PATENT DOCUMENT

Publication Number: US-11214997-B1
Application Number: US-202016859080-A
Country: US
Kind Code: B1

Title: Multi-linkage vehicle door hinge

Abstract:
A multi-linkage vehicle door hinge and door hinge system for use in passenger vehicle entry/exit doors. The door hinge includes a first four bar linkage connected to a second four bar linkage. The door hinge operates to move a vehicle door panel between a closed position and an open position along a path of travel in a movement envelope that is parallel to the exterior surface of the vehicle. In one aspect, the door hinge provides twice as much lift as is required to package the door hinge in the vehicle. In another aspect, the door panel further rotates toward the vehicle centerline for applications having low vertical clearance. In another aspect, the door hinge includes a six-bar linkage.

Claims:
What is claimed is: 
     
       1. A vehicle, comprising:
 a door frame that defines a door opening; 
 a door panel; 
 a first linkage portion that is pivotally connected to the door frame; 
 a second linkage portion that is pivotally connected to the door panel; and 
 a coupler that connects the first linkage portion to the second linkage portion, 
 wherein the first linkage portion and the second linkage portion are configured so that the door panel moves between a closed position and an open position with respect to the door opening of the door frame in a narrow movement envelope. 
 
     
     
       2. The vehicle of  claim 1 , wherein the narrow movement envelope defines a physical space that the door panel moves through as the first door panel moves between the closed position and the open position. 
     
     
       3. The vehicle of  claim 1 , wherein the narrow movement envelope is located a maximum distance of four hundred (400) millimeters from an external surface of the vehicle in a y-coordinate direction. 
     
     
       4. The vehicle of  claim 1 , wherein the narrow movement envelope is substantially parallel to an exterior surface of the vehicle. 
     
     
       5. The vehicle of  claim 1 , wherein the door panel moves between the closed position and the open position along a path of travel within the narrow movement envelope. 
     
     
       6. The vehicle of  claim 5 , wherein the path of travel defines a vertical lift distance of at least one thousand (1000) millimeters in a z-coordinate direction. 
     
     
       7. The vehicle of  claim 1 , wherein the first linkage portion is pivotally connected to the coupler and the second linkage portion is pivotally connected to the coupler. 
     
     
       8. The vehicle of  claim 1 , wherein the first linkage portion is a first four bar linkage and the second linkage portion is a second four bar linkage. 
     
     
       9. The vehicle of  claim 1 , wherein the door panel covers the door opening in the closed position and the door panel allows passage through the door opening in the open position. 
     
     
       10. A vehicle, comprising:
 a door frame that defines a door opening; 
 a door panel; 
 a first linkage portion that is pivotally connected to the door frame; 
 a second linkage portion that is pivotally connected to the door panel; and 
 a coupler that connects the first linkage portion to the second linkage portion, 
 wherein the first linkage portion and the second linkage portion cause the door panel to follow a path of travel between a closed position and an open position with respect to the door opening of the door frame. 
 
     
     
       11. The vehicle of  claim 10 , wherein the first linkage portion and the second linkage portion lift the door panel along a first portion of the path of travel and rotate the door panel toward a centerline of the vehicle along a second portion of the path of travel. 
     
     
       12. The vehicle of  claim 10 , wherein the first linkage portion and the second linkage portion are not simultaneously fully extended in a y-coordinate direction along the path of travel. 
     
     
       13. The vehicle of  claim 10 , wherein the path of travel defines a vertical lift distance of at least one thousand (1000) millimeters in a z-coordinate direction. 
     
     
       14. The vehicle of  claim 10 , wherein the door panel moves between the closed position and the open position within a movement envelope that defines a physical space that the door panel moves through as the first door panel moves between the closed position and the open position. 
     
     
       15. The vehicle of  claim 14 , wherein the movement envelope is substantially parallel to an exterior surface of the vehicle. 
     
     
       16. The vehicle of  claim 14 , wherein the movement envelope is located a maximum distance of four hundred (400) millimeters from an external surface of the vehicle in a y-coordinate direction. 
     
     
       17. A vehicle, comprising:
 a door frame that defines a door opening; 
 a door panel; 
 a first linkage portion that is pivotally connected to the door frame; 
 a second linkage portion that is pivotally connected to the door panel; and 
 an actuation system that controls relative motion of the first linkage portion with respect to the second linkage portion while the first linkage portion and the second linkage portion move the door panel between a closed position and an open position with respect to the door opening of the door frame. 
 
     
     
       18. The vehicle of  claim 17 , wherein the actuation system includes a first electric motor that is connected to the door frame and applies a first rotational force to the first linkage portion and a second electric motor that is connected to the door panel and applies a second rotational force to the second linkage portion. 
     
     
       19. The vehicle of  claim 17 , further comprising:
 a coupler that connects the first linkage portion to the second linkage portion, wherein the actuation system includes a first electric motor that is connected to the coupler and applies a first rotational force to the first linkage portion and a second electric motor that is connected to the coupler and applies a second rotational force to the second linkage portion. 
 
     
     
       20. The vehicle of  claim 17 , wherein the actuation system includes an electric motor that applies a rotational force to one of the first linkage portion or the second linkage portion and a motion transfer assembly that interconnects the first linkage portion and the second linkage portion to cause relative motion of the first linkage portion and the second linkage portion.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
     This application is a continuation of U.S. patent application Ser. No. 16/050,582, filed on Jul. 31, 2018, which claims the benefit of U.S. Provisional Application No. 62/563,215, filed on Sep. 26, 2017. The contents of the foregoing applications are hereby incorporated by reference in their entireties for all purposes. 
    
