KR20230172214A - Automatic opening and closing device for preventing movement of vehicle door - Google Patents

Abstract

The present invention relates to an automatic opening and closing device for preventing movement of a car door, comprising a door part rotatably connected to the car body, a support part mounted on the door part, a drive part rotatably mounted on the support and providing power, and a drive part rotatably connected to the car body. It includes a link part that is connected to rotate and suppresses the flow, and a fixing part mounted on the vehicle body and connected to the link part, so that the flow of the door part can be suppressed during opening and closing of the door part.

Description

Automatic opening and closing device for preventing movement of car doors {AUTOMATIC OPENING AND CLOSING DEVICE FOR PREVENTING MOVEMENT OF VEHICLE DOOR}

The present invention relates to an automatic opening and closing device for preventing the flow of a car door, and more specifically, to an automatic opening and closing device for preventing the flow of a car door, which can open and close the door using the power of a motor and reduces the flow during the opening and closing process of the door. will be.

In general, vehicle doors must remain closed when the vehicle is driven and stably remain open when a user gets on or off or an object is loaded or unloaded.

Existing vehicle doors have a mechanical door checker device installed inside the trim so that the vehicle door opens and closes by rotating relative to the vehicle body along a certain path, but remains stopped at a certain point along the opening and closing path. It is designed.

This door checker device can keep the vehicle door stopped at a stopping point, but it is difficult to maintain the stopping state between the stopping point and a neighboring stopping point.

Meanwhile, in recent years, devices have been developed that can smoothly open and close car doors with relatively little force, and automatic car door openings have been developed so that users who have difficulty opening and closing car doors on their own due to mobility difficulties can open and close car doors on their own without the help of others. Devices that can open and close are being developed.

However, in the related art, the rack bar moves according to the rotation of the motor to open and close the door, so there is a problem in that the rack bar interferes with the operating parts of the door glass. Additionally, there is a problem in that movement occurs during opening and closing of the door due to connection tolerances between links that transmit power. Therefore, there is a need to improve this.

The background technology of the present invention is published in Republic of Korea Patent Publication No. 2019-0006197 (published on January 17, 2019, title of the invention: Control method of automatic vehicle door opening and closing device).

The present invention was devised to improve the above problems, and its purpose is to provide an automatic opening and closing device for preventing movement of a car door, which can open and close the door using the power of a motor, and reduces movement during the opening and closing process of the door. there is.

An automatic opening and closing device for preventing movement of a car door according to the present invention includes: a door part rotatably connected to the car body; A support part mounted on the door part; a drive unit rotatably mounted on the support unit and providing power; a link unit that is connected to the drive unit to rotate and suppresses flow; and a fixing part mounted on the vehicle body and connected to the link unit.

The support portion includes a support penetrating portion through which the link portion passes; a support rotation part extending from an end of the support penetration part and mounted so that the drive part can rotate; and a support installation part formed in the support penetration part and mounted on the door part.

The driving unit includes a driving housing unit rotatably mounted on the support unit; a drive motor unit built into the drive housing unit and driven when power is applied; and a drive transmission unit connected to the drive motor unit, rotated by the drive motor unit, transmitting rotational force to the link unit, and maintaining close contact between gears.

The driving unit is provided in the driving motor unit, and further includes a driving braking unit that provides braking force to the driving motor unit depending on whether power is applied.

The drive motor unit includes a motor body unit built in the drive housing unit and driven when power is applied; and a motor shaft portion connected to the motor body portion and rotated when the motor body portion is driven.

The driving braking unit includes a first braking unit built into the driving body and generating magnetic force when power is applied; a second braking unit connected to the first braking unit and transmitting magnetic force; and a third braking unit that is spaced apart from the second braking unit and comes into close contact with the second braking unit when power is applied to the first braking unit and a magnetic force is generated in the second braking unit. The motor shaft part penetrating the braking unit is characterized in that it is spline-coupled with the third braking unit.

The driving unit may further include a driving sensing unit that detects the state of the vehicle body and transmits a detection signal to the driving and braking unit.

The link unit includes a first link unit connected to the drive unit; a third link unit rotatably mounted on the fixing unit; a second link unit disposed between the first link unit and the third link unit; And a link connection part rotatably connecting the first link part and the second link part, rotatably connecting the second link part and the third link part, and suppressing the flow.

