Patent Description:
Conventionally, there is known a vehicle that includes a vehicle body including a door opening at a rear portion and that includes a back door opening and closing the door opening. In such a vehicle, the vehicle body includes a hinge that couples, to each other, a portion on an upper side of the door opening and an upper end portion of the back door. The back door rotates around an axis of the hinge, and thereby moves between a fully closing position of fully closing the door opening and a fully opening position of fully opening the door opening.

<CIT> (Reference <NUM>) discloses a vehicle in which a hinge rotatably supporting a back door is movable in a front-rear direction along a roof of a vehicle body. In this vehicle, accompanying an opening movement of the back door, the hinge is moved to a front side while the back door is rotated. In this manner, in the vehicle, a rearward overhang at a time of opening and closing movements of the back door is reduced. Documents <CIT>, <CIT>, <CIT> and <CIT> describe other mechanisms enabling to support and move such a back door.

In a back door as described above, there has been room for improvement in terms of further reducing an overhang at a time of opening and closing movements.

A need thus exists for a door opening and closing device that reduces an overhang amount of a door at a time of opening and closing the door.

A door opening and closing device that solves the above-described problem is a door opening and closing device (<NUM>) according to claim <NUM>, applied to a vehicle that includes a vehicle body and a door. The vehicle body includes a door opening. The door opens and closes the door opening. A part in the door corresponding to an upper end portion of the door opening when the door is at a fully closing position of fully closing the door opening is defined as a proximal end portion of the door. The door opening and closing device includes a slider and a main link mechanism. The slider moves along a roof of the vehicle body in a direction intersecting with a width direction of the door, in a state of supporting the proximal end portion of the door in such a way as to be rotatable around an axis extending in the width direction. The main link mechanism includes one end rotatably coupled to the vehicle body and an opposite end rotatably coupled to the door. The main link mechanism adjusts a posture of the door, depending on a door opening degree by changing a distance between coupling points that is a distance between the coupling point to the vehicle body and the coupling point to the door. The main link mechanism decreases the distance between the coupling points as the door opening degree becomes larger.

The slider is movable in the direction intersecting with the width direction, in a state of supporting the proximal end portion of the door in such a way as to be rotatable around the axis extending in the width direction. Thus, when a contact point between the door and the vehicle body is only the slider, a posture of the door becomes unstable depending on the door opening degree. In this regard, the door opening and closing device includes the main link mechanism that couples the vehicle body and the door to each other, and thus, a posture of the door is determined depending on the door opening degree. Further, when the door is opened from the fully closing position, the distance between the coupling points of the main link mechanism gradually decreases as the door opening degree becomes larger. Accordingly, by the main link mechanism, the door less overhangs in a direction of being separated from the door opening. Thus, the door opening and closing device can suppress an overhang amount of the door.

In the door opening and closing device, a position between the fully closing position and a fully opening position of fully opening the door opening is defined as an intermediate position. When the door moves between the fully closing position and the intermediate position, the main link mechanism decreases the distance between the coupling points as the door opening degree becomes larger.

In a case that the distance between the coupling points decreases as the door opening degree becomes larger, an opened amount of the door opening in an up-down direction tends to be smaller when the door reaches the fully opening position. In this regard, when the door moves between the fully closing position and the intermediate position, the door opening and closing device decreases the distance between the coupling points of the main link mechanism as the door opening degree becomes larger, and thereby, can suppress an overhang amount of the door.

In the door opening and closing device, when the door moves between the intermediate position and the fully opening position, the main link mechanism may increase the distance between the coupling points as the door opening degree becomes larger.

When the door moves between the intermediate position and the fully opening position, the door opening and closing device increases the distance between the coupling points of the main link mechanism as the door opening degree becomes larger, and thereby, can increase an opened amount of the door opening in the up-down direction.

In the door opening and closing device, the main link mechanism includes a first link that is rotatably coupled to the vehicle body, and a second link that is rotatably coupled to the door and is rotatably coupled to the first link. The first link rotates around the coupling point to the vehicle body, thereby changing the distance between the coupling points of the main link mechanism.

The door opening and closing device causes the first link to rotate depending on the door opening degree, and thereby, can change the distance between the coupling points of the main link mechanism. In other words, the door opening and closing device can adjust an overhang amount of the door by rotation of the first link.

The door opening and closing device may include a sub-link mechanism that includes one end rotatably coupled to the vehicle body and an opposite end rotatably coupled to the door, and expands and contracts depending on the door opening degree. The sub-link mechanism may cause the first link to rotate around the coupling point to the vehicle body, depending on an amount of rotation around the coupling point to the vehicle body.

An amount of rotation of the sub-link mechanism around the coupling point to the vehicle body changes depending on the door opening degree. The sub-link mechanism causes the first link to rotate, based on rotation around the coupling point to the vehicle body. In this manner, the door opening and closing device can cause the first link to rotate, depending on the door opening degree. For example, the door opening and closing device does not need to include an actuator that causes the first link to rotate, depending on the door opening degree, and in this regard, complication of the device can be suppressed.

In the door opening and closing device, the main link mechanism may include a driven gear rotating around a rotational axis relative to the vehicle body. The sub-link mechanism may include a drive gear meshing with the driven gear and rotating around a rotational axis relative to the vehicle body.

The door opening and closing device can achieve, by the two gears, power transmission between the main link mechanism and the sub-link mechanism.

The door opening and closing device may include a sub-actuator that drives the sub-link mechanism. In the door opening and closing device, the sub-actuator may drive the sub-link mechanism to rotate around the coupling point between the sub-link mechanism and the vehicle body.

