Vehicle opening / closing body drive device

Abstract

To provide a vehicular opening / closing body driving device reduced in size and improved in positional accuracy of an electric motor module and a reduction gear module.SOLUTION: A vehicular opening / closing body driving device 100 that drives an opening / closing body provided in a vehicle comprises: an electric motor unit 110 having a driving shaft 112; a reduction gear unit 120 that reduces rotational power input into an input shaft 123 and outputs the power to an output shaft 124; and an integrated housing 130 that accommodates at least a portion of the electric motor unit 110 and at least a portion of the reduction gear unit 120. The integrated housing 130 includes a plurality of first fastening holes 135c. The electric motor unit 110 and the reduction gear unit 120 are fixed in the integrated housing 130 by a first fastening screw 136 inserted through the first fastening hole 135c.SELECTED DRAWING: Figure 4

Description

Technical Field

[0001] The present invention relates to a vehicle opening / closing body driving device that drives an opening / closing body of a vehicle, such as a swing door of a vehicle.

Background Art

[0002] Conventionally, a vehicle opening / closing body driving device that drives an opening / closing body such as a door or a tailgate provided in a vehicle has been known. As an example of a vehicle opening / closing body driving device, for example, in Patent Document 1, an electric motor unit is disposed on a first shaft, and an actuator unit having a coil spring, a guide tube, and a movable housing is disposed on a second shaft parallel to the first shaft. The electric motor unit and the actuator are connected to a speed reduction gear unit, and a vehicle opening / closing body driving device is disclosed.

Prior Art Documents

Patent Documents

[0003]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0004] However, in the opening / closing body drive device for a vehicle described in Patent Document 1, the motor unit is only housed inside the motor housing, and there is no description that the motor unit is fixed to the motor housing. Further, in the opening / closing body drive device for a vehicle described in Patent Document 1, the guide tube is only arranged to abut against the surface of the base plate of the rod-side fixed housing, and there is no description that the guide tube is fixed to the rod-side fixed housing. Therefore, in the opening / closing body drive device for a vehicle described in Patent Document 1, there is a risk that the motor unit may be displaced within the motor housing, and similarly, there is a risk that the actuator may be displaced within the rod-side fixed housing. When the positional accuracy of the motor unit and the actuator decreases, the pitch between the gears for transmitting the output from the motor unit may become wider and the output from the motor unit may not be accurately transmitted, or the gears may skip teeth. Therefore, in the opening / closing body drive device for a vehicle described in Patent Document 1, the strength required for the entire housing (rod-side fixed housing, motor housing, housing connecting portion) becomes high, leading to an increase in the size of the device.

[0005] The present invention provides an opening / closing body drive device for a vehicle that improves the positional accuracy of the electric motor unit and the speed reducer unit while reducing the size of the device.

Means for Solving the Problems

[0006] The present invention an electric motor unit having a drive shaft, a speed reducer unit having an input shaft and an output shaft, and reducing the rotational power input to the input shaft and outputting it to the output shaft, an integrated housing that houses at least a part of the electric motor unit and at least a part of the speed reducer unit, and an opening / closing body drive device for a vehicle that drives an opening / closing body provided in a vehicle, the integrated housing has a plurality of first fastening holes, the electric motor unit and the speed reducer unit are fixed to the integrated housing by a first fastening member that passes through the first fastening holes.

Effects of the Invention

[0007] According to the present invention, the electric motor unit and the speed reducer unit are firmly fixed to the integrated housing by the first fastening member without being displaced, so that the vehicle opening / closing body drive device improves the positional accuracy of the electric motor unit and the speed reducer unit while achieving miniaturization of the device.

Brief Description of the Drawings

[0008]

Figure 1

Figure 2

Figure 3A

Figure 3B

Figure 4

Figure 5

Figure 6

Figure 7A

Figure 7B

Figure 8

Figure 9

Figure 10

Figure 11

Embodiments for Carrying Out the Invention

[0009] Hereinafter, an embodiment of the vehicle opening / closing body drive device of the present invention will be described based on the accompanying drawings. The drawings are to be viewed in the direction of the reference numerals. Also, in this specification and the like, for the sake of simplicity and clarity of explanation, the front-rear, left-right, and up-down directions are described according to the direction seen from the driver of the vehicle. In the drawings, the front of the vehicle is shown as Fr, the rear as Rr, the left as L, the right as R, the upper as U, and the lower as D.

[0010] As shown in FIG. 1, the vehicle opening / closing body drive device 100 of the present embodiment is a device for driving a swing door provided on the left side surface of a vehicle such as a bus. The vehicle opening / closing body drive device 100 is attached to the left side portion 1L of the vehicle body 1 that constitutes the left side surface of the vehicle. A hinge mechanism 2 is pivotally supported on the left side portion 1L of the vehicle body 1 so as to be rotatable. One end side of the hinge mechanism 2 is pivotally supported on the left side portion 1L of the vehicle body 1 such that the rotation axis extends parallel to the vertical direction, and the other end side of the hinge mechanism 2 pivotally supports a swing door (not shown) so as to be rotatable with the rotation axis extending parallel to the vertical direction.

[0011] As shown in FIGS. 1 and 2, the vehicle opening / closing body drive device 100 includes an electric motor unit 110, a speed reduction unit 120, an integrated housing 130 that houses at least a part of the electric motor unit 110 and at least a part of the speed reduction unit 120, and a conversion gear unit 140 that transmits the power output from the electric motor unit 110 to the speed reduction unit 120. Further, the vehicle opening / closing body drive device 100 includes a first vehicle mounting bracket 150 and a second vehicle mounting bracket 160 that are fixed to the left side portion 1L of the vehicle body 1.

[0012] The electric motor unit 110 has an electric motor case 111, an electric motor (not shown) housed inside the electric motor case 111, and a drive shaft 112 that rotates integrally with the rotor of the electric motor. The electric motor case 111 has a substantially cylindrical shape extending substantially parallel to the vertical direction. The drive shaft 112 projects downward from the lower end surface of the electric motor case 111 and extends parallel to the vertical direction. A drive gear 112a is provided at the lower end portion of the drive shaft 112. The drive gear 112a rotates integrally with the drive shaft 112.

[0013] The speed reduction unit 120 includes a clutch mechanism portion 121, a speed reduction mechanism portion 122, and an input shaft 123 and an output shaft 124 that extend parallel to the vertical direction. The clutch mechanism portion 121 and the speed reduction mechanism portion 122 are arranged adjacent to each other in the vertical direction such that the clutch mechanism portion 121 is below and the speed reduction mechanism portion 122 is above. The input shaft 123 is connected to the clutch mechanism portion 121 and extends downward from the clutch mechanism portion 121. An external tooth spline 123a is formed on the outer peripheral surface of the lower end portion of the input shaft 123. The output shaft 124 is connected to the speed reduction mechanism portion 122 and extends upward from the speed reduction mechanism portion 122.