    
     TECHNICAL FIELD 
     This application generally relates to devices for moving rigid panels relative to a vehicle body in vehicle systems. 
     BACKGROUND 
     Typical passenger vehicle doors open and close by pivoting around a generally vertical hinge axis. Alternative door opening and closing movements have been utilized in some vehicles. Examples include gull-wing doors that are hinged along a generally horizontal axis at the roofline of the vehicle and may include two pivotally-related door panels, and scissor doors that rotate vertically at a fixed hinge at the front of the door opening. Adoption of alternative door opening and closing movements has been limited, due to the lateral space needed to open the door, and/or due to the mechanical complexity of the door hinge and associated structure. 
     SUMMARY 
     A multi-linkage vehicle door hinge and system is disclosed. The multi-linkage vehicle door hinge includes a first four bar linkage connected to the vehicle door frame and a second four bar linkage connected to the vehicle door panel. A coupling member is connected the first and the second four bar linkages allowing the first and the second four bar linkages to rotate relative to one another to move the door panel along a path of travel between a closed position and an open position. 
     In one aspect of the multi-linkage vehicle door hinge, the door panel moves between the closed position and the open position in a door panel movement envelope that is substantially parallel to the exterior surface of the vehicle. This allows for a very compact and efficient movement of the door panel requiring very little clearance to each side of the vehicle to open and close the door panel while allowing use of substantially all of the door opening to enter and exit the passenger cabin. 
     In another aspect of the disclosure, the multi-linkage vehicle door hinge positions a portion of the second four bar linkage inboard toward the center of the vehicle to overlap a portion of the first four bar linkage. This provides for a spatially compact and efficient hinge design which reduces the width of the door panel movement envelope relative to the exterior surface of the vehicle. 
     In another aspect, the coupler is a rigid bar that integrates the first four bar linkage fourth link and the second four bar linkage first link in a single, unitary member preventing relative movement between the first four bar linkage fourth link and the second four bar linkage first link. In other aspects of the disclosure, the coupler can take other forms including gears or cam structures which can further tailor and control movement of the first and second four bar linkages relative to one another. This provides flexibility of design and further control over the door panel path of travel and the door panel envelope relative to the exterior surface of the vehicle to suit the vehicle design. 
     In another aspect of the disclosure, the multi-linkage vehicle door hinge first and second four bar linkages&#39; construction and articulation provide for a two-to-one ratio between vertical door lift height to the length or height of the door hinge in a closed position. That is, the multi-linkage hinge provides twice as much vertical lift of the door panel than the space needed to package the door hinge in the vehicle. 
     In another aspect, a second movement or articulation of the first and/or the second four bar linkages is made to rotate the top portion of the vehicle door panel inward toward the centerline of the vehicle to reduce the door panel movement envelope in a vertical direction. This provides added flexibility for the user in areas where there is limited clearance vertically above the vehicle, for example in parking structures and residential garages or carports. 
     In another aspect, a multi-linkage vehicle door hinge system includes a six-bar or link door hinge which provides one or more of the benefits as described for the multi-linkage vehicle door hinge system and hinge including the stacked first four bar linkage and the second four bar linkage. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG. 1A  is a front view of a pair of multi-linkage vehicle door hinges shown in a closed position. 
         FIG. 1B  is an alternate view of  FIG. 1A  showing the multi-linkage vehicle door hinges in an open position. 
         FIG. 1C  is an alternate view of  FIG. 1B  showing the multi-linkage vehicle door hinges in an alternate open position wherein the door panels are rotated inward and downward toward the center of the vehicle. 
         FIG. 2A  is front view of an enlarged portion of  FIG. 1A  showing the door panel in a closed position. 
         FIG. 2B  is a cross-vehicle perspective view of  FIG. 2A . 
         FIG. 2C  is an alternate front view of  FIG. 2A  showing the door panel in a partially opened position. 
         FIG. 2D  is an alternate front view of  FIG. 2B  showing the door panel in a further opened position. 
         FIG. 2E  is an alternate front view of  FIG. 2D  showing the door panel in a fully-opened position. 
         FIG. 2F  is a rotated perspective view of the integrated coupler shown in  FIGS. 2A-2E . 
         FIG. 2G  is a partial top view of  FIG. 2D . 
         FIG. 3A  is a front view of an alternate embodiment of the coupler shown in  FIG. 2D . 
         FIG. 3B  is a simplified schematic side view of  FIG. 3A  taken in the direction of A. 
         FIG. 4  is a simplified schematic side view showing a multi-linkage vehicle door hinge including an actuation system according to a first example. 
         FIG. 5  is a simplified schematic side view showing a multi-linkage vehicle door hinge including an actuation system according to a second example. 
         FIG. 6  is a simplified schematic side view showing a multi-linkage vehicle door hinge including an actuation system according to a second example. 
         FIG. 7  is a simplified schematic side view showing a multi-linkage vehicle door hinge including an actuation system according to a second example. 
         FIG. 8A  is a is front view of a multi-linkage vehicle door hinge showing the door panel in a closed position. 
         FIG. 8B  is an alternate front view of  FIG. 8A  showing the door panel in a partially opened position. 
         FIG. 8C  is an alternate front view of  FIG. 8B  showing the door panel in a fully-opened position. 
         FIG. 8D  is a cross-vehicle perspective view of the vehicle door hinge shown in  FIG. 8B . 
     
