Actuator for vehicle

Abstract

An actuator 1 for a vehicle comprises: a motor 50 having an output shaft member 51; and a motor attachment part 60 to which the motor 50 is attached. The motor 50 has: a motor body part 52 having an end surface 52b; and a first motor protruding part 53a and a second motor protruding part 53b that protrude outward from the motor body part 52 in a plan view. The motor attachment part 60 has: a housing body part 61 having an opposing surface 61a opposed to the end surface 52b; and a first housing protruding part 62a and a second housing protruding part 62b that protrude outward from the housing body part 61 in a plan view. The first motor protruding part 53a is fixed to the first housing protruding part 62a in contact therewith, the second motor protruding part 53b is fixed to the second housing protruding part 62b in contact therewith, and there is a gap S between the end surface 52b and the opposing surface 61a.

Description

Vehicle Actuators

[0001] The present disclosure relates to an actuator for a vehicle.

[0002] Patent Document 1 discloses, as an example of a vehicle actuator, a vehicle steering device in which a vibration-damping metal plate is sandwiched between the housing of a steering motor and the housing of a steering column or a steering gear box. The metal plate prevents the transmission of motor vibration to the housing.

[0003] Japanese Patent Application Laid-Open No. 2006-232062

[0004] In a vehicle actuator having a motor, there is a demand for further suppression of transmission of vibrations from the motor.

[0005] An object of an aspect of the present disclosure is to provide an actuator for a vehicle that can suppress transmission of vibrations from a motor.

[0006] An aspect of the present disclosure is a vehicle actuator comprising: a motor having an output shaft member; and a housing to which the motor is attached; the motor having a motor main body portion having an end face perpendicular to the rotation axis of the output shaft member; and a first motor protrusion and a second motor protrusion protruding from the periphery of the end face toward the outside of the motor main body portion in a planar view along the rotation axis; the housing having a housing main body portion having an opposing surface opposite the end face; and a first housing protrusion and a second housing protrusion protruding from the periphery of the opposing surface toward the outside of the housing main body portion in the planar view; when the motor is attached to the housing, the first motor protrusion is fixed in contact with the first housing protrusion, and the second motor protrusion is fixed in contact with the second housing protrusion, and there is a gap between the end face and the opposing surface.

[0007] According to an aspect of the present disclosure, the motor is attached to the housing with a gap between the end face and the opposing face, causing the motor to vibrate relative to the housing when the motor is driven. The motor's vibration repeatedly deforms the first housing protrusion and the second housing protrusion, converting the kinetic energy of the first housing protrusion and the second housing protrusion into thermal energy. In other words, the vibration energy of the motor is converted into thermal energy by the first housing protrusion and the second housing protrusion. Therefore, transmission of the motor vibration to the housing main body can be suppressed.

[0008] In addition, in an aspect of the present disclosure, in the vehicle actuator, the region where the end surface and the opposing surface overlap in the plan view has the gap from the center to the periphery.

[0009] This allows the motor to reliably swing relative to the housing.

[0010] In an aspect of the present disclosure, the length of the gap along the rotation axis is not less than 5 μm and not more than 200 μm.

[0011] This allows the motor to swing relative to the housing when the motor is driven without coming into contact with the housing.

[0012] Furthermore, in the aspect of the present disclosure, in the planar view, a first contact area where the first motor protrusion and the first housing protrusion are in contact, and a second contact area where the second motor protrusion and the second housing protrusion are in contact, overlap with a virtual straight line perpendicular to the rotation axis.

[0013] This allows the direction of oscillation of the motor relative to the housing to intersect with the imaginary line in a plan view, and therefore the direction of oscillation of the motor can be adjusted by changing the positions of the first contact area and the second contact area.

[0014] In addition, in an aspect of the present disclosure, in a plan view, the length of the first contact region along an orthogonal direction perpendicular to the virtual straight line is equal to the length of the second contact region along the orthogonal direction.

[0015] This allows the direction of oscillation of the motor relative to the housing to be linear in plan view, and therefore the shapes of the first and second contact areas allow the motor to oscillate efficiently.

[0016] In addition, in an aspect of the present disclosure, in the plan view, the length of the first contact region along an orthogonal direction perpendicular to the virtual straight line is longer than the length of the second contact region along the orthogonal direction.

