JP7639585B2 - Door closer device for vehicle - Google Patents

Description

The present invention relates to a vehicle door closer device that is installed on a vehicle door.

Vehicle door opening and closing systems that open and close vehicle doors have been known for some time. For example, Patent Document 1 and Patent Document 2 disclose vehicle door opening and closing systems that open and close a back door provided at the rear of a vehicle body. The vehicle door opening and closing systems described in Patent Document 1 and Patent Document 2 include a vehicle door closer device (door latch device) that is configured to be able to engage and disengage with a striker provided at the lower part of the rear opening of the vehicle. The vehicle door closer device includes a lock mechanism unit (meshing mechanism) that is able to engage and disengage with the striker of the vehicle, and an actuator unit (drive mechanism) that electrically operates the lock mechanism unit. The actuator unit includes a latch drive motor, a pinion gear that rotates by the power of the latch drive motor, and a sector gear that meshes with the pinion gear and operates the lock mechanism unit.

Normally, the doors of a vehicle, including the back door, are operated when the vehicle is parked and stopped. When the vehicle is moving, the doors of the vehicle, including the back door, are not operated, so the rotation position of the sector gear is maintained in a neutral position when the vehicle is moving. On the other hand, the vehicle rarely vibrates when parked and stopped, but often vibrates when moving, such as when driving on rough roads or going over bumps. When the vehicle vibrates, the vehicle door closer device installed in the vehicle is likely to vibrate. Therefore, the vehicle door closer devices described in Patent Documents 1 and 2 are likely to vibrate when the vehicle is moving, i.e., when the rotation position of the sector gear is in the neutral position.

The sector gear in the vehicle door closer device described in Patent Document 1 and Patent Document 2 is made of a metal material such as steel, so there was an issue that when the vehicle door closer device vibrated, the pinion gear collided with the sector gear, generating a loud rattle noise.

Therefore, Patent Document 3 discloses a vehicle door closer device that is equipped with an auxiliary biasing means that applies a biasing force to the sector gear.

In addition, in order to reduce the rattle noise caused by collision between gears, not only in vehicle door closer devices, the techniques described in Patent Documents 4 to 6, for example, are known.

The technologies described in Patent Document 4 and Patent Document 5 are both intended to reduce the rattle noise between the rack teeth and the pinion in a rack and pinion mechanism. The technology described in Patent Document 4 presses the rack away from the pinion to always maintain an appropriate gap between the rack teeth and the pinion, thereby preventing the rack teeth and the pinion from colliding with each other and reducing the rattle noise. The technology described in Patent Document 5 presses the rack away from the pinion to ensure that the rack and pinion are in contact with each other, thereby reducing the rattle noise.

The technology described in Patent Document 6 involves placing steel cushion gears on both axial sides of the driven gear so as to sandwich the driven gear, and configuring the cushion gears so that they collide with the drive gear before the driven gear does, thereby reducing the rattle noise caused by a direct collision between the drive gear and the driven gear.

Patent No. 6442772 Patent No. 6442773 Patent No. 5320648 Patent No. 3749074 Patent No. 4012756 JP 2001-336610 A

However, in the vehicle door closer device of Patent Document 3, the auxiliary biasing means is disposed outside the sector gear when viewed from the direction of the sector gear's rotation axis, which creates a problem in that the dimensions of the vehicle door closer device when viewed from the direction of the sector gear's rotation axis become large.

In addition, even if the technology described in Patent Documents 4 and 5 is applied to the vehicle door closer device described in Patent Documents 1 and 2, it is necessary to place a member that presses the rack on the outside of the sector gear when viewed from the direction of the sector gear's rotation axis, which results in a large dimension of the vehicle door closer device when viewed from the direction of the sector gear's rotation axis.

In addition, when the technology described in Patent Document 6 is applied to the vehicle door closer devices described in Patent Documents 1 and 2, cushion gears are arranged on both axial sides of the sector gear so as to sandwich the sector gear. In this case, since the cushion gear is made of steel, even if it is possible to reduce the level of gear rattle noise caused by backlash, it is difficult to reduce the gear rattle noise that occurs when the pinion gear and the sector gear collide due to vibrations of the vehicle door closer device caused by vehicle vibrations, such as when the vehicle is traveling on rough roads or going over a step. In addition, since the cushion gear is arranged to cover the entire surface of both axial sides of the sector gear, the cushion gear becomes large, and the vehicle door closer device becomes large.

The present invention provides a vehicle door closer device that can reduce the rattle noise caused by the teeth of the sector gear colliding with the pinion gear when the vehicle door closer device vibrates, while preventing the device from becoming too large.

The present invention relates to
Located on the door of the vehicle,
a lock mechanism that is releasably engaged with a striker provided on a body of the vehicle;
an actuator unit that operates the lock mechanism unit;
A vehicle door closer device comprising:
The lock mechanism includes:
a latch that engages and disengages with the striker;
a ratchet that engages the latch to maintain an engaged state between the latch and the striker;
a latch lever for operating the latch;
a release lever for operating the ratchet to disengage from the latch;
The actuator unit includes:
A drive motor;
a pinion gear rotated by the power of the drive motor;
a sector gear having a toothed portion that meshes with the pinion gear and rotates with rotation of the pinion gear to operate the latch lever and the release lever,
the sector gear has a pressing portion that presses the latch lever and the release lever to operate the latch lever and the release lever,
the rotation position of the sector gear includes a neutral position in which the pressing portion of the sector gear is separated from the latch lever and the release lever,
the sector gear is provided with a resin gear member which rotates integrally with the sector gear and is formed so as to overlap a part of the sector gear when viewed from a direction of a rotation axis of the sector gear,
The resin gear member is provided with a tooth portion that meshes with the pinion gear,
The tooth portion of the resin gear member is
When the rotation position of the sector gear is the neutral position, the sector gear meshes with the pinion gear,
the sector gear is provided so as to overlap only a portion of the tooth portion of the sector gear, the portion including a position where the sector gear meshes with the pinion gear when the sector gear is in the neutral position in a rotation direction of the sector gear,
The tooth surface of the tooth portion of the resin gear member is
When the rotation position of the sector gear is the neutral position, at least a portion of the sector gear is formed to protrude in a direction approaching the pinion gear beyond the tooth surface of the tooth portion of the sector gear as viewed from the direction of the rotation axis of the sector gear.

According to the present invention, the vehicle door closer device can reduce the rattle noise caused by the teeth of the sector gear colliding with the pinion gear when the vehicle door closer device vibrates, while preventing the device from becoming too large.

1 is a view showing a rear part of a vehicle equipped with a vehicle door opening and closing system including a vehicle door closer device according to an embodiment of the present invention, as viewed from the right side. 2 is a view of the rear part of the vehicle in FIG. 1 with the back door open, seen from the right side. 1 is a diagram showing a vehicle door closer device according to an embodiment of the present invention, viewed from an upper front right side. 4 is a front view of the vehicle door closer device of FIG. 3 obliquely seen from below. FIG. FIG. 4 is a side view of the vehicle door closer device of FIG. 3 as viewed from the left side. FIG. 4 is a view of the vehicle door closer device of FIG. 3, seen obliquely from above and from the front, with a back plate removed. 4 is a view of the vehicle door closer device of FIG. 3, seen obliquely from above and from the front, with a back plate and a main body removed. FIG. 4 is a diagram showing the arrangement of a half-latch detection switch and a full-latch detection switch relative to a latch in the vehicle door closer device of FIG. 3 . FIG. 4 is a diagram showing a state of a main part of a locking mechanism in the vehicle door closer device of FIG. 3 when a latch is in an unlatched position; FIG. 4 is a diagram showing a state of a main part of a lock mechanism in the vehicle door closer device of FIG. 3 when the latch is in a half-latched position; FIG. 4 is a diagram showing a state of a main part of a lock mechanism in the vehicle door closer device of FIG. 3 when the latch is in a fully latched position; FIG. 4 is a view of the periphery of the sector gear in the vehicle door closer device of FIG. 3 when the sector gear is in a neutral position as viewed obliquely from below and in front. FIG. FIG. 11 is a further enlarged view of the periphery of the teeth of the resin gear member in FIG. 10 . 11 is a view of the main part around the sector gear in FIG. 10 as viewed from the rear side of the sector gear. FIG. 11 is a diagram showing a first modified example of the sector gear and the resin gear member in the vehicle door closer device according to one embodiment of the present invention, as viewed from the front side of the sector gear. FIG. 11 is a diagram showing a second modified example of the sector gear and the resin gear member in the vehicle door closer device according to one embodiment of the present invention, as viewed from the back side of the sector gear.

An embodiment of a vehicle equipped with a vehicle door opening/closing system having a vehicle door closer device of the present invention will be described below with reference to the attached drawings. Each drawing should be viewed in the direction of the reference symbols. In order to simplify and clarify the description in this specification, the front/rear, left/right, and up/down directions are described according to the direction as seen by the driver of the vehicle, and in the drawings, the front of the vehicle is indicated as Fr, the rear as Rr, the left as L, the right as R, the top as U, and the bottom as D. Note that the drawings are schematic, and the dimensional relationships and ratios of each element may differ from the actual relationships. Also, the drawings may include parts in which the dimensional relationships and ratios differ from one another.

As shown in Figures 1 and 2, the vehicle 100 is equipped with a back door 101 that opens and closes a rear opening 104 formed on the rear surface of the vehicle body of the vehicle 100. The back door 101 is also called a tailgate. A hinge 102 is provided at the upper end of the back door 101.

<Door opening/closing control system>
The vehicle door opening/closing system 1 of this embodiment opens and closes a back door 101 provided at the rear of a vehicle body of a vehicle 100. The vehicle door opening/closing system 1 includes a vehicle door opening/closing device 2, a vehicle door closer device 3, and an electronic control unit (ECU) 7.

The vehicle door opening/closing device 2 is an electric device that opens and closes the back door 101, also called the tailgate, of the vehicle 100 using the power of a motor. In this embodiment, the vehicle door opening/closing device 2 is fixed to the ceiling of the vehicle 100 so that the back door 101 can be opened and closed by rotating a hinge 102 of the back door 101 of the vehicle 100.

The vehicle door closer device 3 is an electric device configured to be able to engage with and disengage from a striker 103 provided at the lower end of the rear opening 104 of the vehicle 100. The vehicle door closer device 3 is provided at the lower portion of the rear door 101 so as to be able to engage with the striker 103 when the rear opening 104 is closed by the rear door 101 (closed state shown in FIG. 1). When the vehicle door closer device 3 and the striker 103 engage, the rear door 101 of the vehicle 100 is locked in a closed state. When the engagement between the vehicle door closer device 3 and the striker 103 is released, the rear door 101 of the vehicle 100 becomes able to open and close.

The electronic control device 7 is a device that controls the operations of the vehicle door opening/closing device 2 and the vehicle door closer device 3 described above. The electronic control device 7 is electrically connected to the vehicle door opening/closing device 2 and the vehicle door closer device 3 via wiring or the like (not shown), and is provided, for example, in the side of the vehicle body of the vehicle 100.

In this embodiment, the vehicle 100 equipped with the vehicle door opening/closing device 2, the vehicle door closer device 3, and the electronic control device 7 is a type of vehicle such as a minivan or station wagon, in which the rear opening 104 leads to a luggage space or a seat. Therefore, the vehicle 100 allows luggage to be loaded and unloaded through the rear opening 104 that is opened when the back door 101 is in the open state. Furthermore, the vehicle 100 may allow passengers to get in and out of the vehicle through the rear opening 104 that is opened when the back door 101 is in the open state.

<Door opening and closing device>
Next, a configuration of the vehicle door opening and closing device 2 will be described. The vehicle door opening and closing device 2 is a PTG (Power Tail Gate) drive unit that electrically opens and closes the back door 101 of the vehicle 100. The vehicle door opening and closing device 2 includes a PTG motor 21 as a power source, an arm 22 that rotates by the power of the PTG motor 21, and a rod 23 supported by the arm 22 so as to be freely rotatable.