[0014] The electric motor unit 110 and the speed reducer unit 120 are arranged such that the drive shaft 112 of the electric motor unit 110 and the input shaft 123 of the speed reducer unit 120 are parallel to each other and both are parallel to the vertical direction. Also, the electric motor unit 110 and the speed reducer unit 120 are arranged side by side in the front-rear direction with the electric motor unit 110 at the rear and the speed reducer unit 120 at the front.

[0015] The clutch mechanism portion 121 is a mechanism that disconnects and connects the power transmission path between the input shaft 123 and the speed reduction mechanism portion 122. The clutch mechanism portion 121 can be switched between a engaged state and a released state. When the clutch mechanism portion 121 is in the engaged state, the power transmission path between the input shaft 123 and the speed reduction mechanism portion 122 is connected, and the rotational power input to the input shaft 123 is transmitted to the speed reduction mechanism portion 122. When in the released state, the power transmission path between the input shaft 123 and the speed reduction mechanism portion 122 is blocked, and the rotational power input to the input shaft 123 is not transmitted to the speed reduction mechanism portion 122.

[0016] The speed reduction mechanism portion 122 reduces the rotational power input from the input shaft 123 via the clutch mechanism portion 121 and outputs it to the output shaft 124. In the present embodiment, the speed reduction mechanism portion 122 is a two-stage planetary gear mechanism. The two-stage planetary gear mechanism is arranged adjacent to each other in the vertical direction with the first stage below and the second stage above. The two-stage planetary gear mechanism has a common ring gear. The ring gear is fixed to the inner peripheral surface of the speed reduction mechanism housing 180 described later. The sun gear of the first-stage planetary gear mechanism is provided on a transmission shaft connected to the clutch mechanism portion 121. Therefore, the rotational power input from the input shaft 123 via the clutch mechanism portion 121 is transmitted to the sun gear of the first-stage planetary gear mechanism. The sun gear of the second-stage planetary gear mechanism is connected to the planetary carrier of the first-stage planetary gear mechanism and rotates integrally with the planetary carrier of the first-stage planetary gear mechanism. The output shaft 124 is connected to the planetary carrier of the second-stage planetary gear mechanism and rotates integrally with the planetary carrier of the second-stage planetary gear mechanism. Therefore, the rotational power input from the input shaft 123 via the clutch mechanism portion 121 is reduced by two stages by the two-stage planetary gear mechanism and output to the output shaft 124.

[0017] In this embodiment, the speed reducer unit 120 further includes a rotational speed sensor 126. The rotational speed sensor 126 is provided at a position sandwiched in the vertical direction between the clutch mechanism portion 121 and the speed reduction mechanism portion 122. And the rotational speed sensor 126 detects the rotational speed of the shaft provided with the sun gear of the first-stage planetary gear mechanism of the speed reduction mechanism portion 122.

[0018] In this way, the speed reducer unit 120 reduces the rotational driving force input from the input shaft 123 via the clutch mechanism portion 121 by two stages by the two-stage planetary gear mechanism, and outputs it to the output shaft 124.

[0019] As shown in FIG. 1, FIG. 3A, and FIG. 3B, the integrated housing 130 covers the motor unit 110 and the speed reducer unit 120 arranged side by side in the front-rear direction from below, and includes a bottom wall 131 that extends perpendicular to the axial direction of the drive shaft 112 and the input shaft 123, that is, perpendicular to the front-rear direction.

[0020] The integrated housing 130 further includes a motor unit housing wall 132 that extends upward in a hollow substantially cylindrical shape from the upper surface of the bottom wall 131 and houses the motor unit 110, a speed reducer unit housing wall 133 that extends upward in a hollow substantially cylindrical shape from the upper surface of the bottom wall 131 and houses the clutch mechanism portion 121 and the rotational speed sensor 126 of the speed reducer unit 120, and a connecting portion 134 that connects the motor unit housing wall 132 and the speed reducer unit housing wall 133 between the motor unit housing wall 132 and the speed reducer unit housing wall 133. The integrated housing 130 including the bottom wall 131, the motor unit housing wall 132, the speed reducer unit housing wall 133, and the connecting portion 134 is formed of integrally molded resin. In the integrated housing 130, a motor unit housing portion 132a surrounded by the motor unit housing wall 132 extending upward from the upper surface of the bottom wall 131 and a speed reducer unit housing portion 133a surrounded by the speed reducer unit housing wall 133 extending upward from the upper surface of the bottom wall 131 are formed.

[0021] In the bottom wall 131 of the integrated housing 130, there are formed a first drive shaft insertion hole 135a that penetrates the bottom wall 131 in the vertical direction and through which the drive shaft 112 of the motor unit 110 is inserted, a first input shaft insertion hole 135b that penetrates the bottom wall 131 in the vertical direction and through which the input shaft 123 of the speed reducer unit 120 is inserted, a plurality of first fastening holes 135c that penetrate the bottom wall 131 in the vertical direction, and a plurality of first screw holes 135d formed on the inner peripheral surface without penetrating the bottom wall 131 in the vertical direction and having female screw grooves formed therein. The first drive shaft insertion hole 135a is formed at a position overlapping the motor unit accommodation portion 132a when viewed from the vertical direction. The first input shaft insertion hole 135b is formed at a position overlapping the speed reducer unit accommodation portion 133a when viewed from the vertical direction. In the present embodiment, two first fastening holes 135c are formed at positions overlapping the motor unit accommodation portion 132a and three first fastening holes 135c are formed at positions overlapping the speed reducer unit accommodation portion 133a, for a total of five when viewed from the vertical direction. In the present embodiment, four first screw holes 135d are formed, one each at the front left end, front right end, rear left end, and rear right end of the bottom wall 131, that is, a total of four, one each at the four corners of the bottom wall 131.

[0022] As shown in FIG. 4, the motor unit 110 is inserted into the motor unit accommodation portion 132a surrounded by the motor unit accommodation wall 132 from above the integrated housing 130 with the drive shaft 112 facing downward. Then, the drive shaft 112 is inserted into the first drive shaft insertion hole 135a formed in the bottom wall 131 of the integrated housing 130 from above, and first fastening screws 136 are inserted into the two first fastening holes 135c formed at positions overlapping the motor unit accommodation portion 132a from below, and each first fastening screw 136 is fastened to a fastening hole (not shown) formed in the motor case 111 of the motor unit 110. Thereby, the motor unit 110 is fixed to the bottom wall 131 of the integrated housing 130 by the first fastening screws 136 that pass through the two first fastening holes 135c formed at positions overlapping the motor unit accommodation portion 132a with the drive shaft 112 passing through the first drive shaft insertion hole 135a and the drive gear 112a being below the bottom wall 131 of the integrated housing 130.