[0017] This allows the motor to oscillate in a curved direction relative to the housing in a plan view. The curved direction of the motor's oscillation increases the amount of motor vibration energy converted into heat energy compared to when the motor oscillates in a linear direction. This further reduces the transmission of motor vibration to the housing main body.

[0018] In addition, in an aspect of the present disclosure, the motor further includes a third motor protrusion that protrudes from the periphery of the end face toward the outside of the motor main body in the planar view, and the housing further includes a third housing protrusion that protrudes from the periphery of the opposing face toward the outside of the housing main body in the planar view, and when the motor is attached to the housing, the third motor protrusion is further contacted and fixed to the third housing protrusion, a first contact area where the first motor protrusion and the first housing protrusion are in contact is located in a position that overlaps with an imaginary line perpendicular to the rotation axis in the planar view, and a second contact area where the second motor protrusion and the second housing protrusion are in contact and a third contact area where the third motor protrusion and the third housing protrusion are in contact are located on both sides of the imaginary line in the planar view.

[0019] This allows the direction of oscillation of the motor relative to the housing to be curved in a plan view, thereby further suppressing transmission of vibrations of the motor to the housing main body, as described above.

[0020] In addition, in an aspect of the present disclosure, when viewed along the width direction of the vehicle, the angle formed between the front-rear direction of the vehicle and the imaginary line is greater than or equal to 0 degrees and less than or equal to 45 degrees.

[0021] This increases the vertical component of the motor's swing direction relative to the housing, allowing the motor to swing efficiently due to gravity acting on the motor. This allows the kinetic energy of the first and second housing protrusions to be efficiently converted into thermal energy, further reducing the transmission of motor vibration to the housing main body.

[0022] In addition, in an aspect of the present disclosure, the size of the opposing surface in the plan view is such that the end surface and the opposing surface come into contact with each other when the motor is tilted with respect to the housing.

[0023] According to this, when the tilt angle of the motor relative to the housing is relatively large, contact between the end face and the opposing surface can prevent the deformation of the first housing protrusion and the second housing protrusion from becoming relatively large, thereby preventing damage to the first housing protrusion and the second housing protrusion.

[0024] In addition, in an aspect of the present disclosure, the vehicle actuator further includes an elastic coupling that connects the output shaft member and the reduction mechanism.

[0025] According to this, the elastic coupling can suppress the transmission of vibrations of the motor from the output shaft member to the reduction mechanism.

[0026] In addition, in an aspect of the present disclosure, the vehicle actuator further includes an annular first elastic member sandwiched between the end face and the opposing face around the output shaft member.

[0027] According to this, the first elastic member can ensure sealing between the end face and the opposing face, and can further suppress transmission of vibrations of the motor to the housing.

[0028] In addition, in an aspect of the present disclosure, the motor further has a motor circumferential side wall that is provided continuously from the end face around the output shaft member, the housing further has a housing circumferential side wall that is provided continuously from the opposing surface and faces the motor circumferential side wall in a direction perpendicular to the rotation axis, and the vehicle actuator further includes a second annular elastic member that is sandwiched between the motor circumferential side wall and the housing circumferential side wall.

[0029] According to this, the second elastic member can ensure a seal between the peripheral side wall of the motor and the peripheral side wall of the housing, and can further suppress transmission of vibrations of the motor to the housing.

[0030] According to an aspect of the present disclosure, the vehicle actuator can suppress the transmission of vibrations of the motor.

[0031] FIG. 1 is a schematic diagram showing a vehicle actuator according to an embodiment of the present disclosure. FIG. 2 is a perspective view of the vehicle actuator shown in FIG. 1. FIG. 3 is a partial cross-sectional view of an assist device taken along the rotational axis of an output shaft member of the motor. FIG. 4 is an enlarged partial cross-sectional view of the assist device taken along the rotational axis. FIG. 5 is a plan view of a motor 50 taken along the rotational axis. FIG. 6 is a plan view of a motor mounting portion 60 taken along the central axis. FIG. 7 is a plan view of a motor mounting portion taken along the central axis of a vehicle actuator according to a first modified embodiment of the present disclosure. FIG. 8 is a plan view of a motor taken along the rotational axis of a vehicle actuator according to a second modified embodiment of the present disclosure. FIG. 9 is a plan view of a motor mounting portion taken along the central axis of a vehicle actuator according to the second modified embodiment of the present disclosure. FIG. 10 is an enlarged partial cross-sectional view of an assist device taken along the rotational axis of a vehicle actuator according to a third modified embodiment of the present disclosure. FIG. 11 is an enlarged partial cross-sectional view of an assist device taken along the rotational axis of a vehicle actuator according to a fourth modified embodiment of the present disclosure. FIG. 12 is an exploded perspective view of an elastic coupling.