The first link portion includes a first link body portion coupled to the driving unit; And a first link extension part extending from the first link body part and arranged so that a pair faces each other.

The second link part includes a second link body part inserted between the first link extension parts and rotatably coupled to the first link extension part; a second link extension part extending from the second link body part and arranged so that a pair faces each other, and rotatable by inserting the third link part; And a second link limiter that extends from the second link body and is caught by the first link body to limit rotation.

The link connection portion is coupled through the first link portion and the second link portion, and a connection rivet portion coupled through the second link portion and the third link portion. and a connection bush portion disposed between the first link portion and the second link portion and disposed between the second link portion and the third link portion to suppress friction.

The link connection portion is disposed between the first link portion and the connecting rivet portion to partially cover the outside of the first link portion, and is disposed between the second link portion and the connecting rivet portion to cover the outside of the second link portion. A connection spacer partially covering the part; and a connection pressure portion that elastically supports the connection spacer portion.

The automatic opening and closing device for preventing movement of a car door according to the present invention has a support part mounted on the door part, and when power is provided from a driving part rotatably mounted on the support part, the link part can be folded or unfolded in multiple stages to open and close the door part. At this time, the connection tolerance of the link part is eliminated, thereby preventing flow during opening and closing of the door part.

1 is a diagram schematically showing a state in which a door is closed by an automatic opening and closing device for preventing movement of a car door according to an embodiment of the present invention.
Figure 2 is a diagram schematically showing a state in which a door is opened by an automatic opening and closing device for preventing movement of a car door according to an embodiment of the present invention.
Figure 3 is a diagram schematically showing a support portion according to an embodiment of the present invention.
Figure 4 is a diagram schematically showing a driving unit according to an embodiment of the present invention.
Figure 5 is a diagram schematically showing a driving unit according to an embodiment of the present invention.
Figure 6 is a diagram schematically showing a driving brake unit according to an embodiment of the present invention.
Figure 7 is a diagram schematically showing a link unit according to an embodiment of the present invention.
Figure 8 is a cross-sectional view schematically showing the coupling relationship between the link unit and the drive unit according to an embodiment of the present invention.
Figure 9 is a diagram schematically showing the coupling relationship of link parts according to an embodiment of the present invention.

Hereinafter, an embodiment of an automatic opening and closing device for preventing movement of a car door according to the present invention will be described with reference to the attached drawings. In this process, the thickness of lines or sizes of components shown in the drawings may be exaggerated for clarity and convenience of explanation. In addition, the terms described below are terms defined in consideration of functions in the present invention, and may vary depending on the intention or custom of the user or operator. Therefore, definitions of these terms should be made based on the content throughout this specification.

Figure 1 is a diagram schematically showing a state in which a door is closed by an automatic opening and closing device for preventing movement of a car door according to an embodiment of the present invention, and Figure 2 is a diagram showing an automatic opening and closing device for preventing movement of a car door according to an embodiment of the present invention. This is a diagram schematically showing the state in which the door is opened by the opening and closing device. Referring to Figures 1 and 2, the automatic opening and closing device 1 for preventing movement of a car door includes a door part 10, a support part 20, a driving part 30, a link part 40, and a fixing part ( 50).

The door unit 10 is rotatably connected to the vehicle body 100. For example, one or more hinge parts 90 are mounted on the car body 100, and the door part 10 can be coupled to the hinge part 90 and rotated. When the door unit 10 is locked to the vehicle body 100, the door may be in a closed state, and when the door unit 10 is opened from the vehicle body 100, the door may be in an open state.

The support part 20 is mounted on the door part 10. For example, the support part 20 may be built into the door part 10 and support the driving part 30.

The drive unit 30 is rotatably mounted on the support unit 20 and provides power. The driving unit 30 prevents backlash from occurring by suppressing transmission errors in the power provided. For example, since the driving unit 30 is supported only by the support unit 20, it may be rotated relative to the support unit 20 due to twisting generated as power is provided. Gears provided in the driving unit 30 can remain engaged with each other without any gap.

The link unit 40 is connected to the drive unit 30 and rotates. This link part 40 suppresses the guidance of the door part 10 during the operation process. For example, a plurality of link units 40 are linked together and can transmit rotational force provided by the drive unit 30. The link portion 40 may extend through the support portion 20 toward the vehicle body 100 .