The door opening and closing device can open and close the door by driving the sub-link mechanism. The actuator can be easily installed near the sub-link mechanism, and in this regard, a space occupied by the actuator is reduced in the roof, as compared to a case where the actuator is installed in the roof.

The door opening and closing device may include a main actuator that drives the first link. In the door opening and closing device, the main actuator may drive the first link to rotate around the coupling point between the first link and the vehicle body.

The door opening and closing device can open and close the door by driving the first link. The actuator can be easily installed near the first link, and in this regard, a space occupied by the actuator can be reduced in the roof, as compared to a case where the actuator is installed in the roof.

The door opening and closing device may include a slider actuator that drives the slider in a direction intersecting with the width direction. The slider actuator may be installed in the roof.

The door opening and closing device can open and close the door by driving the slider. The slider actuator is installed in the roof, and in this regard, the door opening and closing device makes it easier to secure a space for installing the slider actuator.

In the door opening and closing device, the door opening may be open in a rear portion of the vehicle body. The door may be a back door.

The door opening and closing device can reduce a rearward overhang amount of the door when the back door is opened and closed.

The foregoing and additional features and characteristics of this disclosure will become more apparent from the following detailed description considered with the reference to the accompanying drawings, wherein:.

The following describes one embodiment of a vehicle that includes a door opening and closing device.

As illustrated in <FIG> and <FIG>, a vehicle <NUM> includes a vehicle body <NUM>, a back door <NUM>, and a door opening and closing device <NUM>. As illustrated in <FIG>, the vehicle <NUM> is what is called an SUV type vehicle. In another embodiment, as long as the vehicle <NUM> includes the back door <NUM>, the vehicle <NUM> may be a minivan type vehicle, a sedan type vehicle, or any other type of vehicle.

As illustrated in <FIG> and <FIG>, the vehicle body <NUM> includes a roof <NUM> that forms a ceiling portion of the vehicle body <NUM>, two rear pillars <NUM> that extend from the roof <NUM>, and a door opening <NUM> that is open rearward. Although illustrations of configurations on one side are omitted in <FIG> and <FIG>, the vehicle body <NUM> includes two brackets <NUM> fixed to the two respective rear pillars <NUM>.

The roof <NUM> includes two accommodation recess portions <NUM> whose depth directions are each downward, and two cover panels <NUM> that cover the two accommodation recess portions <NUM>. The accommodation recess portions <NUM> are located at a rear end portion of the roof <NUM> and at both width-direction end portions of the roof <NUM>. When viewed from an upper side, the accommodation recess portion <NUM> has a rectangular shape whose longitudinal direction is a front-rear direction and whose lateral direction is the width direction.

The rear pillars <NUM> are parts of a frame constituting the vehicle body <NUM>. The two rear pillars <NUM> extend in an up-down direction while being spaced apart from each other in the width direction. The two rear pillars <NUM> are connected to both width-direction end portions of the roof <NUM>, at positions near a rear end of the roof <NUM>. The rear pillars <NUM> may be formed integrally with quarter panels.

When the vehicle body <NUM> is viewed from a rear side, the door opening <NUM> has a shape close to a rectangle whose longitudinal direction is the width direction and whose lateral direction is the up-down direction. Specifically, in the door opening <NUM>, a width-direction length of a lower edge is longer than a width-direction length of an upper edge. In other words, the door opening <NUM> has a trapezoidal shape when the vehicle body <NUM> is viewed from a rear side. The door opening <NUM> is located between the two rear pillars <NUM> in the width direction.

The bracket <NUM> is a part coupled to the door opening and closing device <NUM>. The bracket <NUM> is described later together with the door opening and closing device <NUM>.

As illustrated in <FIG> and <FIG>, the back door <NUM> is moved between a fully closing position of fully closing the door opening <NUM> and a fully opening position of fully opening the door opening <NUM>. A door opening degree becomes minimum when the back door <NUM> is at the fully closing position, and becomes maximum when the back door <NUM> is at the fully opening position. In the following description, a part of the back door <NUM> corresponding to an upper end portion of the door opening <NUM> when the back door <NUM> is at the fully closing position is referred to as a proximal end portion of the back door <NUM>, and a part of the back door <NUM> corresponding to a lower end portion of the door opening <NUM> when the back door <NUM> is at the fully closing position is referred to as a distal end portion of the back door <NUM>. When the back door <NUM> is at the fully closing position, the proximal end portion of the back door <NUM> is an upper end portion, and the distal end portion of the back door <NUM> is a lower end portion.

The back door <NUM> includes a door body <NUM> covering the door opening <NUM>. Although illustrations of configurations on one side are omitted in <FIG> and <FIG>, the back door <NUM> includes two coupling arms <NUM> that extend from the door body <NUM>, and two stays <NUM> that are fixed to the door body <NUM>. The door body <NUM> has a shape corresponding to the door opening <NUM>. The two coupling arms <NUM> extend from the proximal end portion of the door body <NUM>, in a state of being spaced apart from each other in the width direction. The stay <NUM> is a part coupled to the door opening and closing device <NUM>. The stay <NUM> is described later together with the door opening and closing device <NUM>. In this embodiment, the width direction of the vehicle <NUM> is also a width direction of the back door <NUM>.

Although illustrations of configurations on one side are omitted in <FIG> and <FIG>, the door opening and closing device <NUM> includes two drive mechanisms <NUM> that drive the back door <NUM>, and two positioning mechanisms <NUM> that position the back door <NUM>, depending on a door opening degree. The two drive mechanisms <NUM> are accommodated in the accommodation recess portions <NUM> of the roof <NUM>, in a state of being spaced apart from each other in the width direction. The two positioning mechanisms <NUM> are each arranged between the rear pillar <NUM> and the back door <NUM>, in a state where the positioning mechanisms <NUM> are spaced apart from each other in the width direction. The two drive mechanisms <NUM> are configured in such a way as to be symmetrical to each other in the width direction, and the two positioning mechanisms <NUM> configured in such a way as to be symmetrical to each other in the width direction. For this reason, the following describes the drive mechanism <NUM> and the positioning mechanism <NUM> on a left side in the vehicle <NUM>.