The PTG motor 21 is driven by power supplied from the vehicle 100's onboard power source, thereby generating power to open and close the back door 101. A base end portion of an arm 22 is attached to the drive shaft (rotation shaft) of the PTG motor 21. The arm 22 rotates around the drive shaft of the PTG motor 21 by the power of the PTG motor 21. One end of a rod 23 is rotatably supported at the tip portion of the arm 22. The other end of the rod 23 is connected to a hinge 102 of the back door 101. One end of the hinge 102 is rotatably attached to the ceiling of the vehicle 100 using a bracket or the like. The other end of the hinge 102 is fixed to the back door 101.

The arm 22, which is connected to the drive shaft of the PTG motor 21 and the rod 23, is linked to the back door 101 via the rod 23 and the hinge 102. The arm 22 also receives power from the PTG motor 21 to rotate, and transmits the received power to the rod 23 and the hinge 102. As a result, the arm 22 moves the hinge 102 via the rod 23 in the opening or closing direction of the back door 101 (see FIG. 2).

The opening direction of the back door 101 is the rotation direction in which the back door 101 moves away from the rear opening 104 of the vehicle 100. The closing direction of the back door 101 is the rotation direction in which the back door 101 moves closer to the rear opening 104 of the vehicle 100. The vehicle door opening and closing device 2 performs an opening operation to open the back door 101 by rotating the arm 22 in the opening direction using the power of the PTG motor 21. The vehicle door opening and closing device 2 also performs a closing operation to close the back door 101 by rotating the arm 22 in the closing direction using the power of the PTG motor 21.

<Vehicle door closer device>
Next, the configuration of the vehicle door closer device 3 will be described.

As shown in Figures 3 to 7, the vehicle door closer device 3 includes a locking mechanism 30 that releasably engages with a striker 103 (see Figures 1 and 2) provided on the vehicle 100, an actuator 50 that operates the locking mechanism 30, and a bracket 70 to which the locking mechanism 30 and the actuator 50 are attached. In this embodiment, the actuator 50 electrically operates the locking mechanism 30.

(Configuration of Lock Mechanism)
The locking mechanism 30 includes a latch 31 that engages and disengages with a striker 103 (see Figures 1 and 2) provided on the vehicle 100, a ratchet 32 that maintains the engaged state between the striker 103 and the latch 31 in a releasable state, a stopper 33 that regulates the rotation of the ratchet 32, a latch lever 34 that rotates in conjunction with the latch 31, and a release lever 35 that releases the engaged state between the latch 31 and the ratchet 32.

The locking mechanism 30 includes a casing 40 that houses the latch 31, ratchet 32, and stopper 33 of the locking mechanism 30. The casing 40 includes a main body 41, a cover plate 42 that covers the lower part of the main body 41, and a back plate 43 that covers the upper part of the main body 41.

The cover plate 42 is formed from a relatively thick metal plate. The cover plate 42 has a substantially flat bottom wall portion 42a that extends from the front end to the rear end at an incline, a front wall portion 42b that extends obliquely upward from the front end of the bottom wall portion 42a, a pair of left and right side wall portions 42c that extend upward from the left and right ends of the bottom wall portion 42a, and a pair of left and right flange portions 42d that extend substantially flat from the upper ends of the pair of left and right side wall portions 42c toward the outside in the vehicle width direction. The cover plate 42 has an accommodation space surrounded by the bottom wall portion 42a, the front wall portion 42b, and the pair of left and right side wall portions 42c. The upper part of the bottom wall portion 42a of the cover plate 42 is covered by the main body 41.

The latch shaft 36 to which the latch 31 is fixed and the ratchet shaft 37 to which the ratchet 32 is fixed are rotatably supported on the bottom wall 42a of the cover plate 42. The latch shaft 36 and the ratchet shaft 37 are provided so as to extend obliquely upward from the bottom wall 42a of the cover plate 42, approximately perpendicular to the bottom wall 42a of the cover plate 42, and extend parallel to each other. The latch 31 and the latch shaft 36 rotate together with the latch shaft 36 as a rotation shaft. The ratchet 32 and the ratchet shaft 37 rotate together with the ratchet shaft 37 as a rotation shaft. In this embodiment, the latch shaft 36 and the ratchet shaft 37 are arranged so that the latch shaft 36 is to the left of the ratchet shaft 37 and the ratchet shaft 37 is to the right of the latch shaft 36 in the left-right direction.

The locking mechanism 30 further includes a half-latch detection switch 38a that detects when the latch 31 has rotated to the half-latch position, a full-latch detection switch 38b that detects when the latch 31 has rotated to the full-latch position, and a ratchet detection switch 38c that detects whether the ratchet 32 is in a predetermined set position. The half-latch detection switch 38a, the full-latch detection switch 38b, and the ratchet detection switch 38c are all disposed inside the casing 40, i.e., in the aforementioned storage space formed in the cover plate 42.

The "full latch position" of the latch 31 refers to the position of the latch 31 where the latch 31 and the striker 103 of the vehicle 100 are fully engaged, the "half latch position" of the latch 31 refers to the position of the latch 31 where the latch 31 and the striker 103 of the vehicle 100 are barely engaged, and the "unlatched position" of the latch 31 refers to the position of the latch 31 where the latch 31 and the striker 103 of the vehicle 100 are not engaged.

When the latch 31 is in the fully latched position, the back door 101 is in a "fully latched state" in which it is in a fully closed position. When the latch 31 is in the half latched position, the back door 101 is in a "half latched state" in which the striker 103 barely engages the latch 31 just before the fully closed position and the back door 101 will not open unless a load is applied to the back door 101, but it is not in a fully closed state. When the latch 31 is in the unlatched position, the back door 101 is in an "unlatched state" in which it can be freely opened.

The casing 40 is formed with a striker entry groove 45. The striker entry groove 45 is formed by cutting out a concave shape from approximately the center of the front wall portion 42b of the cover plate 42 toward the rear, allowing the aforementioned striker 103 to enter. The striker entry groove 45 is formed between the latch shaft 36 and the ratchet shaft 37 in the left-right direction.

6, the main body 41 has a partition wall portion 41a that covers the upper part of the bottom wall portion 42a of the cover plate 42. When viewed from the upper end side of the parallel latch shaft 36 and ratchet shaft 37, the partition wall portion 41a extends near the lower end of the main body body 41 in the area where the latch shaft 36, half-latch detection switch 38a, and full-latch detection switch 38b are arranged, and in the area where the ratchet shaft 37 and ratchet detection switch 38c are arranged. On the other hand, when viewed from the upper end side of the parallel latch shaft 36 and ratchet shaft 37, the partition wall portion 41a extends near the upper end of the main body body 41 in the area where the striker entrance groove 45 is formed. Therefore, the partition wall portion 41a is formed so that the area in which the striker entry groove 45 is formed is recessed upward with respect to the area in which the latch shaft 36, half-latch detection switch 38a, and full-latch detection switch 38b are arranged, and the area in which the ratchet shaft 37 and ratchet detection switch 38c are arranged.

The latch shaft 36 and the ratchet shaft 37 are disposed in the aforementioned storage space formed in the cover plate 42, through the partition wall portion 41a of the main body 41. The latch 31, the ratchet 32, and the stopper 33 are disposed in the aforementioned storage space formed in the cover plate 42, below the partition wall portion 41a. The half latch detection switch 38a, the full latch detection switch 38b, and the ratchet detection switch 38c are disposed in the aforementioned storage space formed in the cover plate 42, above the partition wall portion 41a. The striker entrance groove 45 is formed by a recessed shape in which the partition wall portion 41a of the area in which the striker entrance groove 45 is formed is recessed upward with respect to the partition wall portion 41a of the area in which the latch shaft 36, the half latch detection switch 38a, and the full latch detection switch 38b are disposed, and the partition wall portion 41a of the area in which the ratchet shaft 37 and the ratchet detection switch 38c are disposed. Therefore, the aforementioned striker 103 enters below the partition wall portion 41a in the area where the striker entrance groove 45 is formed.

3 and 4, the back plate 43 has a substantially flat cover portion 43a that covers the upper portion of the main body 41, and a pair of left and right flange portions 43b that extend substantially flat from both left and right ends of the cover portion 43a toward the outside in the vehicle width direction. The pair of left and right flange portions 43b extend opposite the pair of left and right flange portions 42d of the cover plate 42, respectively. Furthermore, the back plate 43 has an attachment portion 43c that extends upward from the right region of the rear end portion of the cover portion 43a.

As shown in FIG. 7, the latch 31 is a plate-shaped member into which the latch shaft 36 is inserted in a through hole formed in the approximate center. The latch 31 has an engagement groove 31a that is recessed from the outer periphery toward the through hole (latch shaft 36) and into which the striker 103 of the back door 101 is inserted. The latch 31 is disposed in the aforementioned storage space formed in the cover plate 42 so that the engagement groove 31a intersects with the striker entrance groove 45 and rotates around the latch shaft 36 as a rotation axis. The latch 31 is biased by the latch spring 36a provided on the latch shaft 36 in a direction from the full latch position to the half latch position and to the unlatched position, i.e., in a counterclockwise direction as viewed from the upper end side of the latch shaft 36, around the latch shaft 36. The latch spring 36a is disposed in the aforementioned storage space formed in the cover plate 42, above the partition wall portion 41a of the main body 41.

When the back door 101 is closed, the latch 31 engages and holds the striker 103 of the vehicle 100 at the half latch position and the full latch position. That is, the latch 31 abuts the striker 103, which enters along the striker entrance groove 45 as the back door 101 is closed, against the engagement groove 31a. Thereafter, while maintaining the striker 103 in abutment against the engagement groove 31a, the latch 31 rotates from the unlatched position to the half latched position against the biasing force of the latch spring 36a, and engages the striker 103 with the engagement groove 31a at the half latched position to hold the striker 103 in the engagement groove 31a. Furthermore, while maintaining the striker 103 engaged with the engagement groove 31a, the latch 31 rotates from the half latched position to the full latched position against the biasing force of the latch spring 36a, thereby completely holding the striker 103 in the engagement groove 31a.

When the latch 31 is disengaged from the ratchet 32 (described later), the force of the latch spring 36a causes the latch 31 to rotate from the full latch position through the half latch position to the unlatched position. This causes the latch 31 to disengage from the engagement groove 31a and the striker 103, releasing the striker 103 from the engagement groove 31a.

The ratchet 32 is a member that regulates the rotational position of the latch 31. The ratchet 32 is a plate-shaped member in which the ratchet shaft 37 is inserted into a through hole formed in the approximate center of the ratchet 32. The ratchet 32 has a lever arm 32a that extends rearward so as to be able to abut against the lower arm portion 35a of the release lever 35 described later, and a latch engagement arm 32b that extends radially outward from the ratchet shaft 37 so as to be able to engage with the latch 31. The ratchet 32 is disposed in the aforementioned accommodation space formed in the cover plate 42 so as to rotate around the ratchet shaft 37 as a rotation axis. The ratchet 32 is biased by a ratchet spring 37a provided on the ratchet shaft 37 in a direction approaching the latch 31, i.e., in a clockwise direction as viewed from the upper end side of the ratchet shaft 37 (hereinafter referred to as the engagement direction), with the ratchet shaft 37 as the center. The ratchet spring 37a is located within the aforementioned storage space formed in the cover plate 42, above the partition wall portion 41a of the main body 41.

The ratchet 32 rotates in the engagement direction due to the biasing force of the ratchet spring 37a, thereby engaging with the latch 31 to restrict the rotation of the latch 31 and maintain the engagement state between the latch 31 and the striker 103. Meanwhile, due to the action of the release lever 35 described below, the ratchet 32 rotates in a direction away from the latch 31 against the biasing force of the ratchet spring 37a, that is, in a counterclockwise direction as viewed from the upper end side of the ratchet shaft 37 (hereinafter referred to as the release direction). As a result, the ratchet 32 releases the engagement state with the latch 31.

The rotation of the ratchet 32 in the engagement direction is restricted by a stopper 33 arranged on the bottom wall portion 42a of the cover plate 42. The stopper 33 is, for example, an elastic member. In this embodiment, the stopper 33 is provided at the right front end portion of the aforementioned storage space formed in the cover plate 42.

As shown in FIG. 8, the half-latch detection switch 38a and the full-latch detection switch 38b are switches that detect the rotational position of the latch 31. Both the half-latch detection switch 38a and the full-latch detection switch 38b are configured using push-button type detection terminals that sink when they come into contact with an object. The half-latch detection switch 38a is positioned above the full-latch detection switch 38b, and is positioned in the circumferential direction of the latch shaft 36 at a position offset by a predetermined angle counterclockwise from the full-latch detection switch 38b when viewed from the upper end side of the latch shaft 36.

