Vehicle door device

Abstract

To reduce the possibility that a door does not close due to an external force while using a variable connection length mechanism.SOLUTION: Disclosed is a vehicle door device including a first link mechanism having a first pivot connection point relative to a vehicle body and a second pivot connection point relative to a vehicle door, a second link mechanism, and a variable connection length mechanism. The first link mechanism includes: a first link arm having the first pivot connection point; a second link arm having the second pivot connection point and connected to the first link arm for rotation relative thereto; a third link arm having a third pivot connection point relative to the door and connected to the first link arm for rotation relative thereto; and a drive connection section that drive-connects the second link arm and the third link arm for establishing a rotation about the second pivot connection point at the second link arm and a rotation about the third pivot connection point at the third link arm in a conjunction manner. The variable connection length mechanism is configured to change a connection length based on the rotation about the second pivot connection point at the second link arm.SELECTED DRAWING: Figure 8

Description

[Technical Field]

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

[0002] A vehicle door device is known that includes a front link mechanism having a pivotal connection point relative to the vehicle body and a pivotal connection point relative to the vehicle door, a rear link mechanism having a pivotal connection point relative to the vehicle body and a pivotal connection point relative to the door, and a connection length variable mechanism that can change the connection length between the pivotal connection point relative to the vehicle body and the pivotal connection point relative to the vehicle door. [Prior art documents] [Patent documents]

[0003] [Patent Document 1] Japanese Patent Publication No. 2023-068618 Summary of the Invention [Problem to be solved by the invention]

[0004] However, in the above-described conventional technology, the trajectory of the door as it closes is determined by a guide mechanism (a mechanism using guide rollers) separate from the variable coupling length mechanism. Therefore, when an external force is applied, the variable coupling length mechanism may function in an unintended position, potentially making it impossible to control the door's closing operation. This could result in, for example, the door not closing unintentionally. Furthermore, even if the variable coupling length mechanism uses a cam groove or locking structure, the cam groove or locking structure does not function when the guide mechanism is functioning. Therefore, in the above-described conventional technology, there is a position where the variable coupling length mechanism may be stretched by an external force, preventing the door from closing.

[0005] Therefore, in one aspect, an object of the present disclosure is to reduce the possibility that a door will not close due to an external force while using a variable connection length mechanism. [Means for solving the problem]

[0006] In one aspect, the invention includes a first linkage having a first pivot connection point to a vehicle body and a second pivot connection point to a vehicle door; a second link mechanism connected between the vehicle body and the door; a variable connection length mechanism incorporated into the first link mechanism, The door opens and closes based on the operation of the first link mechanism and the second link mechanism, and when the door opens and closes, the connection length between the first pivot connection point and the second pivot connection point changes based on the operation of the connection length variable mechanism, The first link mechanism is a first link arm having the first pivot connection point; a second link arm having the second pivot connection point and rotatably connected to the first link arm; a third link arm having a third pivot connection point with respect to the door and rotatably connected to the first link arm; a drive coupling portion that drive-couples the second link arm and the third link arm so that rotation of the second link arm about the second pivotal coupling point and rotation of the third link arm about the third pivotal coupling point are interlocked, In the vehicle door device, the variable connection length mechanism changes the connection length based on rotation of the second link arm about the second pivot connection point. [Effects of the Invention]

[0007] According to one aspect, the present disclosure makes it possible to reduce the possibility that the door will not close due to an external force while using a variable connection length mechanism. [Brief explanation of the drawings]