As illustrated in <FIG>, the drive mechanism <NUM> includes an actuator <NUM>, a linear motion mechanism <NUM>, a slider <NUM>, and a guide rail <NUM>.

As illustrated in <FIG>, the actuator <NUM> includes an electric motor <NUM>, a reduction mechanism <NUM> that reduces a rotational speed of an output shaft of the electric motor <NUM>, and a support portion <NUM> that supports the electric motor <NUM>. The actuator <NUM> is installed in the accommodation recess portion <NUM> of the roof <NUM>. The linear motion mechanism <NUM> is what is called a feed screw mechanism. The linear motion mechanism <NUM> includes a screw shaft <NUM> that rotates based on power transmitted from the actuator <NUM>, a nut <NUM> that is screwed onto the screw shaft <NUM>, and two support portions <NUM> that rotatably support the screw shaft <NUM>. The screw shaft <NUM> extends in the front-rear direction. The two support portions <NUM> support respective both longitudinal-direction end portions of the screw shaft <NUM>. The nut <NUM> is coupled to the slider <NUM>, and thereby, a degree of rotational freedom of the nut <NUM> around an axis of the screw shaft <NUM> is restricted. Accordingly, the nut <NUM> moves in an axial direction of the screw shaft <NUM>, accompanying rotation of the screw shaft <NUM>. A direction in which the nut <NUM> moves varies depending on a rotational direction of the screw shaft <NUM>. The actuator <NUM> corresponds to one example of "a slider actuator".

The slider <NUM> includes a support plate <NUM> that rotatably supports the back door <NUM>, and two main rollers <NUM> and a sub-roller <NUM> that are rotatably supported by the support plate <NUM>. The support plate <NUM> is joined to the coupling arm <NUM> of the back door <NUM> by a pin whose axial direction is the width direction. In this regard, it can be said that the back door <NUM> is supported by the slider <NUM> in such a way as to be rotatable around an axis extending in the width direction. Each axial direction of the two main rollers <NUM> is the width direction, and an axial direction of the sub-roller <NUM> is the up-down direction. The sub-roller <NUM> is located between the two main rollers <NUM> in the front-rear direction. The support plate <NUM> is coupled to the nut <NUM> in the width direction. Accordingly, when the nut <NUM> moves in the axial direction of the screw shaft <NUM>, the slider <NUM> moves together with the nut <NUM>.

The guide rail <NUM> has a long-rod shape. The guide rail <NUM> is fixed to the accommodation recess portion <NUM> of the roof <NUM> in such a way as to be along the screw shaft <NUM>. In this regard, the guide rail <NUM> extends along roof <NUM>. Herein, the matter that the guide rail <NUM> extends along the roof <NUM> does not mean only that the guide rail <NUM> extends parallel to the roof <NUM>. The guide rail <NUM> may linearly extend in the front-rear direction, or may extend in the front-rear direction while curving along the roof <NUM>. The guide rail <NUM> includes a bottom wall <NUM>, an upper wall <NUM> that faces the bottom wall <NUM> in the up-down direction, and a side wall <NUM> that connects the bottom wall <NUM> and the upper wall <NUM> to each other in the up-down direction. The guide rail <NUM> accommodates the two main rollers <NUM> and the sub-roller <NUM> of the slider <NUM>. When the slider <NUM> moves in the axial direction of the screw shaft <NUM> together with the nut <NUM>, the two main rollers <NUM> rotate in a state of contacting with the bottom wall <NUM> or the upper wall <NUM> of the guide rail <NUM>. Meanwhile, the sub-roller <NUM> rotates in a state of contacting with the side wall <NUM> of the guide rail <NUM>.

In this manner, in the drive mechanism <NUM>, the slider <NUM> can move in the longitudinal direction of the guide rail <NUM>, in a state of rotatably supporting the proximal end portion of the back door <NUM>. In other words, the slider <NUM> can move along the roof <NUM> in a direction intersecting with the width direction. The matter that the slider <NUM> moves along the roof <NUM> does not mean only a movement parallel to the roof <NUM>, as mentioned above in the description of the guide rail <NUM>.

As illustrated in <FIG> and <FIG>, the positioning mechanism <NUM> includes a main link mechanism <NUM> that adjusts a posture of the back door <NUM>, depending on a door opening degree, and a sub-link mechanism <NUM> that transmits a door opening degree to the main link mechanism <NUM>.

As illustrated in <FIG> and <FIG>, the main link mechanism <NUM> includes a first link <NUM> that is crank-shaped, and a second link <NUM> that is rod-shaped. In the following description, in a longitudinal direction of the main link mechanism <NUM>, an end portion coupled to the vehicle body <NUM> is also referred to as a proximal end portion, and an end portion coupled to the back door <NUM> is also referred to as a distal end portion.

The first link <NUM> includes a link body <NUM> that has a plate shape, a driven shaft <NUM> that extends in a plate thickness direction from the link body <NUM>, and a driven gear <NUM> that rotates integrally with the driven shaft <NUM>. The driven shaft <NUM> extends from one end portion of the link body <NUM>. The second link <NUM> includes, at one end portion thereof, a first socket <NUM> that is a ball socket. The second link <NUM> is longer than first link <NUM>. An end portion that is included in the second link <NUM> and at which the first socket <NUM> is not provided and an end portion that is included in the first link <NUM> and at which the driven shaft <NUM> is not provided are coupled to each other in such a way as to be rotatable relative to each other.