The upper surface of the latch 31 is provided with a cam portion 31e that protrudes upward from the upper surface of the latch 31. The cam portion 31e rotates integrally with the latch 31. The cam portion 31e has a cam surface 31f that has an arc shape along the rotation trajectory of the latch 31. The cam surface 31f extends upward from the upper surface of the latch 31, passes through a hole formed in the partition wall portion 41a of the main body body 41, and extends above the partition wall portion 41a of the main body body 41. The cam surface 31f has a first cam surface 31f1 that has an arc shape that extends in the circumferential direction of the latch 31 along the rotation trajectory of the latch 31, and a second cam surface 31f2 that has an arc shape that extends in the circumferential direction of the latch 31 along the rotation trajectory of the latch 31 from the end of the first cam surface 31f1 on the counterclockwise side in the circumferential direction of the latch 31. The first cam surface 31f1 and the second cam surface 31f2 form the same arc surface along the rotation trajectory of the latch 31. The circumferential length of the second cam surface 31f2 is smaller than that of the first cam surface 31f1, and the cam surface 31f has a two-stage structure with a partially wider cam surface portion. The first cam surface 31f1 can slide against the detection terminal of the full latch detection switch 38b as the cam portion 31e rotates together with the rotation of the latch 31. The second cam surface 31f2 can slide against the detection terminal of the half latch detection switch 38a as the cam portion 31e rotates together with the rotation of the latch 31.

The half-latch detection switch 38a functions as a half-latch detection unit that detects when the latch 31 has rotated to the half-latch position.

Specifically, when the rotation position of the latch 31 is the unlatched position, the half-latch detection switch 38a comes into contact with the second cam surface 31f2 of the cam portion 31e and is turned on. Then, while the latch 31 rotates from the unlatched position to the half-latch position, the half-latch detection switch 38a continues to be in contact with the second cam surface 31f2 and is maintained in the on state. Then, when the rotation position of the latch 31 becomes the half-latch position, the half-latch detection switch 38a moves away from the second cam surface 31f2 and is turned off. In this way, the half-latch detection switch 38a detects that the rotation position of the latch 31 has changed from the unlatch position to the half-latch position by switching from the on state to the off state. Note that while the latch 31 rotates from the half-latch position to the full-latch position, the half-latch detection switch 38a continues to be away from the second cam surface 31f2 and is maintained in the off state.

Meanwhile, while the latch 31 rotates from the full latch position to the half latch position, the half latch detection switch 38a remains away from the second cam surface 31f2 and remains in the OFF state. Then, when the rotation position of the latch 31 reaches the half latch position, the half latch detection switch 38a comes into contact with the second cam surface 31f2 and turns to the ON state. Furthermore, while the latch 31 rotates from the half latch position to the unlatched position, the half latch detection switch 38a remains in contact with the second cam surface 31f2 and remains in the ON state. In this way, the half latch detection switch 38a detects that the rotation position of the latch 31 has changed from the full latch position to the half latch position by switching from the OFF state to the ON state.

The full latch detection switch 38b functions as a full latch detection unit that detects when the latch 31 has rotated to the full latch position.

Specifically, when the rotation position of the latch 31 is the unlatched position, the full latch detection switch 38b comes into contact with the first cam surface 31f1 of the cam portion 31e and is in the ON state. Then, while the latch 31 rotates from the unlatched position through the half latched position to the full latched position, the full latch detection switch 38b continues to be in contact with the first cam surface 31f1 and is maintained in the ON state. Then, when the rotation position of the latch 31 reaches the full latched position, the full latch detection switch 38b moves away from the first cam surface 31f1 and is in the OFF state. In this way, the full latch detection switch 38b detects that the rotation position of the latch 31 is the full latched position by switching from the ON state to the OFF state.

On the other hand, when the rotation position of the latch 31 is the full latch position, the full latch detection switch 38b is separated from the first cam surface 31f1 of the cam portion 31e and is in the OFF state. When the latch 31 rotates from the full latch position to the unlatch position, the full latch detection switch 38b comes into contact with the first cam surface 31f1 and is in the ON state. After the latch 31 comes into contact with the full latch detection switch 38b, while the latch 31 rotates to the unlatch position via the half latch position, the full latch detection switch 38b maintains contact with the first cam surface 31f1 and is in the ON state. In this way, the full latch detection switch 38b detects that the rotation position of the latch 31 has changed from the full latch position to the half latch position or the unlatch position by switching from the OFF state to the ON state. Note that when the rotation position of the latch 31 is the unlatch position, the full latch detection switch 38b comes into contact with the first cam surface 31f1 of the cam portion 31e and is in the ON state.

The half latch detection switch 38a and full latch detection switch 38b described above each sequentially transmit an electrical signal indicating the detection result of the rotation position of the latch 31, i.e., a detection signal indicating the on or off state, to the electronic control device 7.

Returning to FIG. 7, the ratchet detection switch 38c functions as a ratchet detection unit that detects whether the ratchet 32 is in the set position. The set position is the position of the ratchet 32 that engages with the latch 31 and restricts the rotation of the latch 31 when the latch 31 is in the half latch position or full latch position. When the ratchet 32 is in the set position, it is biased by the ratchet spring 37a and abuts against the stopper 33.

The ratchet detection switch 38c is configured using a push button type detection terminal that sinks when it comes into contact with an object. The ratchet detection switch 38c is placed at a predetermined position near the ratchet 32.

The upper surface of the ratchet 32 is provided with a protrusion 32c that protrudes upward from the upper surface of the ratchet 32. The protrusion 32c rotates integrally with the ratchet 32. The protrusion 32c extends upward from the upper surface of the ratchet 32, passes through a hole formed in the partition wall 41a of the main body 41, and extends above the partition wall 41a of the main body body 41. The protrusion 32c can abut against the detection terminal of the ratchet detection switch 38c by rotating integrally with the ratchet 32. When the ratchet 32 is in the set position, the ratchet detection switch 38c does not abut against the protrusion 32c and is in the ON state. When the ratchet 32 is not in the set position, the ratchet detection switch 38c abuts against the protrusion 32c and is in the OFF state. In this way, the ratchet detection switch 38c detects whether the ratchet 32 is in the set position by switching between the on state and the off state. The ratchet detection switch 38c transmits an electrical signal indicating the detection result of whether the ratchet 32 is in the set position, i.e., a detection signal indicating the on state or the off state, to the electronic control device 7.

The latch lever 34 is for rotating the latch 31 from the half latch position to the full latch position. In this embodiment, the latch lever 34 is disposed in a position close to or in contact with the upper surface of the back plate 43. When viewed from the upper end side of the latch shaft 36, the latch lever 34 has a rounded rectangular shape. When viewed from the upper end side of the latch shaft 36, one end of the latch lever 34 in the longitudinal direction is fixed to the upper end of the latch shaft 36. The latch lever 34 and the latch shaft 36 rotate together with the latch shaft 36 as the rotation axis. Therefore, the latch lever 34, the latch shaft 36, and the latch 31 rotate together with the latch shaft 36 as the rotation axis. When viewed from the upper end side of the latch shaft 36, the latch lever 34 is disposed so that the other end of the latch lever 34 in the longitudinal direction (the end opposite to the side fixed to the latch shaft 36) is located rearward of the latch shaft 36. At the other end of the latch lever 34 in the longitudinal direction, an abutment portion 34a is provided that extends upward from the upper surface of the latch lever 34 approximately parallel to the latch shaft 36. The abutment portion 34a is a generally cylindrical pin that extends upward approximately parallel to the latch shaft 36. The abutment portion 34a extends upward from the upper surface of the latch lever 34 approximately parallel to the latch shaft 36 to a position where the pressing portion 53c of the sector gear 53 can abut when the sector gear 53, which will be described later, rotates.

The release lever 35 is for releasing the engagement between the latch 31 and the ratchet 32. In this embodiment, a release lever shaft 39 is fixed to the mounting portion 43c of the back plate 43, and the release lever 35 is rotatably supported by the release lever shaft 39. The release lever shaft 39 is provided to the right of the latch shaft 36 in the left-right direction. The release lever 35 is rotatably provided on the back surface of the mounting portion 43c of the back plate 43 in the front-rear direction. The release lever shaft 39 and the release lever 35 are arranged so that a plane perpendicular to the rotation shaft of the release lever 35 and a plane perpendicular to the rotation shafts of the ratchet 32 and the ratchet shaft 37 intersect approximately perpendicularly.

The release lever 35 has a lower arm portion 35a extending downward and to the left from the release lever shaft 39, and an upper arm portion 35b extending upward from the release lever shaft 39. The release lever 35 is biased by a release lever spring 39a provided on the release lever shaft 39 in a direction in which the lower arm portion 35a of the release lever 35 moves away from the ratchet 32, i.e., in a counterclockwise direction as viewed from the front end side of the rotation axis direction of the release lever 35. The lower arm portion 35a of the release lever 35 extends downward and to the left to a position where it can come into contact with the pressing portion 53c of the sector gear 53 when the sector gear 53 described later rotates. When the lower arm 35a of the release lever 35 is pressed by the pressing portion 53c of the sector gear 53 (described later), the release lever 35 rotates clockwise as viewed from the front end of the rotation axis direction of the release lever 35 against the biasing force of the release lever spring 39a. Then, the lower arm 35a of the release lever 35 abuts against the lever arm 32a of the ratchet 32 and presses the lever arm 32a, rotating the ratchet 32 in the release direction. This causes the ratchet 32 to move away from the latch 31 and release the engagement state with the latch 31. As a result, the latch 31 rotates from the full latch position or half latch position to the unlatched position due to the biasing force of the latch spring 36a.

The upper arm 35b of the release lever 35 functions as a manual release means for manually releasing the engagement between the latch 31 and the ratchet 32. For example, in an emergency in which the latch drive motor 51 described below cannot be supplied with power due to an electrical system failure or battery depletion, etc., and the striker 103 cannot be released from the vehicle door closer device 3, the engagement between the latch 31 and the ratchet 32 can be manually released by removing a cover body (not shown) from the inside of the back door 101 and manually operating the upper arm 35b of the release lever 35 to rotate the release lever 35.

(Engagement operation of the lock mechanism with the striker)
Next, the engagement operation of the lock mechanism 30 with the striker 103 (see FIGS. 1 and 2) when opening and closing the back door 101 of the vehicle 100 will be described with reference to FIGS. 9A to 9C. FIG. 9A is a diagram showing the state of the latch 31 and the ratchet 32 when the latch 31 is in the unlatched position. FIG. 9B is a diagram showing the state of the latch 31 and the ratchet 32 when the latch 31 is in the half-latched position. FIG. 9C is a diagram showing the state of the latch 31 and the ratchet 32 when the latch 31 is in the full-latched position.

As shown in Figures 9A to 9C, as described above, the latch 31 has an engagement groove 31a that opens onto the outer circumferential surface, a hook portion 31b that engages with the striker 103, a full latch engaging portion 31c that engages with the ratchet 32 in the full latched state, and a half latch engaging portion 31d that engages with the ratchet 32 in the half latched state.

9A, in the unlatched state in which the latch 31 is in the unlatched position, the opening of the engagement groove 31a is in a position overlapping with the striker entrance groove 45 formed in the cover plate 42 of the casing 40 of the locking mechanism unit 30 as viewed from the axial direction of the latch shaft 36, and opens toward the opening of the striker entrance groove 45. On the other hand, the hook portion 31b located to the left of the engagement groove 31a is in a state of being retreated from the striker entrance groove 45, that is, in a position not overlapping with the striker entrance groove 45 as viewed from the axial direction of the latch shaft 36. In the unlatched state, the latch 31 is not engaged with the striker 103, and can receive the striker 103 entering the striker entrance groove 45, and can also release the striker 103 from the striker entrance groove 45. Therefore, when the latch 31 is in the unlatched position, the locking mechanism unit 30 of the vehicle door closer device 3 releases the lock of the closed state of the back door 101. In this case, the back door 101 can be opened and closed without operating an operating handle (not shown) provided on the back door 101.