[0008] [Figure 1] FIG. 1 is a perspective view of a vehicle door device. [Figure 2] FIG. [Figure 3] FIG. [Figure 4] FIG. [Figure 5] FIG. [Figure 6] 3 is a schematic diagram of a door-side engaging portion and a vehicle-body-side engaging portion; FIG. [Figure 7] 3A to 3C are bottom plan views showing three states of the variable coupling length mechanism according to the first embodiment. [Figure 8] FIG. 8 is an enlarged view of a part of FIG. 7. [Figure 9] FIG. 10 is a diagram showing a main part of a vehicle door device according to a second embodiment, and is a plan view showing a connecting length variable mechanism as seen from below. [Figure 10] FIG. 10 is a diagram showing a main part of a vehicle door device according to a third embodiment, and is a plan view showing a connecting length variable mechanism as seen from below. [Figure 11] FIG. 10 is a diagram showing a main part of a vehicle door device according to a fourth embodiment, and is a plan view showing a connecting length variable mechanism as seen from below. [Figure 12] FIG. 10 is a diagram showing a main part of a vehicle door device according to a fifth embodiment, and is a plan view showing a connecting length variable mechanism as seen from below. [Figure 13] FIG. 13 is a diagram showing a main part of a vehicle door device according to a sixth embodiment, and is a plan view showing a connecting length variable mechanism as seen from below. DETAILED DESCRIPTION OF THE INVENTION

[0009] Each embodiment will be described in detail below with reference to the accompanying drawings. Note that the dimensional ratios in the drawings are merely examples and are not limiting. Furthermore, shapes and the like in the drawings may be partially exaggerated for the sake of explanation. Furthermore, in the drawings, for ease of viewing, reference symbols may be assigned only to some of the parts that exist with the same attribute.

[0010] Fig. 1 is a perspective view of a vehicle door device 20. Fig. 2 is a plan view of a link mechanism 15. Figs. 3 to 5 are plan views of the link mechanism 15 in various door states. Fig. 6 is a schematic diagram of a door-side engaging portion 31 and a vehicle-body-side engaging portion 32.

[0011] 1 and other figures show three axes, X, Y, and Z, in a right-handed coordinate system. Hereinafter, the three directions X, Y, and Z are used as appropriate to represent specific directions. In this embodiment, the X direction corresponds to the longitudinal direction of the vehicle, the Y direction corresponds to the transverse direction of the vehicle, and the Z direction corresponds to the direction of gravity (vertical direction).

[0012] As shown in Fig. 1, a vehicle 1 of this embodiment has a door opening 3 on the side of a vehicle body 2. A rear link mechanism 11 and a front link mechanism 12 are provided in the door opening 3 to support a door 5 of the vehicle 1.

[0013] More specifically, in the vehicle 1 of this embodiment, the rear link mechanism 11 and the front link mechanism 12 each have a rotational connection point Ax1 with respect to the vehicle body 2 and a rotational connection point Ax2 with respect to the door 5 (see FIG. 2 ). Specifically, the rear link mechanism 11 is in the form of a link arm, and is connected to the vehicle body 2 while being journaled on a support shaft N1a extending in the Z direction, and is connected to the door 5 while being journaled on a support shaft (not shown) extending in the Z direction. The front link mechanism 12 is also connected to the vehicle body 2 while being journaled on a support shaft N2a extending in the Z direction, and is connected to the door 5 while being journaled on a support shaft (not shown) extending in the Z direction.

[0014] 3 to 5, in the vehicle door device 20 of this embodiment, when the door 5 is opened, the rear link mechanism 11 and the front link mechanism 12 each rotate counterclockwise in the figures about the rotation connection point Ax1. As a result, the door 5 of the vehicle 1 supported by the rear link mechanism 11 and the front link mechanism 12 opens toward the rear of the vehicle (the positive side in the X direction in the figures). Note that in this embodiment, the door 5 may be locked by hitting a stroke stopper when fully open.

[0015] In addition, in the vehicle door device 20 of this embodiment, when the door 5 is closed, the rear link mechanism 11 and the front link mechanism 12 each rotate clockwise in the drawings around the rotation connection point Ax1, thereby causing the door 5 of the vehicle 1 supported by the rear link mechanism 11 and the front link mechanism 12 to close toward the front of the vehicle (the negative side in the X direction in the drawings).

[0016] Furthermore, in the vehicle door device 20 of this embodiment, the opening / closing operation locus R of the door 5 is defined so as to describe an arc-shaped glide locus Rg based on the operation of the link mechanism 15 formed by the rear link mechanism 11 and the front link mechanism 12. That is, as shown in Fig. 4, at an intermediate position where the rear link mechanism 11 and the front link mechanism 12 extend in the vehicle width direction (Y direction in Figs. 2 to 5), the movement component in the vehicle front-rear direction becomes large. Then, as shown in Figs. 2 and 3, the opening / closing operation position of the door 5 is closer to the fully closed position P0 (see Fig. 2), the rear link mechanism 11 and the front link mechanism 12 extend in the vehicle front-rear direction (X direction in Figs. 2 to 5), and therefore the movement component in the vehicle width direction becomes large.

