Drive device and vehicle

Abstract

The invention provides a driving device and a vehicle. A gear housing for accommodating a speed change mechanism such as a speed reduction mechanism can be easily detached. A drive device (16) is provided with: a motor housing (42) having a motor housing chamber (46) in which a motor (12) is housed; a gear housing (43) that is adjacent to the motor housing (42) and has a transmission mechanism housing chamber (47) that houses a transmission mechanism of the motor (12); and a plurality of fastening parts (61, 62) that fasten the motor housing (42) and the gear housing (43), the plurality of fastening parts (61, 62) including a first fastening part (61) provided in a region overlapping the motor (12) in the arrangement direction of the motor housing (42) and the gear housing (43), and a second fastening part (62) provided in a region overlapping the gear housing (43) in the arrangement direction of the motor housing (42) and the gear housing (43). The first fastening part (61) can be fastened to the motor housing (42) from the gear housing (43) side.

Description

Technical Field

[0001] The invention relates to a drive device and a vehicle. Background Art

[0002] In recent years, efforts towards the realization of a low-carbon society or a decarbonized society have been actively pursued, and research and development of electric drive devices are being conducted in order to reduce CO2 emissions and improve energy efficiency in vehicles.

[0003] In such a drive device, there is known a structure comprising: a gear housing having a speed reducer housing chamber for housing a speed reduction mechanism for housing a motor, and a motor housing adjacent to the gear housing and having a motor housing chamber for housing the motor, wherein bolts are inserted from the motor housing side and fastened to the gear housing, thereby connecting the gear housing and the motor housing (for example, Patent Document 1). In the technology described in Patent Document 1, the bolts are provided in a region overlapping with the motor in the vehicle width direction.

[0004] Prior art literature

[0005] Patent Literature

[0006] Patent Document 1: Japanese Patent No. 7076587 Summary of the invention

[0007] Problems to be solved by the invention

[0008] However, in the technology related to the electric drive device, a bolt is inserted from the motor housing side and fastened to the gear housing, and the bolt is set in an area overlapping with the motor in the vehicle width direction, so the bolt cannot be removed without removing the motor. Therefore, in order to remove the gear housing, the motor must be removed, which is time-consuming and laborious.

[0009] The present invention has been made in view of the above circumstances, and an object of the present invention is to facilitate the removal of a gear housing that houses a speed change mechanism such as a reduction mechanism, and to further contribute to the improvement of energy efficiency.

[0010] Means for solving problems

[0011] A drive device is provided, which comprises: a motor housing having a motor housing chamber for housing a motor; a gear housing adjacent to the motor housing and having a speed change mechanism housing chamber for housing a speed change mechanism for the motor; and a plurality of fastening parts that fasten the motor housing and the gear housing, the plurality of fastening parts including a first fastening part, the first fastening part being arranged in an area overlapping with the motor in the arrangement direction of the motor housing and the gear housing, the first fastening part being capable of being fastened to the motor housing from the gear housing side.

[0012] In addition, a vehicle is provided, comprising: the drive device; and a wheel arranged side by side with the drive device in a vehicle width direction and driven by the drive device, wherein the first fastening portion overlaps a region of a spoke portion of the wheel in the vehicle width direction.

[0013] Effects of the Invention

[0014] The gear housing that accommodates a speed change mechanism such as a reduction mechanism can be easily removed. BRIEF DESCRIPTION OF THE DRAWINGS

[0015] Figure 1 It is a side view of the saddle-ride type vehicle according to the embodiment of the present invention.

[0016] Figure 2 It is a three-dimensional diagram of the swing arm.

[0017] Figure 3 It is the left side view of the swing arm.

[0018] Figure 4 It is the right side view of the swing arm.

[0019] Figure 5 yes Figure 1 Cross-sectional view of the swing arm on section AA.

[0020] Figure 6 Yes Figure 3 FIG. BB is a diagram showing a speed reduction mechanism accommodation chamber together with surrounding structures on a cross section.

[0021] Figure 7 Yes Figure 1 A diagram showing the CC cross section of the swing arm together with the surrounding structure.

[0022] Figure 8 yes Figure 3 Cross-sectional view of the swing arm on the DD section.

[0023] Fig. 9 Yes Figure 4 FIG. 2 shows an EE cross section of the first fastening portion together with the surrounding structure.