When the latch 31 is in the unlatched position, the half latch detection switch 38a is in contact with the cam surface 31f (specifically, the second cam surface 31f2) of the cam portion 31e, and the full latch detection switch 38b is in contact with the cam surface 31f (specifically, the first cam surface 31f1) of the cam portion 31e. Therefore, both the half latch detection switch 38a and the full latch detection switch 38b are in the ON state.

Next, when the back door 101 is closed, the vehicle door closer device 3 approaches so as to engage with the striker 103 provided at the lower end of the rear opening 104 of the vehicle 100. At this time, the striker 103 enters the inside of the lock mechanism unit 30 along the striker entrance groove 45. The latch 31 abuts the striker 103 that has entered the striker entrance groove 45 against the full latch engagement portion 31c and receives it into the engagement groove 31a. After that, while maintaining the state in which the striker 103 is received in the engagement groove 31a, the latch 31 rotates in the clockwise direction as viewed from the upper end side of the latch shaft 36 from the unlatched position shown in FIG. 9A to the half latched position shown in FIG. 9B, with the latch shaft 36 as the rotation axis. With this rotation of the latch 31, the hook portion 31b moves from the front end side of the striker entrance groove 45 to the rear, and crosses the striker entrance groove 45 as shown in FIG. 9B. Then, the latch 31 completes its rotation to the half-latched position and engages with the striker 103 at the half-latched position as shown in FIG. 9B. In detail, the hook portion 31b engages with the striker 103 to prevent the striker 103 from being released from the striker entrance groove 45, and also engages and holds the striker 103 in the engagement groove 31a.

As shown in Figure 9B, when the latch 31 is in the half-latch position, the latch engagement arm 32b of the ratchet 32 engages with the latch 31 at the half-latch engagement portion 31d. This restricts the latch 31, which is in the half-latch position, from rotating toward the unlatch position. When the latch 31 is in the half-latch position, the lock mechanism portion 30 of the vehicle door closer device 3 maintains the back door 101 in a half-latch state. In this case, the back door 101 will not open unless the latch 31 rotates to the unlatch position by operating the operating handle, etc. The half-latch state is defined as follows: That is, in the event that the full latch engaging portion 31c of the latch 31 and the latch engaging arm 32b of the ratchet 32 are disengaged for some reason when the back door 101 is in the fully closed state, the latch 31 has a half-latch position between the full latch position and the unlatch position where the latch engaging arm 32b of the ratchet 32 engages with the half-latch engaging portion 31d of the latch 31 to hold the back door 101 in a half-closed state, so that the back door 101 does not open unexpectedly. This half-closed state of the back door 101 is called the "half-door state."

When the latch 31 is in the half latch position, the half latch detection switch 38a moves away from the cam surface 31f (specifically, the second cam surface 31f2) of the cam portion 31e and switches from the ON state to the OFF state. On the other hand, the full latch detection switch 38b continues to be in contact with the cam surface 31f (specifically, the first cam surface 31f1) of the cam portion 31e and maintains the ON state. When the ratchet 32 rotates in the release direction and moves away from the set position as described above, as the latch engagement arm 32b of the ratchet 32 rotates before and after engaging with the half latch locking portion 31d, the protrusion 32c temporarily comes into contact with the ratchet detection switch 38c, and the ratchet detection switch 38c switches to the OFF state. When the ratchet 32 rotates in the engagement direction and returns to the set position, the protrusion 32c moves away from the ratchet detection switch 38c and the ratchet detection switch 38c switches to the ON state.

When the latch 31 in the half latch position rotates clockwise around the latch shaft 36 as viewed from the upper end of the latch shaft 36 to the full latch position, as shown in FIG. 9C, the hook portion 31b crosses the striker entrance groove 45 behind the half latch position and closes the opening of the striker entrance groove 45. Then, the latch 31 completes its rotation to the full latch position and fully engages with the striker 103 at the full latch position as shown in FIG. 9C. In detail, the hook portion 31b continues to engage with the striker 103, and fully engages and holds the striker 103 near the rear end of the engagement groove 31a while continuing to prevent the striker 103 from being released from the striker entrance groove 45.

When the latch 31 is in the full latch position, the latch engagement arm 32b of the ratchet 32 engages with the latch 31 at the full latch engagement portion 31c. This restricts the latch 31, which is in the full latch position, from rotating toward the half latch position or the unlatched position. When the latch 31 is in the full latch position, the lock mechanism unit 30 of the vehicle door closer device 3 locks the back door 101 in a fully closed state. In this case, the back door 101 cannot be opened unless the actuator unit 50 of the vehicle door closer device 3 rotates the latch 31 to the unlatched position.

When the latch 31 is in the full latch position, the half latch detection switch 38a maintains the OFF state by continuing to be separated from the cam surface 31f (specifically, the second cam surface 31f2). The full latch detection switch 38b separates from the cam surface 31f (specifically, the first cam surface 31f1) and switches from the ON state to the OFF state. When the ratchet 32 rotates in the release direction and away from the set position described above as the ratchet 32 rotates before and after engaging with the full latch locking portion 31c, the protrusion 32c temporarily comes into contact with the ratchet detection switch 38c and the ratchet detection switch 38c switches to the OFF state. When the ratchet 32 rotates in the engagement direction and returns to the set position, the protrusion 32c separates from the ratchet detection switch 38c and the ratchet detection switch 38c switches to the ON state.

On the other hand, when the ratchet 32 engaged with the latch 31 in the half latch position shown in FIG. 9B or the full latch position shown in FIG. 9C rotates in the release direction around the ratchet shaft 37 as a rotation axis, the engagement between the latch 31 and the ratchet 32 is released. As described above, the actuator unit 50 operates and the release lever 35 rotates in the release direction around the ratchet shaft 37 as a rotation axis when viewed from the front end side of the rotation axis direction of the release lever 35. The operation of the actuator unit 50 will be described in detail later. The ratchet 32 is biased to rotate in the engagement direction around the ratchet shaft 37. In addition, the rotation of the ratchet 32 in the engagement direction around the ratchet shaft 37 is restricted by the stopper 33 abutting against the ratchet 32 as shown in FIGS. 9A to 9C so as not to rotate beyond a predetermined position.

(Structure of the actuator unit)
As shown in Figures 3 to 7 and 10, the actuator unit 50 includes a latch drive motor 51 which is a drive source of the actuator unit 50, a pinion gear 52 which rotates by the power of the latch drive motor 51, a sector gear 53 which meshes with the pinion gear 52 and operates the latch lever 34 and the release lever 35 of the lock mechanism unit 30, a sector gear shaft 54 which supports the sector gear 53, and a neutral position detection switch 55 which detects whether the rotation position of the sector gear 53 is in the neutral position. The sector gear shaft 54 and the neutral position detection switch 55 are fixed to a bracket 70. The latch drive motor 51 is fixed to a drive unit case 60 which is fixed to the back surface of the bracket 70. The pinion gear 52 is rotatably supported by the drive unit case 60, and at least a part of it is exposed to the outside of the drive unit case 60 from the front surface of the drive unit case 60 toward the front. The sector gear shaft 54 is fixed to the bracket 70 at a position at about the same height as the front end of the cover portion 43a of the back plate 43 in the vertical direction, and the sector gear 53 is rotatably supported by the sector gear shaft 54. In this manner, the sector gear 53 is attached to the bracket 70 via the sector gear shaft 54.

The latch drive motor 51 is an electric drive motor (drive source) that generates power for the vehicle door closer device 3. The latch drive motor 51 is disposed above the vertical center of the actuator unit 50 in the vertical direction, and is attached to the left end of the drive unit case 60 so that its longitudinal direction extends in the vehicle width direction. In this embodiment, the latch drive motor 51 is disposed so as to extend to the left of the drive unit case 60. In this manner, the latch drive motor 51 is fixed to the back surface of the bracket 70 via the drive unit case 60. The latch drive motor 51 is driven by power supplied from the vehicle 100's on-board power source and generates power. The power of the latch drive motor 51 is transmitted to the pinion gear 52 via a gear mechanism (not shown) housed inside the drive unit case 60.

The pinion gear 52 is arranged to pass through an opening 71 formed in the bracket 70 and protrude from the rear side to the front side of the bracket 70. The pinion gear 52 is made of a metal material such as steel. In this embodiment, the pinion gear 52 is arranged so that the rotation axis extends in the front-rear direction with an inclination downward toward the front.

Therefore, the latch drive motor 51 rotates the pinion gear 52 to one side or the other by operating in the forward or reverse direction.

The sector gear shaft 54 is arranged to protrude forward from the front surface of the bracket 70, extends in the front-to-rear direction at a downward incline toward the front, and is arranged so as to be parallel to the rotation axis of the pinion gear 52.

The sector gear 53 operates the lock mechanism 30 using the power of the latch drive motor 51. The sector gear 53 is a roughly sector-shaped gear member with an arc-shaped outer periphery formed on the upper side centered on the sector gear shaft 54, and teeth 53a are provided on the arc-shaped outer periphery. The sector gear 53 is made of a metal material such as steel. The sector gear 53 is disposed between the mounting portion 43c of the back plate 43 and the bracket 70. The teeth 53a of the sector gear 53 mesh with the pinion gear 52.

Therefore, the sector gear 53 rotates around the sector gear shaft 54 as a rotation axis due to the rotation of the pinion gear 52. In this way, the pinion gear 52 transmits the power of the latch drive motor 51 to the sector gear 53, and the sector gear 53 rotates around the sector gear shaft 54 as a rotation axis due to the power of the latch drive motor 51. When viewed from the axial front end side of the sector gear shaft 54, when the pinion gear 52 rotates clockwise due to the power of the latch drive motor 51, the sector gear 53 rotates counterclockwise, and when the pinion gear 52 rotates counterclockwise due to the power of the latch drive motor 51, the sector gear 53 rotates clockwise.

The sector gear 53 is provided with a pressing portion 53c that protrudes forward from the front surface of the sector gear 53 in parallel with the axial direction of the sector gear shaft 54. The pressing portion 53c has a generally cylindrical pin (shaft) shape. The pressing portion 53c rotates integrally with the sector gear 53. The pressing portion 53c is provided between the abutment portion 34a of the latch lever 34 of the lock mechanism unit 30 and the release lever 35 in the left-right direction. The pressing portion 53c of the sector gear 53 is formed so as to be able to abut against the abutment portion 34a of the latch lever 34 when rotated clockwise as viewed from the axial front end side of the sector gear shaft 54 integrally with the sector gear 53. In addition, the pressing portion 53c is formed integrally with the sector gear 53 so that it can come into contact with the lower arm portion 35a of the release lever 35 when rotated counterclockwise as viewed from the axial front end side of the sector gear shaft 54.

The rotational position of the sector gear 53 includes a neutral position in which the pressing portion 53c of the sector gear 53 is between the latch lever 34 and the release lever 35 and is spaced apart from both the latch lever 34 and the release lever 35. When the latch drive motor 51 is not driven, the rotational position of the sector gear 53 is maintained in the neutral position.

When the sector gear 53 rotates clockwise from the neutral position as viewed from the axial front end of the sector gear shaft 54 due to the power of the latch drive motor 51 transmitted via the pinion gear 52, the pressing portion 53c of the sector gear 53 comes into contact with the contact portion 34a of the latch lever 34, pressing the contact portion 34a of the latch lever 34 to the left, thereby operating the latch lever 34.

When the sector gear 53 rotates counterclockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54 due to the power of the latch drive motor 51 transmitted via the pinion gear 52, the pressing portion 53c of the sector gear 53 abuts against the lower arm portion 35a of the release lever 35, pressing the lower arm portion 35a of the release lever 35 to the right, thereby operating the release lever 35.

The sector gear 53 is provided with a plastic gear member 56 made of a plastic material. The plastic gear member 56 is disposed in a position where it at least partially overlaps with the sector gear 53 when viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54, and has the same rotation axis as the sector gear 53, rotating integrally with the sector gear 53.

The plastic gear member 56 is provided with teeth 56a that mesh with the pinion gear 52. The teeth 56a of the plastic gear member 56 are formed in an arc shape centered on the sector gear shaft 54. The teeth 56a of the plastic gear member 56 mesh with the pinion gear 52 when the rotation position of the sector gear 53 is in the neutral position, and are provided so as to overlap only a portion of the teeth 53a of the sector gear 53 in the rotation direction of the sector gear 53, including the position where the teeth 56a mesh with the pinion gear 52 when the rotation position of the sector gear 53 is in the neutral position.