[0017] In addition, the vehicle door device 20 of this embodiment may be configured so that the opening and closing movement trajectory R of the door 5 changes from an arc-shaped glide trajectory Rg to a linear slide trajectory Rs based on the operation of the connection length variable mechanism 35, while changing the connection length L based on the operation of the connection length variable mechanism 35.

[0018] Furthermore, in the vehicle door device 20 of this embodiment, the rear link mechanism 11 has a rotation connection point Ax2 with respect to the door 5 at a position closer to the center of gravity G than the front link mechanism 12. That is, in the vehicle door device 20 of this embodiment, this rear link mechanism 11 is therefore positioned as the main link 21 that supports a larger door load.

[0019] In the vehicle door apparatus 20 of this embodiment, the rear link mechanism 11 has a larger outer shape than the front link mechanism 12. This allows the vehicle door apparatus 20 of this embodiment to impart high support rigidity to the rear link mechanism 11 positioned on the main link 21. However, in a modified example, this may be reversed.

[0020] The vehicle door apparatus 20 of this embodiment also includes an actuator 25 that uses a motor 25m as a drive source to rotate the rear link mechanism 11. In the vehicle door apparatus 20 of this embodiment, the actuator 25 is provided at a base end portion of the rear link mechanism 11. That is, the actuator 25 of this embodiment rotates the rear link mechanism 11, thereby driving the link mechanism 15 formed by the rear link mechanism 11 and the front link mechanism 12. Thus, the vehicle door apparatus 20 of this embodiment has a configuration as a power door apparatus 30 that can open and close the door 5 based on the drive force of the actuator 25.

[0021] 2 to 5, in the vehicle door device 20 of this embodiment, a connection length variable mechanism 35 is incorporated in the front link mechanism 12, which is capable of changing the connection length L between the rotation connection points Ax1 and Ax2. As a result, the vehicle door device 20 of this embodiment is configured so that the door 5 opens and closes with the connection length L provided by the front link mechanism 12 shortened.

[0022] In the vehicle door device 20 of this embodiment, the door-side engaging portion 31 is fixed to the door 5. The door-side engaging portion 31 has a shaft-shaped engaging portion 41 extending in the up-down direction of the vehicle 1 (the Z direction in FIG. 6 ). The vehicle-body-side engaging portion 32 is fixed to the vehicle body 2. The vehicle-body-side engaging portion 32 is provided at a closing-side end 34 of the door opening 3 to which a closing-side end 33 of the door 5 moves toward or away from the door 5, i.e., 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 vehicle-body-side engaging portion 32 has a recess 42 when viewed in the up-down direction, and the shaft-shaped engaging portion 41 fits into the recess 42 when the door 5 is in the fully closed position P0. As described above, in the vehicle door device 20 of this embodiment, the door-side engaging portion 31 and the vehicle-body-side engaging portion 32 essentially function only when the door 5 is in the fully closed position P0. Therefore, in this embodiment, the locus of the entire section when the door 5 is opened or closed is determined by the variable connection length mechanism 35 except for the fully closed position P0.

[0023] By using such door-side engaging portion 31 and vehicle-body-side engaging portion 32, the posture of the door 5 is stabilized when the door 5 is in the fully closed position P0, and it becomes easy to adjust the fit of the door 5 when the door 5 is in the fully closed position P0. However, in a modified example, the door-side engaging portion 31 and vehicle-body-side engaging portion 32 may be omitted.

[0024] Next, the variable coupling length mechanism 35 and related configurations will be described in detail with reference to FIG. 7 and subsequent figures.

[0025] Fig. 7 is a plan view showing three states of the variable coupling length mechanism 35 as viewed from below. The three states of the variable coupling length mechanism 35 are state ST1 when the door 5 is in the fully closed position P0 (see also Fig. 2), state ST2 when the door 5 is in a predetermined position slightly open from the fully closed position P0, and state ST3 when the door 5 is in the fully open position P1 (see also Fig. 5). Fig. 8 is an enlarged view of a portion of Fig. 7 (state ST1 and state ST2).