[0024] Description of symbols

[0025] 10: Saddle-riding vehicles;

[0026] 11: frame;

[0027] 12: Motor;

[0028] 15: rear wheel;

[0029] 15h: wheel hub;

[0030] 15r: rim;

[0031] 16: swing arm (driving device);

[0032] 42: motor housing (central housing);

[0033] 43: gear housing;

[0034] 44: Motor cover;

[0035] 46: Motor containment room;

[0036] 47: speed reduction mechanism accommodation chamber (speed change mechanism accommodation chamber);

[0037] 61: first fastening portion;

[0038] 61t: fastening member of the first fastening portion;

[0039] 61s: screw insertion portion of the first fastening portion;

[0040] 61m: internal thread portion of the first fastening portion;

[0041] 61a: stud bolt;

[0042] 61b: nut;

[0043] 62: second fastening portion;

[0044] 62t: fastening member of the second fastening portion;

[0045] 62s: screw insertion portion of the second fastening portion;

[0046] 62m: Internal thread portion of the second fastening portion. DETAILED DESCRIPTION

[0047] Hereinafter, embodiments of the present invention will be described with reference to the accompanying drawings. In the description, unless otherwise specified, the description of directions such as front, back, left, right, and up and down is the same as the direction relative to the vehicle body. In addition, the symbol "FR" shown in each figure indicates the front of the vehicle body, the symbol "UP" indicates the top of the vehicle body, and the symbol "LH" indicates the left of the vehicle body.

[0048] [Implementation Method]

[0049] Figure 1 It is a side view of the saddle-ride type vehicle 10 according to the embodiment of the present invention.

[0050] The saddle-ride type vehicle 10 is an electric two-wheeled motor vehicle having the following parts: a frame 11, a motor 12 that drives a rear wheel 15 as a driving wheel, a front fork 14 that supports a front wheel 13 so that it can be steered freely, a swing arm 16 that supports the rear wheel 15, a seat 17 for a passenger, and a body cover 18 that covers the frame 11.

[0051] The saddle-riding type vehicle 10 is a vehicle in which a passenger sits on a seat 17 in a straddling manner. The saddle-riding type vehicle 10 of the present embodiment is a pedal-type electric two-wheeled vehicle having a low footboard 19, a side stand 20a, and a center stand 20b. The vehicle frame 11 includes: a front stand pipe 21 provided at the front of the vehicle body; a lower frame 22 extending rearward and downward from the front stand pipe 21; left and right bottom frames 23 extending rearward from the bottom frame 22; and left and right rear frames 24 extending rearward and upward from the rear end of the bottom frame 23.

[0052] The footrest 19 is supported above the bottom frame 23 and is provided for a passenger seated on the seat 17 to place his / her feet.

[0053] The side stand 20a is rotatably supported on the bottom frame 23 on the left side, and by being in contact with the ground in an upright state, the saddle-ride type vehicle 10 can be parked in a state tilted to the left. The center stand 20b is rotatably supported on the bottom frame 23 behind the side stand 20a and in front of the rear wheel 15, and by being in contact with the ground in an upright state, the saddle-ride type vehicle 10 can be parked in an upright state without tilting to the left or right. The center stand 20b is also called a main stand.

[0054] The front fork 14 is supported by the front seat tube 21 so as to be steerable to the left and right. The front wheel 13 is supported by a front wheel shaft 13a, which is composed of an axle provided at the lower end of the front fork 14. A steering handle 25 for a rider to hold is mounted on the upper end of the front fork 14.

[0055] The swing arm 16 is connected to the rear end of the chassis 23 so as to be swingable up and down. The swing arm 16 has a hollow structure and accommodates the motor 12 for driving the rear wheel 15 at a position corresponding to the left side of the rear wheel 15. Thus, the swing arm 16 functions not only as a support member for supporting the rear wheel 15 but also as a drive device for driving the rear wheel 15.

[0056] The swing arm 16 may also be referred to as a swing-type power unit. A rear shock absorber 26 is interposed between the rear end of the swing arm 16 and the rear frame 24 .

[0057] Figure 2 It is a perspective view of the swing arm 16. Figure 3 is a left side view of the swing arm 16, Figure 4 It is a right side view of the swing arm 16. Figure 5 yes Figure 1 A cross-sectional view of the swing arm 16 on section AA. Figure 3 Reference numeral PR shown in the figure denotes the axis center of the rear wheel shaft 15a which is constituted by the axle of the rear wheel 15, reference numeral PC denotes the axis center of the intermediate shaft 71 which will be described later, and reference numeral PM denotes the axis center of the motor shaft 12a.

