleys, and the reference position; The vehicle door device according to claim 1 , wherein the flange portion of the drive pulley is disposed at an axial position spaced apart from the reference position by at least the second separation distance.

3. a flange portion of the drive pulley that is located in a direction in which the winding position of the drive belt with respect to the drive pulley is displaced during the closing operation of the door is defined as a closing-side flange portion; The flange portion of the drive pulley located in the direction in which the winding position is displaced during the door opening operation is defined as an opening-side flange portion, 3. The vehicle door apparatus according to claim 1, wherein the closing flange portion is spaced from the reference position by a greater distance than the opening flange portion.

4. a pair of pressure pulleys provided radially outward of the driven pulley and closer to the drive pulley than the spindle of the driven pulley; The distance between the pair of pressure pulleys is narrower than the diameter of the driven pulley and is wider than the distance between the center positions of the pulley widths of the pair of intermediate pulleys. The vehicle door device according to claim 1 or 2.

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