[0026] In this embodiment, the variable coupling length mechanism 35 is configured so that the coupling length L does not unintentionally extend due to an external force. In other words, the coupling length L of the variable coupling length mechanism 35, which corresponds to each opening degree of the door 5, does not substantially change due to an external force. This reduces the possibility that the door 5 will not close due to an external force. The characteristic configuration of the variable coupling length mechanism 35 will be described in detail below.

[0027] The front link mechanism 12 includes a first link arm 121, a second link arm 122, and a third link arm 123 as three link arms that function within the XY plane.

[0028] The first link arm 121 has a rotation connection point Ax1. The rotation connection point Ax1 is defined in a manner that it is fixed to the vehicle body 2.

[0029] The second link arm 122 has a pivotal connection point Ax2. The pivotal connection point Ax2 is defined in a manner fixed to the door 5. In this embodiment, the second link arm 122 is connected to a door base 55 that is fixed to the door 5 at the pivotal connection point Ax2. In this case, the second link arm 122 is rotatable around the Z axis that passes through the pivotal connection point Ax2 with respect to the door base 55. The pivotal connection point Ax2 is defined in a manner fixed to the door base 55.

[0030] The second link arm 122 is rotatably connected to the first link arm 121. In this embodiment, the second link arm 122 is connected to the first link arm 121 at a pivot connection point Ax4. In this case, the second link arm 122 is rotatable about the Z axis passing through the pivot connection point Ax4 relative to the first link arm 121. The pivot connection point Ax4 is defined in a manner that is fixed relative to the first link arm 121.

[0031] The third link arm 123 has a pivot connection point Ax3 with respect to the door 5. In this embodiment, the third link arm 123 is connected to the door base 55 at the pivot connection point Ax3. In this case, the third link arm 123 is rotatable around the Z axis passing through the pivot connection point Ax3 with respect to the door base 55. The pivot connection point Ax3 is defined in a manner that is fixed with respect to the door base 55.

[0032] The third link arm 123 is rotatably connected to the first link arm 121. In this embodiment, the third link arm 123 is connected to the first link arm 121 at a pivotal connection point Ax5. In this case, the third link arm 123 is rotatable relative to the first link arm 121 around the Z axis passing through the pivotal connection point Ax5. The pivotal connection point Ax5 is defined in a manner such that it is linearly movable relative to the first link arm 121. Specifically, the pivotal connection point Ax5 is slidable along the longitudinal direction of the first link arm 121 by a groove 1210 (see FIG. 8 ) of the first link arm 121. The pivotal connection point Ax5 may be formed by a roller that can slide while rotating within the groove 1210.

[0033] The front link mechanism 12 further includes a drive connection portion 125 .

[0034] The driving connection portion 125 drivingly connects the second link arm 122 and the third link arm 123 so that the rotation of the second link arm 122 about the rotation connection point Ax2 and the rotation of the third link arm 123 about the rotation connection point Ax3 are interlocked. Hereinafter, this interlocking of the rotation of the second link arm 122 about the rotation connection point Ax2 and the rotation of the third link arm 123 about the rotation connection point Ax3 will also be simply referred to as the "interlocking of the second link arm 122 and the third link arm 123."

[0035] In this case, the variable coupling length mechanism 35 changes the coupling length L based on the rotation of the second link arm 122 about the rotational coupling point Ax2 linked to the rotation of the third link arm 123 about the rotational coupling point Ax3.

[0036] Specifically, as shown in FIG. 8, when the door 5 rotates toward the fully open position P1, the first link arm 121 rotates accordingly. Accordingly, the third link arm 123 rotates about the pivotal connection point Ax3 (see arrow R82 in FIG. 8). At this time, the third link arm 123 also rotates about the pivotal connection point Ax5 while the pivotal connection point Ax5 moves along the longitudinal direction of the first link arm 121. Then, in conjunction with the rotation of the third link arm 123, the second link arm 122 rotates about the pivotal connection point Ax2 (see arrow R83 in FIG. 8). This changes the connection length L. In the section shown in FIG. 8 (the section from the fully closed position P0 to a relatively small opening position), the connection length L decreases as the opening angle of the door 5 increases.