Normally, the doors of the vehicle 100, including the back door 101, are operated when the vehicle 100 is parked or stopped. When the vehicle 100 is moving, the doors of the vehicle 100, including the back door 101, are not operated, so the rotation position of the sector gear 53 is maintained in a neutral position when the vehicle 100 is moving. On the other hand, the vehicle 100 rarely vibrates when parked or stopped, but often vibrates when moving, such as when driving on rough roads or going over bumps. The vehicle door closer device 3 mounted on the vehicle 100 is likely to vibrate when the vehicle 100 vibrates. Therefore, the vehicle door closer device 3 is likely to vibrate when the vehicle 100 is moving, i.e., when the rotation position of the sector gear 53 is in the neutral position.

Furthermore, as mentioned above, the pinion gear 52 and the sector gear 53 are made of metal materials such as steel, so if the vehicle door closer device 3 vibrates and the pinion gear 52 and the sector gear 53 collide directly, a loud rattle noise will be generated.

However, as shown in FIG. 11, the tooth surface 56b of the tooth portion 56a of the plastic gear member 56 is formed so that at least a portion of it protrudes in a direction closer to the pinion gear 52 than the tooth surface 53b of the tooth portion 53a of the sector gear 53 when viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54, when the rotation position of the sector gear 53 is in the neutral position.

Therefore, when the vehicle door closer device 3 vibrates, such as when the vehicle 100 is traveling on a rough road, the tooth surface 56b of the tooth portion 56a of the resin gear member 56 abuts against the pinion gear 52 before the tooth surface 53b of the tooth portion 53a of the sector gear 53 abuts against the pinion gear 52. This prevents the tooth portion 53a of the sector gear 53 from colliding directly with the pinion gear 52 when the vehicle door closer device 3 vibrates, thereby reducing the rattle noise caused by the tooth portion 53a of the sector gear 53 colliding with the pinion gear 52.

The plastic gear member 56 is made of a plastic material, and therefore has a smaller Young's modulus and is more susceptible to elastic deformation than the sector gear 53, which is made of a metal material such as steel. Therefore, the rattling noise caused by the teeth 56a of the plastic gear member 56 colliding with the pinion gear 52 is smaller than the rattling noise caused by the teeth 53a of the sector gear 53 colliding with the pinion gear 52. This reduces the rattling noise that occurs when the vehicle door closer device 3 vibrates, such as when the vehicle 100 is traveling on rough roads.

Furthermore, the tooth portion 56a of the plastic gear member 56 meshes with the pinion gear 52 when the rotational position of the sector gear 53 is in the neutral position, and is arranged to overlap only a portion of the tooth portion 53a of the sector gear 53 in the rotational direction of the sector gear 53, including the position where the tooth portion 56a meshes with the pinion gear 52 when the rotational position of the sector gear 53 is in the neutral position. This allows the plastic gear member 56 to be made smaller, and prevents the vehicle door closer device 3 from becoming larger.

In this way, the vehicle door closer device 3 can reduce the rattle noise caused by the teeth 53a of the sector gear 53 colliding with the pinion gear 52 when the vehicle 100 vibrates, while preventing the device from becoming too large.

Furthermore, in this embodiment, the tooth portion 56a of the plastic gear member 56 is formed to abut against the pinion gear 52 when the rotation position of the sector gear 53 is in the neutral position.

Therefore, even if the vehicle door closer device 3 vibrates, such as when the vehicle 100 is traveling on a rough road, the teeth 56a of the plastic gear member 56 are in contact with the pinion gear 52, so that it is possible to prevent the teeth 56a of the plastic gear member 56 from generating a rattling sound between the pinion gear 52 and the pinion gear 52. This not only reduces the teeth rattling sound generated by the collision between the teeth of the sector gear 53 and the pinion gear 52 when the vehicle door closer device 3 vibrates, but also prevents the teeth 56a of the plastic gear member 56 from generating a rattling sound between the pinion gear 52 and the pinion gear 52, so that it is possible to further reduce the teeth rattling sound generated when the vehicle door closer device 3 vibrates.

The plastic gear member 56 is provided only on one side of the sector gear 53 in the direction of the rotation axis of the sector gear 53. In this embodiment, the plastic gear member 56 is provided only on the front side of the sector gear 53.

As a result, the vehicle door closer device 3 can reduce the number of parts and manufacturing costs, and is also less bulky, while reducing the rattle noise that occurs when the teeth 53a of the sector gear 53 collide with the pinion gear 52 when the vehicle door closer device 3 vibrates, such as when the vehicle 100 is traveling on rough roads.

As shown in Figures 3, 4, and 10, the plastic gear member 56 has a protruding portion 56c that protrudes forward from the teeth portion 56a of the plastic gear member 56. The protruding portion 56c of the plastic gear member 56 has an arc-shaped cam surface 56d that follows the rotational trajectory of the sector gear 53 and the plastic gear member 56. The protruding portion 56c is molded integrally with the plastic gear member 56 and rotates integrally with the plastic gear member 56 and the sector gear 53.

As shown in FIG. 12, the plastic gear member 56 has a positioning portion 56e formed near the bottom end. The positioning portion 56e is a cylindrical boss that protrudes rearward in the direction of the rotation axis of the sector gear 53, i.e., parallel to the axial direction of the sector gear shaft 54. The positioning portion 56e is provided at a position that overlaps with the sector gear 53 when viewed from the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54.

The sector gear 53 is formed with a first insertion hole 53e that penetrates in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. The first insertion hole 53e is formed at a position that overlaps with the positioning portion 56e of the plastic gear member 56 when viewed from the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. The first insertion hole 53e is formed so that the positioning portion 56e of the plastic gear member 56 can be inserted therethrough and so that the gap between the positioning portion 56e of the plastic gear member 56 is small.

The plastic gear member 56 is provided with a fixing portion 56f, through which the fixing member 57 is inserted, parallel to the axial direction of the sector gear 53, i.e., the axial direction of the sector gear shaft 54, between the positioning portion 56e and the tooth portion 56a in the radial direction of the rotation shaft of the sector gear 53. The fixing portion 56f is provided at a position overlapping with the sector gear 53 when viewed from the axial direction of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. In this embodiment, the fixing member 57 is a bolt, and the fixing portion 56f is a screw hole into which the fixing member 57 can be screwed.

A second insertion hole 53f is formed in the sector gear 53, penetrating in the direction of the rotation axis of the sector gear 53, i.e., in the axial direction of the sector gear shaft 54. The second insertion hole 53f is formed at a position overlapping the fixing portion 56f of the plastic gear member 56 when viewed in the direction of the rotation axis of the sector gear 53, i.e., in the axial direction of the sector gear shaft 54. The second insertion hole 53f is formed so that the fixing member 57 can be inserted therethrough and so that the gap between the fixing member 57 is small.

First, the positioning portion 56e of the plastic gear member 56 is inserted into the first insertion hole 53e of the sector gear 53 from the front of the sector gear 53 to position the bottom end. Then, the fixing member 57 is inserted into the second insertion hole 53f of the sector gear 53 from the rear of the sector gear 53 and is inserted into and screwed onto the fixing portion 56f of the plastic gear member 56. As a result, the plastic gear member 56 is fastened together with the sector gear 53 by the fixing member 57 and fixed to the sector gear 53.

In this way, the positioning portion 56e and the fixing portion 56f of the plastic gear member 56 are provided at a position overlapping with the sector gear 53 when viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54, and the plastic gear member 56 is fixed to the sector gear 53 by a fixing member 57 that passes through the fixing portion 56f. This allows the plastic gear member 56 to be fixed to the sector gear 53 without increasing the dimensions of the plastic gear member 56 when viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54, so that the vehicle door closer device 3 can be prevented from becoming larger.

In addition, when the plastic gear member 56 is fixed to the sector gear 53 by the fixing member 57, the positioning portion 56e of the plastic gear member 56 is inserted into the first insertion hole 53e of the sector gear 53. Therefore, the plastic gear member 56 is restricted from rotating around the fixing member 57 relative to the sector gear 53. Therefore, even if a load is input to the plastic gear member 56 in the rotation direction of the sector gear 53 due to the meshing of the teeth portion 56a of the plastic gear member 56 with the pinion gear 52, the plastic gear member 56 is fixed to the sector gear 53 so as not to rotate around the fixing member 57 relative to the sector gear 53.

In this embodiment, the fixing portion 56f of the plastic gear member 56 is located at a position that overlaps with the protruding portion 56c when viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54.

At this time, since the protrusion 56c protrudes forward from the front surface of the plastic gear member 56, the screw hole of the fixing portion 56f, into which the fixing member 57 can be screwed, can be formed deeper. This allows a longer bolt to be used for the fixing member 57, and the plastic gear member 56 can be fixed to the sector gear 53 more firmly while preventing the plastic gear member 56 from becoming larger.

When viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54, the plastic gear member 56 is provided with a flexible portion 56g between the tooth portion 56a of the plastic gear member 56 and the fixed portion 56f. The flexible portion 56g allows the plastic gear member 56 to bend so that the tooth portion 56a of the plastic gear member 56 is displaced in a direction approaching the rotation axis of the sector gear 53, i.e., the sector gear shaft 54.

The flexible portion 56g has a hole 56h that penetrates the plastic gear member 56 in the direction of the rotation axis of the sector gear 53, i.e., in the axial direction of the sector gear shaft 54.

In this embodiment, the hole 56h has an elongated hole shape with the rotation direction of the sector gear 53 as its longitudinal direction.

In this way, since the plastic gear member 56 is provided with the flexible portion 56g, even if a dimensional error or positional variation occurs in the plastic gear member 56 and the pinion gear 52, the plastic gear member 56 can bend so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation axis of the sector gear 53. Therefore, by the plastic gear member 56 being displaced in a direction approaching the rotation axis of the sector gear 53, the dimensional error and positional variation of the plastic gear member 56 and the pinion gear 52 are absorbed by the plastic gear member 56 being displaced in a direction approaching the rotation axis of the sector gear 53, and the tooth portion 56a of the plastic gear member 56 can be configured to reliably abut against the pinion gear 52 when the rotation position of the sector gear 53 is in the neutral position. This makes it possible to more reliably reduce the rattling noise that occurs when the teeth 56a of the plastic gear member 56 collide with the pinion gear 52, and therefore more reliably reduces the rattling noise that occurs when the vehicle door closer device 3 vibrates.

The flexible portion 56g also includes a hole 56h that penetrates the plastic gear member 56 in the direction of the rotation axis of the sector gear 53. As a result, the plastic gear member 56 can be easily flexed such that the tooth portion 56a of the plastic gear member 56 is displaced in a direction approaching the rotation axis of the sector gear 53 by the deformation of the hole 56h. This makes it possible to form the flexible portion 56g while reducing manufacturing costs and manufacturing man-hours.

Furthermore, since the hole 56h has an elongated hole shape with the rotation direction of the sector gear 53 as the longitudinal direction, the plastic gear member 56 can bend so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation axis of the sector gear 53 over a wider range in the rotation direction of the sector gear 53. This allows the dimensional errors and positional variations of the plastic gear member 56 and the pinion gear 52 to be absorbed over a wider range in the rotation direction of the sector gear 53, and allows the teeth 56a of the plastic gear member 56 to more reliably abut against the pinion gear 52 when the rotation position of the sector gear 53 is in the neutral position.

The neutral position detection switch 55 functions as a neutral position detection unit that detects whether the rotation position of the sector gear 53 is in the neutral position. Specifically, the neutral position detection switch 55 is configured using a push button type detection terminal that sinks when it comes into contact with an object. The neutral position detection switch 55 is fixed to the front surface of the bracket 70 so that it is located in front of the sector gear 53.

The detection terminal of the neutral position detection switch 55 is located in a position that contacts the cam surface 56d of the protrusion 56c provided on the plastic gear member 56 when the rotation position of the sector gear 53 is in the neutral position. The detection terminal of the neutral position detection switch 55 is also located so as to be separated from the cam surface 56d of the protrusion 56c when the rotation position of the sector gear 53 is not in the neutral position. In this way, the protrusion 56c provided on the plastic gear member 56 functions as the detected part of the neutral position detection switch 55.