The fixing part 50 is mounted on the vehicle body 100 and connected to the link part 40. For example, the fixing part 50 may be fixed to the vehicle body 100, and the link part 40 may be rotatably coupled to the fixing part 50.

Figure 3 is a diagram schematically showing a support portion according to an embodiment of the present invention. Referring to FIG. 3, the support part 20 according to an embodiment of the present invention includes a support penetration part 21, a support rotation part 22, and a support installation part 23.

The link portion 40 penetrates the support penetration portion 21. For example, the support penetration part 21 is disposed in the vertical direction of the door part 10 and may be in close contact with the door interior part 11 mounted inside the door part 10. A hole may be formed in the support penetration portion 21 to allow the link portion 40 to pass through.

The support rotation part 22 extends from the end of the support penetration part 21 and is mounted so that the drive part 30 can rotate. For example, the support rotating part 22 extends from both the upper and lower ends of the support penetrating part 21, and a hole for coupling with the driving part 30 may be formed on the same axis.

The support installation portion 23 is formed in the support penetration portion 21 and is mounted on the door portion 10. For example, the support installation part 23 protrudes in the opposite direction of the support rotation part 22 and may be fastened through the door interior part 11. The support installation portion 23 may be formed integrally with the support penetration portion 21, or may be screwed to the door interior portion 11 while penetrating the support penetration portion 21.

FIG. 4 is a diagram schematically showing a driving unit according to an embodiment of the present invention, and FIG. 5 is a diagram schematically showing a driving unit according to an embodiment of the present invention. Referring to Figures 4 and 5, the drive unit 30 according to an embodiment of the present invention includes a drive housing unit 31, a drive motor unit 32, and a drive transmission unit 33.

The drive housing portion 31 is rotatably mounted on the support portion 20. As an example, the drive housing portion 31 is formed on the housing body portion 311 and a housing body portion 311 that can be assembled as a pair, and is protruded to overlap the support rotation portion 22 so as to be rotatable with the support rotation portion 22. It may include a housing support portion 312 that is coupled.

The drive motor unit 32 is built into the drive housing unit 31 and is driven when power is applied. For example, the drive motor unit 32 may be built into the housing body unit 311 and electrically connected to a vehicle battery. The driving motor unit 32 may include a motor body unit 321 mounted on the housing body unit 311 and a motor shaft unit 322 connected to the motor body unit 321 and rotated. In addition, the driving motor unit 32 may further include a motor support unit 323 provided with a support and a spring to elastically support the motor shaft unit 322.

The drive transmission unit 33 is connected to the drive motor unit 32 and is rotated by the drive motor unit 32 to transmit rotational force to the link unit 40. The drive transmission unit 33 maintains close contact between gears.

More specifically, the drive transmission unit 33 includes a first transmission unit 61, a second transmission unit 62, a third transmission unit 63, and a fourth transmission unit 64.

The first transmission unit 61 is rotatably mounted on the drive housing unit 31 and engages with the drive motor unit 32. The first transmission unit 61 includes a first transmission source gear unit 611 and a first transmission shaft gear unit 612.

The first transmission gear unit 611 has a disk shape and is rotatably mounted on the drive housing unit 31, and its outer peripheral surface is engaged with the drive motor unit 32. For example, the first transmission source gear unit 611 may have a gear formed on its outer peripheral surface, and may be meshed with a gear formed on the motor shaft unit 322 in a worm gear manner.

The first transmission shaft gear portion 612 protrudes from the center of the first transmission source gear portion 611 and engages with the second transmission gear portion 62 and the third transmission gear portion 63. For example, the first transmission shaft gear part 612 protrudes in the axial direction from the first transmission source gear part 611, and the gears formed on the outer peripheral surface are the second transmission gear part 62 and the third transmission gear part 63. It can be meshed with a spur gear method.

The second transmission unit 62 is engaged with the first transmission unit 61. The second transmission part 62 includes a second transmission gear part 621 and a second transmission insertion part 622.

The second transmission gear unit 621 has an outer peripheral surface engaged with the first transmission unit 61. For example, the second transmission gear unit 621 may have a disk shape, and a gear may be formed on the outer peripheral surface to engage with the first transmission shaft gear unit 612.