[0037] In this embodiment, the drive connecting portion 125 causes the second link arm 122 and the third link arm 123 to interlock only in a partial section (hereinafter referred to as the "interlock section") of the opening / closing operation locus R of the door 5. That is, the drive connecting portion 125 realizes the interlocking of the second link arm 122 and the third link arm 123 in the interlock section based on the combination of two intermittent gears, a first gear 1251 and a second gear 1252.

[0038] Specifically, the first gear 1251 is pivotally supported by the second link arm 122 at a rotational connection point Ax2 and is rotatable about the rotational connection point Ax2. The second gear 1252 is pivotally supported by a rotational connection point Ax3 and is rotatable about the rotational connection point Ax3. The first gear 1251 and the second gear 1252 transmit rotational force by meshing with each other only in the interlocking section. With this type of drive connection unit 125, the interlocking section can be limited to a desired section by using intermittent gears.

[0039] In this embodiment, the interlocking section is a portion of the entire section from the fully closed position P0 to the fully open position P1, and starts from the fully closed position P0. In this case, the coupling length L can be reduced from the fully closed position P0 as the opening degree of the door 5 increases. This allows the door 5 to open or close smoothly without interfering with the vehicle body 2 when opening or closing from the fully closed position P0.

[0040] In this embodiment, in a section other than the interlocking section (hereinafter also referred to as the "non-interlocking section") of the entire section from the fully closed position P0 to the fully open position P1, the first gear 1251 and the second gear 1252 do not mesh with each other, and their radially smooth peripheral surfaces are in contact with each other. Therefore, in the non-interlocking section, the first link arm 121 rotates without interlocking between the second link arm 122 and the third link arm 123. At this time, the third link arm 123 rotates about the pivotal connection point Ax3 (see arrow R82 in FIG. 8), and the pivotal connection point Ax5 also rotates about the pivotal connection point Ax5 while moving along the longitudinal direction of the first link arm 121. The pivotal connection point Ax5 may move along the longitudinal direction of the first link arm 121 in a manner such that it becomes closer to the side away from the pivotal connection point Ax1 as it moves toward the fully open position P1. As a result, the orientation of the door base 55 relative to the first link arm 121 (ie, the inclination of the door 5 relative to the X direction in a top view) changes as the opening degree of the door 5 changes.

[0041] In this way, according to this embodiment, the posture of the door 5 can be determined at each opening degree of the door 5 while changing the connecting length L based on the connecting length variable mechanism 35. As a result, even if an external force is applied to the door 5 at a certain opening degree, the posture of the door 5 does not change substantially at that opening degree. In other words, according to this embodiment, the possibility that the door 5 will not be able to close due to an external force can be reduced while using the connecting length variable mechanism 35.

[0042] Furthermore, according to this embodiment, the first gear 1251 and the second gear 1252, the second link arm 122, and the third link arm 123 that form the drive coupling portion 125 can be arranged together on the door base 55 side. This allows for good mountability and does not cause inconveniences such as poor appearance or deterioration in ease of getting in and out of the vehicle. Furthermore, the first gear 1251 and the second gear 1252, the second link arm 122, and the third link arm 123 that form the drive coupling portion 125 can be formed as an assembly together with the first link arm 121, which makes it easier to control and improve quality compared to when they are arranged separately as separate entities.

[0043] In this embodiment, a stopper 70 is provided to stop rotation of the second link arm 122 about the pivotal connection point Ax2. The stopper 70 may be provided to function at the end of the interlocking section (the end on the fully open position P1 side) or at a position beyond that. In this case, the rotation of the second link arm 122 about the pivotal connection point Ax2 can be restricted by the position where the stopper 70 functions, thereby preventing unintended rotation. However, in a modified example, the stopper 70 may be omitted.

[0044] Next, another embodiment different from the embodiment described above (hereinafter referred to as "embodiment 1" for the sake of distinction) will be described with reference to Figure 9 onwards. In the following, components that may be similar to those in embodiment 1 described above may be given the same reference numerals and descriptions thereof may be omitted.