    
    
     DETAILED DESCRIPTION 
     A multi-linkage vehicle door hinge and door hinge system is disclosed in an exemplary use in passenger vehicle entry/exit doors to the passenger cabin. In one aspect, the multi-linkage vehicle door hinge uses two connected four bar linkages and a coupler to provide a door panel path of travel and a door panel movement envelope that is substantially parallel and close to the exterior surface of the vehicle. The geometric positioning and articulation of the two four bar links further provide for compact packaging of the door hinge in the vehicle, a narrow door panel movement envelope, and increased door lift height for maximum use of the door opening for ease of entering and exiting the passenger cabin. In another aspect, the multi-linkage vehicle doors system and door hinge is disclosed in the form of a six-bar linkage door hinge. 
     Referring to  FIGS. 1A and 1B , one aspect of a multi-linkage vehicle door hinge system  100  is shown in an exemplary use in a passenger vehicle  102  having a first door panel  104  and a second door panel  106 . Each of the first door panel  104  and the second door panel  106  includes a door hinge  108 , which is a multi-linkage vehicle door hinge having a first four bar linkage  110  and a second four bar linkage  120 . In one aspect, depending on the size and weight of the first door panel  104  and the second door panel  106 , two or more door hinges  108  may be used for each of the first door panel  104  and the second door panel  106  (only one door hinge  108  is shown for each of the first door panel  104 , and the second door panel  106  for ease of illustration). For ease of description throughout the disclosure, only one of the door hinges  108  used on the first door panel  104  will be described. The description is equally applicable to the second door panel  106  and additional ones of the door hinges  108 . 
     As best seen in  FIG. 1B , the passenger vehicle  102  includes a door frame  130  defining a door opening  136  through which passengers enter and exit from the passenger vehicle  102 . The door frame  130  is traditionally formed by welded sheet metal or composite materials providing for a robust anchor point for the first door panel  104  and related hardware to move and secure the first door panel  104  to the passenger vehicle  102 . 
     In the aspect illustrated, the first door panel  104  travels along a path of travel  140  (shown in dashed line). The physical space occupied by the first door panel  104  as it moves along the path of travel  140  defines a movement envelope  142 . The movement envelope  142  includes the physical space extending outward from an exterior surface  146  of the passenger vehicle  102  to the outward most point that the first door panel  104  passes through (shown as  142  in phantom line) along the geometric coordinate y (horizontal) and z (vertical) directions along the path of travel  140 . In other words, the movement envelope  142  defines the physical space that the first door panel  104  moves through as the first door panel  104  travels along the path of travel  140  between a closed position  150  (shown in  FIG. 1A ) and an open position  156  (shown in  FIG. 1B ). 
     In the aspect shown in  FIG. 1B , once the first door panel  104  is disengaged from the door frame  130  (for example the door latch handle is actuated disengaging the door latch from the striker plate), the path of travel  140  and movement envelope  142  of the first door panel  104  is substantially parallel to the exterior surface  146  of the passenger vehicle  102 . This is an improvement and advantage over alternate vehicle door hinge designs, such as example gull-wing designs. 
     In one aspect best seen in  FIG. 1B , the outermost portion of the movement envelope  142  is a distance  160  of 400 millimeters (mm) from the exterior surface  146  in the y-coordinate direction. Further, the door panel path of travel includes a door panel path of travel length (shown as a vertical lift distance  166 ) of 1000 to 1500 millimeters (mm) in the z-coordinate direction. This narrow-width implementation of the movement envelope  142  (in the y-coordinate direction) and extended lift capability (in the z-coordinate direction) is an improvement and an advantage of alternate vehicle door hinge designs, for example gull-wing designs. Alternate sizes, shapes, orientations, directions and lengths of the path of travel  140  and the movement envelope  142 , may be used to suit the particular application and performance specifications. 
     Referring to the aspect shown in  FIGS. 1A and 1B , the door hinge  108  has a door hinge height length  170  in a closed position (shown in  FIG. 1A ) that is approximately 500-750 millimeters (mm). That is, the door hinge  108  requires about 500-750 mm of vertical space to be packaged within the interior of the passenger vehicle  102 . As shown in  FIG. 1B , the door hinge  108  may have a vertical lift advantage to package height by a factor of two (2). In other words, the door hinge  108  provides two (2) times the length of the vertical lift distance  166  of the first door panel  104  than is required by the door hinge  108  to package the door hinge height length  170  in the interior of the passenger vehicle  102 . Alternate values for the door hinge height length  170 , the vertical lift distance  166 , lifting to packaging space ratios, and mechanical advantages may be used to suit the particular application and performance specifications. 
     Referring to  FIG. 1C , an alternate aspect of the multi-linkage vehicle door hinge system  100  and door hinge  108  is shown. In the example, the first door panel  104  and the second door panel  106  are respectively lifted along the path of travel  140  as previously described, but then are selectively articulated to a folded down position  180  through a rotational movement toward a centerline  186  of the vehicle. This second rotation and “folding down” of the doors toward the centerline  186  is useful where the passenger vehicle  102  encounters insufficient vertical clearance above the vehicle for the first door panel  104  and the second door panel  106  to fully raise to a position illustrated in  FIG. 1B . 
     In one aspect of  FIG. 1C , two separate actuators (not illustrated), for example electric motors, are used. A first actuator serves to provide vertical lift to the first door panel  104  along the path of travel  140  as previously described, and a second articulator provides movement to rotate the first door panel  104  toward the centerline  186 . In one example, a pivot point (further described below) of one of the first four bar linkage  110  or the second four bar linkage  120  may be moved and/or repositioned allowing rotation of the first door panel  104  toward the centerline  186 . 