When the rotation position of the sector gear 53 is the neutral position, the detection terminal of the neutral position detection switch 55 is in contact with the cam surface 56d of the protrusion 56c, so that the neutral position detection switch 55 is in the OFF state. On the other hand, when the rotation position of the sector gear 53 is not the neutral position, the detection terminal of the neutral position detection switch 55 is in a non-contact state with the cam surface 56d of the protrusion 56c, so that the neutral position detection switch 55 is in the ON state. In this way, the neutral position detection switch 55 detects whether the rotation position of the sector gear 53 is in the neutral position by detecting whether the protrusion 56c provided on the plastic gear member 56 is in a predetermined position. Furthermore, by switching between the ON state and the OFF state, the neutral position detection switch 55 can detect whether the sector gear 53 has returned correctly to the neutral position after the closing operation or the release operation described later is performed.

At this time, the protrusion 56c that functions as the detected part of the neutral position detection switch 55 is provided on the plastic gear member 56. Therefore, in the unlikely event that the plastic gear member 56 comes off from the sector gear 53, the detection terminal of the neutral position detection switch 55 is not in contact with the cam surface 56d of the protrusion 56c, so the neutral position detection switch 55 is turned on and detects that the rotation position of the sector gear 53 is not in the neutral position. In other words, if the plastic gear member 56 is not fixed to the sector gear 53, the neutral position detection switch 55 is not turned off, so it is not detected that the rotation position of the sector gear 53 is in the neutral position. Therefore, when the neutral position detection switch 55 detects that the rotation position of the sector gear 53 is in the neutral position, the plastic gear member 56 is fixed to the sector gear 53, and the teeth 56a of the plastic gear member 56 are engaged with the pinion gear 52. This makes it possible to more reliably reduce the rattle noise caused by the teeth 53a of the sector gear 53 colliding with the pinion gear 52 when the sector gear 53 is in the neutral rotation position.

Furthermore, the fixing portion 56f of the plastic gear member 56 is provided at a position overlapping the protruding portion 56c when viewed from the rotation axis direction of the sector gear 53, so that the plastic gear member 56 is fixed to the sector gear 53 by the fixing member 57 at a position overlapping the protruding portion 56c. Therefore, the protruding portion 56c is unlikely to become misaligned with respect to the sector gear 53. This allows the neutral position detection switch 55 to detect with high accuracy whether the rotation position of the sector gear 53 is in the neutral position.

The neutral position detection switch 55 outputs an electrical signal indicating the detection result of the rotational position of the sector gear 53, i.e., a detection signal indicating an ON or OFF state, to the electronic control device 7 (see Figures 1 and 2).

(Operation of the actuator unit)
Next, the operation of the actuator section 50 will be described with reference to FIGS.

First, the operation of the actuator unit 50 during the closing operation of the vehicle door closer device 3 will be described. The closing operation of the vehicle door closer device 3 is the operation of rotating the latch 31 from the half latch position to the full latch position.

During the closing operation of the vehicle door closer device 3, the latch drive motor 51 drives the sector gear 53 to rotate clockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54. When the sector gear 53 rotates clockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54 by the power of the latch drive motor 51 transmitted via the pinion gear 52, the pressing portion 53c abuts against the abutment portion 34a of the latch lever 34, pressing the abutment portion 34a of the latch lever 34 to the left, and operating the latch lever 34. When the abutment portion 34a of the latch lever 34 is pressed to the left by the pressing portion 53c of the sector gear 53, the latch lever 34, the latch shaft 36, and the latch 31 rotate together in the clockwise direction as viewed from the axial upper end side of the latch shaft 36 against the biasing force of the latch spring 36a. As a result, the latch 31 rotates from the half latch position to the full latch position against the biasing force of the latch spring 36a.

In this way, the pressing portion 53c of the sector gear 53 rotates the latch 31 together with the latch lever 34 from the half latch position to the full latch position, thereby causing the vehicle door closer device 3 to perform a closing operation.

Then, as the vehicle door closer device 3 closes, the latch 31 fully engages with the striker 103 in the full latch position as shown in FIG. 9C. Furthermore, the latch engagement arm 32b of the ratchet 32 engages with the latch 31 at the full latch locking portion 31c, so that the latch 31 and the striker 103 are maintained in a fully engaged state, and the back door 101 is locked in the fully closed state.

When the sector gear 53 rotates clockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54 due to the closing operation of the vehicle door closer device 3, the detection terminal of the neutral position detection switch 55 transitions from a contact state with the cam surface 56d of the protrusion 56c formed on the plastic gear member 56 to a non-contact state, and the neutral position detection switch 55 switches from an OFF state to an ON state. Then, when the closing operation of the vehicle door closer device 3 is completed and the sector gear 53 returns to the neutral position, the detection terminal of the neutral position detection switch 55 transitions from a non-contact state with the cam surface 56d of the protrusion 56c to a contact state, and the neutral position detection switch 55 switches from an ON state to an OFF state.

Next, the operation of the actuator unit 50 during the release operation of the vehicle door closer device 3 will be described. The release operation of the vehicle door closer device 3 is the operation of rotating the latch 31 from the full latch position or half latch position to the unlatched position.

During the release operation of the vehicle door closer device 3, the latch drive motor 51 drives the sector gear 53 to rotate counterclockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54. When the sector gear 53 rotates counterclockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54 by the power of the latch drive motor 51 transmitted via the pinion gear 52, the pressing portion 53c abuts against the lower arm portion 35a of the release lever 35 and presses the lower arm portion 35a of the release lever 35 in a lower right direction. When the lower arm portion 35a of the release lever 35 is pressed in a lower right direction by the pressing portion 53c of the sector gear 53, the release lever 35 rotates clockwise as viewed from the front end side of the rotation axis direction of the release lever 35 against the biasing force of the release lever spring 39a. Then, the lower arm 35a of the release lever 35 abuts against the lever arm 32a of the ratchet 32 and presses the lever arm 32a to the right, rotating the ratchet 32 in the release direction. This causes the ratchet 32 to move away from the latch 31 and release the engagement with the latch 31. As a result, the latch 31 rotates from the full latch position or half latch position to the unlatched position due to the biasing force of the latch spring 36a.

In this way, the pressing portion 53c of the sector gear 53 releases the engagement between the latch 31 and the ratchet 32 via the release lever 35, and the force of the latch spring 36a rotates the latch 31 from the full latch position or half latch position to the unlatched position, thereby causing the vehicle door closer device 3 to perform a release operation.

When the latch 31 and ratchet 32 are disengaged by the release operation of the vehicle door closer device 3, the latch 31 rotates to the unlatched position shown in FIG. 9A due to the biasing force of the latch spring 36a, and the engagement between the latch 31 and the striker 103 is released, allowing the striker 103 to be removed from the latch 31. In other words, the back door 101 is unlocked from the closed state, becomes unlatched, and can be opened.

When the sector gear 53 rotates counterclockwise from the neutral position as viewed from the axial front end side of the sector gear shaft 54 due to the release operation of the vehicle door closer device 3, the detection terminal of the neutral position detection switch 55 transitions from a contact state with the cam surface 56d of the protrusion 56c formed on the plastic gear member 56 to a non-contact state, and the neutral position detection switch 55 switches from an OFF state to an ON state. Then, when the release operation of the vehicle door closer device 3 is completed and the sector gear 53 returns to the neutral position, the detection terminal of the neutral position detection switch 55 transitions from a non-contact state with the cam surface 56d of the protrusion 56c to a contact state, and the neutral position detection switch 55 switches from an ON state to an OFF state.

(bracket)
Returning to FIGS. 3 to 7, as described above, the bracket 70 is a member to which the components of the locking mechanism section 30 and the actuator section 50 are appropriately attached.

In this embodiment, the casing 40 of the locking mechanism 30 is attached to the lower end portion of the bracket 70 with bolts. In detail, the pair of left and right flange portions 42d of the cover plate 42 and the pair of left and right flange portions 43b of the back plate 43 clamp the lower end portion of the bracket 70, and the flange portions 42d of the cover plate 42, the lower end portion of the bracket 70, and the flange portions 43b of the back plate 43 are fastened together with bolts, thereby attaching the casing 40 of the locking mechanism 30 to the lower end portion of the bracket 70. In addition, the sector gear 53 and the neutral position detection switch 55 are attached to the front surface of the bracket 70. In addition, the drive unit case 60 is attached to the back surface of the bracket 70.

In this way, the bracket 70 to which the components of the lock mechanism 30 and the actuator 50 are attached is fixed to the back door 101 with bolts or the like. This causes the vehicle door closer device 3 to be fixed to the back door 101. At this time, the vehicle door closer device 3 is fixed to the back door 101 so that the lock mechanism 30 that engages with the striker 103 is exposed from the back door 101 toward the inside of the vehicle body.

(First Modification of Sector Gear and Plastic Gear Member)
Next, a first modified example of the sector gear 53 and the plastic gear member 56 will be described with reference to FIG.

As shown in FIG. 13, in this modified example, the hole 56h has an elongated hole shape with the rotation direction of the sector gear 53 as its longitudinal direction, and furthermore, in the rotation direction of the sector gear 53, it extends from outside one end of the tooth portion 56a formed on the arc-shaped outer peripheral surface centered on the sector gear shaft 54 to outside the other end of the tooth portion 56a.

In this modified example, the hole 56h has an outer diameter side wall portion 56i that faces the tooth portion 56a and extends in the rotation direction of the sector gear 53, and an inner diameter side wall portion 56j that extends in the rotation direction of the sector gear 53, radially inward of the rotation axis of the sector gear 53 from the outer diameter side wall portion 56i, i.e., radially inward of the sector gear shaft 54 from the outer diameter side wall portion 56i.

The outer diameter side wall portion 56i extends in a wavy shape in the rotation direction of the sector gear 53 when viewed from the direction of the rotation axis of the sector gear 53. More specifically, when viewed from the direction of the rotation axis of the sector gear 53, the outer diameter side wall portion 56i extends in the rotation direction of the sector gear 53, curving convexly toward the radial outside of the rotation axis of the sector gear 53, i.e., toward the tooth portion 56a, at a position where it overlaps with the tooth tip portion 56m of the tooth portion 56a in the rotation direction of the sector gear 53, and also extends in the rotation direction of the sector gear 53, curving convexly toward the inner diameter side wall portion 56j, i.e., toward the direction approaching the rotation axis of the sector gear 53, at a position where it overlaps with the tooth bottom portion 56n of the tooth portion 56a in the rotation direction of the sector gear 53.

If a dimensional error or positional variation occurs in the plastic gear member 56 and the pinion gear 52, the vicinity of the tooth tip 56m of the tooth portion 56a of the plastic gear member 56 is likely to come into contact with the pinion gear 52. Therefore, if a dimensional error or positional variation occurs in the plastic gear member 56 and the pinion gear 52, a load is likely to be applied in a direction approaching the rotation axis of the sector gear 53 near the position where the tooth tip 56m of the tooth portion 56a overlaps in the rotation direction of the sector gear 53.

In this modification, the outer diameter side wall portion 56i is curved radially outward from the rotation axis of the sector gear 53, i.e., convexly toward the tooth portion 56a, at a position where it overlaps with the tooth tip portion 56m of the tooth portion 56a in the rotation direction of the sector gear 53, as viewed from the direction of the rotation axis of the sector gear 53. Therefore, when a load is applied in a direction approaching the rotation axis of the sector gear 53 near the position where it overlaps with the tooth tip portion 56m of the tooth portion 56a in the rotation direction of the sector gear 53, the outer diameter side wall portion 56i of the hole portion 56h is easily deformed so that the portion curved convexly toward the tooth portion 56a is crushed.

Furthermore, the outer diameter side wall portion 56i is curved convexly toward the inner diameter side wall portion 56j at a position where it overlaps with the tooth bottom portion 56n of the tooth portion 56a in the rotation direction of the sector gear 53 when viewed from the direction of the rotation axis of the sector gear 53, so that the thickness of the sector gear 53 from the outer diameter side wall portion 56i to the tooth surface 56b is uniform in the vicinity of the position where it overlaps with the tooth bottom portion 56n of the tooth portion 56a in the rotation direction of the sector gear 53. As a result, when a load is applied in a direction approaching the rotation axis of the sector gear 53 near the position where it overlaps with the tooth tip portion 56m of the tooth portion 56a in the rotation direction of the sector gear 53, local stress concentration in the outer diameter side wall portion 56i of the hole portion 56h is suppressed. Therefore, when a load is applied in a direction approaching the rotation axis of the sector gear 53 near the position where the tooth tip 56m of the tooth portion 56a overlaps in the rotation direction of the sector gear 53, the outer diameter side wall portion 56i of the hole portion 56h is likely to deform so that the portion curved convexly toward the inner diameter side wall portion 56j extends in the rotation direction of the sector gear 53.