[0023] The speed reducer unit 120 is inserted from above the integrated housing 130 into the speed reducer unit housing portion 133a surrounded by the speed reducer unit housing wall 133 with the input shaft 123 facing downward. Then, the input shaft 123 is inserted through the first input shaft insertion hole 135b formed in the bottom wall 131 of the integrated housing 130 from above, and the first fastening screws 136 are respectively inserted through the three first fastening holes 135c formed at positions overlapping the speed reducer unit housing portion 133a from below, and each first fastening screw 136 is fastened to a fastening hole (not shown) formed in the clutch mechanism portion 121 of the speed reducer unit 120. Thereby, the speed reducer unit 120 is fixed to the bottom wall 131 of the integrated housing 130 by each first fastening screw 136 passing through the three first fastening holes 135c formed at positions overlapping the speed reducer unit housing portion 133a.

[0024] In this way, the motor unit 110 is fixed to the bottom wall 131 of the integrated housing 130 by the drive shaft 112 passing through the first drive shaft insertion hole 135a and each first fastening screw 136 passing through the two first fastening holes 135c formed in the bottom wall 131 of the integrated housing 130, and the speed reducer unit 120 is fixed to the bottom wall 131 of the integrated housing 130 by the input shaft 123 passing through the first input shaft insertion hole 135b and each first fastening screw 136 passing through the three first fastening holes 135c formed in the bottom wall 131 of the integrated housing 130.

[0025] Therefore, the electric motor unit 110 and the speed reducer unit 120 are firmly fixed to the bottom wall 131 of the integrated housing 130 by the first fastening screw 136 without any displacement. As a result, the positional accuracy of the electric motor unit 110 and the speed reducer unit 120 in the vehicle opening / closing body drive device 100 is improved, and it is possible to prevent the drive gear 112a provided on the drive shaft 112 of the electric motor unit 110 from meshing out with the first conversion gear 141 of the conversion gear unit 140. Thus, the rotational power output from the electric motor unit 110 can be reliably transmitted to the output shaft 124 of the speed reducer unit 120. Further, since the electric motor unit 110 and the speed reducer unit 120 are firmly fixed to the integrated housing 130 without any displacement, the strength required for the integrated housing 130 and the gear unit cover 143 is reduced, and the device can be downsized. Also, since the electric motor unit 110 and the speed reducer unit 120 are fixed to the bottom wall 131 of the integrated housing 130 by the first fastening screw 136, rattling of the electric motor unit 110 and the speed reducer unit 120 during the operation of the vehicle opening / closing body drive device 100 can be suppressed, and the rotational power output from the electric motor unit 110 can be stably transmitted to the output shaft 124 of the speed reducer unit 120.

[0026] As shown in FIG. 5, in a state where the electric motor unit 110 is fixed to the integrated housing 130, the outer peripheral surface 110a of the electric motor unit 110 is surrounded by the electric motor unit housing wall 132. In other words, the electric motor unit housing wall 132 is formed so as to surround the outer peripheral surface 110a of the electric motor unit 110. And in a state where the electric motor unit 110 is fixed to the integrated housing 130, the outer peripheral surface 110a of the electric motor unit 110 is spaced apart from the electric motor unit housing wall 132, and a space portion SP is formed between the outer peripheral surface 110a of the electric motor unit 110 and the electric motor unit housing wall 132.

[0027] As a result, even when the electric motor unit 110 vibrates in the radial direction, the radial vibration of the electric motor unit 110 is attenuated in the space portion SP, and the radial vibration of the electric motor unit 110 can be prevented from being transmitted from the electric motor unit housing wall 132 to the integrated housing 130. Therefore, the operating noise of the vehicle opening / closing body drive device 100 can be reduced.

[0028] As shown in FIG. 6, the first vehicle mounting bracket 150 faces the bottom wall 131 of the integrated housing 130 and extends in the front-rear direction and the left-right direction perpendicular to the axial direction of the drive shaft 112 of the electric motor unit 110 and the input shaft 123 of the speed reduction unit 120, that is, perpendicular to the vertical direction. It has a housing support portion 151, and a vehicle body connection portion 152 that bends upward at a substantially right angle from the left end portion of the housing support portion 151 and extends in the front-rear direction and the vertical direction substantially vertically upward from the housing support portion 151. The first vehicle mounting bracket 150 is a flat plate-shaped member that is bent in a substantially L shape when viewed from the front-rear direction.

[0029] The vehicle body connection portion 152 is provided with a front vehicle body fastening portion 153a that protrudes forward from the front end portion and has a front vehicle body fastening hole 154a that penetrates in the left-right direction, and a rear vehicle body fastening portion 153b that protrudes rearward from the rear end portion and has a rear vehicle body fastening hole 154b that penetrates in the left-right direction. By inserting a fastening member such as a bolt into each of the front vehicle body fastening hole 154a and the rear vehicle body fastening hole 154b formed in the front vehicle body fastening portion 153a and the rear vehicle body fastening portion 153b, and using the fastening member and a fastened member such as a nut, the first vehicle mounting bracket 150 and the left side portion 1L of the vehicle body 1 are fastened together, whereby the first vehicle mounting bracket 150 is fixed to the left side portion 1L of the vehicle body 1.

[0030] The housing support portion 151 is formed with a second drive shaft insertion hole 155a that penetrates in the vertical direction and through which the drive shaft 112 of the electric motor unit 110 is inserted, a second input shaft insertion hole 155b that penetrates in the vertical direction and through which the input shaft 123 of the speed reduction unit 120 is inserted, a plurality of second fastening holes 155c that penetrate in the vertical direction, and a locking hole 155d that penetrates in the vertical direction.

[0031] The second drive shaft insertion hole 155a is formed at a position overlapping the first drive shaft insertion hole 135a formed in the bottom wall 131 of the integrated housing 130 when viewed from the vertical direction. The second input shaft insertion hole 155b is formed at a position overlapping the first input shaft insertion hole 135b formed in the bottom wall 131 of the integrated housing 130 when viewed from the vertical direction. Four of the plurality of second fastening holes 155c are formed, one at a position overlapping each of the four first screw holes 135d formed in the bottom wall 131 of the integrated housing 130 when viewed from the vertical direction.