[0058] like Figures 2 to 5As shown in FIG. 1 , the swing arm 16 has a shape extending from the front of the rear wheel 15 in a curved manner toward the left side of the rear wheel 15. Figure 3 and Figure 4 As shown, a pivot insertion portion 41 for connecting to the vehicle frame 11 is provided at the front end of the swing arm 16 , and the motor 12 is accommodated at the left rear portion of the swing arm 16 .

[0059] like Figure 2 As shown in FIG. 1 , the swing arm 16 includes a motor housing 42, a gear housing 43 located inside the motor housing 42 in the vehicle width direction, and a motor cover 44 located outside the motor housing 42 in the vehicle width direction. Figure 5 As shown, a motor housing chamber 46 for housing the motor 12 is formed between the motor housing 42 and the motor cover 44 , and a speed reduction mechanism housing chamber 47 for housing the speed reduction mechanism of the motor 12 is formed between the motor housing 42 and the gear housing 43 .

[0060] The motor housing 42 is a part constituting most of the swing arm 16, and is integrally provided with a plate-like side wall 51 ( Figure 4 , Figure 5 ), a cylindrical outer peripheral member 52 ( Figure 2 ), the protruding parts 53 and 54 protruding rearward from the side wall 51 and the peripheral member 52 ( Figure 2 ).like Figure 4 As shown, the side wall 51 constitutes an outer wall exposed on the inner side of the swing arm 16 in the vehicle width direction, and the above-mentioned pivot insertion portion 41 is integrally provided at the front part of the side wall 51. The motor housing 42 is a part that constitutes most of the swing arm 16, and integrally includes a plate-shaped side wall 51 extending in the front-back and up-down directions, a cylindrical peripheral member 52 extending from the side wall 51 to the outer side in the vehicle width direction, and protruding portions 53 and 54 ( Figure 2 The side wall 51 constitutes an outer wall exposed to the inner side of the swing arm 16 in the vehicle width direction, and the above-mentioned pivot insertion portion 41 is integrally provided at the front portion of the side wall 51 .

[0061] The cylindrical outer peripheral member 52 of the motor housing 42 constitutes a part of the upper plate and the bottom plate of the swing arm 16. A plurality of internal threads are provided on the left side of the outer peripheral member 52, and the plurality of internal threads constitute a part of a plurality of connection parts 60 connecting the motor housing 42 and the motor cover 44. Figure 2 As shown, the plurality of connection parts 60 are inserted through the fastening member 60 t from the vehicle width direction outer side (left side) of the motor cover 44 and are fastened to the internal threaded parts of the motor case 42 , respectively, thereby connecting the motor case 42 and the motor cover 44 .

[0062] A recess 42H ( Figure 4 The breather box 70 is mounted in the recessed portion 42H with a gap Sa spaced evenly in the up-down direction.

[0063] Furthermore, in the present embodiment, the motor housing 42 , the gear housing 43 , and the motor cover 44 are made of metal, but they may be made of materials other than metal.

[0064] like Figure 5 As shown, the side wall 51 of the motor housing 42 extends between the motor accommodating chamber 46 and the speed reduction mechanism accommodating chamber 47 , and thus the side wall 51 functions as a partition wall that partitions the motor accommodating chamber 46 and the speed reduction mechanism accommodating chamber 47 .

[0065] The side wall 51 is integrally provided with a motor support portion 55 that protrudes outward in the vehicle width direction in the motor accommodation chamber 46. The motor 12 is supported by the motor support portion 55. The motor 12 includes a motor shaft 12a (described later) extending in the vehicle width direction. Figure 6 ), a rotor 12r that rotates integrally with the motor shaft 12a, and a stator 12s located on the outer periphery of the rotor 12r. The motor 12 is an electric motor that uses a three-phase AC as a power source, and is called a three-phase motor or the like.

[0066] The motor 12 is mounted at a position away from the side wall 51 in the vehicle width direction outside by the motor support portion 55. Thus, a layout space is formed between the motor 12 and the side wall 51, and a plurality of motor drive wires 12L1, which are relatively thicker wires among a plurality of wires connected to the motor 12, are laid in the layout space.