As illustrated in <FIG> and <FIG>, the sub-link mechanism <NUM> includes a fixed link <NUM>, a movable link <NUM> that moves relative to the fixed link <NUM>, and a coil spring <NUM> that biases the movable link <NUM>. In the following description, in the sub-link mechanism <NUM>, a longitudinal-direction end portion coupled to the vehicle body <NUM> is referred to also as a proximal end portion, and a longitudinal-direction end portion coupled to the back door <NUM> is referred to also as a distal end portion.

As illustrated in <FIG>, the fixed link <NUM> includes an outer tube <NUM> that has a tubular shape, a bottom wall <NUM> that closes an opening on a proximal end side in the outer tube <NUM>, and a shaft body <NUM> that extends from the bottom wall <NUM> along the outer tube <NUM>. The fixed link <NUM> includes a fixed plate <NUM> that is fixed to a distal end of the shaft body <NUM>, a fixing screw <NUM> that fixes the fixed plate <NUM> to the distal end of the shaft body <NUM>, and a transmission portion <NUM> that is a part engaging with the main link mechanism <NUM>.

The outer tube <NUM> includes, at a distal end portion thereof, two guide grooves <NUM> extending in an axial direction of the outer tube <NUM>. The two guide grooves <NUM> face each other in a radial direction of the outer tube <NUM>. An outer diameter of the shaft body <NUM> is smaller than an inner diameter of the outer tube <NUM>, and a length of the shaft body <NUM> is shorter than a length of the outer tube <NUM>. The shaft body <NUM> is accommodated inside the outer tube <NUM>, in a state where a gap is provided between the shaft body <NUM> and the outer tube <NUM>. The fixed plate <NUM> has a rectangular-plate shape. The fixed plate <NUM> is fixed to the distal end of the shaft body <NUM> in such a way that a plate thickness direction thereof is an axial direction of the shaft body <NUM>. The transmission portion <NUM> is integrated with the bottom wall <NUM>. The transmission portion <NUM> includes a cylindrical drive shaft <NUM> and a drive gear <NUM> that rotates integrally with the drive shaft <NUM>. In this embodiment, a rotational axis of the drive gear <NUM> and an axis of the outer tube <NUM> are in a relation of a skew position.

As illustrated in <FIG>, the movable link <NUM> includes an inner tube <NUM> that has a tubular shape, two guide pins <NUM> that are fixed to the inner tube <NUM>, and an extension part <NUM> that is fixed to one end portion of the inner tube <NUM>.

The inner tube <NUM> includes a perimeter wall <NUM> whose cross section perpendicular to an axial direction thereof is elliptical, and two partition walls <NUM> and <NUM> that cover both end portions of the perimeter wall <NUM>. The partition walls <NUM> and <NUM> each include a penetration hole that is rectangular when viewed in an axial direction of the inner tube <NUM>. As illustrated in <FIG> and <FIG>, the inner tube <NUM> is accommodated in the fixed link <NUM>, and the inner tube <NUM> accommodates the fixed plate <NUM>. Accordingly, as illustrated in <FIG>, when the inner tube <NUM> moves in a direction of projecting out from the fixed link <NUM>, the partition wall <NUM> of the inner tube <NUM> is caught by the fixed plate <NUM>. In this manner, the movable link <NUM> is prevented from falling off from the fixed link <NUM>.

As illustrated in <FIG> and <FIG>, the two guide pins <NUM> are provided at positions facing each other in a radial direction of the inner tube <NUM>. As illustrated in <FIG> and <FIG>, in a state where the inner tube <NUM> is accommodated in the fixed link <NUM>, the two guide pins <NUM> are accommodated in the two respective guide grooves <NUM> of the outer tube <NUM>. The two guide pins <NUM> engage with the two respective guide grooves <NUM>, and thereby, the movable link <NUM> is allowed to move in the axial direction relative to the fixed link <NUM>, and is restricted from rotating around the axis relative to the fixed link <NUM>.

In a sectional view illustrated in <FIG>, there is substantially no gap between the shaft body <NUM> of the fixed link <NUM> and the partition wall <NUM> of the movable link <NUM>. There is substantially no gap also between the fixed plate <NUM> of the fixed link <NUM> and the inner tube <NUM> of the movable link <NUM>. Further, there is substantially no gap also between the outer tube <NUM> of the fixed link <NUM> and the inner tube <NUM> of the movable link <NUM>. Accordingly, the movable link <NUM> cannot swing relative to the fixed link <NUM>, around an axis perpendicular to the paper surface of <FIG> is the sectional view perpendicular to a rotational axis of the drive shaft <NUM> of the fixed link <NUM>.

Meanwhile, in a sectional view illustrated in <FIG>, the partition wall <NUM> does not exist between the shaft body <NUM> of the fixed link <NUM> and the inner tube <NUM> of the movable link <NUM>. In other words, a gap exists between the shaft body <NUM> of the fixed link <NUM> and a proximal end portion end of the inner tube <NUM> of the movable link <NUM>. A gap exists also between the fixed plate <NUM> of the fixed link <NUM> and the inner tube <NUM> of the movable link <NUM>. Further, a gap exists also between the outer tube <NUM> of the fixed link <NUM> and the inner tube <NUM> of the movable link <NUM>. Accordingly, as indicated by the white arrows, the movable link <NUM> can swing relative to the fixed link <NUM> around an axis perpendicular to the paper surface of <FIG>, specifically around the axis of the guide pin <NUM>. However, a range in which the movable link <NUM> can swing is limited. <FIG> is the sectional view perpendicular to the axis of the guide pin <NUM>.