     In an alternate aspect of  FIG. 1C , the travel or articulation paths of the first four bar linkage  110  and/or the second four bar linkage  120  may be changed to provide for the secondary movement/rotation of the first door panel  104  and the second door panel  106  toward the centerline  186  of the vehicle. In one aspect, the first four bar linkage  110  and the second four bar linkage  120  can be timed or sequenced to, for example, first lift the first door panel  104 , and when the first door panel  104  reaches a certain predetermined vertical height along the z-coordinate axis above the door frame  130 , rotate the second door panel  106  toward the centerline  186  at an earlier time than first door panel  104  such that second door panel  106  nests underneath the first door panel  104  in a fully-opened position as shown in  FIG. 1C  (position  180  shown in phantom line). Other devices, movements, translations, sequences of movement, and timing of movement, of the first four bar linkage  110  and second four bar linkage  120  to achieve the described second movement of the first door panel  104  and the second door panel  106  to an open position of a lower vertical height than that shown in  FIG. 1B  may be used. 
     Referring to  FIGS. 2A-2G , one aspect of door hinge  108  is shown. Door hinge  108  serves to move the first door panel  104  along a path of travel  140  in a movement envelope  142  between a closed position  150  and an open position  156  (i.e., a fully-open position).  FIG. 2A  shows the first door panel  104  in a closed position  150  where the first door panel  104  is sealed and secured to the door frame  130 .  FIG. 2C  shows the first door panel  104  in a slightly open position, and  FIG. 2D  shows the first door panel  104  in a further open position.  FIG. 2E  illustrates the first door panel  104  in the open position  156 . 
     As best seen in  FIG. 2D , door hinge  108  includes the first four bar linkage  110 . In the aspect illustrated, first four bar linkage  110  includes a mounting first link  200  which is rigidly connected to the door frame  130  above the door opening  136 . The mounting first link  200  can be welded to the door frame  130  or secured with mechanical fasteners or other connecting methods and devices. First four bar linkage  110  further includes a second link  202  having a first end  203  and a second end  204 . The second link  202  first end  203  is pivotally connected to the mounting first link  200  at a first pivot point  206  and the second end  204  includes a second pivot point  208 . 
     First four bar linkage  110  further includes a third link  210  having a first end  211  and a second end  212 . The third link  210  first end  211  is pivotally connected to the mounting first link  200  at a first pivot point  214  and the second end  212  includes a second pivot point  216 . The first four bar linkage  110  further includes a fourth link  221  having first end  222 , and a second end  224 . The first end  222  of the fourth link  221  is pivotally connected to the second end  204  of the second link  202  at a first pivot point  226  and the second end  224  is pivotally connected to the second end  212  of the third link  210  at a second pivot point  228 . As best seen in  FIG. 2G , pivot point pairs  208 ,  226  and  216 ,  228  are respectively axially aligned. As shown in  FIGS. 2B and 2G , mounting first link  200  may have an offset which positions the first four bar linkage second link first end  203  on a different geometric plane or elevation than the third link first end  211 . Mounting first link  200  may be of different sizes, shapes and configurations to suit the particular application and required movement of the first four bar linkage  110  and the second four bar linkage  120 . 
     In the aspect illustrated, the second four bar linkage  120  includes a first link  230  having a first end  232  and a second end  234 . The first end  232  includes a first pivot point  236  and the second end  234  includes a second pivot point  238 . The second four bar linkage  120  further includes a second link  240  having a first end  242  and a second end  244 . The first end  242  of the second link  240  is pivotally connected to first end  232  of the first link  230  of the second four bar linkage  120  at a first pivot point  246 , and the second end  244  includes a second pivot point  248 . 
     The second four bar linkage  120  further includes a third link  250  having a first end  252  and a second end  254 . The first end  252  of the third link  250  is pivotally connected to the second end  234  of the first link  230  of the second four bar linkage  120  at a first pivot point  256  and the second end  254  includes a second pivot point  258 . The second four bar linkage  120  includes a fourth link  260  that is rigidly connected to the first door panel  104 . The fourth link  260  includes a first end  262  and a second end  264 . The first end  262  of the fourth link  260  is pivotally connected to the second end  244  of the second link  240  at a first pivot point  266 , and the second end  264  is pivotally connected to the second end  254  of the third link  250  at a second pivot point  268 . As best seen in  FIG. 2G , the pivot point pairs  236 , 246  and  238 , 256  and  248 , 266  and  258 , 268  of the second four bar linkage  120  are respectively axially aligned. 
     In the aspect illustrated and best seen in  FIG. 2G , the described implementations of the first four bar linkage  110  and the second four bar linkage  120  have links that are respectively secured through mechanical fasteners, for example fastening bolts having shoulders and wear bushings (not shown), allowing free rotation of the respectively pivotally connected links to one another. Alternate fasteners and methods for pivotally connecting the links may be used. The described links are made from steel, aluminum or other materials suitable for the performance specification and environmental conditions. 
     As shown in  FIGS. 2A-G , the door hinge  108  includes a coupler  270  used to connect the first four bar linkage  110  to the second four bar linkage  120 . In the aspect as best seen in  FIGS. 2B, 2F and 2G , coupler  270  includes a rigid bar  272  which integrates the first four bar linkage  110  fourth link  221 , the second four bar linkage  120  first link  230 , and a center portion  274  as a unitary piece. In other words, the integrated rigid bar  272  serves as both the first four bar linkage fourth link  221  and the second four bar linkage first link  230  in a single, unitary component. As best seen in  FIGS. 2D, 2F and 2G . The rigid bar center portion  274  rigidly connects the first four bar linkage fourth link  221  to the second four bar linkage first link  230  preventing relative movement between the first four bar linkage fourth link  221  and the second four bar linkage first link  230 . 