[0045] 9 is a diagram showing a main part of a vehicle door device 20A according to a second embodiment, and is a plan view showing a bottom view of a variable coupling length mechanism 35A, similar to FIG. 7 used in the description of the first embodiment. However, unlike FIG. 7, FIG. 9 shows only two enlarged states of the variable coupling length mechanism 35A. Note that state ST2A is different from state ST2 shown in FIG. 7 in that the opening degree of the door 5 is slightly larger.

[0046] The vehicle door device 20A according to the second embodiment differs from the vehicle door device 20 according to the first embodiment in that the variable coupling length mechanism 35 is replaced with a variable coupling length mechanism 35A.

[0047] The variable coupling length mechanism 35A according to the second embodiment differs from the variable coupling length mechanism 35 according to the first embodiment in that the interlocking section is relatively long. The length of the interlocking section can be changed by adjusting the section (circumferential range) where the first gear 1251 and the second gear 1252 mesh with each other.

[0048] Specifically, the boundary position on the fully open position P1 side of the interlocking section of the interlocking length variable mechanism 35A is set to a position where the interlocking length L transitions from decreasing to increasing as the door moves toward the fully open position P1. As described above, the interlocking length L decreases (i.e., shortens) in the first section starting from the fully closed position P0 as the door moves from the fully closed position P0 toward the fully open position P1 (i.e., as the opening degree of the door 5 increases from 0). Here, the opening degree of the door 5 at which the interlocking length L is shortest is also referred to as the "opening degree at the transition point." In this embodiment, when the opening degree of the door 5 further increases beyond the opening degree at the transition point (i.e., when the door moves from the first section to the second section), the interlocking length L begins to increase. In this embodiment, the boundary position on the fully open position P1 side of the interlocking section of the interlocking length variable mechanism 35A is set to a position corresponding to the opening degree at the transition point. FIG. 9 shows a state ST2A (coupling length L=L91) of the variable coupling length mechanism 35A at the boundary position, together with a state ST1 (coupling length L=L90) of the variable coupling length mechanism 35A at the fully closed position P0.

[0049] The second embodiment also achieves the same effects as the first embodiment. In particular, according to the second embodiment, when the door 5 is opened, the interlocking section ends when the connection length L is increasing, so that it is possible to reduce the inertial force acting on the door 5 when the opening / closing movement locus is switched (when the interlocking section and the non-interlocking section are switched). As a result, it is possible to reduce the vibration of the door 5 that may occur when the opening / closing movement locus is switched (when the interlocking section and the non-interlocking section are switched). As a result, it is also possible to increase the opening / closing speed (operation speed) of the door 5.

[0050] In the second embodiment, the boundary position on the fully open position P1 side of the interlocking section of the variable coupling length mechanism 35A is set to a position corresponding to the opening degree of the transition point, but may be set to a position corresponding to an opening degree greater than the opening degree of the transition point (i.e., within the second section continuous from the first section). In this case, too, it is possible to switch between the interlocking section and the non-interlocking section (switch between the slide locus Rs and the glide locus Rg in the opening / closing operation locus R shown in FIGS. 2 to 5) as the coupling length L increases, and it is possible to realize a configuration in which the change in the inertial direction of the door 5 is reduced and door shaking is less likely to occur.

[0051] Fig. 10 is a diagram showing a main part of a vehicle door device 20B according to a third embodiment, and is a plan view showing a bottom view of a variable coupling length mechanism 35B, similar to Fig. 7 used in the description of the first embodiment. However, unlike Fig. 7, Fig. 10 shows an enlarged view of only two states of the variable coupling length mechanism 35B.

[0052] The vehicle door device 20B according to the third embodiment differs from the vehicle door device 20 according to the first embodiment in that the variable coupling length mechanism 35 is replaced with a variable coupling length mechanism 35B.

[0053] The variable coupling length mechanism 35B according to the third embodiment differs from the variable coupling length mechanism 35 according to the first embodiment in that the third link arm 123 is replaced with a third link arm 123B.