As illustrated in <FIG> and <FIG>, the extension portion <NUM> includes a fixed flange <NUM> that is fixed to the partition wall <NUM> of the inner tube <NUM>, and a coupling shaft <NUM> that extends from the fixed flange <NUM>. The fixed flange <NUM> extends, in a flange shape, from a proximal end portion of the coupling shaft <NUM>. The fixed flange <NUM> includes a second socket <NUM> at a distal end portion thereof. Similarly to the first socket <NUM>, the second socket <NUM> is a ball socket constituting a ball joint.

As illustrated in <FIG>, the coil spring <NUM> is arranged between the outer tube <NUM> and the shaft body <NUM> of the fixed link <NUM>, in a state of being compressed between the bottom wall <NUM> of the fixed link <NUM> and the partition wall <NUM> of the movable link <NUM>. The coil spring <NUM> always biases the movable link <NUM>, regardless of a position of the movable link <NUM>.

As described above, in the sub-link mechanism <NUM>, the fixed link <NUM> supports the movable link <NUM> in such a way as to be able to expand and contract in an axial direction of the fixed link <NUM>. The fixed link <NUM> supports the movable link <NUM> in such a way as to be able to swing around the axis extending in a direction perpendicular to the axial direction of fixed link <NUM>. In this regard, it can be said that the sub-link mechanism <NUM> can expand and contract, and also bend.

As illustrated in <FIG>, the bracket <NUM> includes a first bracket <NUM> that is fixed to the vehicle body <NUM>, and a second bracket <NUM> that is fixed to the first bracket <NUM>. The first bracket <NUM> and the second bracket <NUM> sandwich, between themselves, the driven gear <NUM> of the main link mechanism <NUM> and the drive gear <NUM> of the sub-link mechanism <NUM>, and thereby, rotatably support the proximal end portion of the main link mechanism <NUM> and the proximal end portion of the sub-link mechanism <NUM>. In other words, the bracket <NUM> rotatably supports the driven shaft <NUM> of the main link mechanism <NUM> and the drive shaft <NUM> of the sub-link mechanism <NUM>. In this case, the rotational axes of the driven shaft <NUM> and the drive shaft <NUM> are directed in the same direction, and the driven gear <NUM> of the main link mechanism <NUM> and the drive gear <NUM> of the sub-link mechanism <NUM> mesh with each other. Accordingly, when the drive gear <NUM> rotates, the driven gear <NUM> rotates. In this embodiment, a change gear ratio between the drive gear <NUM> and the driven gear <NUM> is "<NUM>". For example, the driven gear <NUM> rotates by "<NUM> degrees" while the drive gear <NUM> rotates by "<NUM> degrees".

As illustrated in <FIG> and <FIG>, a fixed position of the bracket <NUM> is closer to an upper end of the door opening <NUM> than to a lower end of the door opening <NUM> in the un-down direction. The bracket <NUM> is fixed to the rear pillar <NUM> in such a way that the rotational axes of the driven shaft <NUM> and the drive shaft <NUM> are directed in the width direction. Accordingly, the axes around which the main link mechanism <NUM> and the sub-link mechanism <NUM> rotate relative to the vehicle body <NUM> extend in the width direction.

As illustrated in <FIG>, the stay <NUM> includes a base plate <NUM> that has a flat-plate shape, and a first protrusion portion <NUM> and a second protrusion portion <NUM> that protrude from the base plate <NUM>. The first protrusion portion <NUM> includes a first ball <NUM> at a distal end thereof, and the second protrusion portion <NUM> includes a second ball <NUM> at a distal end thereof. The first ball <NUM> and the second ball <NUM> are each spherical. The first ball <NUM> is accommodated in the first socket <NUM> of the second link <NUM>, and the second ball <NUM> is accommodated in the second socket <NUM> of the movable link <NUM>. In this manner, the first socket <NUM> and the first ball <NUM> constitute a ball joint, and the second socket <NUM> and the second ball <NUM> constitute a ball joint. Thus, the stay <NUM> supports the distal end portion of the main link mechanism <NUM> and the distal end portion of the sub-link mechanism <NUM> in such a way as to be rotatable in any direction.

As illustrated in <FIG> and <FIG>, the stay <NUM> is fixed to a side portion of the back door <NUM>, at a position between the proximal end portion and the distal end portion of the back door <NUM>. In this case, the first ball <NUM> is located closer to the distal end portion of the back door <NUM> than the second ball <NUM> is.

As illustrated in <FIG>, in the following description, a distance between a coupling point at which the main link mechanism <NUM> and the vehicle body <NUM> are coupled to each other and a coupling point at which the main link mechanism <NUM> and the back door <NUM> are coupled to each other is referred to as "a distance Lm between the coupling points of the main link mechanism <NUM>". Specifically, a distance Lm between the coupling points of the main link mechanism <NUM> is a distance between the coupling point at which the first link <NUM> of the main link mechanism <NUM> and the bracket <NUM> of the vehicle body <NUM> are coupled to each other and a coupling point at which the second link <NUM> of the main link mechanism <NUM> and the stay <NUM> of the back door <NUM> are coupled to each other. Herein, the coupling point between the first link <NUM> and the bracket <NUM> corresponds to an axis of the driven shaft <NUM> of the first link <NUM>, and the coupling point between the second link <NUM> and the stay <NUM> corresponds to a center of the first socket <NUM> of the second link <NUM>.