[0032] The integrated housing 130 to which the motor unit 110 and the speed reducer unit 120 are fixed inserts the drive shaft 112 of the motor unit 110 into the second drive shaft insertion hole 155a from above, and inserts the input shaft 123 of the speed reducer unit 120 into the second input shaft insertion hole 155b from above, and is placed so that the bottom wall 131 of the integrated housing 130 abuts against the upper surface of the housing support portion 151 of the first vehicle mounting bracket 150. Then, second fastening screws 156 are inserted into the four second fastening holes 155c from below, and the second fastening screws 156 are fastened to the four first screw holes 135d formed in the bottom wall 131 of the integrated housing 130. Thereby, the integrated housing 130 to which the motor unit 110 and the speed reducer unit 120 are fixed is fixed to the housing support portion 151 of the first vehicle mounting bracket 150 by the bottom wall 131 of the integrated housing 130 by the second fastening screws 156 passing through the respective second fastening holes 155c.

[0033] In this way, the integrated housing 130 to which the motor unit 110 and the speed reducer unit 120 are fixed is fixed to the first vehicle mounting bracket 150 fixed to the left side portion 1L of the vehicle body 1 by the second fastening screws 156 passing through the respective second fastening holes 155c. Thereby, the vehicle opening / closing body drive device 100 can be attached to the vehicle with high positional accuracy. Further, since the load generated in the vehicle opening / closing body drive device 100 can be dispersed to the vehicle body 1 via the first vehicle mounting bracket 150, the strength required for the integrated housing 130 can be reduced, and the vehicle opening / closing body drive device 100 can be miniaturized and lightened.

[0034] And in a state where the integrated housing 130 to which the electric motor unit 110 and the speed reducer unit 120 are fixed is fixed to the housing support portion 151 of the first vehicle mounting bracket 150, the drive shaft 112 of the electric motor unit 110 passes through the first drive shaft insertion hole 135a and the second drive shaft insertion hole 155a, and the drive gear 112a is located below the housing support portion 151 of the first vehicle mounting bracket 150, that is, on the side opposite to the side where the integrated housing 130 is fixed.

[0035] As shown in FIG. 1, the conversion gear unit 140 is fixed below the housing support portion 151 of the first vehicle mounting bracket 150, that is, on the side opposite to the side where the integrated housing 130 is fixed.

[0036] As shown in FIGS. 7A and 7B, the conversion gear unit 140 includes a first conversion gear 141 that meshes with a drive gear 112a provided on the drive shaft 112 of the electric motor unit 110, a second conversion gear 142 that is coupled to the input shaft 123 of the speed reducer unit 120 and meshes with the first conversion gear 141, and a gear unit cover 143. The gear unit cover 143 covers the drive shaft 112 and the drive gear 112a of the electric motor unit 110, the input shaft 123 of the speed reducer unit 120, the first conversion gear 141, and the second conversion gear 142 from below.

[0037] The gear unit cover 143 extends in the front-rear direction and the left-right direction substantially perpendicular to the vertical direction, and has a cover wall 143a that covers the drive shaft 112 and the drive gear 112a of the electric motor unit 110, the input shaft 123 of the speed reduction unit 120, the first conversion gear 141, and the second conversion gear 142 from below. The gear unit cover 143 has a side wall portion 143b that extends upward from the outer edge portion of the cover wall 143a and surrounds the side surfaces in the front-rear direction and the left-right direction of the drive shaft 112 and the drive gear 112a of the electric motor unit 110, the input shaft 123 of the speed reduction unit 120, the first conversion gear 141, and the second conversion gear 142. The gear unit cover 143 has a flange portion 143c that extends in the front-rear direction and the left-right direction substantially perpendicular to the vertical direction from the upper edge portion of the side wall portion 143b toward the outside of the region surrounded by the side wall portion 143b. The cover wall 143a, the side wall portion 143b, and the flange portion 143c are integrally formed and are formed of, for example, resin.

[0038] A first gear shaft 144a extending upward in a hollow cylindrical shape parallel to the vertical direction is formed on the gear unit cover 143 from the cover wall 143a. Accordingly, the first gear shaft 144a extends from the cover wall 143a of the gear unit cover 143 toward the housing support portion 151 of the first vehicle mounting bracket 150. In the present embodiment, the first gear shaft 144a is integrally formed with the gear unit cover 143. And at least a part of the tip of the first gear shaft 144a, that is, the upper end of the first gear shaft 144a, is inserted into a locking hole 155d formed in the housing support portion 151 of the first vehicle mounting bracket 150 and is locked to the locking hole 155d of the housing support portion 151 of the first vehicle mounting bracket 150 (see FIGS. 5 and 6).

[0039] Thereby, even when a load is applied to the conversion gear unit 140, it is possible to suppress the first gear shaft 144a from falling, so that in the conversion gear unit 140, the transmission loss when transmitting the rotational power output from the electric motor unit 110 to the speed reduction unit 120 can be reduced.

[0040] The first conversion gear 141 has a columnar large-diameter gear portion 141a having a rotation axis parallel to the vertical direction, and extends in a columnar shape centered on the same rotation axis as the large-diameter gear portion 141a from the upper surface of the large-diameter gear portion 141a. It has a small-diameter gear portion 141b having the same rotation axis as the large-diameter gear portion 141a and a smaller diameter than the large-diameter gear portion 141a, and a cylindrical inner peripheral surface centered on the rotation axis of the large-diameter gear portion 141a and the small-diameter gear portion 141b, and has a first gear shaft insertion hole 141c penetrating in the vertical direction. Both the large-diameter gear portion 141a and the small-diameter gear portion 141b are external gear gears having tooth portions formed on their outer peripheral surfaces. Further, a first gear shaft 144a is inserted through the first gear shaft insertion hole 141c, and the first conversion gear 141 is rotatably supported by the first gear shaft 144a. In other words, the first gear shaft 144a rotatably supports the first conversion gear 141.

[0041] The large-diameter gear portion 141a of the first conversion gear 141 meshes with a drive gear 112a provided on the drive shaft 112 of the electric motor unit 110. Therefore, when the drive shaft 112 of the electric motor unit 110 rotates, the first conversion gear 141 also rotates accordingly.

[0042] A second gear shaft 144b extending in a hollow cylindrical shape upward in parallel with the vertical direction is formed on the gear unit cover 143 from the cover wall 143a. Therefore, the second gear shaft 144b extends from the cover wall 143a of the gear unit cover 143 toward the housing support portion 151 of the first vehicle mounting bracket 150. In the present embodiment, the second gear shaft 144b is integrally formed with the gear unit cover 143.