[0067] The side wall 51 is also integrally provided with a partition wall 56 that partitions the internal space of the motor housing 42 into the motor accommodation chamber 46 and other spaces. The partition wall 56 protrudes in the vehicle width direction at a position forward of the motor 12 and extends to a position abutting against the motor cover 44.

[0068] The motor cover 44 is connected to the motor case 42 from the outside in the vehicle width direction, and functions as a cover member that covers the motor accommodation chamber 46 in the motor case 42 from the outside in the vehicle width direction. The motor accommodation chamber 46 is formed as a chamber closed from the outside space by the motor case 42 and the motor cover 44 including the partition wall 56.

[0069] The area of ​​the motor case 42 that is not covered by the motor cover 44 is covered by the swing arm cover 45 from the outside in the vehicle width direction.

[0070] The motor cover 44 has a certain width in the vehicle width direction, and the internal space of the motor cover 44 also forms a part of the motor accommodation chamber 46. The motor 12 is separated from the motor cover 44 in the vehicle width direction, thereby forming a wiring 12L2 (excluding the motor drive line 12L1) for connecting the plurality of wirings connected to the motor 12. Figure 5) through which the layout space is passed.

[0071] The wiring 12L2 is connected to an angle sensor for detecting the rotation angle of the motor 12. However, the wiring 12L2 is not limited to the wiring connected to the angle sensor, and any wiring connected to any sensor or the like for detecting information of the motor 12 may be used. In this way, the layout space for the wirings 12L1 and 12L2 connected to the motor 12 is ensured on the inner side and the outer side of the motor 12 in the vehicle width direction, respectively.

[0072] The gear housing 43 is connected to the motor housing 42 from the inside in the vehicle width direction and has a speed reduction mechanism accommodation chamber 47 between the gear housing 43 and the side wall 51 of the motor housing 42. The speed reduction mechanism accommodation chamber 47 is surrounded by the gear housing 43 and the motor housing 42 and is sealed from the outside.

[0073] Figure 6 Yes Figure 3 The figure shows the speed reduction mechanism accommodating chamber 47 together with the surrounding structure on the BB section of FIG. The BB section is a section passing through the axis PM of the motor shaft 12a, the axis PC of the intermediate shaft 71, and the axis PR of the rear wheel shaft 15a.

[0074] like Figure 6 As shown, in the speed reduction mechanism accommodation chamber 47, an intermediate shaft 71 and an output shaft also serving as the rear wheel shaft 15a are supported in parallel with the motor shaft 12a and rotatably. The motor shaft 12a is the rotating shaft of the motor 12, passes through the side wall 51 of the motor housing 42, and has a first gear 12a1 that rotates integrally with the motor shaft 12a in the speed reduction mechanism accommodation chamber 47. The intermediate shaft 71 has: a second gear 71a1 with a large diameter, which meshes with the first gear 12a1; and a third gear 71a2 with a small diameter, which rotates integrally with the second gear 71a1. The rear wheel shaft 15a has a fourth gear 15a1 with a large diameter that meshes with the third gear 71a2. By appropriately setting the number of teeth of each gear 12a1, 71a1, 71a2 and 15a1, etc., a speed reduction mechanism is formed that reduces the rotation of the motor 12 at a predetermined speed reduction ratio and transmits it to the rear wheel shaft 15a.

[0075] The motor housing 42 is a housing located between the gear housing 43 and the motor cover 44 and located in the left and right center of the swing arm 16, and therefore can also be called a center housing. The gear housing 43 constitutes the right side portion of the swing arm 16, and therefore can also be called a right housing and a left and right side housing. The motor cover 44 constitutes the left side portion of the swing arm 16, and therefore can also be called a left housing and a left and right side housing.

[0076] Figure 7 Yes Figure 1 FIG. 1 shows the swing arm 16 together with the surrounding structure on the CC section. Figure 7, reference symbol LC represents the vehicle width center of the saddle-ride type vehicle 10 .

[0077] The rear wheel shaft 15 a penetrates the gear housing 43 and protrudes inward in the vehicle width direction, and the rear wheel 15 is coupled to the protruding portion.

[0078] Oil for lubricating the speed reduction mechanism is poured into the speed reduction mechanism accommodation chamber 47. Since the speed reduction mechanism accommodation chamber 47 and the motor accommodation chamber 46 are separated, the oil in the speed reduction mechanism accommodation chamber 47 can be prevented from flowing into the motor accommodation chamber 46.