A distance between a coupling point at which the sub-link mechanism <NUM> and the vehicle body <NUM> are coupled to each other and a coupling point at which the sub-link mechanism <NUM> and the back door <NUM> are coupled to each other is referred to as "a distance Ls between the coupling points of the sub-link mechanism <NUM>". Specifically, a distance Ls between the coupling points of the sub-link mechanism <NUM> is a distance between the coupling point at which the fixed link <NUM> of the sub-link mechanism <NUM> and the bracket <NUM> of the vehicle body <NUM> are coupled to each other and the coupling point at which the movable link <NUM> of the sub-link mechanism <NUM> and the stay <NUM> of the back door <NUM> are coupled to each other. Herein, the coupling point between the fixed link <NUM> and the bracket <NUM> corresponds to the axis of the drive shaft <NUM> of the fixed link <NUM>, and the coupling point between the movable link <NUM> and the stay <NUM> corresponds to a center of the second socket <NUM> of the movable link <NUM>.

As illustrated in <FIG>, the coupling point between the main link mechanism <NUM> and the vehicle body <NUM> and the coupling point between the main link mechanism <NUM> and the back door <NUM> are offset from each other in the width direction. Specifically, the coupling point between the main link mechanism <NUM> and the vehicle body <NUM> is located closer to a center of the vehicle <NUM> than the coupling point between the main link mechanism <NUM> and the back door <NUM> is. Similarly, the coupling point between the sub-link mechanism <NUM> and the vehicle body <NUM> and the coupling point between the sub-link mechanism <NUM> and the back door <NUM> are offset from each other in the width direction. Specifically, the coupling point between the sub-link mechanism <NUM> and the vehicle body <NUM> is located closer to the center of the vehicle <NUM> than the coupling point between the sub-link mechanism <NUM> and the back door <NUM> is. In this regard, in this embodiment, the longitudinal direction of the main link mechanism <NUM> and a longitudinal direction of the sub-link mechanism <NUM> are inclined from the up-down direction, and are non-perpendicular to the width direction.

With reference to <FIG>, the following describes a manner when the back door <NUM> is opened from the fully closing position to the fully opening position.

<FIG> is a diagram illustrating a rear portion of the vehicle <NUM> when the back door <NUM> is at the fully closing position, and <FIG> is a diagram of the positioning mechanism <NUM> extracted from <FIG>. As illustrated in <FIG>, the slider <NUM> of the drive mechanism <NUM> is at a position that corresponds to the full closing and that is near a rear end of the guide rail <NUM>. Accordingly, the back door <NUM> is at the fully closing position.

As illustrated in <FIG>, when the back door <NUM> is at the fully closing position, the sub-link mechanism <NUM> has rotated most in a first rotational direction Rs1. Accordingly, the drive gear <NUM> of the sub-link mechanism <NUM> has rotated most in the first rotational direction Rs1, and the driven gear <NUM> of the main link mechanism <NUM> has rotated most in a second rotational direction Rm2. At this time, the main link mechanism <NUM> extends substantially linearly. In other words, in the main link mechanism <NUM>, a longitudinal direction of the first link <NUM> and a longitudinal direction of the second link <NUM> are directed in substantially the same direction. At this time, in the main link mechanism <NUM>, a coupling point between the first link <NUM> and the second link <NUM> is at a position between the coupling point at which the first link <NUM> and the vehicle body <NUM> are coupled to each other and the coupling point at which the second link <NUM> and the back door <NUM> are coupled to each other. As a result, a distance Lm between the coupling points of the main link mechanism <NUM> has become the longest.

As illustrated in <FIG>, when the slider <NUM> moves to a front side along the guide rail <NUM> from the position corresponding to the full closing, the proximal end portion of the back door <NUM> is pulled to a front side. At this time, the back door <NUM> rotates around a rotational axis passing through the proximal end portion thereof in the width direction, while moving to a front side. In this manner, the movement of the slider <NUM> to a front side causes the back door <NUM> to be opened.

As illustrated in <FIG>, when the back door <NUM> is opened from the fully closing position, the sub-link mechanism <NUM> rotates around the drive shaft <NUM> in the second rotational direction Rs2, accompanying the opening movement of the back door <NUM>. In other words, the drive gear <NUM> of the sub-link mechanism <NUM> rotates in the second rotational direction Rs2. In this case, the driven gear <NUM> included in the main link mechanism <NUM> and meshing with the drive gear <NUM> rotates in a first rotational directional Rm1, and thus, the first link <NUM> rotates around the axis of the driven shaft <NUM> in the first rotational direction Rm1.

When the first link <NUM> rotates in the first rotational direction Rm1, the coupling point between the first link <NUM> and the second link <NUM> moves to a front side of the driven shaft <NUM> while drawing an arc. As a result, the stay <NUM> of the back door <NUM> moves not only to an upper side but also to a front side, as indicated by the solid arrow in <FIG>. Thus, when the back door <NUM> is opened from the fully closing position, a rearward overhang of the back door <NUM> becomes less.

In the following description, a position of the slider <NUM> illustrated in <FIG> is referred to as a position corresponding to an intermediacy, and a position of the back door <NUM> illustrated in <FIG> is referred to as an intermediate position. The intermediate position is a position between the fully closing position and the fully opening position. As illustrated in <FIG> and <FIG>, when the back door <NUM> is at the intermediate position, the main link mechanism <NUM> extends linearly. In other words, in the main link mechanism <NUM>, the longitudinal direction of the first link <NUM> and the longitudinal direction of the second link <NUM> are directed in the same direction. At this time, differently from the case illustrated in <FIG>, the coupling point between the first link <NUM> and the vehicle body <NUM> is at a position between the coupling point where the first link <NUM> and the second link <NUM> are coupled to each other and the coupling point between the second link <NUM> and the back door <NUM> are coupled to each other. As a result, a distance Lm between the coupling points of the main link mechanism <NUM> becomes the shortest. Thus, when the back door <NUM> moves between the fully closing position and the intermediate position, a distance Lm between the coupling points of the main link mechanism <NUM> becomes shorter as a door opening degree becomes larger. As a door opening degree becomes larger, a distance Lm between the coupling points of the main link mechanism <NUM> becomes shorter, and thereby, the stay <NUM> moves to a front side more than the case where a distance Lm between the coupling points does not become shorter.