One or more second transmission insertion portions 622 are formed in the first transmission gear portion 621, and the fourth transmission portion 64 is inserted and supported. For example, the second transmission insertion portion 622 is a hole formed in the second transmission gear portion 621, and may be formed to have a length into which the fourth transmission portion 64 can be inserted. The four second delivery insertions 622 may be arranged to be spaced apart in the circumferential direction.

The third transmission unit 63 is connected to the link unit 40, engages with the first transmission unit 61, and is interlocked with the second transmission unit 62. The third transmission part 63 includes a third transmission gear part 631, a third transmission insertion part 632, and a third transmission protrusion 633.

The third transmission gear unit 631 has an outer peripheral surface engaged with the first transmission unit 61. For example, the third transmission gear unit 631 may have a disk shape, and a gear may be formed on the outer peripheral surface to engage with the first transmission shaft gear unit 612. The third transmission gear portion 631 is formed to have the same outer diameter as the second transmission gear portion 621 and may overlap with the second transmission gear portion 621.

One or more third transmission insertion portions 632 are formed in the third transmission gear portion 631, and the fourth transmission portion 64 is mounted thereon. For example, the third transmission insertion portion 632 is a hole formed in the third transmission gear portion 631, and the four third transmission insertion portions 632 may be arranged to be spaced apart in the circumferential direction. Each third delivery insertion part 632 may overlap the second delivery insertion part 622.

The third transmission protrusion 633 protrudes from the third transmission gear portion 631 and is inserted into the second transmission gear portion 621. For example, the third transmission protrusion 633 is formed between the central axis of the third transmission gear portion 631 and the third transmission insertion portion 632, and a plurality of third transmission protrusions protrude from the third transmission gear portion 631. It can be inserted into the second transmission connection part 623 formed in the second transmission gear part 621.

In addition, the third transmission part 63 may further include a third transmission shaft part 634. The third transmission shaft portion 634 protrudes in both directions from the central axis of the third transmission gear portion 631 and may be rotatably supported on the drive housing portion 31. The third transmission shaft portion 634 may be directly connected to the link portion 40 and may penetrate the second transmission gear portion 621.

The fourth transmission unit 64 is mounted on the third transmission unit 63 and elastically supports the second transmission unit 62. The fourth transmission portion 64 includes a fourth transmission support portion 641, a fourth transmission shaft portion 642, and a fourth transmission elastic portion 643.

The fourth transmission support portion 641 is formed in the third transmission insertion portion 632 and is inserted into the second transmission insertion portion 622. For example, the fourth transmission support portion 641 may be formed integrally with the third transmission gear portion 631 and may be disposed in the third transmission insertion portion 632. When the second transmission gear portion 621 and the third transmission gear portion 631 overlap, the fourth transmission support portion 641 may be inserted into the second transmission insertion portion 622.

The fourth transmission shaft portion 642 is mounted on the fourth transmission support portion 641. For example, the fourth transmission shaft portion 642 may be screwed to the fourth transmission support portion 641 and may be arranged to have a length in the longitudinal direction of the second transmission insertion portion 622.

The fourth transmission elastic portion 643 is wound around the fourth transmission shaft portion 642 and elastically supports the fourth transmission support portion 641 and the second transmission insertion portion 622. For example, the fourth transmission elastic portion 643 has a coil spring shape and penetrates the fourth transmission shaft portion 642, and one end of the fourth transmission elastic portion 643 is supported by the fourth transmission support portion 641, The other end of the fourth transmission elastic portion 643 may be supported by the second transmission insertion portion 622.

Therefore, when the first transmission shaft gear portion 612 is engaged with the second transmission gear portion 621 and the third transmission gear portion 631, the elastic force of the fourth transmission elastic portion 643 causes the first transmission shaft gear portion ( The teeth of the 612) and the teeth of the second transmission gear unit 621 are arranged so that the gap with the first transmission shaft gear unit 612 is eliminated, thereby preventing the occurrence of backlash.