[0043] The second conversion gear 142 has a columnar gear portion 142a having a rotation axis parallel to the vertical direction, a coupling portion 142b that extends upward from the upper surface of the gear portion 142a in a hollow cylindrical shape centered on the rotation axis of the gear portion 142a and has a hollow cylindrical shape with a smaller diameter than the gear portion 142a, and a second gear shaft insertion hole 142c that extends upward from the upper surface of the gear portion 142a in a hollow cylindrical shape centered on the rotation axis of the gear portion 142a and has a hollow cylindrical shape with a smaller diameter than the gear portion 142a. The gear portion 142a is an external gear having tooth portions formed on its outer peripheral surface. A spline groove that meshes with an external tooth spline 123a formed on the input shaft 123 of the speed reducer unit 120 is formed on the inner peripheral surface of the hollow cylindrical coupling portion 142b. A second gear shaft 144b is inserted into the second gear shaft insertion hole 142c, and the second conversion gear 142 is rotatably supported by the second gear shaft 144b. In other words, the second gear shaft 144b rotatably supports the second conversion gear 142. And an external tooth spline 123a formed on the input shaft 123 of the speed reducer unit 120 meshes with the spline groove formed on the inner peripheral surface of the coupling portion 142b, and the second conversion gear 142 is spline-coupled with the input shaft 123 of the speed reducer unit 120.

[0044] The gear portion 142a of the second conversion gear 142 meshes with the small-diameter gear portion 141b of the first conversion gear 141. Therefore, when the first conversion gear 141 rotates due to the rotation of the drive shaft 112 of the electric motor unit 110, the second conversion gear 142 also rotates accordingly, and the input shaft 123 of the speed reducer unit 120 that is spline-coupled with the second conversion gear 142 also rotates integrally with the second conversion gear 142. At this time, while the drive shaft 112 of the electric motor unit 110 meshes with the large-diameter gear portion 141a of the first conversion gear 141, the gear portion 142a of the second conversion gear 142 meshes with the small-diameter gear portion 141b of the first conversion gear 141. Therefore, the rotational power output from the drive shaft 112 of the electric motor unit 110 is decelerated by the first conversion gear 141 and transmitted to the second conversion gear 142. Therefore, the conversion gear unit 140 decelerates the rotational power output from the drive shaft 112 of the electric motor unit 110 and transmits it to the input shaft 123 of the speed reducer unit 120.

[0045] The flange portion 143c of the gear unit cover 143 is formed with a plurality of third fastening holes 145 penetrating in the vertical direction. The plurality of third fastening holes 145, when viewed from the vertical direction, are respectively formed at positions overlapping with each of the four first screw holes 135d formed in the bottom wall 131 of the integrated housing 130 and the four second fastening holes 155c formed in the housing support portion 151 of the first vehicle mounting bracket 150, and a total of four are formed, one for each overlapping position.

[0046] As shown in FIG. 8, the gear unit cover 143 covers the drive shaft 112 and the drive gear 112a of the electric motor unit 110, the input shaft 123 of the speed reducer unit 120, the first conversion gear 141, and the second conversion gear 142 from below, and is placed such that the flange portion 143c abuts against the lower surface of the housing support portion 151 of the first vehicle mounting bracket 150. Then, the aforementioned second fastening screws 156 are respectively inserted into the four third fastening holes 145 from below, and each second fastening screw 156 sandwiches the housing support portion 151 of the first vehicle mounting bracket 150 and the flange portion 143c of the gear unit cover 143 and is fastened to the four first screw holes 135d formed in the bottom wall 131 of the integrated housing 130. Thereby, the integrated housing 130 to which the electric motor unit 110 and the speed reducer unit 120 are fixed is fixed to the upper surface of the housing support portion 151 of the first vehicle mounting bracket 150 by the bottom wall 131, and the gear unit cover 143 is fixed to the lower surface of the housing support portion 151 of the first vehicle mounting bracket 150 by the flange portion 143c. In this way, the gear unit cover 143 is fixed to the lower surface of the housing support portion 151 of the first vehicle mounting bracket 150 by the flange portion 143c.

[0047] As shown in FIG. 9, a connector unit 170 is connected to the upper end of the motor unit housing wall 132. The connector unit 170 includes a connector case 171 and a connection terminal portion 172 to which a wire member such as a harness for electrically connecting to an external device is connected. The connector case 171 extends so as to face the upper end portion of the motor unit housing wall 132 having a substantially cylindrical shape in the radial direction, and has a side wall portion 171a that fits onto the outer peripheral surface of the motor unit housing wall 132, and an upper wall portion 171b that extends substantially perpendicular to the central axis direction of the motor unit housing wall 132 having a substantially cylindrical shape and closes the upper portion of the motor unit housing portion 132a. The connection terminal portion 172 is provided on the upper wall portion 171b of the connector case 171 and faces upward. Therefore, a wire member such as a harness for electrically connecting to an external device is connected to the connection terminal portion 172 from above. Thereby, the vehicle opening / closing body drive device 100 is electrically connected to an external device. A plurality of wiring members (not shown) routed inside the integrated housing 130 are connected to the connection terminal portion 172. The plurality of wiring members routed inside the integrated housing 130 include a wiring member for electrically connecting the connection terminal portion 172 and the motor of the motor unit 110, a wiring member for electrically connecting the connection terminal portion 172 and the clutch mechanism portion 121 of the speed reduction unit 120, and a wiring member for electrically connecting the connection terminal portion 172 and the rotational speed sensor 126 of the speed reduction unit 120. Thereby, the motor of the motor unit 110 and the clutch mechanism portion 121 of the speed reduction unit 120 can be operated by electric power supplied from the outside via the connection terminal portion 172. Similarly, the rotational speed sensor 126 of the speed reduction unit 120 can be operated by electric power supplied from the outside via the connection terminal portion 172, and can output an electrical signal to an external device via the connection terminal portion 172.

[0048] The vehicle opening / closing body drive device 100 further includes a speed reduction mechanism housing 180 that houses a speed reduction mechanism portion 122. The speed reduction mechanism housing 180 is fixed to the upper end portion of the speed reduction unit housing wall 133 of the integrated housing 130. The speed reduction mechanism housing 180 is disposed above the speed reduction unit housing wall 133 of the integrated housing 130, surrounds the front, rear, left, and right of the speed reduction mechanism portion 122, and is open at the top and bottom. As described above, a ring gear of the speed reduction mechanism portion 122 is fixed to the inner peripheral surface of the speed reduction mechanism housing 180.

[0049] As shown in FIG. 10, the second vehicle mounting bracket 160 includes a housing support portion 161 that extends in the front-rear direction and the left-right direction perpendicular to the vertical direction, facing the upper end portion of the speed reduction mechanism housing 180, and a vehicle body connection portion 162 that bends downward at a substantially right angle from the left end portion of the housing support portion 161 and extends in the front-rear direction and the vertical direction substantially vertically downward from the housing support portion 161. The second vehicle mounting bracket 160 is a flat plate-shaped member bent in a substantially L shape when viewed from the front-rear direction.