A door opening degree corresponding to the intermediate position can be set arbitrarily. For example, in the case where a door opening degree when the back door <NUM> is at the fully closing position is "<NUM>%", and a door opening degree when the back door <NUM> is at the fully opening position is "<NUM>%", a door opening degree when the back door <NUM> is at the intermediate position may be "<NUM>%". Alternatively, a door opening degree when the back door <NUM> is at the intermediate position may be larger than "<NUM>%" or smaller than "<NUM>%".

As illustrated in <FIG>, when the slider <NUM> moves along the guide rail <NUM> to a front side from the position corresponding to the intermediacy, the proximal end portion of the back door <NUM> is further pulled to a front side. At this time, the back door <NUM> rotates around the rotational axis passing through the proximal end portion thereof in the width direction, while moving to a front side. In this manner, the movement of the slider <NUM> to a front side causes the back door <NUM> to be opened.

As illustrated in <FIG>, when the back door <NUM> is opened from the intermediate position, the sub-link mechanism <NUM> rotates around the drive shaft <NUM> in the second rotational direction Rs2, accompanying the opening movement of the back door <NUM>. In other words, the drive gear <NUM> of the sub-link mechanism <NUM> rotates in the second rotational direction Rs2. In this case, the driven gear <NUM> included in the main link mechanism <NUM> and meshing with the drive gear <NUM> rotates in the first rotational direction Rm1, and thus, the first link <NUM> rotates around the axis of the driven shaft <NUM> in the first rotational direction Rm1.

When the first link <NUM> rotates in the first rotational direction Rm1, the coupling point between the first link <NUM> and the second link <NUM> moves to an upper side of the driven shaft <NUM> while drawing an arc. As a result, the stay <NUM> of the back door <NUM> moves not only to a front side but also to an upper side, as indicated by the solid arrow in <FIG>. Thus, when the back door <NUM> is opened from the fully closing position, the back door <NUM> easily moves upward.

In the following description, a position of the slider <NUM> illustrated in <FIG> is referred to as a position corresponding to the full opening. As illustrated in <FIG> and <FIG>, when the back door <NUM> is at the fully opening position, an angle made between the longitudinal direction of the first link <NUM> and the longitudinal direction of the second link <NUM> in the main link mechanism <NUM> is approximately <NUM> degrees. As a result, a distance Lm between the coupling points of the main link mechanism <NUM> is shorter than that when the back door <NUM> is at the fully closing position, and is longer than that when the back door <NUM> is at the intermediate position. In this manner, when the back door <NUM> moves between the intermediate position and the fully opening position, a distance Lm between the coupling points of the main link mechanism <NUM> becomes longer as a door opening degree becomes larger. A distance Lm between the coupling points of the main link mechanism <NUM> becomes longer as a door opening degree becomes larger, and thereby, the stay <NUM> moves upward more than the case where a distance Lm between the coupling points does not become longer.

As illustrated in <FIG>, the coupling point between the sub-link mechanism <NUM> and the vehicle body <NUM> and the coupling point between the sub-link mechanism <NUM> and the back door <NUM> are offset from each other in the width direction. The coupling point between the sub-link mechanism <NUM> and the vehicle body <NUM> and the coupling point between the sub-link mechanism <NUM> and the back door <NUM> are each immovable in the width direction. Accordingly, when the back door <NUM> is opened and closed, a distance Ls between the coupling points of the link mechanism <NUM> changes without a change in width-direction interval between the coupling point at which the sub-link mechanism <NUM> and the vehicle body <NUM> are coupled to each other and the coupling point at which the sub-link mechanism <NUM> and the back door <NUM> are coupled to each other.

Herein, when the sub-link mechanism <NUM> can be tilted relative to the up-down direction at the time of the opening and closing movements of the back door <NUM>, mere expansion and contraction of the sub-link mechanism <NUM> can deal with a change in a distance Ls between the coupling points of the sub-link mechanism <NUM>. However, the proximal end portion of the sub-link mechanism <NUM> is allowed to only rotate around the axis extending in the width direction, and thus, the sub-link mechanism <NUM> cannot be tilted relative to the up-down direction. In view of it, at the time of the opening and closing movements of the back door <NUM>, the sub-link mechanism <NUM> allows the movable link <NUM> to expand and contract and swing relative to the fixed link <NUM>, and thereby deals with a change in a distance Ls between the coupling points of the sub-link mechanism <NUM>. The following describes the details.

As illustrated in <FIG> and <FIG>, when the back door <NUM> is at the fully closing position, a distance Ls between the coupling points of the sub-link mechanism <NUM> is longer. At this time, as illustrated in <FIG>, in the sub-link mechanism <NUM>, the movable link <NUM> is not tilted from the fixed link <NUM>. In other words, the axis of the fixed link <NUM> and the axis of the movable link <NUM> are on the same straight line.

As illustrated in <FIG> and <FIG>, when the back door <NUM> is opened from the fully closing position to the intermediate position, a distance Ls between the coupling points of the sub-link mechanism <NUM> gradually decreases. In other words, as illustrated in <FIG>, the fixed link <NUM> moves in the direction of compressing the coil spring <NUM>. Further, when the back door <NUM> is opened from the fully closing position to the intermediate position, the movable link <NUM> is tilted from the fixed link <NUM>. Specifically, the axis of the movable link <NUM> is tilted from the axis of the fixed link <NUM>. In this manner, the sub-link mechanism <NUM> can contract while maintaining the width direction interval between the coupling point thereof to the vehicle body <NUM> and the coupling point thereof to the back door <NUM>.