     In the illustrated aspect of rigid bar  272  in  FIG. 2F , the first four bar linkage fourth link  221  includes an offset portion  275  used to position the fourth link second end  224  out a geometric plane of the first four bar linkage fourth link first end  222  and second four bar linkage first link  230  first end  232  and second end  234 . Other sizes, shapes, lengths, configurations, and pivot points for rigid bar  272  may be used to suit the application, required movement of the first four bar linkage  110  and the second four bar linkage  120 , the required first door panel  104  path of travel  140 , the required movement envelope  142 , and the performance specification, may be used. 
     Other devices and methods for rigid bar  272 , for example not having an integrated first four bar linkage fourth link  221  and a second four bar linkage first link  230  may be used. For example, coupler  270  rigid bar  272  may be a separate member (not shown) from the first bar linkage fourth link  221  and the second four bar linkage first link  230  (shown integrated as described above). The coupler  270  separate rigid bar member may be pivotally connected to first link  230  and/or the fourth link  221  or may have sliding engagement through a shouldered fastener and a closed slot (not shown) allowing for relative movement between the rigid bar  272  and the respective connected link. Rigid bar  272  can alternately be connected to different links of the first four bar linkage  110  and the second four bar linkage  120 . 
     The rigid bar  272  can be of other numbers of bars, and different sizes, shapes, lengths, and orientations other than rigid bar  272  as shown. Further, although shown as a separate component or member, rigid bar  272  can be integral and unitary with one or both first four bar linkage  110  and/or second four bar linkage  120 . 
     Referring to  FIGS. 3A and 3B  an alternate aspect of coupler  270  is shown in the form of a coupler  370 . The coupler  370  includes a third four bar linkage  380 . The third four bar linkage  380  is positioned between, and respectively connected to, a first four bar linkage  310  (as previously described with respect to the first four bar linkage  110 ) and a second four bar linkage  320  (as previously described with respect to the second four bar linkage  120 ) (spaces shown between the first four bar linkage  310 , the second four bar linkage  320 , and the third four bar linkage  380  in  FIG. 3B  for convenience of illustration only). In the example, the third four bar linkage  380  of the coupler  370  includes a first link  382  having a first end  383  and a second end  384 . The first link  382  is pivotally connected at the first end  383  to the second four bar linkage  320  at pivot points  336 ,  346  (previously described as  236 ,  246 ). First link  382  is pivotally connected at the second end  384  to the second four bar linkage  320  at pivot points  338 ,  356  (previously described as  238 ,  256 ). 
     The third four bar linkage  380  of the coupler  370  includes a second link  385  having a first end  386  and a second end  387 . First end  386  is pivotally connected to the first end  386  to the second four bar linkage  320  at pivot points  336 ,  346  and at the second end  387  to first four bar linkage  310  at pivot points  308 ,  326  (previously described as  208 ,  226 ). The third four bar linkage  380  of the coupler  370  further includes a third link  388  having a first end  389  and a second end  390 . First end  389  is pivotally connected to the second four bar linkage  320  at pivot points  338 ,  356  and the second end  390  is pivotally connected to first four bar linkage  310  at pivot points  316 , 328  (previously described as  216 ,  228 ). 
     The third four bar linkage  380  of the coupler  370  includes a fourth link  391  having a first end  392  and a second end  393 . First end  392  is pivotally connected to first four bar linkage  310  at pivot points  308 ,  326  and the second end  393  is pivotally connected to the first four bar linkage  310  at pivot points  316 ,  328 . 
     As best seen in the aspect illustrated in  FIGS. 2B and 2D , first four bar linkage  110  second link  202  and third link  210  are shaped or curved relative to the mounting first link  200  to position the fourth link  221  further outboard (further away from) from the door frame  130  than the second four bar linkage  120  first link  230  in the y-coordinate direction. This positioning provides an “overlap” of the first four bar linkage  110  and the second four bar linkage  120  throughout the path of travel  140  of the first door panel  104 . This allows the door hinge  108  to be more compact or space efficient while maintaining significant rotation and lift of the first door panel  104  in implementations in which the movement envelope  142  is narrow. The illustrated shape or curvature of the first four bar linkage  110  second link  202  and third link  210  further provides that the first four bar linkage  110  and the second four bar linkage  120  are not fully extended along the y-coordinate direction at the same time along the path of travel  140 . That is, neither the first four bar linkage  110  nor the second four bar linkage  120  have their maximum length or extension in the y-coordinate direction at the same time. This is beneficial to achieve a narrower movement envelope  142  distance  160  from the exterior surface  146 . Alternative sizes, shapes, lengths, configurations, pivot point locations, and relative movement of the described links relative to one another, as well as to the door frame  130  and first door panel  104 , may be used. 
     Referring to  FIGS. 2A-2G , one aspect of a manually-operated implementation of the multi-linkage vehicle door hinge system  100  (where electric motors are not used), includes a door effort reduction device to reduce the effort a user must exert to open and/or close the first door panel  104 . In one aspect, one or more counterweights (not shown) are used to offset the gravitational forces needed to lift the first door panel  104  from the closed position  150  to the open position  156 . Alternate aspects may include internal force biasing devices, for example springs or pneumatic cylinders, which are biased to lift the first door panel  104  when the first door panel  104  is disengaged from the door frame  130  from the closed position  150 . The door effort reduction device, or devices, can be positioned at predetermined structural points in door hinge  108 , for example in the mounting first link  200  or at one or more of the link pivot points. Equally, door effort reduction devices can be used to assist a user in closing the first door panel  104 , for example to slow and/or control the speed of the first door panel  104  moving from the open position  156  to the closed position  150 . These door effort reduction devices may further be used for electrically-powered or automatic door panels are used (where electric motors assist in opening and closing the door panel). 