Figure 6 is a diagram schematically showing a driving brake unit according to an embodiment of the present invention. Referring to FIG. 6, the driving unit 30 according to an embodiment of the present invention may further include a driving braking unit 34. The driving braking unit 34 is provided in the driving motor unit 32 and provides braking force to the driving motor unit 32 depending on whether power is applied. For example, the driving brake unit 34 is built into the motor body unit 321 and can selectively provide braking force to the motor shaft unit 322. The driving and braking unit 34 includes a first braking unit 341 that generates magnetic force as power is applied, a second braking unit 342 connected to the first braking unit 341, and a second braking unit 342. ) and may include a third braking unit 343 that is spaced apart from the first braking unit 341 and is in close contact with the second braking unit 342 when power is applied to the second braking unit 342. . The third braking unit 343 is spline coupled to the penetrating motor shaft unit 322, and when the third braking unit 343 is in close contact with the second braking unit 342, the rotation of the motor shaft unit 322 may be restricted. .

Meanwhile, the drive braking unit 34 may be operated according to a detection signal detected by the drive detection unit 35 mounted on the vehicle body 100. That is, the drive detection unit 35 can detect whether the vehicle body 100 is tilted on an incline. If the drive detection unit 35 detects the inclination of the vehicle body 100, the drive brake unit 34 is selectively driven after the door unit 10 is opened to 10) can be prevented from being closed and the load on the drive motor unit 32 can be prevented. Additionally, when the occupant semi-automatically opens and closes the door unit 10, if the occupant's external force disappears, the driving brake unit 34 may be selectively driven to maintain the rotation state of the door unit 10.

Figure 7 is a diagram schematically showing a link unit according to an embodiment of the present invention, Figure 8 is a cross-sectional view schematically showing the coupling relationship between the link unit and the drive unit according to an embodiment of the present invention, and Figure 9 is a diagram schematically showing the coupling relationship between the link unit and the drive unit according to an embodiment of the present invention. This is a diagram schematically showing the coupling relationship of link parts according to an embodiment. 7 to 9, the link unit 40 according to an embodiment of the present invention includes a first link unit 41, a second link unit 42, a third link unit 43, Includes a link connection portion 44.

The first link part 41 is connected to the driving part 30, and the third link part 43 is rotatably mounted on the fixing part 50. The second link portion 42 is disposed between the first link portion 41 and the third link portion 43. The link connection part 44 connects the first link part 41 and the second link part 42 to be rotatable. And, the link connection part 44 connects the second link part 42 and the third link part 43 to be rotatable. At this time, the link connection part 44 can prevent the door part 10 from shaking by suppressing the flow caused by the space between the rotating connection parts.

The first link unit 41 is connected to the driving unit 30. More specifically, the first link portion 41 includes a first link body portion 411 and a first link extension portion 412.

The first link body portion 411 is coupled to the driving portion 30. For example, the first link body portion 411 may be riveted to the third transmission shaft portion 634, and a plurality of first link body portions 411 may be riveted together to increase the bonding force between them.

The first link extension portion 412 extends from the first link body portion 411 and is arranged so that a pair faces each other. For example, the first link extension portion 412 may protrude up and down, and the second link portion 42 may be inserted so that they face each other.

The second link portion 42 is disposed between the first link portion 41 and the third link portion 43. One end of the second link portion 42 is inserted between the first link extension portions 412 and rotatably coupled to the first link extension portion 412. More specifically, the second link portion 42 includes a second link body portion 421, a second link extension portion 422, and a second link limiting portion 423.

The second link body portion 421 is inserted between the first link extension portions 412, and is rotatably coupled to the first link extension portion 412 by the link connection portion 44.

The second link extension part 422 extends from the second link body part 421 and is arranged so that a pair faces each other, and the third link part 43 is inserted and can be rotated. A link connection part 44 may be applied to combine the third link part 43 and the second link extension part 422.

The second link limiter 423 extends from the second link body 421 and is caught by the first link body 411 to limit rotation. For example, the second link limiter 423 may protrude from the second link body portion 421 in a direction opposite to the second link extension portion 422. When the second link limiting part 423 is caught in the first link body part 411, the rotation of the link part 40 itself is restricted and the door part 10 can be in a maximum open state.

The link connection part 44 includes a connection rivet part 71 and a connection bush part 72. The connection rivet portion 41 is coupled through the first link portion 41 and the second link portion 42. Additionally, the connection rivet portion 41 is coupled through the second link portion 42 and the third link portion 43. The connection bush portion 72 is disposed between the first link portion 41 and the second link portion 42 to suppress friction. Additionally, the connection bush portion 72 is disposed between the second link portion 42 and the third link portion 43 to suppress friction.