[0050] The vehicle body connection portion 162 of the second vehicle mounting bracket 160 is provided with a front vehicle body fastening portion 163a having a front vehicle body fastening hole 164a that protrudes forward from the front end portion and penetrates in the left-right direction, and a rear vehicle body fastening portion 163b having a rear vehicle body fastening hole 164b that protrudes rearward from the rear end portion and penetrates in the left-right direction. By inserting a fastening member such as a bolt through each of the front vehicle body fastening hole 164a and the rear vehicle body fastening hole 164b formed in the front vehicle body fastening portion 163a and the rear vehicle body fastening portion 163b, and co-fastening the second vehicle mounting bracket 160 and the left side portion 1L of the vehicle body 1 with the fastening member and a fastened member such as a nut, the second vehicle mounting bracket 160 is fixed to the left side portion 1L of the vehicle body 1.

[0051] The housing support portion 161 is formed with a first output shaft insertion hole 165a that penetrates in the vertical direction and through which the output shaft 124 of the speed reducer unit 120 is inserted, and a plurality of fourth fastening holes 165b that penetrate in the vertical direction. In the present embodiment, four fourth fastening holes 165b are formed, one each at the front left end portion, the front right end portion, the rear left end portion, and the rear right end portion of the housing support portion 161, that is, a total of four, one each at the four corners of the bottom wall 131.

[0052] The second vehicle mounting bracket 160 inserts the output shaft 124 of the speed reducer unit 120 into the first output shaft insertion hole 165a from above, and places the housing support portion 161 on the upper end portion of the speed reduction mechanism housing 180.

[0053] In this way, by arranging the second vehicle mounting bracket 160 in the vicinity of the output shaft 124, the vicinity of the output shaft 124 can be fixed to the vehicle body 1 by the second vehicle mounting bracket 160. Thereby, the vibration of the output shaft 124 can be suppressed.

[0054] As shown in FIG. 11, a cover plate 190 is further placed on the upper surface of the housing support portion 161 of the second vehicle mounting bracket 160. The cover plate 190 has a flat plate shape extending in the front-rear direction and the left-right direction, and the shape as viewed from above is substantially the same as that of the housing support portion 161 of the second vehicle mounting bracket 160.

[0055] The cover plate 190 is formed with a second output shaft insertion hole 191a that penetrates in the vertical direction and through which the output shaft 124 of the speed reducer unit 120 is inserted, and a plurality of fifth fastening holes 191b that penetrate in the vertical direction. The second output shaft insertion hole 191a is formed at a position overlapping with the first output shaft insertion hole 165a formed in the housing support portion 161 of the second vehicle mounting bracket 160 when viewed from the vertical direction. The second output shaft insertion hole 191a is a hole having a smaller diameter than the first output shaft insertion hole 165a formed in the housing support portion 161 of the second vehicle mounting bracket 160, and covers a part of the first output shaft insertion hole 165a when viewed from the vertical direction. A total of four of the plurality of fifth fastening holes 191b are formed, one at a position overlapping with each of the four fourth fastening holes 165b formed in the housing support portion 161 of the second vehicle mounting bracket 160 when viewed from the vertical direction.

[0056] Also, in the speed reduction mechanism housing 180, a total of four sixth fastening holes 181 are formed, one at a position overlapping with each of the four fifth fastening holes 191b formed in the cover plate 190 and the four fourth fastening holes 165b formed in the housing support portion 161 of the second vehicle mounting bracket 160 when viewed from the vertical direction. Further, in the speed reducer unit housing wall 133 of the integrated housing 130, a plurality of second screw holes 133b are provided that extend downward by a predetermined length in parallel with the vertical direction from the upper end of the speed reducer unit housing wall 133, and female screw grooves are formed on the inner peripheral surface. The second screw holes 133b are formed, one at a position overlapping with each of the four fifth fastening holes 191b formed in the cover plate 190, the four fourth fastening holes 165b formed in the housing support portion 161 of the second vehicle mounting bracket 160, and the four sixth fastening holes 181 formed in the speed reduction mechanism housing 180, for a total of four.

[0057] Each fifth fastening hole 191b of the cover plate 190 has a third fastening screw 192 inserted therethrough from above the cover plate 190. Each third fastening screw 192 inserted through each fifth fastening hole 191b passes through a fourth fastening hole 165b and a sixth fastening hole 181 formed at positions overlapping each fifth fastening hole 191b when viewed in the vertical direction, and is fastened to the second screw hole 133b. Thereby, the second vehicle mounting bracket 160 and the speed reduction mechanism housing 180 are fixed to the integrated housing 130 by the third fastening screw 192. In the present embodiment, the fifth fastening hole 191b formed in the cover plate 190 is a hole having a diameter larger than the screw head of the third fastening screw 192, and locks the cover plate 190 in the front-rear direction and the left-right direction, while not locking the cover plate 190 in the vertical direction. The cover plate 190 may be fixed to the speed reduction mechanism housing 180 by a screw or the like different from the third fastening screw 192. Further, a claw portion is provided on the cover plate 190, and the cover plate 190 may be fixed to the speed reduction mechanism housing 180 by the claw portion locking to the speed reduction mechanism housing 180.

[0058] The output shaft 124 of the speed reduction unit 120 passes through a first output shaft insertion hole 165a formed in the housing support portion 161 of the second vehicle mounting bracket 160 and a second output shaft insertion hole 191a formed in the cover plate 190, and protrudes above the cover plate 190.

[0059] An output lever 125 is provided at a portion of the output shaft 124 protruding above the cover plate 190. The output lever 125 is fixed to the output shaft 124 and rotates integrally with the output shaft 124. The output lever 125 extends radially outward from the output shaft 124.

[0060] Returning to FIG. 1, the vehicle door drive device 100 is fixed to the left side portion 1L of the vehicle body 1 such that the output shaft 124 extends coaxially with the rotation shaft of the hinge mechanism 2 and is parallel to the vertical direction. Also, in the present embodiment, the input shaft 123 of the speed reducer unit 120 extends coaxially with the output shaft 124 and the rotation shaft of the hinge mechanism 2 and is parallel to the vertical direction. That is, in the present embodiment, the input shaft 123, the output shaft 124, and the rotation shaft of the hinge mechanism 2 extend coaxially and parallel to the vertical direction.

[0061] The hinge mechanism 2 is provided with a connecting portion 2a that connects to the output lever 125. The connecting portion 2a of the hinge mechanism 2 is connected to the output lever 125. Therefore, when the output shaft 124 rotates, the output lever 125 rotates integrally with the output shaft 124, and the hinge mechanism 2 connected to the output lever 125 at the connecting portion 2a also rotates integrally with the output shaft 124 and the output lever 125. Thereby, the swing door pivotally supported by the hinge mechanism 2 performs an opening and closing operation.