[0054] The third link arm 123B is connected to the first link arm 121 in a different manner than the third link arm 123 of the first embodiment described above. Specifically, in the first embodiment described above, the third link arm 123 is formed by a single arm whose rotational connection point Ax5 slides on the first link arm 121, whereas in the third embodiment, the third link arm 123B is formed by a two-joint link. The two-joint link is connected via the rotational connection point Ax6, and one end is pivotally supported on the first link arm 121 at a fixed rotational connection point Ax5A and the other end is pivotally supported at the rotational connection point Ax3. In this case, too, the second link arm 122 and the third link arm 123B are interlocked via the drive connection part 125 in the same manner as in the first embodiment described above.

[0055] The third embodiment also provides the same effects as the first embodiment.

[0056] Fig. 11 is a diagram showing a main part of a vehicle door device 20C according to a fourth embodiment, and is a plan view showing a coupling length variable mechanism 35C as seen from below, similar to Fig. 7 used in the description of the first embodiment. However, unlike Fig. 7, Fig. 11 shows an enlarged view of only one state of the coupling length variable mechanism 35C.

[0057] The vehicle door device 20C according to the fourth embodiment differs from the vehicle door device 20 according to the above-described embodiment in that the variable coupling length mechanism 35 is replaced with a variable coupling length mechanism 35C.

[0058] The variable coupling length mechanism 35C according to the fourth embodiment differs from the variable coupling length mechanism 35 according to the first embodiment in that springs 81 and 82 are added.

[0059] Both springs 81 and 82 have the function of suppressing backlash between first gear 1251 and second gear 1252 that form drive coupling portion 125. Specifically, one end of spring 81 is supported by door base 55, and the other end urges first gear 1251 in the rotational direction. At this time, spring 81 urges first gear 1251 in a direction that suppresses backlash between first gear 1251 and second gear 1252. Similarly, one end of spring 82 is supported by door base 55, and the other end urges second gear 1252 in the rotational direction. At this time, spring 81 urges second gear 1252 in a direction that suppresses backlash between first gear 1251 and second gear 1252.

[0060] The fourth embodiment also provides the same effects as the first embodiment. In particular, the provision of the springs 81 and 82 in the fourth embodiment makes it possible to suppress backlash between the first gear 1251 and the second gear 1252 that form the drive coupling portion 125.

[0061] Although the springs 81 and 82 are provided in the fourth embodiment, only one of the springs 81 and 82 may be provided.

[0062] 12 is a diagram showing a main part of a vehicle door device 20D according to Example 5. The vehicle door device 20D according to Example 5 differs from the vehicle door device 20 according to Example 1 in that the variable coupling length mechanism 35 is replaced with a variable coupling length mechanism 35D.

[0063] The variable coupling length mechanism 35D according to the fifth embodiment differs from the variable coupling length mechanism 35 according to the first embodiment in that, in addition to the differences according to the third embodiment, the drive coupling portion 125 is replaced with a drive coupling portion 125D. Note that the differences according to the third embodiment from the first embodiment may be eliminated in the fifth embodiment. That is, a third link arm 123 may be provided instead of the third link arm 123B.

[0064] The drive coupling 125D of the fifth embodiment has the same function as the drive coupling 125 of the first embodiment described above, but differs in that it utilizes a pulley 1254D instead of gear interlocking. In this case, the pulley 1254D is in the form of a belt pulley, but in other embodiments, it may be in other forms, such as a drum pulley. The pulley 1254D is mounted between a rotating body 1251D that replaces the first gear 1251 and a rotating body 1252D that replaces the second gear 1252. Like the first gear 1251, the rotating body 1251D is journaled to the door base 55. However, unlike the first gear 1251, the rotating body 1251D may have an uneven outer circumferential surface that meshes with the pulley 1254D over its entire circumference. Rotating body 1252D is journaled to door base 55, similar to second gear 1252, but unlike second gear 1252, may have an uneven outer peripheral surface that meshes with pulley 1254D over the entire circumference. This type of drive connecting portion 125D also enables interlocking of second link arm 122 and third link arm 123.

[0065] The fifth embodiment also provides the same effects as the first embodiment.