     In operation, multi-linkage vehicle door hinge system  100  is typically in a closed position  150  as shown in  FIGS. 1A and 2A  wherein the first door panel  104  is engaged with the door frame  130  and any weather seals surrounding the door opening  136 . A user manipulates a door actuator, for example a door handle, which disengages a door latch from a striker plate (not shown). In implementations in which the multi-linkage vehicle door hinge system  100  is manually operated, door effort reduction devices assist a user in raising the first door panel between the closed position  150  and the open position  156 . In implementations in which the multi-linkage vehicle door hinge system  100  is power operated, one or more electric motors apply force to the door hinge  108  through one or both first four bar linkage  110  and/or the second four bar linkage  120  to move the first door panel  104  from the closed position  150  to the open position  156  and back again. 
     In motion between the first door panel  104  closed position  150  and the open position  156 , the first four bar linkage  110 , the second four bar linkage  120 , and the coupler  270  articulate as described and illustrated in  FIGS. 2A-2G  to move the first door panel  104  from the closed position  150  to the open position  156  along the door panel path of travel  140 . The first door panel  104  moves within the movement envelope  142  which is substantially parallel to the exterior surface  146 . In an alternate aspect, the first door panel  104  is further rotated toward the centerline  186  to a folded down position  180  as shown in  FIG. 1C . In the first door panel  104  open position, substantially all of the door opening  136  is clear for passage to enter or exit the vehicle passenger cabin. The first door panel  104  is selectively moved from the open position  156  to the closed position  150  in a reverse manner. 
       FIG. 4  is a simplified schematic side view showing a door hinge  408  including an actuation system according to a first example. The door hinge  408  is a multi-linkage vehicle door hinge, having components that are analogous to those described with respect to the door hinge  108  except as otherwise described herein. 
     The door hinge  408  connects a door panel  404  to door frame  430  using a first four bar linkage  410  and a second four bar linkage  420 . The first four bar linkage  410  and the second four bar linkage  420  may be configured according to the description of the first four bar linkage  110  and the second four bar linkage  120 , including links, pivot points, and a coupling structure that connects the first four bar linkage  410  to the second four bar linkage  420 , which in the illustrated example is a coupler  470  in the form of a bar that rigidly connects one of the links of the first four bar linkage  410  to one of the links of the second four bar linkage  420 . 
     The actuation system for the door hinge  408  includes a first electric motor  494   a  and a second electric motor  494   b . The first electric motor  494   a  is connected to the door frame  430  and can be packaged in the vehicle body (not shown in  FIG. 4 ). The first electric motor  494   a  is operable to apply a rotational force to one of the links of the first four bar linkage  410 , for example, at the location of a pivotal connection to the door frame  430 . The second electric motor  494   b  is connected to the door panel  404  and can be packaged in the vehicle body (not shown in  FIG. 4 ). The second electric motor  494   b  is operable to apply a rotational force to one of the links of the second four bar linkage  420 , for example, at the location of a pivotal connection to the door frame  430 . By independent control of the first electric motor  494   a  and the second electric motor  494   b , motion of the door panel  404  can be controlled including adjustment of the movement envelope during travel between open and closed positions. 
       FIG. 5  is a simplified schematic side view showing a door hinge  508  including an actuation system according to a second example. The door hinge  508  is a multi-linkage vehicle door hinge, having components that are analogous to those described with respect to the door hinge  108  except as otherwise described herein. 
     The door hinge  508  connects a door panel  504  to door frame  530  using a first four bar linkage  510  and a second four bar linkage  520 . The first four bar linkage  510  and the second four bar linkage  520  may be configured according to the description of the first four bar linkage  110  and the second four bar linkage  120 , including links, pivot points, and a coupling structure that connects the first four bar linkage  510  to the second four bar linkage  520 , which in the illustrated example is a coupler  570  in the form of a bar that rigidly connects one of the links of the first four bar linkage  510  to one of the links of the second four bar linkage  520 . 
     The actuation system for the door hinge  508  includes a first electric motor  594   a  and a second electric motor  594   b . The first electric motor  594   a  is connected to the coupler  570 . The first electric motor  594   a  is operable to apply a rotational force to one of the links of the first four bar linkage  510 , for example, at the location of a pivotal connection adjacent to the coupler  570 . The second electric motor  594   b  is connected to the coupler  570 . The second electric motor  594   b  is operable to apply a rotational force to one of the links of the second four bar linkage  520 , for example, at the location of a pivotal connection adjacent to the coupler  570 . By independent control of the first electric motor  594   a  and the second electric motor  594   b , motion of the door panel  504  can be controlled including adjustment of the movement envelope during travel between open and closed positions. 
       FIG. 6  is a simplified schematic side view showing a door hinge  608  including an actuation system according to a third example. The door hinge  608  is a multi-linkage vehicle door hinge, having components that are analogous to those described with respect to the door hinge  108  except as otherwise described herein. 
     The door hinge  608  connects a door panel  604  to door frame  630  using a first four bar linkage  610  and a second four bar linkage  620 . The first four bar linkage  610  and the second four bar linkage  620  may be configured according to the description of the first four bar linkage  110  and the second four bar linkage  120 , including links, pivot points, and a coupling structure that connects the first four bar linkage  610  to the second four bar linkage  620 , which in the illustrated example is a coupler  670  in the form of a bar that rigidly connects one of the links of the first four bar linkage  610  to one of the links of the second four bar linkage  620 . 