[0062] Therefore, when power is supplied from an external device to the motor unit 110 via the connector unit 170 and the motor of the motor unit 110 is driven to rotate the drive shaft 112, the rotational power of the drive shaft 112 is decelerated by the first conversion gear 141 and the second conversion gear 142 in the conversion gear unit 140 and transmitted to the input shaft 123 of the speed reducer unit 120. Then, the rotational power transmitted to the input shaft 123 of the speed reducer unit 120 is further decelerated by the speed reduction mechanism portion 122 in the speed reducer unit 120 and output to the output shaft 124. When the output shaft 124 rotates by the rotational power transmitted in this way, the output lever 125 rotates integrally with the output shaft 124, and the hinge mechanism 2 connected to the output lever 125 at the connecting portion 2a also rotates integrally with the output shaft 124 and the output lever 125. Thereby, the swing door pivotally supported by the hinge mechanism 2 is opened and closed by the vehicle door drive device 100.

[0063] At this time, the clutch mechanism portion 121 of the speed reducer unit 120 enables the power transmission path from the drive shaft 112 to the output shaft 124 to be disconnected and connected. Therefore, when the clutch mechanism portion 121 is in the engaged state, when the drive shaft 112 rotates, the output shaft 124 also rotates, and the swing door opens and closes. On the other hand, when the clutch mechanism portion 121 is in the released state, even if the drive shaft 112 rotates, the output shaft 124 does not rotate, and the swing door does not open and close by the vehicle opening and closing body drive device 100. At this time, the swing door can be manually opened and closed.

[0064] As described above, one embodiment of the present invention has been described with reference to the accompanying drawings. Needless to say, the present invention is not limited to such an embodiment. It is obvious that those skilled in the art can conceive of various modification examples or correction examples within the scope described in the claims, and it is naturally understood that they also belong to the technical scope of the present invention. Also, within the scope not departing from the gist of the invention, the components in the above embodiment may be arbitrarily combined.

[0065] For example, in the present embodiment, the speed reducer unit 120 is assumed to have the clutch mechanism portion 121 and the speed reduction mechanism portion 122, but the clutch mechanism portion 121 may be omitted.

[0066] Also, for example, in the present embodiment, the vehicle opening and closing body drive device 100 is provided with an output lever 125 on the output shaft 124 of the speed reducer unit 120 and drives a swing door provided on the left side surface of a vehicle such as a bus. However, the vehicle opening and closing body drive device 100 may have an output gear connected to the output shaft 124 of the speed reducer unit 120 and drive a slide door that slides by a belt unit by connecting the output gear to a belt drive device of the slide door. Alternatively, a rack and pinion mechanism may be connected to the output shaft 124 of the speed reducer unit 120 to drive a slide door with the rack portion of the rack and pinion mechanism fixed.

[0067] Further, for example, in the present embodiment, although the first vehicle mounting bracket 150 and the second vehicle mounting bracket 160 are both fixed to the left side portion 1L of the vehicle body 1, the first vehicle mounting bracket 150 and the second vehicle mounting bracket 160 may be fixed to a part other than the vehicle body 1 of the vehicle.

[0068] The present specification describes at least the following matters. In the parentheses, corresponding components, etc. in the above-described embodiment are shown as an example, but the present invention is not limited thereto.

[0069] (1) An electric motor unit (electric motor unit 110) having a drive shaft (drive shaft 112), A speed reducer unit (speed reducer unit 120) having an input shaft (input shaft 123) and an output shaft (output shaft 124), and reducing the rotational power input to the input shaft and outputting the reduced rotational power to the output shaft, An integrated housing (integrated housing 130) that houses at least a part of the electric motor unit and at least a part of the speed reducer unit, A vehicle opening / closing body drive device (vehicle opening / closing body drive device 100) that drives an opening / closing body provided in a vehicle, The integrated housing has a plurality of first fastening holes (first fastening holes 135c), The electric motor unit and the speed reducer unit are fixed to the integrated housing by a first fastening member (first fastening screw 136) that passes through the first fastening hole, the vehicle opening / closing body drive device.

[0070] According to (1), the electric motor unit and the speed reducer unit are firmly fixed to the integrated housing by a first fastening member that passes through the first fastening hole, without being displaced. As a result, while reducing the size of the vehicle opening / closing body drive device, the positional accuracy of the electric motor unit and the speed reducer unit is improved, and the rotational power output from the electric motor unit can be reliably transmitted to the output shaft of the speed reducer unit. Further, since the electric motor unit and the speed reducer unit are fixed to the integrated housing by the first fastening member, rattling of the electric motor unit and the speed reducer unit can be suppressed during the operation of the vehicle opening / closing body drive device, and the rotational power output from the electric motor unit can be stably transmitted to the output shaft of the speed reducer unit.

[0071] (2) The vehicle opening / closing body drive device according to (1), wherein the vehicle opening / closing body drive device further includes a vehicle mounting bracket (first vehicle mounting bracket 150) fixed to the vehicle. The electric motor unit and the speed reducer unit are arranged such that the drive shaft and the input shaft are parallel to each other. The integrated housing has a first drive shaft insertion hole (first drive shaft insertion hole 135a) through which the drive shaft passes, a first input shaft insertion hole (first input shaft insertion hole 135b) through which the input shaft passes, and a mounting wall (bottom wall 131) extending perpendicular to the axial direction of the drive shaft and the input shaft. The first drive shaft insertion hole, the first input shaft insertion hole, and the plurality of first fastening holes are formed in the mounting wall. The electric motor unit and the speed reducer unit are fixed to the integrated housing with the drive shaft passing through the first drive shaft insertion hole and the input shaft passing through the first input shaft insertion hole. The vehicle mounting bracket has a housing support portion (housing support portion 151) that faces the mounting wall of the integrated housing and extends perpendicular to the axial direction. A plurality of second fastening holes (second fastening holes 155c) are formed in the housing support portion. The integrated housing to which the motor unit and the speed reducer unit are fixed is fixed to the housing support portion of the vehicle mounting bracket on the mounting wall by a second fastening member (second fastening screw 156) that passes through the second fastening hole, for a vehicle opening / closing body drive device.

[0072] (2) According to this, the integrated housing to which the motor unit and the speed reducer unit are fixed is fixed to a vehicle mounting bracket fixed to the vehicle by a second fastening member that passes through the second fastening hole. Thereby, the vehicle opening / closing body drive device can be attached to the vehicle with high positional accuracy. Further, since the load generated in the vehicle opening / closing body drive device can be dispersed to other members of the vehicle via the vehicle mounting bracket, the strength required for the integrated housing can be reduced, and the vehicle opening / closing body drive device can be downsized and lightened.