[0079] The rear wheel 15 includes a wheel 15w and a tire 15t mounted on the wheel 15w. The wheel 15w includes a hub 15h disposed in the center, an annular rim 15r for mounting the tire 15t, and a spoke portion 15s consisting of a plurality of spokes connecting the hub 15h and the rim 15r. In this structure, the swing arm 16 is a so-called cantilever structure that exists only on one side (left side) of the rear wheel 15, and the rear wheel 15 and the swing arm 16 are easily accessible from the opposite side (right side) of the swing arm 16.

[0080] In addition, the swing arm 16 of the present invention is not limited to the cantilever type, and may also be a double-support type.

[0081] Next, a fastening structure between the gear housing 43 and the motor housing 42 and a fastening structure between the motor cover 44 and the motor housing 42 will be described.

[0082] like Figure 4 As shown, on the side wall 51 of the gear housing 43

[0083] A plurality of (four in this structure) fastening members 61t are fastened from the inner side (right side) in the vehicle width direction. The region where these fastening members 61t are fastened is the region avoiding the speed reduction mechanism accommodation chamber 47 in the region overlapping with the motor 12 when viewed in the width direction. The fastening structure of these fastening members 61t is the same structure, such as Figure 7 As shown, there is a screw insertion portion 61s provided in the gear housing 43 and an internal thread portion 61m provided in the motor housing 42. Each fastening member 61t is respectively inserted into the screw insertion portion 61s and fastened to the internal thread portion 61m, thereby fastening the gear housing 43 and the motor housing 42.

[0084] That is, the fastening member 61 t , the screw insertion portion 61 s , and the internal thread portion 61 m function as a first fastening portion 61 that fastens the gear housing 43 and the motor housing 42 from the inner side in the vehicle width direction.

[0085] The first fastening portion 61 is configured to fasten the fastening member 61t from the opposite side of the motor 12, that is, from the right side in the vehicle width direction, so the fastening member 61t can be removed without removing the motor 12. Since the motor 12 does not need to be removed, it is easier to remove the gear housing 43 from the motor housing 42, or in other words, it is easier to release the fastened state of the gear housing 43 and the motor housing 42.

[0086] Furthermore, since the first fastening portions 61 are provided outside the speed reduction mechanism accommodating chamber 47 , there is no need to remove components in the speed reduction mechanism accommodating chamber 47 , thereby facilitating the work of releasing the fastened state.

[0087] In addition, in this structure, if Figure 4 As shown, these first fastening parts 61 are arranged at intervals in the front and rear and in the upper and lower parts in a circumferential direction (i.e., the circumferential direction centered on the axis PR of the rear wheel axle 15a), so it is easy to connect the gear housing 43 and the motor housing 42 with equal fastening force based on the rear wheel axle 15a.

[0088] like Figure 6 As shown, the fastening member 61t of the first fastening portion 61 is a stud bolt 61a and a cap nut 61b. The stud bolt 61a is also called an embedded bolt and has external threads at both ends, one of which is fastened to the internal thread 61m of the motor housing 42.

[0089] The external threaded portion of the tip end side of the stud bolt 61a is fastened to the motor housing 42, and after the stud bolt 61a is passed through the screw insertion portion 61s of the gear housing 43, the nut 61b is fastened to the external threaded portion of the base end side exposed to the outside from the screw insertion portion 61s. According to the fastening structure of the first fastening portion 61, there is an advantage that even if the nut 61b is loosened, the stud bolt 61a will not be loosened, and the first fastening portion 61 can be prevented from moving significantly to the inner side in the vehicle width direction, that is, to the rear wheel 15 side.

[0090] like Figure 3 As shown,

[0091] The motor housing 42 is provided with protruding portions 53, 54 that protrude rearward relative to the motor cover 44 and overlap the gear housing 43 in the vehicle width direction. A plurality (three in this embodiment) of fastening members 62t are fastened to the protruding portions 53, 54 from the vehicle width direction outer side (left side).

[0092] The fastening structures of these fastening members 62t are the same and are similar to those of Figure 6The gear housing 43 has a screw insertion portion 62s provided in the motor housing 42 and an internal thread portion 62m provided in the gear housing 43. Each fastening member 62t is inserted into the screw insertion portion 62s and fastened to the internal thread portion 62m, thereby fastening the gear housing 43 to the motor housing 42.