Therefore, if dimensional errors or positional variations occur in the plastic gear member 56 and the pinion gear 52, the hole 56h is more likely to deform so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation axis of the sector gear 53. Furthermore, the outer diameter side wall 56i of the hole 56h is more likely to deform so that the portion curved in a convex shape toward the teeth 56a is crushed, and the portion curved in a convex shape toward the inner diameter side wall 56j is more likely to deform so that it extends in the rotation direction of the sector gear 53. As a result, if dimensional errors or positional variations occur in the plastic gear member 56 and the pinion gear 52, the plastic gear member 56 becomes more likely to bend so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation axis of the sector gear 53, and further, the plastic gear member 56 is more likely to bend so that the shape of the tooth surface 56b of the teeth 56a follows the shape of the tooth surface 53b of the teeth 53a of the sector gear 53 when viewed from the rotation axis of the sector gear 53.

On the other hand, the inner diameter side wall portion 56j extends in the rotation direction of the sector gear 53 in a substantially arc shape centered on the rotation axis of the sector gear 53, i.e., the sector gear shaft 54, when viewed from the direction of the rotation axis of the sector gear 53. Therefore, the inner diameter side wall portion 56j is less likely to deform than the outer diameter side wall portion 56i, which extends in a wavy shape in the rotation direction of the sector gear 53, when viewed from the direction of the rotation axis of the sector gear 53. Therefore, when the plastic gear member 56 is bent so that the tooth portion 56a of the plastic gear member 56 is displaced in a direction approaching the rotation axis of the sector gear 53, the radial outer side of the rotation axis of the sector gear 53 is more likely to deform in a direction approaching the rotation axis of the sector gear 53 than the hole portion 56h, and the radial inner side of the rotation axis of the sector gear 53 is less likely to deform than the hole portion 56h. This allows the plastic gear member 56 to bend easily so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation shaft of the sector gear 53, while preventing deformation of the radially inner side of the rotation shaft of the sector gear 53 than the hole 56h. Therefore, even if the plastic gear member 56 is bent so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation shaft of the sector gear 53, it is possible to prevent deformation of the members provided radially inner of the rotation shaft of the sector gear 53 than the hole 56h, such as the protrusion 56c and the cam surface 56d.

(Second Modification of Sector Gear and Plastic Gear Member)
Next, a second modified example of the sector gear 53 and the plastic gear member 56 will be described with reference to FIG.

As shown in FIG. 14, in this modified example, the fixing portion 56f of the plastic gear member 56 is provided near the lower end of the plastic gear member 56. The second insertion hole 53f of the sector gear 53 is formed at a position overlapping with the fixing portion 56f of the plastic gear member 56 when viewed in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. The second insertion hole 53f is formed so that the fixing member 57 can be inserted therethrough and so that the gap between the fixing member 57 is small.

In this modified example, the positioning portion 56e of the plastic gear member 56 is provided between the tooth portion 56a and the fixed portion 56f of the plastic gear member 56 when viewed from the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. More specifically, in this modified example, the positioning portion 56e of the plastic gear member 56 is provided at a position overlapping with the protruding portion 56c when viewed from the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. The positioning portion 56e is a cylindrical boss that protrudes backward in parallel with the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. The first insertion hole 53e of the sector gear 53 is formed at a position overlapping with the positioning portion 56e of the plastic gear member 56 when viewed from the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. The first insertion hole 53e is formed so that the positioning portion 56e of the plastic gear member 56 can be inserted therethrough.

In this modified example, the first through hole 53e has an elongated hole shape with the radial direction of the rotation shaft of the sector gear 53 as its longitudinal direction. The plastic gear member 56 is fixed to the sector gear 53 so that the positioning portion 56e is spaced a predetermined distance from the radially inner end of the first through hole 53e in the radial direction of the rotation shaft of the sector gear 53.

Therefore, even if dimensional errors or positional variations occur in the plastic gear member 56 and the pinion gear 52, the plastic gear member 56 can bend so that the teeth 56a of the plastic gear member 56 are displaced in a direction approaching the rotation axis of the sector gear 53 without the positioning portion 56e coming into contact with the radially inner end of the first insertion hole 53e.

In this manner, in this modified example, the positioning portion 56e functions as the flexing portion 56g. In other words, in this modified example, the flexing portion 56g, which allows the plastic gear member 56 to flex so that the tooth portion 56a of the plastic gear member 56 is displaced in a direction approaching the rotation axis of the sector gear 53, i.e., the sector gear shaft 54, has the positioning portion 56e.

<Electronic control device>
As described above, the electronic control device 7 is electrically connected to the vehicle door opening/closing device 2 and the vehicle door closer device 3 via wiring or the like (not shown), and is provided, for example, within the side of the vehicle body of the vehicle 100, as shown in Figures 1 and 2.

The electronic control device 7 appropriately controls the PTG motor 21 of the vehicle door opening/closing device 2 and the latch drive motor 51 of the vehicle door closing device 3 based on the detection signals of the neutral position detection switch 55, half latch detection switch 38a, full latch detection switch 38b, and ratchet detection switch 38c of the vehicle door closing device 3, and the operation of the opening operation unit and the closing operation unit for opening and closing the back door 101 of the vehicle 100.

Although one embodiment of the present invention has been described above with reference to the attached drawings, it goes without saying that the present invention is not limited to such an embodiment. It is clear that a person skilled in the art can come up with various modified or revised examples within the scope of the claims, and it is understood that these also naturally fall within the technical scope of the present invention. Furthermore, the components in the above embodiment may be combined in any manner as long as it does not deviate from the spirit of the invention.

For example, in this embodiment, the vehicle door opening/closing system 1 opens and closes the back door 101 provided at the rear opening 104 of the vehicle 100, but the vehicle door opening/closing system 1 may also open and close a door provided on the side of the vehicle body of the vehicle 100.

In addition, for example, in this embodiment, the positioning portion 56e is a cylindrical boss that protrudes rearward in the direction of the rotation axis of the sector gear 53, i.e., parallel to the axial direction of the sector gear shaft 54, but the positioning portion 56e may be a hole that penetrates the plastic gear member 56 in the direction of the rotation axis of the sector gear 53, i.e., the axial direction of the sector gear shaft 54. In this case, instead of the first insertion hole 53e, the sector gear 53 is provided with a boss that protrudes forward from the front surface of the sector gear 53 and can be inserted into the positioning portion 56e.

In this case, in a modified example, the positioning portion 56e may be a hole portion formed such that the radially inner end portion is spaced a predetermined distance radially inward from the boss portion of the sector gear 53 in the radial direction of the rotation axis of the sector gear 53.

This specification describes at least the following items. In parentheses, examples of corresponding components in the above-mentioned embodiment are shown, but the present invention is not limited to these.

(1) Provided on a door (back door 101) of a vehicle (vehicle 100),
a lock mechanism (lock mechanism 30) that is detachably engaged with a striker (striker 103) provided on a vehicle body of the vehicle;
an actuator unit (actuator unit 50) that operates the lock mechanism unit;
A vehicle door closer device (vehicle door closer device 3) comprising:
The lock mechanism includes:
A latch (latch 31) that engages and disengages with the striker;
a ratchet (ratchet 32) that engages with the latch to maintain an engaged state between the latch and the striker;
A latch lever (latch lever 34) for operating the latch;
a release lever (release lever 35) that operates the ratchet to release the engagement with the latch;
The actuator unit includes:
A drive motor (latch drive motor 51);
a pinion gear (pinion gear 52) that rotates by the power of the drive motor;
a sector gear (sector gear 53) that is provided with a tooth portion (tooth portion 53 a) that meshes with the pinion gear and rotates with the rotation of the pinion gear to operate the latch lever and the release lever,
The sector gear has a pressing portion (pressing portion 53c) that presses the latch lever and the release lever to operate the latch lever and the release lever,
the rotation position of the sector gear includes a neutral position in which the pressing portion of the sector gear is separated from the latch lever and the release lever,
The sector gear is provided with a plastic gear member (plastic gear member 56) that rotates integrally with the sector gear and is formed so as to overlap a part of the sector gear when viewed from the direction of the rotation axis of the sector gear,
The resin gear member is provided with a tooth portion (tooth portion 56a) that meshes with the pinion gear,
The tooth portion of the resin gear member is
When the rotation position of the sector gear is the neutral position, the sector gear meshes with the pinion gear,
the sector gear is provided so as to overlap only a portion of the teeth of the sector gear, the portion including a position where the sector gear meshes with the pinion gear when the sector gear is in the neutral position in a rotational direction of the sector gear,
The tooth surface (tooth surface 56b) of the tooth portion of the resin gear member is
A vehicle door closer device, wherein when the rotation position of the sector gear is in the neutral position, at least a portion of the sector gear is formed so as to protrude in a direction approaching the pinion gear beyond the tooth surface (tooth surface 53b) of the tooth portion of the sector gear when viewed from the direction of the rotation axis of the sector gear.

According to (1), the tooth surface of the tooth portion of the plastic gear member is formed so that at least a part of the tooth surface of the tooth portion of the sector gear protrudes toward the pinion gear more than the tooth surface of the tooth portion of the sector gear when the rotation position of the sector gear is in the neutral position, so that when the vehicle door closer device vibrates, such as when the vehicle is traveling on a rough road, the tooth surface of the tooth portion of the plastic gear member abuts against the pinion gear before the tooth surface of the tooth portion of the sector gear abuts against the pinion gear. This makes it possible to reduce the rattle noise caused by the collision between the tooth portion of the sector gear and the pinion gear when the vehicle door closer device vibrates, such as when the vehicle is traveling on a rough road.
Furthermore, the tooth portion of the plastic gear member is arranged to overlap only a portion of the tooth portion of the sector gear in the rotation direction of the sector gear, including the position where it meshes with the pinion gear when the rotation position of the sector gear is in the neutral position, so that the plastic gear member can be made smaller and the vehicle door closer device can be prevented from becoming larger.
In this way, the vehicle door closer device can reduce the tooth rattle noise caused by the teeth of the sector gear colliding with the pinion gear when the vehicle door closer device vibrates, while preventing the device from becoming larger.

(2) The vehicle door closer device according to (1),
The actuator unit further includes a neutral position detection unit (neutral position detection switch 55) that detects whether a detection target unit (projection 56c) is in a predetermined position, thereby detecting whether the rotation position of the sector gear is in the neutral position,
The detected portion is provided on the resin gear member.

According to (2), since the detected portion is provided on the plastic gear member, when the neutral position detection portion detects that the rotational position of the sector gear is in the neutral position, the teeth of the plastic gear member are in mesh with the pinion gear. This makes it possible to more reliably reduce the rattle noise caused by the teeth of the sector gear colliding with the pinion gear when the rotational position of the sector gear is in the neutral position.

(3) The vehicle door closer device according to (1) or (2),
The plastic gear member is provided with a fixing portion (fixing portion 56f) through which a fixing member (fixing member 57) is inserted in parallel with the rotation axis direction of the sector gear,
The fixing portion is provided at a position overlapping the sector gear when viewed from a rotation axis direction of the sector gear,
The plastic gear member is fixed to the sector gear by the fixing member that passes through the fixing portion.

According to (3), the plastic gear member is fixed to the sector gear by a fixing member that passes through a fixing portion provided at a position overlapping with the sector gear as viewed from the direction of the rotation axis of the sector gear. This makes it possible to fix the plastic gear member to the sector gear without increasing the dimensions of the plastic gear member as viewed from the direction of the rotation axis of the sector gear. This makes it possible to further prevent the vehicle door closer device from becoming large.

(4) The vehicle door closer device according to (3),
the tooth portion of the resin gear member is formed to come into contact with the pinion gear when the rotation position of the sector gear is the neutral position,
The plastic gear member is provided with a flexible portion (flexible portion 56g) between the tooth portion of the plastic gear member and the fixed portion, which allows the plastic gear member to flex so that the tooth portion of the plastic gear member is displaced in a direction approaching the rotation axis of the sector gear, as viewed from the direction of the rotation axis of the sector gear.A door closer device for a vehicle.