[0032] Hereinafter, embodiments of the present disclosure will be described with reference to the drawings, but the present disclosure is not limited thereto. The components of each embodiment and each modified example described below can be combined as appropriate. In addition, some components may not be used.

[0033] In the following description, the width direction of the vehicle 2 (described later) is defined as the X direction, the front-rear direction of the vehicle 2 is defined as the Y direction, and the up-down direction of the vehicle 2 is defined as the Z direction. Note that the X, Y, and Z directions are merely examples, and the present disclosure is not limited to these directions.

[0034] 1 is a schematic diagram showing a vehicle actuator 1 according to an embodiment of the present disclosure. The vehicle actuator 1 of this embodiment is an electric power steering device. The vehicle actuator 1 is attached to a vehicle body 2a and assists the driver in operating a steering wheel 2b using the output of a motor 50 (described later).

[0035] The vehicle actuator 1 includes a steering shaft 10 , an intermediate shaft 20 , a steering gear unit 30 , and an assist device 40 .

[0036] A steering wheel 2b is fixed to a first end of the steering shaft 10 on the +Z side so as to be rotatable integrally with the steering shaft 10. A first end of an intermediate shaft 20 is attached to a second end of the steering shaft 10 on the -Z side via a first joint 11.

[0037] A first end of a first pinion shaft 33 (described later) is connected to a second end of the intermediate shaft 20 via a second joint 21. The first joint 11 and the second joint 21 are, for example, universal joints.

[0038] The steering gear unit 30 includes a gear housing 31, a rack shaft 32, and a first pinion shaft 33. The gear housing 31 integrally includes a first gear housing portion 31a and a second gear housing portion 31b.

[0039] The first gear housing portion 31a is cylindrical and the rack shaft 32 passes through it. The second gear housing portion 31b is cylindrical and the first pinion shaft 33 passes through it. The interior of the first gear housing portion 31a and the interior of the second gear housing portion 31b are in communication with each other.

[0040] The rack shaft 32 extends in the X direction and has first rack teeth 32a and second rack teeth 32b. The running wheels 2d are attached to both ends of the rack shaft 32 via tie rods 2c.

[0041] The first pinion shaft 33 has first pinion teeth 33a at a second end thereof, which mesh with the first rack teeth 32a.

[0042] When the driver operates the steering wheel 2b, the steering shaft 10, the intermediate shaft 20, and the first pinion shaft 33 rotate, driving the rack shaft 32 and the tie rod 2c, thereby steering the running wheels 2d.

[0043] The assist device 40 assists the driver in operating the steering wheel 2b. The assist device 40 is fixed to the steering gear unit 30. The assist device 40 is disposed outside the passenger compartment of the vehicle 2.

[0044] The assist device 40 includes an assist housing 41, a speed reduction mechanism 42, and a motor 50. The assist housing 41 includes a first assist housing portion 41a and a second assist housing portion 41b.

[0045] The first assist housing portion 41a integrally includes a cylindrical rack shaft storage portion 41a1 through which the rack shaft 32 passes, and a cylindrical first reduction gear storage portion 41a2. The interior of the first assist housing portion 41a and the interior of the first reduction gear storage portion 41a2 are in communication with each other.

[0046] The rack shaft storage portion 41a1 is fixed to the first gear housing portion 31a. The first reduction gear storage portion 41a2 has an opening on the +Z side and stores a part of the reduction mechanism portion 42 therein.