[0073] (3) The vehicle opening / closing body drive device according to (2), the vehicle opening / closing body drive device further includes a conversion gear unit (conversion gear unit 140) that transmits the rotational power of the drive shaft output from the motor unit to the input shaft of the speed reducer unit, a second drive shaft insertion hole (second drive shaft insertion hole 155a) through which the drive shaft passes is formed in the housing support portion, a drive gear (drive gear 112a) is provided on the drive shaft, the drive shaft passes through the first drive shaft insertion hole and the second drive shaft insertion hole, the drive gear is located on the side (lower side) opposite to the side where the integrated housing of the housing support portion is fixed, the conversion gear unit, is fixed on the side (lower side) opposite to the side where the integrated housing of the housing support portion is fixed, a conversion gear (first conversion gear 141) to which the rotational power of the drive shaft is transmitted, and a gear unit cover (gear unit cover 143) that covers the drive shaft, the drive gear, the input shaft, and the conversion gear. The gear unit cover is provided with a first gear shaft (first gear shaft 144a) that rotatably supports the first conversion gear. The first gear shaft extends from the gear unit cover toward the housing support portion of the vehicle mounting bracket. The tip of the first gear shaft is locked to the housing support portion of the vehicle mounting bracket. A drive device for a vehicle opening / closing body.

[0074] (3) According to this, even when a load is applied to the conversion gear unit, it is possible to suppress the tilting of the first gear shaft. Therefore, in the conversion gear unit, it is possible to reduce the transmission loss when transmitting the rotational power output from the electric motor unit to the speed reducer unit.

[0075] (4) A drive device for a vehicle opening / closing body according to any one of (1) to (3), The integrated housing has a motor unit housing wall (motor unit housing wall 132) that surrounds at least a part of the outer peripheral surface (outer peripheral surface 110a) of the motor unit. In a state where the motor unit is fixed to the integrated housing, the outer peripheral surface of the motor unit is separated from the motor unit housing wall, and a space portion (space portion SP) is formed between the outer peripheral surface of the motor unit and the motor unit housing wall. A drive device for a vehicle opening / closing body.

[0076] (4) According to this, since a space portion is formed between the outer peripheral surface of the motor unit and the motor unit housing wall, even when the motor unit vibrates in the radial direction, the radial vibration of the motor unit is attenuated in the space portion, and it is possible to suppress the radial vibration of the motor unit from being transmitted from the motor unit housing wall to the integrated housing. Therefore, it is possible to reduce the operating noise of the drive device for a vehicle opening / closing body.

Explanation of reference numerals

[0077] 100 Drive device for a vehicle opening / closing body 110 Electric motor unit 110a Outer peripheral surface 112 Drive shaft 112a Drive gear 120 Reducer unit 123 Input shaft 124 Output shaft 130 Integrated housing 131 Bottom wall (mounting wall) 132 Motor unit housing wall 135a First drive shaft insertion hole 135b First input shaft insertion hole 135c First fastening hole 136 First fastening screw (first fastening member) 140 Conversion gear unit 141 First conversion gear (conversion gear) 143 Gear unit cover 144a First gear shaft 150 First vehicle mounting bracket (vehicle mounting bracket) 151 Housing support part 155a Second drive shaft insertion hole 155c Second fastening hole 156 Second fastening screw (second fastening member) SP Space part

Claims

1. An electric motor unit having a drive shaft, A speed reducer unit having an input shaft and an output shaft, and reducing the rotational power input to the input shaft and outputting it to the output shaft, An integrated housing that houses at least a part of the electric motor unit and at least a part of the speed reducer unit, and a vehicle opening / closing body drive device for driving an opening / closing body provided on a vehicle, The integrated housing has a plurality of first fastening holes, The electric motor unit and the speed reducer unit are fixed to the integrated housing by a first fastening member that passes through the first fastening holes. A vehicle opening / closing body drive device.

2. The vehicle opening / closing body drive device according to claim 1, The vehicle opening / closing body drive device further includes a vehicle mounting bracket fixed to the vehicle, The electric motor unit and the speed reducer unit are arranged such that the drive shaft and the input shaft are parallel to each other, The integrated housing, A first drive shaft insertion hole through which the drive shaft passes, A first input shaft insertion hole through which the input shaft passes, And a mounting wall extending perpendicular to the axial direction of the drive shaft and the input shaft, The first drive shaft insertion hole, the first input shaft insertion hole, and the plurality of first fastening holes are formed in the mounting wall, The electric motor unit and the speed reducer unit are fixed to the integrated housing with the drive shaft passing through the first drive shaft insertion hole and the input shaft passing through the first input shaft insertion hole, The vehicle mounting bracket has a housing support portion that faces the mounting wall of the integrated housing and extends perpendicular to the axial direction, A plurality of second fastening holes are formed in the housing support portion, The integrated housing to which the electric motor unit and the speed reducer unit are fixed is fixed to the housing support portion of the vehicle mounting bracket on the mounting wall by a second fastening member that passes through the second fastening holes. A vehicle opening / closing body drive device.

3. The vehicle opening / closing body drive device according to claim 2, The vehicle opening / closing body drive device further includes a conversion gear unit that transmits the rotational power of the drive shaft output from the electric motor unit to the input shaft of the speed reducer unit, A second drive shaft insertion hole through which the drive shaft passes is formed in the housing support portion, A drive gear is provided on the drive shaft, The drive shaft passes through the first drive shaft insertion hole and the second drive shaft insertion hole. ​ The drive gear is located on the side opposite to the side where the integrated housing of the housing support portion is fixed. The conversion gear unit is fixed on the side opposite to the side where the integrated housing of the housing support portion is fixed, and has a first conversion gear that meshes with the drive gear, and a gear unit cover that covers the drive shaft, the drive gear, the input shaft, and the first conversion gear. The gear unit cover is provided with a first gear shaft that rotatably supports the first conversion gear. The first gear shaft extends from the gear unit cover toward the housing support portion of the vehicle mounting bracket. A vehicle opening / closing body drive device, wherein a tip end portion of the first gear shaft is locked to the housing support portion of the vehicle mounting bracket.

4. A vehicle opening / closing body drive device according to any one of claims 1 to 3, wherein the integrated housing has a motor unit housing wall that surrounds at least a part of an outer peripheral surface of the motor unit. In a state where the motor unit is fixed to the integrated housing, the outer peripheral surface of the motor unit is spaced apart from the motor unit housing wall, and a space portion is formed between the outer peripheral surface of the motor unit and the motor unit housing wall.

Images