As illustrated in <FIG> and <FIG>, when the back door <NUM> is opened from the intermediate position to the fully opening position, a distance Ls between the coupling points of the sub-link mechanism <NUM> gradually increases. In other words, as illustrated in <FIG>, the movable link <NUM> moves in the direction of projecting out from the fixed link <NUM>. Further, when the back door <NUM> is opened from the intermediate position to the fully opening position, a tilt of the movable link <NUM> from the fixed link <NUM> gradually decreases to zero. In this manner, the sub-link mechanism <NUM> can expand while maintaining the width-direction interval between the coupling point thereof to the vehicle body <NUM> and the coupling point thereof to the back door <NUM>.

As illustrated in <FIG> and <FIG>, when the back door <NUM> is at the fully opening position, a distance Ls between the coupling points of the sub-link mechanism <NUM> is longer, similarly to the case where the back door <NUM> is at the fully closing position. Accordingly, as illustrated in <FIG>, when the back door <NUM> is at the fully opening position, no tilt of the movable link <NUM> from the fixed link <NUM> occurs similarly to the case where the back door <NUM> is at the fully closing position.

The movements of a plurality of the constituent components of the door opening and closing device <NUM> are described in turn in the above description of the effects of this embodiment in order to facilitate understanding of the description, but to be precise, a plurality of the constituent components of the door opening and closing device <NUM> simultaneously move while cooperating with one another. In other words, in this embodiment, the vehicle body <NUM>, the back door <NUM>, the slider <NUM> of the drive mechanism <NUM>, the first link <NUM> and second link <NUM> of the main link mechanism <NUM>, and the fixed link <NUM> and movable link <NUM> of the sub-link mechanism <NUM> constitute a mechanism whose degree of freedom is "<NUM>".

This embodiment can be modified and implemented as in the following. This embodiment and the following modified examples can be implemented in combination with each other within a range where technical contradiction does not occur.

The actuator <NUM> corresponds to "a main actuator", and rotates the first link <NUM> of the main link mechanism <NUM> around the coupling point thereof to the vehicle body <NUM>. The actuator <NUM> preferably includes a motor and a transmission mechanism that transmits rotation of an output shaft of the motor to the driven gear <NUM> of the first link <NUM>. The actuator <NUM> corresponds to "a sub-actuator", and rotates the fixed link <NUM> of the sub-link mechanism <NUM> around the coupling point thereof to vehicle body <NUM>. The actuator <NUM> preferably includes a motor and a transmission mechanism that transmits rotation of an output shaft of the motor to the drive gear <NUM> of fixed link <NUM>.

According to this modified example, the first link <NUM> or the fixed link <NUM> is driven by the actuator <NUM> or <NUM>, and thereby, the back door <NUM> can be opened and closed. According to this modified example, the actuator <NUM> or <NUM> can be installed near the driven gear <NUM> or the drive gear <NUM>, and in this regard, a space occupied by the actuator <NUM> is reduced in the roof <NUM>. This modified example can improve a degree of freedom in design by avoiding interference with other devices such as a sunroof device. The actuator <NUM> may directly drive the driven shaft <NUM>, and the actuator <NUM> may directly drive the drive shaft <NUM>. According to this, the above-described transmission mechanisms are unnecessary, and in this regard, the number of components of the door opening and closing device 60A can be reduced.

The following describes a technical idea that can be understood from the above-described embodiment and modified examples.

The sub-link mechanism includes the fixed link that is rotatably coupled to the vehicle body, and the movable link that is rotatably coupled to the door and that is supported by the fixed link in such a way as to be able to expand and contract relative to the fixed link, and the fixed link swingably supports the movable link.

Claim 1:
A door opening and closing device (<NUM>) for a vehicle (<NUM>) including a vehicle body (<NUM>), that includes a door opening (<NUM>), and a door (<NUM>), that is configured to open and close the door opening (<NUM>), wherein,
when a part in the door (<NUM>) corresponding to an upper end portion of the door opening (<NUM>) when the door (<NUM>) is at a fully closing position of fully closing the door opening (<NUM>) is defined as a proximal end portion of the door, and in a case that a position between the fully closing position and a fully opening position of fully opening the door opening (<NUM>) is defined as an intermediate position
the door opening and closing device (<NUM>) comprises:
a slider (<NUM>) that is configured to move along a roof (<NUM>) of the vehicle body (<NUM>) in a direction intersecting with a width direction of the door (<NUM>), in a state of supporting the proximal end portion of the door (<NUM>) in such a way as to be rotatable around an axis extending in the width direction; and
a main link mechanism (<NUM>) that includes one end intended to be rotatably coupled to the vehicle body (<NUM>) and an opposite end intended to be rotatably coupled to the door (<NUM>), and is configured to adjust a posture of the door (<NUM>), depending on a door opening degree by changing a distance between coupling points (Lm) that is a distance between a coupling point to the vehicle body (<NUM>) and a coupling point to the door (<NUM>), and
when the door (<NUM>) moves between the fully closing position and the intermediate position, the main link mechanism (<NUM>) is configured to decrease the distance between the coupling points (Lm) as the door opening degree becomes larger,
characterized in that the main link mechanism (<NUM>) includes a first link (<NUM>) intended to be rotatably coupled to the vehicle body (<NUM>), and a second link (<NUM>) intended to be rotatably coupled to the door (<NUM>) and is rotatably coupled to the first link (<NUM>), and
in that the first link (<NUM>) is configured to rotate around the coupling point to the vehicle body (<NUM>), thereby changing the distance between the coupling points (Lm) of the main link mechanism (<NUM>).