[0047] Fig. 2 is a perspective view of the vehicle actuator 1 shown in Fig. 1. Note that the steering shaft 10 and the intermediate shaft 20 are omitted from Fig. 2. Fig. 3 is a partial cross-sectional view of the assist device 40 taken along the rotation axis A1 of the output shaft member 51 of the motor 50.

[0048] As shown in FIG. 2, the second assist housing portion 41b integrally includes a second reduction gear housing portion 41b1, a third reduction gear housing portion 41b2, and a motor mounting portion 60.

[0049] 1 and 2, the second reduction gear housing portion 41b1 is disposed in a position that covers the opening of the first reduction gear housing portion 41a2. As shown in FIGS. 2 and 3, the third reduction gear housing portion 41b2 is cylindrical, with a closed -X side and an open +X side (motor 50 side). The interior of the third reduction gear housing portion 41b2 is in communication with the interior of the first reduction gear housing portion 41a2.

[0050] The third reduction gear housing portion 41b2 houses a part of the reduction mechanism portion 42. The motor mounting portion 60 will be described in detail later.

[0051] As shown in FIGS. 1 and 3, the speed reduction mechanism 42 includes a worm gear 42a, a worm wheel 42b, and a second pinion shaft 42c.

[0052] As shown in FIG. 3, the worm gear 42a is housed in the third reduction gear housing portion 41b2 and is attached to an output shaft member 51 of the motor 50 so as to be rotatable integrally therewith.

[0053] The worm wheel 42b is meshed with the worm gear 42a and is housed in the first reduction gear housing portion 41a2 as shown in Fig. 1. The worm wheel 42b is attached to a first end portion on the +Z side of the second pinion shaft 42c so as to be rotatable integrally therewith.

[0054] The second pinion shaft 42c has second pinion teeth 42d at a second end thereof, which mesh with the second rack teeth 32b.

[0055] The motor 50 is, for example, a brushless motor. Needless to say, the motor 50 is not limited to a brushless motor. The motor 50 is an integrated motor with an ECU (Electronic Control Unit). The ECU controls the output of the motor 50 based on the detection results of a torque sensor (not shown) that detects the rotational torque of the steering shaft 10. The ECU controls the output of the motor 50 by, for example, adjusting the amount of rotation per unit time of the output shaft member 51.

[0056] As the output shaft member 51 of the motor 50 rotates, the output of the motor 50 is applied to the steering shaft 10 via the speed reducing mechanism 42. This assists the driver in operating the steering wheel 2b.

[0057] 2, the first gear housing portion 31a and the first assist housing portion 41a each have a vehicle body mounting portion 1a integral therewith that is fixed to a vehicle body member (not shown) included in the vehicle body 2a. The vehicle actuator 1 is mounted to the vehicle body 2a via the vehicle body mounting portion 1a.

[0058] Next, a detailed description will be given of the motor 50 and the motor mounting portion 60. Fig. 4 is an enlarged partial cross-sectional view of the assist device 40 taken along the rotation axis A1. Note that the reduction mechanism 42 is not shown in Fig. 4.

[0059] The motor 50 is attached to the motor attachment part 60 with the rotation axis A1 of the output shaft member 51 aligned along the X direction. The motor 50 may also be attached to the motor attachment part 60 with the rotation axis A1 intersecting the X direction. The motor 50 has a motor main body 52, a first motor protrusion 53a, and a second motor protrusion 53b.

[0060] The motor main body 52 has an outer case 52a that houses a rotor (not shown) and a stator (not shown). The outer surface of the motor main body 52 (i.e., the outer surface of the outer case 52a) is cylindrical and has an end face 52b on the -X side that is perpendicular to the rotation axis A1. In a plan view taken along the rotation axis A1 (hereinafter sometimes simply referred to as a "plan view"), the periphery of the end face 52b overlaps with the outer periphery of the motor main body 52. ​​The outer diameter of the motor main body 52 is approximately 80 mm, but needless to say, is not limited to 80 mm.

[0061] The first motor protrusion 53a and the second motor protrusion 53b are integral with the motor main body 52 (specifically, the outer case 52a) and are made of metal such as aluminum alloy.

[0062] 5 is a plan view of the motor 50 taken along the rotation axis A1. The first motor protrusion 53a and the second motor protrusion 53b protrude from the periphery of the end face 52b toward the outside of the motor main body 52 in the plan view taken along the rotation axis A1.