     The actuation system for the door hinge  608  includes an electric motor  694  and a motion transfer assembly  695 . The electric motor  694  is connected to the door frame  630  and packaged in the vehicle body as illustrated but could alternatively be connected and packaged in the door panel  604 . The motion transfer assembly  695  interconnects one of the links of the first four bar linkage  610  to one of the links of the second four bar linkage  620  to cause pivotal motion of links of the second four bar linkage  620  in response to pivotal motion of the links of the first four bar linkage  610 . The motion transfer assembly  695  is operable to vary the rate of motion of the second four bar linkage  620  relative to the first four bar linkage  610 . As one example, the motion transfer assembly  695  may include a linear actuator, as another example, the motion transfer assembly  695  may be a bar having a controllable sliding connection relative to the links of one or both of the first four bar linkage  610  or the second four bar linkage  620 , as another example, the motion transfer assembly  695  may include a cable and pulley system that is passively actuated based on linkage motion, actively actuated using a motor and controller, or actuated actively in response to sensed linkage motion. 
       FIG. 7  is a simplified schematic side view showing a door hinge  708  including an actuation system according to a fourth example. The door hinge  708  is a multi-linkage vehicle door hinge, having components that are analogous to those described with respect to the door hinge  108  except as otherwise described herein. 
     The door hinge  708  connects a door panel  704  to door frame  730  using a first four bar linkage  710  and a second four bar linkage  720 . The first four bar linkage  710  and the second four bar linkage  720  may be configured according to the description of the first four bar linkage  110  and the second four bar linkage  120 , including links, pivot points, and a coupling structure that connects the first four bar linkage  710  to the second four bar linkage  720 , which in the illustrated example is a coupler  770  in the form of a bar that rigidly connects one of the links of the first four bar linkage  710  to one of the links of the second four bar linkage  720 . 
     The actuation system for the door hinge  708  includes an electric motor  794  and a motion transfer assembly  795 . The electric motor  794  is connected to the door frame  730  and packaged in the vehicle body as illustrated but could alternatively be connected and packaged in the door panel  704 . The motion transfer assembly  795  is connected to the coupler  770  and interconnects one of the pivots first four bar linkage  710  to one of the pivots of the second four bar linkage  720  to cause pivotal motion of links of the second four bar linkage  720  in response to pivotal motion of the links of the first four bar linkage  710 . 
     The motion transfer assembly  795  is operable to vary the rate of motion of the second four bar linkage  720  relative to the first four bar linkage  710 . As one example, the motion transfer assembly  795  may include a gear train having gears, and the gear train may be configured to generate a variable output rotation in response to an input rotation. As another example, the motion transfer assembly may include cams that are operable to transfer motion according to a desired profile according to the geometric configuration of the cams. Thus, the motion transfer assembly  795  may include a first gear or cam connected to the first four bar linkage and a second gear or cam connected to the second four bar linkage, wherein the second gear or cam engaged with the first gear or cam, either by direct engagement, or by indirect engagement through intervening structures. In one example, the motion transfer assembly  795  includes a continuously variable transmission that applies a variable drive ratio to the output rotation in response to the input rotation under mechanical or electronic control. 
     Referring to  FIGS. 8A-8D  an alternate aspect of a multi-linkage vehicle door hinge system  800  is illustrated. In the aspect, door hinge  808  is a six-bar (or link) door hinge used to move a first door panel  804  between a closed position  850  shown in  FIG. 8A  to an open position  856  (i.e., a fully-open position) shown in  FIG. 8C  along a path of travel  840 . As previously generally described for first door panel  104 , first door panel  804  moves through a movement envelope  842  (outboard side shown in phantom line) between the closed position and the open position. Due to the different geometry and articulation of the door hinge  808 , the path of travel  840  and movement envelope  842  will vary from the first door hinge  108  previously described. As described for door hinge  108 , only one door hinge  808  is described and illustrated. Additional door hinges  808  may be used on the same first door panel  804 , and/or additional door panels or other panels, as previously described for multi-linkage vehicle door system  100 . 
     In the aspect as best seen in  FIGS. 8B and 8D , door hinge  808  includes a first mounting link  896 A which is rigidly secured to a door frame  830  defining a door opening  836  in a manner as previously described for door frame  130  and door frame opening  136 . Door hinge  808  further includes a second link,  896 B, a third link  896 C, a fourth link  896 D, and a fifth link  896 E. The door hinge  808  further includes a sixth link  896 F which is rigidly connected to the door panel  804  as previously described for second four bar linkage fourth link  260  as previously described for door hinge  108 . 
     In the aspect as best seen in  FIG. 8B , second link  896 B is pivotally connected to the mounting first link  896 A at a first pivot point  897 A, and pivotally connected to the third link  896 C at a second pivot point  897 B. The third link  896 C is pivotally connected to the mounting first link  896 A at a third pivot point  897 C, and pivotally connected to the sixth mounting link  896 F at a fourth pivot point  897 D. 
     In the illustrated aspect, the fourth link  896 D is pivotally connected to the second link  896 B at the second pivot point  897 B, is pivotally connected to the third link  896 C at a fifth pivot point  897 E and is also pivotally connected to the fifth link  896 E at a sixth pivot point  897 F. The fifth link  896 E is pivotally connected to the fourth link  896 D at the sixth pivot point  897 F, and pivotally connected to the sixth link  896 F at a seventh pivot point  897 G. The described and illustrated links  896 A-F may each be of different sizes, lengths, shapes, orientations, and include alternate pivot points than those described and illustrated to suit the desired first door panel  804  path of travel  840 , movement envelope  842  or performance specifications. 