[0093] The fastening member 62t is a bolt having an external threaded portion at one end and a large-diameter head at the other end, such as a flange bolt. The fastening member 62t, the screw insertion portion 62s, and the internal threaded portion 62m function as a second fastening portion 62 for fastening the gear housing 43 and the motor housing 42 from the outside in the vehicle width direction.

[0094] The second fastening portion 62 is provided at a position away from the motor 12, so the fastening member 62t can be removed without removing the motor 12. Since the motor 12 does not need to be removed, it is easy to remove the gear housing 43 from the motor housing 42, that is, to release the fastened state between the gear housing 43 and the motor housing 42.

[0095] In addition, the second fastening portion 62 is also arranged at intervals in the front and rear and in the upper and lower directions along the circumferential direction (i.e., the circumferential direction centered on the axis PR of the rear wheel axle 15a), so it is easy to connect the gear housing 43 and the motor housing 42 with equal fastening force based on the rear wheel axle 15a.

[0096] like Figure 3 As shown, the rear end R1 of the motor housing 42 is located in front of the rear end R2 of the gear housing 43. Therefore, it is easy to arrange the second fastening portion 62 fastened from the motor housing 42 side at the front side, which makes it easy to shorten the front-to-rear length of the swing arm 16 and also contributes to the lightweight of the swing arm 16.

[0097] Figure 8 yes Figure 3 The gear housing 43 includes an extending portion 43R1 extending to the rear side of the swing arm 16 on the rear wheel 15 side, and an opposing portion 43R2 opposing the extending portion 43R1 in the width direction of the swing arm 16 .

[0098] The extension portion 43R1 is located on the vehicle width direction outer side (left side) relative to a rear wheel brake (eg, a drum brake) connected to the rear wheel 15 and is a portion having a hole 43H through which a rod member for actuating the rear wheel brake is inserted.

[0099] All the first fastening portions 61 are provided at positions overlapping with the region of the spoke portion 15 s of the rear wheel 15 in the vehicle width direction. Fig. 9 Yes Figure 4 FIG. 5 is a diagram showing the first fastening portion 61 in the EE section together with the surrounding structure.

[0100] like Fig. 9 As shown, the spoke 15s is located inward in the vehicle width direction relative to the rim 15r of the rear wheel 15. The first fastening portion 61 is provided at a position overlapping with the spoke 15s of the rear wheel 15 in the vehicle width direction, so that the separation distance between the first fastening portion 61 and the rear wheel 15 can be efficiently ensured.

[0101] As explained above, if Figure 2 As shown in the figures, the swing arm 16 that functions as a driving device for the rear wheel 15 includes: a motor housing 42; a gear housing 43 that is adjacent to the motor housing 42 and accommodates a speed reduction mechanism that functions as a speed change mechanism; and a plurality of fastening parts 61, 62 that fasten the motor housing 42 and the gear housing 43. The plurality of fastening parts 61, 62 include a first fastening part 61 that is provided in a region that overlaps with the motor 12 in the arrangement direction of the motor housing 42 and the gear housing 43, and the first fastening part 61 can be fastened to the motor housing 42 from the gear housing 43 side. According to this structure, the fastening state based on the first fastening part 61 can be released without disassembling the motor 12, and the gear housing 43 that accommodates the speed reduction mechanism can be easily disassembled. As a result, an electric drive device with excellent maintainability can be provided.

[0102] In addition, the plurality of fastening parts 61, 62 fastening the motor housing 42 and the gear housing 43 are composed of a first fastening part 61 and a second fastening part 62 that can be fastened to the gear housing 43 from the motor housing 42 side. Assuming that all the fastening parts 61, 62 are formed as the first fastening part 61 that can be fastened to the motor housing 42 from the gear housing 43 side, in order to penetrate the fastening member 61t from the gear housing 43 side to a position avoiding the speed reduction mechanism, the gear housing 43 needs to be enlarged.

[0103] In contrast, according to this structure, since the second fastening portion 62 that can be fastened to the gear housing 43 from the motor housing 42 side is provided, there is no restriction on inserting all the fastening members 61t from the gear housing 43 side to a position away from the speed reduction mechanism, and it is possible to suppress the enlargement of the gear housing 43. As a result, the enlargement of the gear housing 43 in the longitudinal direction (front-rear direction) of the swing arm 16 is suppressed, and the front-rear length of the swing arm 16 is easily shortened.