For example, the connection rivet portion 71 has a first rivet portion 711 that penetrates one of the first link extension portions 412, and a first rivet portion that penetrates the other one of the first link extension portions 412. It may include a second rivet portion 712 coupled to the portion 711. The head of the first rivet portion 711 supports the first link extension portion 412, and the body portion may penetrate the first link extension portion 412.

The connection bush portion 72 includes a first bush portion 721 surrounding the first rivet portion 711, and extends outward from both ends of the first bush portion 721 to form a first link extension portion 412 and a second link. It may be placed between the body portions 421. The first bush portion 721 may have a cut ring shape.

In addition, the link connection portion 44 may further include a connection spacer portion 73 and a connection pressure portion 74. The connection spacer portion 73 is disposed between the first link portion 41 and the connection rivet portion 71 and partially covers the outside of the first link portion 41. Additionally, the connection spacer portion 73 is disposed between the second link portion 42 and the connection rivet portion 71 and partially covers the outside of the second link portion 42. And, the connection pressure portion 74 elastically supports the connection spacer portion 73.

For example, if the inner diameter of one first link extension part 412 is designed to be larger than the inner diameter of one first link extension part 412, the second rivet part 712 and the other first link extension part (412) A gap may occur between them. The connection spacer portion 73 includes a first spacer portion 731 inserted into the space between the second rivet portion 721 and the other first link extension portion 412, and an outer portion from the first spacer portion 731. It may include a second spacer portion 732 that extends to partially cover the other first link extension portion 412. At this time, the head of the second rivet portion 712 may press the first spacer portion 731. Meanwhile, the connection compression portion 74 may be a ring-shaped spring washer with an inclined surface. The connection pressure portion 74 is disposed between the second bush portion 722 and the first spacer portion 731 to elastically support the first spacer portion 731 to eliminate clearance. As a result, noise caused by flow can be prevented during the operation of the link unit 40.

The operation of the automatic opening and closing device for preventing movement of a car door according to an embodiment of the present invention having the above structure will be described as follows.

When the door part 10 is closed, the link part 40 maintains a rotated state to pull the fixing part 50. When power is applied to the drive motor unit 32 in the above state, the link unit 40 is rotated to push the fixing unit 50 by the rotational force transmitted to the drive transmission unit 33.

That is, when the driving motor unit 32 is rotated in one direction, the end of the first link unit 41 is rotated to move in the direction of the fixing unit 50. Due to this, the second link part 42 connected to the first link part 41 and the third link part 43 connected to the second link part 42 push the fixing part 50.

When the link part 40 pushes the fixing part 50, the door part 10 is opened. At this time, the second link part 42 may be caught by the first link part 41, thereby limiting the rotation angle of the door.

The drive detection unit 35 detects whether the vehicle body 100 is tilted on an incline, and after the door unit 10 is opened, the drive brake unit 34 is selectively driven to determine the rotation state of the door unit 10. can be forcibly maintained. As a result, unintentional rotation of the door unit 10 due to its own weight in the closing direction can be blocked and load on the driving motor unit 32 can be prevented.

Meanwhile, the assembly process in which the first link part 41 and the second link part 42 are connected by the link connection part 44 will be described as follows.

When the connection bush portion 72 is mounted in the hole formed at the end of the second link body portion 421 and the second link body portion 421 is inserted between the first link extension portions 412, the first rivet portion (711) penetrates one of the first link extension parts (412) and the second link body part (421).

In the above state, the connection pressing part 74 and the connection spacer part 73 are inserted into the other first link extension part 412, and then the second rivet part 712 is connected to the first rivet part 711. combines with At this time, since the connection spacer portion 73 is elastically supported by the connection compression portion 74, tolerance is eliminated at the connection portion of the link connection portion 44. Accordingly, when the door unit 10 is operated manually or automatically, the phenomenon of movement of the door unit 10 due to the tolerance of the link unit 40 disappears.

The automatic opening and closing device (1) for preventing movement of a car door according to an embodiment of the present invention is equipped with a support part (20) on the door part (10) and uses power from a driving part (30) rotatably mounted on the support part (20). If provided, the link portion 40 can be folded or unfolded in multiple stages to open and close the door portion 10.

The present invention has been described with reference to the embodiments shown in the drawings, but these are merely exemplary, and those skilled in the art will recognize that various modifications and other equivalent embodiments are possible therefrom. You will understand. Therefore, the true technical protection scope of the present invention should be determined by the scope of the patent claims below.