     In the aspect illustrated for door hinge  808 , the referenced links  896 A-F can be connected using the same devices and methods, and may be manufactured from the same materials, as the links previously described for door hinge  108 . 
     In operation, multi-linkage vehicle door hinge system  800  is typically in a closed position  850  as show in  FIG. 8A  wherein the first door panel  804  is engaged with the door frame  830  and any weather seals surrounding the door opening  836 . A user manipulates a door actuator, for example a door handle, which disengages a door latch from a striker plate (not shown). In implementations in which the multi-linkage vehicle door hinge system  800  is manually operated, door effort reduction devices may assist a user in raising the first door panel between the closed position  850  and the open position  856  as previously described for multi-linkage vehicle door hinge system  100  and door hinge  108 . In implementations in which the multi-linkage vehicle door hinge system  800  is power operated, one or more electric motors may apply force to the door hinge  808  through one or more of the second link through fifth link  896 B- 896 E to move the first door panel  804  from the closed position  850  to the open position  856  and back again in a generally similar manner as previously described for multi-linkage vehicle door hinge system  100  and door hinge  108  taking into account the different door hinge  808  geometry and articulation. 
     In operation, the multi-linkage vehicle door system  800  first door panel  804  path of travel  840  and movement envelope  842  varies from that as described and illustrated for multi-linkage vehicle door hinge system  100  and hinge  108 . As shown in  FIGS. 8A-8C , the path of travel  840  and movement envelope includes a more radial or rounded course than path of travel  140  but is still relatively parallel to the exterior surface  846  versus prior designs. 
     In motion between the first door panel  104  closed position  850  and the open position  856 , the respective second link through fifth link  896 B- 896 E articulate as described and illustrated in  FIGS. 8A-8D  to move the first door panel  804  from the closed position  850  to the open position  856  along the path of travel  840 . The first door panel  804  moves within the movement envelope  842  which is relatively parallel to an exterior surface  846  of the vehicle. 
     In an alternate aspect (not shown), the first door panel  804  is further rotated toward a centerline of the vehicle to a folded down position similar to that as shown and described for first door panel  104  and door hinge  108  in  FIG. 1C . 
     In the first door panel  804  open position  856 , substantially all of the door opening  836  is clear for passage to enter or exit the vehicle passenger cabin. The first door panel  804  is selectively moved from the open position  156  to the closed position  150  in a reverse manner. 
     The door hinge  808  connects a door panel  804  to the door frame  830  using the six-bar door hinge  808  described above. The six-bar door hinge  808  may be configured and have relative movement between the respective links according to the description and illustration  FIGS. 8A-8D . 
     The multi-linkage vehicle door system  800  may generally be actuated manually, or through powered actuators for example electric motors, as previously and variously described for multi-linkage vehicle door hinge system  100  and door hinge  108 ,  408  illustrated in  FIG. 4 . For example, as generally seen in  FIG. 4  as applied to  FIGS. 8A-8D , a first electric motor  494   a  and/or a second electric motor  494   b  may be respectively connected to the door frame  830  and/or the first door panel  804  and selectively apply a force to one or more of second link  896   b  through fifth link  896 E to move the respective link, and connected links and first door panel  804  between the closed position  850  and the open position  856  and back again. In the example for multi-linkage vehicle door hinge system  800 , the first electric motor  494   a  and the second electric motor  494   b  would need to be synchronized if both electric motors are simultaneously used. 
     In an alternate aspect not shown, and with respect to the multi-link vehicle door hinge system  800  shown in  FIGS. 8A-8D , the positions of the first electric motor  494   a  and/or second electric motor  494   b  can be in a different location and apply a force to different links than described above and illustrated in  FIG. 4 . For example, one of the first electric motor  494   a  or the second electric motors may be positioned adjacent the fifth pivot joint  897 E and apply a force to one or both of the third link  896 C and/or the fourth link  896 D to move the first door panel  804  relative to the door frame  830 . 
     In an alternate example not shown, and respecting the multi-link vehicle door hinge system  800 , an electric motor and a motion transfer assembly as described and illustrated in  FIGS. 6 and 7  may be used. For example, an electric motor  694  may be used with a motion transfer assembly  695  connected between the third link  896 C and the fourth link  896 D to articulate the respective links of door hinge  808  as generally and respectively described for  FIGS. 6 and 7  above. 
     Although the systems and hinges described herein, such as the multi-linkage vehicle door hinge system  100 ,  800  and the door hinge  108 ,  808  are described as having particular usefulness for passenger vehicle entry/exit doors, similar benefits are achieved in alternate vehicular applications, for example vehicle liftgates. Further, alternate applications include mass transit vehicles, for example buses, shuttles and other vehicles where high volumes of passengers enter and exit the vehicle.

Metadata:
Filing Date: 20200427
Publication Date: 20220104
Grant Date: 20220104
Priority Date: 20170926
Inventors: TARGHI, ALI TAVAKOLI
MONROE, DONALD R.
KARLSSON, JOHAN
KLOTZ, STEVEN H.
Assignee: APPLE INC
CPC Classifications: [{"code": "E05Y2900/50", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60J5/0473", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05D3/18", "inventive": true, "first": true, "tree": "[]"}, {"code": "E05D3/16", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05D3/06", "inventive": true, "first": false, "tree": "[]"}, {"code": "E05Y2900/531", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60J5/0473", "inventive": true, "first": true, "tree": "[]"}, {"code": "E05D3/18", "inventive": true, "first": true, "tree": "[]"}, {"code": "E05Y2900/531", "inventive": false, "first": false, "tree": "[]"}, {"code": "B60J5/0473", "inventive": true, "first": false, "tree": "[]"}]
Family ID: 70612684