[0104] In addition, if Figure 3 As shown, the rear end R1 of the motor housing 42 is located in front of the rear end R2 of the gear housing 43, and the first fastening portion 61 (see Figure 4 ) is located at a position forward of the second fastening portion 62. According to this structure, the second fastening portion 62 fastened from the motor housing 42 side can be easily arranged at the front side, so that the front-to-rear length of the swing arm 16 can be easily shortened, which is also conducive to the weight reduction of the swing arm 16.

[0105] In addition, if Figure 6As shown in FIG. 1 , the fastening member 61t of the first fastening portion 61 includes a stud bolt 61a that passes through the gear housing 43 and can be fixed to the motor housing 42 at one end, and a nut 61b that is screwed with the other end of the stud bolt 61a. According to this structure, even if the nut 61b is loosened, the stud bolt 61a is unlikely to be loosened, and the first fastening portion 61 is unlikely to move to the inner side in the vehicle width direction, that is, to the rear wheel 15 side. Therefore, it is easy to maintain the separation distance between the rear wheel 15 and the first fastening portion 61.

[0106] In addition, the fastening member 62t of the second fastening portion 62 is a bolt having an external threaded portion at one end and a head with a large diameter at the other end. Therefore, the second fastening portion 62 only needs to have fewer parts than the first fastening portion 61. In addition, the fastening member 62t of the second fastening portion 62 can use a widely circulated flange bolt or other bolt. This makes it easy to facilitate the fastening operation and reduce the cost.

[0107] In addition, since all the first fastening portions 61 overlap with the region of the spoke portion 15s in the vehicle width direction, the spoke portion 15s connecting the hub 15h (the hub 15h supports the rotation axis of the wheel constituted by the rear wheel axle 15a of the rear wheel 15) and the rim 15r and having a portion whose width in the vehicle width direction is narrower than the width of the wheel, it is possible to increase the separation distance between the first fastening portion 61 and the wheel. Thus, even if the fastening state of the first fastening portion 61 is loosened, it is easy to maintain the first fastening portion 61 separated from the wheel.

[0108] The above-mentioned embodiment is only one form of the present invention, and the present invention is not limited to the above-mentioned embodiment, and the structure of the details and the like may be modified as appropriate.

[0109] For example, the case where the speed reduction mechanism is housed in the gear housing 43 is illustrated, but a speed change mechanism not limited to speed reduction can also be housed. In addition, the structure of the speed change mechanism including the speed reduction mechanism can also be appropriately changed. In addition, the speed reduction mechanism housing chamber 47 in the gear housing 43 is equivalent to the "speed change mechanism housing chamber" of the present invention.

[0110] In addition, the fastening parts 61 and 62 may be provided with an appropriate fastening structure within the range that the above-mentioned effect of easily removing the gear housing 43 can be obtained. In addition, the shapes of the motor housing 42, the gear housing 43, the motor cover 44, etc. may be appropriately changed.

[0111] In addition, the present invention is applied to Figure 1The present invention is not limited to the case of the automatic two-wheeled vehicle shown in the figure, but it is not limited to this. The present invention can also be applied to any saddle-type vehicle and other vehicles. In addition, the saddle-type vehicle is not limited to a two-wheeled vehicle, and can also be a three-wheeled vehicle and a four-wheeled vehicle. In addition, the case where the present invention is applied to the drive device of the rear wheel 15 of the driving vehicle is described, but the present invention can also be applied to the drive device of the wheel other than the rear wheel 15, the present invention can also be applied to the drive device of the driven component other than the driving wheel, and the present invention can also be applied to the drive device of the driven component used for driving other than the vehicle.

[0112] [Structure supported by the above-mentioned embodiment]

[0113] The above-described embodiment supports the following structure.

[0114] (Structure 1) A drive device, wherein the drive device comprises: a motor housing having a motor housing chamber for housing a motor; a gear housing adjacent to the motor housing and having a speed change mechanism housing chamber for housing a speed change mechanism for the motor; and a plurality of fastening parts that fasten the motor housing to the gear housing, the plurality of fastening parts including a first fastening part that is disposed in an area overlapping with the motor in an arrangement direction of the motor housing and the gear housing, the first fastening part being capable of being fastened to the motor housing from the gear housing side.

[0115] According to this structure, the fastening state by the first fastening part can be released without removing the motor, and the gear housing can be easily removed. Thus, it is possible to provide an electric drive device that is excellent in maintainability and contributes to improvement in energy efficiency.