According to (4), the teeth of the plastic gear member are formed to come into contact with the pinion gear when the sector gear is in the neutral rotation position. Therefore, when the vehicle door closer device vibrates, not only can the teeth of the sector gear collide with the pinion gear to reduce the rattling noise generated by the teeth of the sector gear and the pinion gear colliding with each other, but also the teeth of the plastic gear member and the pinion gear can be prevented from generating the rattling noise, so that the rattling noise generated when the vehicle door closer device vibrates can be further reduced.
Furthermore, since the plastic gear member is provided with a flexible portion, even if a dimensional error or positional variation occurs in the plastic gear member and the pinion gear, the plastic gear member can bend so that the teeth of the plastic gear member are displaced in a direction approaching the rotation shaft of the sector gear. Therefore, by the plastic gear member being bent so that the teeth of the plastic gear member are displaced in a direction approaching the rotation shaft of the sector gear, the dimensional error and positional variation of the plastic gear member and the pinion gear can be absorbed, and the teeth of the plastic gear member can be reliably abutted against the pinion gear when the rotation position of the sector gear is in the neutral position.

(5) The vehicle door closer device according to (4),
The flexible portion has a hole portion (hole portion 56h) penetrating the resin gear member in a rotation axis direction of the sector gear.

According to (5), the flexure portion has a hole that penetrates the plastic gear member in the direction of the rotation axis of the sector gear. Therefore, the plastic gear member can be easily flexed by deformation of the hole, so that the teeth of the plastic gear member are displaced in a direction approaching the rotation axis of the sector gear. This makes it possible to form the flexure portion while reducing manufacturing costs and manufacturing man-hours.

(6) The vehicle door closer device according to (5),
The hole has an elongated hole shape whose longitudinal direction is the rotation direction of the sector gear.

According to (6), the hole has an elongated shape with the rotation direction of the sector gear as the longitudinal direction, so that the plastic gear member can bend so that the teeth of the plastic gear member are displaced in a direction approaching the rotation axis of the sector gear over a wider range in the rotation direction of the sector gear. This makes it possible to absorb dimensional errors and positional variations of the plastic gear member and the pinion gear over a wider range in the rotation direction of the sector gear, and to configure the teeth of the plastic gear member to more reliably abut against the pinion gear when the rotation position of the sector gear is in the neutral position.

(7) The vehicle door closer device according to (6),
The hole portion is
The groove extends in a rotation direction of the sector gear from outside one end of the tooth portion to outside the other end of the tooth portion,
an outer diameter side wall portion (outer diameter side wall portion 56i) facing the tooth portion and extending in the rotation direction of the sector gear, and an inner diameter side wall portion (inner diameter side wall portion 56j) extending in the rotation direction of the sector gear on a radially inner side of the rotation shaft of the sector gear than the outer diameter side wall portion,
The outer diameter side wall portion is
When viewed from the direction of the rotation axis of the sector gear, the groove extends in a wave shape in the rotation direction of the sector gear,
A vehicle door closer device in which, when viewed from the direction of the rotation axis of the sector gear, at a position where it overlaps with the tooth tip portion (tooth tip portion 56m) of the tooth portion in the rotation direction of the sector gear, it curves convexly toward the radially outward side of the rotation axis of the sector gear and extends in the rotation direction of the sector gear, and at a position where it overlaps with the tooth bottom portion (tooth bottom portion 56n) of the tooth portion in the rotation direction of the sector gear, it curves convexly toward the inner diameter side wall portion and extends in the rotation direction of the sector gear.

If the plastic gear member and the pinion gear have dimensional errors or positional variations, the vicinity of the tooth tips of the teeth of the plastic gear member is likely to come into contact with the pinion gear. Therefore, if the plastic gear member and the pinion gear have dimensional errors or positional variations, a load in a direction approaching the rotation axis of the sector gear is likely to be applied to the vicinity of the position that overlaps with the tooth tips of the teeth in the rotation direction of the sector gear.
According to (7), when viewed from the direction of the rotation axis of the sector gear, the outer diameter side wall is curved convexly toward the outside in the radial direction of the rotation axis of the sector gear at a position where it overlaps with the tip of the tooth part in the rotation direction of the sector gear, and is curved convexly toward the inner diameter side wall at a position where it overlaps with the bottom of the tooth part in the rotation direction of the sector gear. Therefore, when a load is applied in a direction approaching the rotation axis of the sector gear near the position where it overlaps with the tip of the tooth part in the rotation direction of the sector gear, the outer diameter side wall of the hole is easily deformed so that the part convexly curved toward the tooth part is crushed, and the part convexly curved toward the inner diameter side wall is easily deformed so as to extend in the rotation direction of the sector gear. As a result, if dimensional errors or positional variations occur in the plastic gear member and the pinion gear, the plastic gear member becomes more likely to flex so that the teeth of the plastic gear member are displaced in a direction approaching the sector gear's pivot axis, and further, the plastic gear member is more likely to flex so that the shape of the tooth flanks of the teeth of the sector gear follows the shape of the tooth flanks of the sector gear when viewed from the sector gear's pivot axis.

(8) A vehicle door closer device according to any one of (3) to (7),
The actuator unit further includes a neutral position detection unit (neutral position detection switch 55) that detects whether a detection target unit (projection 56c) is in a predetermined position, thereby detecting whether the rotation position of the sector gear is in the neutral position,
The detection target portion is provided on the plastic gear member,
The fixed portion is provided at a position overlapping the detected portion when viewed from a direction of a rotation axis of the sector gear.

According to (8), since the detected portion is provided on the plastic gear member, when the neutral position detection portion detects that the rotational position of the sector gear is the neutral position, the teeth of the plastic gear member are in mesh with the pinion gear. This makes it possible to more reliably reduce the rattle noise caused by the teeth of the sector gear colliding with the pinion gear when the rotational position of the sector gear is in the neutral position.
Furthermore, since the fixed portion is provided at a position overlapping with the detected portion when viewed from the direction of the rotation axis of the sector gear, the resin gear member is fixed to the sector gear by the fixing member at a position overlapping with the detected portion. This makes it difficult for the detected portion to become misaligned with respect to the sector gear. This allows the neutral position detector to detect with high accuracy whether the rotation position of the sector gear is the neutral position.

(9) A vehicle door closer device according to any one of (1) to (8),
The vehicle door closer device, wherein the plastic gear member is provided only on one side of the sector gear in a rotation axis direction of the sector gear.

According to (9), since the plastic gear member is provided only on one side of the sector gear in the direction of the rotation axis of the sector gear, the vehicle door closer device can reduce the number of parts and manufacturing costs, and also reduce size, while reducing the tooth rattle noise caused by collision between the teeth of the sector gear and the pinion gear when the vehicle door closer device vibrates, such as when the vehicle is traveling on rough roads.

3 Vehicle door closer device 30 Lock mechanism 31 Latch 32 Ratchet 34 Latch lever 35 Release lever 50 Actuator 51 Latch drive motor (drive motor)
52 Pinion gear 53 Sector gear 53a Tooth portion 53b Tooth surface 53c Pressing portion 55 Neutral position detection switch (neutral position detection portion)
56: Resin gear member 56a: Tooth portion 56b: Tooth surface 56c: Protruding portion (detection target portion)
56f Fixing portion 56h Hole portion 57 Fixing member 100 Vehicle 101 Back door (door)
103 Striker

Claims (9)

Located on the door of the vehicle,
a lock mechanism that is releasably engaged with a striker provided on a body of the vehicle;
an actuator unit that operates the lock mechanism unit;
A vehicle door closer device comprising:
The lock mechanism includes:
a latch that engages and disengages with the striker;
a ratchet that engages the latch to maintain an engaged state between the latch and the striker;
a latch lever for operating the latch;
a release lever for operating the ratchet to disengage from the latch;
The actuator unit includes:
A drive motor;
a pinion gear rotated by the power of the drive motor;
a sector gear having a toothed portion that meshes with the pinion gear and rotates with rotation of the pinion gear to operate the latch lever and the release lever,
the sector gear has a pressing portion that presses the latch lever and the release lever to operate the latch lever and the release lever,
the rotation position of the sector gear includes a neutral position in which the pressing portion of the sector gear is separated from the latch lever and the release lever,
the sector gear is provided with a resin gear member which rotates integrally with the sector gear and is formed so as to overlap a part of the sector gear when viewed from a direction of a rotation axis of the sector gear,
The resin gear member is provided with a tooth portion that meshes with the pinion gear,
The tooth portion of the resin gear member is
When the rotation position of the sector gear is the neutral position, the sector gear meshes with the pinion gear,
the sector gear is provided so as to overlap only a portion of the teeth of the sector gear, the portion including a position where the sector gear meshes with the pinion gear when the sector gear is in the neutral position in a rotational direction of the sector gear,
The tooth surface of the tooth portion of the resin gear member is
A vehicle door closer device, wherein when the rotation position of the sector gear is the neutral position, at least a portion of the sector gear is formed so as to protrude in a direction approaching the pinion gear beyond the tooth surface of the tooth portion of the sector gear when viewed from the direction of the rotation axis of the sector gear. 2. The vehicle door closer device according to claim 1,
The actuator unit further includes a neutral position detection unit that detects whether a detection target unit is in a predetermined position, thereby detecting whether a rotation position of the sector gear is in the neutral position,
The detected portion is provided on the resin gear member. 3. A vehicle door closer device according to claim 1,
The plastic gear member is provided with a fixing portion through which a fixing member is inserted parallel to a rotation axis direction of the sector gear,
The fixing portion is provided at a position overlapping the sector gear when viewed from a rotation axis direction of the sector gear,
The plastic gear member is fixed to the sector gear by the fixing member that passes through the fixing portion. 4. The vehicle door closer device according to claim 3,
the tooth portion of the resin gear member is formed to come into contact with the pinion gear when the rotation position of the sector gear is the neutral position,
A door closer device for a vehicle, wherein the plastic gear member has a flexible portion between the tooth portion of the plastic gear member and the fixed portion, which allows the plastic gear member to flex so that the tooth portion of the plastic gear member is displaced in a direction approaching the rotation axis of the sector gear, when viewed from the direction of the rotation axis of the sector gear. 5. The vehicle door closer device according to claim 4,
The flexible portion has a hole portion penetrating the resin gear member in a rotation axis direction of the sector gear. 6. A vehicle door closer device according to claim 5,
The hole has an elongated hole shape whose longitudinal direction is the rotation direction of the sector gear. 7. A vehicle door closer device according to claim 6,
The hole portion is
The groove extends in a rotation direction of the sector gear from outside one end of the tooth portion to outside the other end of the tooth portion,
an outer diameter side wall portion extending in a rotation direction of the sector gear while facing the tooth portion; and an inner diameter side wall portion extending in the rotation direction of the sector gear, radially inward of the rotation shaft of the sector gear than the outer diameter side wall portion,
The outer diameter side wall portion is
When viewed from the direction of the rotation axis of the sector gear, the groove extends in a wave shape in the rotation direction of the sector gear,
a radially outward curved portion of the rotation shaft of the sector gear at a position where the radially outward curved portion overlaps with a tooth tip portion of the tooth portion in the rotation direction of the sector gear, the radially outward curved portion of the rotation shaft of the sector gear extends in the rotation direction of the sector gear, and a radially outward curved portion of the rotation shaft of the sector gear extends in the rotation direction of the sector gear at a position where the radially outward curved portion of the rotation shaft of the sector gear overlaps with a tooth bottom portion of the tooth portion in the rotation direction of the sector gear, the radially outward curved portion of the rotation shaft of the sector gear extends .... A vehicle door closer device according to any one of claims 3 to 7,
The actuator unit further includes a neutral position detection unit that detects whether a detection target unit is in a predetermined position, thereby detecting whether a rotation position of the sector gear is in the neutral position,
The detection target portion is provided on the plastic gear member,
The fixed portion is provided at a position overlapping the detected portion when viewed from a direction of a rotation axis of the sector gear. A vehicle door closer device according to any one of claims 1 to 8,
The vehicle door closer device, wherein the plastic gear member is provided only on one side of the sector gear in a rotation axis direction of the sector gear.

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