10: door part 20: support part
21: support penetration part 22: support rotation part
23: support installation part 30: driving part
31: driving housing part 32: driving motor part
33: drive transmission unit 34: drive braking unit
35: drive detection unit 40: link unit
41: first link part 42: second link part
43: third link part 44: link connection part
71: Connection rivet section 72: Connection bush section
73: Connection spacer 74: Connection pressure section

Claims (12)

A door portion rotatably connected to the vehicle body;
A support part mounted on the door part;
a drive unit rotatably mounted on the support unit and providing power;
A link unit connected to the drive unit to rotate and suppress the flow; and
An automatic opening and closing device for preventing movement of a car door, comprising: a fixing part mounted on the car body and connected to the link part.
The method of claim 1, wherein the support portion
a support penetrating portion through which the link portion passes;
a support rotation part extending from an end of the support penetration part and mounted so that the drive part can rotate; and
An automatic opening and closing device for preventing movement of a car door, comprising: a support installation part formed in the support penetration part and mounted on the door part.
The method of claim 1, wherein the driving unit
a driving housing portion rotatably mounted on the support portion;
a drive motor unit built into the drive housing unit and driven when power is applied; and
A drive transmission unit connected to the drive motor unit, rotated by the drive motor unit to transmit rotational force to the link unit, and maintaining close contact between gears; automatic opening and closing for preventing movement of a car door, comprising a. Device.
The method of claim 3, wherein the driving unit
An automatic opening and closing device for preventing movement of a car door, further comprising a driving braking unit provided in the driving motor unit and providing braking force to the driving motor unit depending on whether power is applied.
The method of claim 4, wherein the driving motor unit
a motor body built into the driving housing and driven when power is applied; and
An automatic opening and closing device for preventing movement of a car door, comprising: a motor shaft connected to the motor body and rotated when the motor body is driven.
The method of claim 5, wherein the driving brake unit
a first braking unit built into the driving body and generating magnetic force when power is applied;
a second braking unit connected to the first braking unit and transmitting magnetic force; and
a third braking unit that is spaced apart from the second braking unit and is in close contact with the second braking unit when power is applied to the first braking unit and a magnetic force is generated in the second braking unit;
An automatic opening and closing device for preventing movement of a car door, characterized in that the motor shaft part penetrating the third braking unit is splined with the third braking unit.
The method of claim 4, wherein the driving unit
An automatic opening and closing device for preventing movement of a car door, further comprising a drive detection unit that detects the state of the vehicle body and transmits a detection signal to the drive brake unit.
The method of claim 1, wherein the link unit
A first link unit connected to the driving unit;
a third link unit rotatably mounted on the fixing unit;
a second link unit disposed between the first link unit and the third link unit; and
A link connection part rotatably connecting the first link part and the second link part, rotatably connecting the second link part and the third link part, and suppressing the flow; of a car door characterized in that it includes a. Automatic opening and closing device to prevent flow.
The method of claim 8, wherein the first link unit
A first link body coupled to the driving unit; and
An automatic opening and closing device for preventing movement of a car door, comprising: a first link extension part extending from the first link body part and arranged so that a pair faces each other.
The method of claim 9, wherein the second link unit
a second link body portion inserted between the first link extension portions and rotatably coupled to the first link extension portion;
a second link extension part extending from the second link body part and arranged so that a pair faces each other, and rotatable by inserting the third link part; and
An automatic opening and closing device for preventing movement of a car door, comprising a second link limiter that extends from the second link body and is caught by the first link body to restrict rotation.
The method of claim 8, wherein the link connection unit
a connection rivet portion coupled through the first link portion and the second link portion, and coupled through the second link portion and the third link portion; and
A connection bush portion disposed between the first link portion and the second link portion and disposed between the second link portion and the third link portion to suppress friction. Automatic opening and closing device.
The method of claim 11, wherein the link connection unit
A connection disposed between the first link portion and the connecting rivet portion to partially cover the outside of the first link portion, and disposed between the second link portion and the connecting rivet portion to partially cover the outside of the second link portion. Space West; and
An automatic opening and closing device for preventing movement of a car door, further comprising a connection pressure portion that elastically supports the connection spacer portion.

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