[0116] (Structure 2) In the vehicle described in Structure 1, the plurality of fastening portions are constituted by the first fastening portion and a second fastening portion that can be fastened to the gear housing from the motor housing side.

[0117] According to this configuration, since the second fastening portion is provided, there is no restriction on inserting all the fastening members from the gear housing side to a position away from the speed change mechanism, and thus an increase in the size of the gear housing can be suppressed.

[0118] (Structure 3) In the drive device according to Structure 2, the rear end of the motor housing is located forward of the rear end of the gear housing, and the first fastening portion is located forward of the second fastening portion.

[0119] According to this structure, the second fastening portion can be easily arranged on the front side of the driving device, so the front-rear length of the driving device can be easily shortened, which is also conducive to weight reduction of the swing arm.

[0120] (Structure 4) In the drive device described in any one of Structures 1 to 3, the fastening component of the first fastening portion has: a stud bolt which passes through the gear housing and one end of which can be fixed to the motor housing; and a nut which is threadedly engaged with the other end of the stud bolt.

[0121] According to this structure, even if the nut is loosened, the stud bolt is difficult to loosen. Therefore, even if there are other components such as wheels on the side of the first fastening portion, it is easy to maintain the separation distance between the first fastening portion and the other components.

[0122] (Configuration 5) In the driving device according to Configuration 4, the fastening member of the second fastening portion is a bolt having an external threaded portion at one end and a head portion having a large diameter at the other end.

[0123] According to this configuration, the number of components of the second fastening portion is small, and bolts such as widely distributed flange bolts can be used, so that fastening work can be facilitated and costs can be reduced.

[0124] (Structure 6) A vehicle, wherein the vehicle comprises: a drive device according to any one of Structures 1 to 5; and a wheel, which is arranged in a vehicle width direction with the drive device and is driven by the drive device, wherein the first fastening portion and the spoke portion overlap in the vehicle width direction, the spoke portion connects the hub supporting the rotating axis of the wheel with the rim, and has a portion having a width in the vehicle width direction that is narrower than the width of the wheel.

[0125] According to this configuration, a separation distance between the first fastening portion and the wheel can be obtained, so that even when the fastening state of the first fastening portion is loosened, the first fastening portion can be easily maintained in a state of being separated from the wheel.

Claims

1. A driving device, wherein: The driving device comprises: A motor housing (42) having a motor housing chamber (46) for housing the motor (12); a gear housing (43) adjacent to the motor housing (42) and having a transmission mechanism accommodation chamber (47) for accommodating a transmission mechanism of the motor (12); as well as a plurality of fastening parts (61, 62) for fastening the motor housing (42) and the gear housing (43), The plurality of fastening parts (61, 62) include a first fastening part (61), wherein the first fastening part (61) is arranged in a region overlapping with the motor (12) in an arrangement direction of the motor housing (42) and the gear housing (43), and the first fastening part (61) can be fastened to the motor housing (42) from the gear housing (43) side.

2. The driving device according to claim 1, wherein: The plurality of fastening portions (61, 62) are composed of the first fastening portion (61) and a second fastening portion (62) capable of being fastened to the gear housing (43) from the motor housing (42) side.

3. The driving device according to claim 2, wherein: The rear end of the motor housing (42) is located forward of the rear end of the gear housing (43). The first fastening portion (61) is located on the front side of the second fastening portion (62).

4. The driving device according to claim 1, wherein: The fastening component (61t) of the first fastening portion (61) includes: a stud bolt (61a) which passes through the gear housing (43) and can be fixed to the motor housing (42) at one end; and a nut (61b) which is threadedly engaged with the other end of the stud bolt (61a).

5. The driving device according to claim 2, wherein: The fastening member (62t) of the second fastening portion (62) is a bolt having an external threaded portion at one end and a head portion with a large diameter at the other end.

6. A vehicle, wherein: The vehicle has: The drive device (16) according to any one of claims 1 to 5; and a wheel (15) arranged in parallel with the driving device (16) in the vehicle width direction and driven by the driving device (16), The first fastening portion (61) overlaps with a region of a spoke portion (15s) in the vehicle width direction, wherein the spoke portion (15s) connects a hub (15h) supporting a rotating shaft (15a) of the wheel (15) to a rim (15r) and has a portion whose width in the vehicle width direction is narrower than that of the wheel (15).

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