[0066] 13 is a diagram showing a main part of a vehicle door device 20E according to Example 6. The vehicle door device 20E according to Example 6 differs from the vehicle door device 20 according to Example 1 in that the variable coupling length mechanism 35 is replaced with a variable coupling length mechanism 35E.

[0067] The variable coupling length mechanism 35E according to the sixth embodiment differs from the variable coupling length mechanism 35 according to the first embodiment in that, in addition to the differences according to the third embodiment, the drive coupling portion 125 is replaced with a drive coupling portion 125E. Note that the differences according to the third embodiment from the first embodiment may be eliminated in the sixth embodiment. That is, a third link arm 123 may be provided instead of the third link arm 123B.

[0068] The drive coupling 125E according to the sixth embodiment has the same function as the drive coupling 125 according to the first embodiment, but differs in that it utilizes a link 1254E instead of gear coupling. The link 1254E is provided between a rotating body 1251E that replaces the first gear 1251 and a rotating body 1252E that replaces the second gear 1252. One end of the link 1254E is rotatably supported by the rotating body 1251E at a rotational coupling point Ax7 at a position offset from the rotation axis of the rotating body 1251E (i.e., rotational coupling point Ax2), and the other end is rotatably supported by the rotating body 1252E at a rotational coupling point Ax8 at a position offset from the rotation axis of the rotating body 1252E (i.e., rotational coupling point Ax3). Such a drive coupling 125E can also realize the interlocking between the second link arm 122 and the third link arm 123.

[0069] The sixth embodiment also provides the same effects as the first embodiment.

[0070] Although each embodiment has been described in detail above, it is not limited to the specific embodiment, and various modifications and changes are possible within the scope of the claims. It is also possible to combine all or a plurality of components of the above-described embodiments.

[0071] The variable connection length mechanism 35 is incorporated into the front link mechanism 12, but may alternatively be incorporated into the rear link mechanism 11. [Explanation of symbols]

[0072] 20...vehicle door device, 11...rear link mechanism (second link mechanism), 12...front link mechanism (first link mechanism), 35...connection length variable mechanism, 121...first link arm, 122...second link arm, 123...third link arm, 125...drive connection portion, 1251...first gear, 1252...second gear, Ax1...rotation connection point (first rotation connection point), Ax2...rotation connection point (second rotation connection point), Ax3...rotation connection point (third rotation connection point), Ax4...rotation connection point (fourth rotation connection point)

Claims

1. a first linkage having a first pivot connection point to the vehicle body and a second pivot connection point to the vehicle door; a second link mechanism connected between the vehicle body and the door; a variable connection length mechanism incorporated into the first link mechanism, The door opens and closes based on the operation of the first link mechanism and the second link mechanism, and when the door opens and closes, the connection length between the first pivot connection point and the second pivot connection point changes based on the operation of the connection length variable mechanism, The first link mechanism is a first link arm having the first pivot connection point; a second link arm having the second pivot connection point and rotatably connected to the first link arm; a third link arm having a third pivot connection point with respect to the door and rotatably connected to the first link arm; a drive connection portion that drive-connects the second link arm and the third link arm so that rotation of the second link arm about the second pivot connection point and rotation of the third link arm about the third pivot connection point are interlocked, The variable connection length mechanism changes the connection length based on rotation of the second link arm about the second pivot connection point.

2. The vehicle door device according to claim 1 , wherein the drive connecting portion causes the interlocking only in a partial section of a locus of the door opening / closing operation.

3. the variable coupling length mechanism operates in a first section, which is a part of the entire section from the fully closed position to the fully open position, starting from the fully closed position, so that the coupling length becomes shorter as the valve approaches the fully open position, and in a second section, which starts from the end position of the first section, so that the coupling length becomes longer as the valve approaches the fully open position; The vehicle door apparatus according to claim 2, wherein the partial section includes the entire first section or the first section and the second section.

4. The drive connection portion is a first gear pivotally supported by the second link arm at the second pivot point and rotatable about the second pivot point; a second gear pivotally supported by the third link arm at the third pivot connection point and rotatable around the third pivot connection point; 4. The vehicle door apparatus according to claim 2, wherein the first gear and the second gear mesh with each other in a manner capable of transmitting a rotational force only in the partial section.

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