[0063] The first motor protrusion 53a and the second motor protrusion 53b are disposed on opposite sides of the output shaft member 51 in a plan view. The first motor protrusion 53a and the second motor protrusion 53b overlap an imaginary line L that is perpendicular to the rotation axis A1 in a plan view. The imaginary line L is located on the same plane as a first contact region R1 and a second contact region R2, which will be described later. In this embodiment, the end face 52b is located on the same plane as the imaginary line L, the first contact region R1, and the second contact region R2.

[0064] Furthermore, with the motor 50 attached to the motor mounting portion 60, when viewed along the width direction (X direction) of the vehicle 2, the angle formed by the virtual line L and the fore-and-aft direction (Y direction) of the vehicle 2 is within a predetermined angle range H. The predetermined angle range H is a range in which the angle formed by the virtual line L and the Y direction when viewed along the X direction is between 0 degrees and 45 degrees. In other words, the predetermined angle range H is a range in which the angle of the virtual line L along the Y direction when viewed along the X direction is set to 0 degrees, and the angle of the virtual line L with respect to the Y direction is from 0 degrees to 45 degrees on the +Z side and from 0 degrees to 45 degrees on the −Z side. In other words, when viewed along the width direction of the vehicle 2, the angle formed by the virtual line L and the fore-and-aft direction of the vehicle 2 (hereinafter, sometimes simply referred to as the "angle of the virtual line L") is between 0 degrees and 45 degrees.

[0065] In this embodiment, the imaginary line L is perpendicular to the rotation axis A1 and parallel to the Y direction. That is, in this embodiment, the angle of the imaginary line L is 0 degrees.

[0066] In a plan view, the first motor protrusion 53a and the second motor protrusion 53b are symmetrical with respect to the imaginary line L. Each of the first motor protrusion 53a and the second motor protrusion 53b has a first through hole 53c through which a bolt (not shown) passes to fasten the motor 50 to the motor mounting portion 60. In a plan view, the first through hole 53c (the center of the first through hole 53c in this embodiment) overlaps with the imaginary line L.

[0067] 4, the −X side surfaces of the first motor protrusion 53a and the second motor protrusion 53b are continuous with the end surface 52b and are located on the same plane as the end surface 52b. The thicknesses of the first motor protrusion 53a and the second motor protrusion 53b are substantially constant.

[0068] The motor mounting portion 60 integrally includes a housing main body 61, a first housing protrusion 62a, and a second housing protrusion 62b. The motor mounting portion 60 is formed by casting. The motor mounting portion 60 is made of a material such as an aluminum alloy or a magnesium alloy.

[0069] The housing main body 61 is formed continuously from the opening on the +X side of the third reduction gear storage portion 41b2, has an annular shape in a plan view, and has a central axis A2. When the motor 50 is attached to the motor attachment portion 60, the central axis A2 of the housing main body 61 overlaps with the rotation axis A1.

[0070] The housing main body 61 has an opposing surface 61a that faces the end surface 52b when the motor 50 is attached. The opposing surface 61a is parallel to the end surface 52b when the motor 50 is attached.

[0071] The size of the facing surface 61a in plan view is such that the periphery of the end face 52b comes into contact with the facing surface 61a when the motor 50 is tilted relative to the motor mounting portion 60. Specifically, in plan view, the periphery of the facing surface 61a overlaps with the periphery of the end face 52b. Note that the periphery of the facing surface 61a may be located outside the periphery of the end face 52b. The tilt of the motor 50 will be described later.

[0072] 6 is a plan view of the motor mounting portion 60 taken along the central axis A2. The first housing protrusion 62a and the second housing protrusion 62b protrude from the periphery of the opposing surface 61a toward the outside of the housing main body 61 in the plan view.

[0073] The first housing protrusion 62 a and the second housing protrusion 62 b are disposed on opposite sides of the central axis A2 in a plan view. Each of the first housing protrusion 62 a and the second housing protrusion 62 b has a second through-hole 62 c through which a bolt that fastens the motor 50 to the motor mounting portion 60 passes.

[0074] When the motor 50 is attached to the motor attachment portion 60, in a plan view, the periphery of the first housing protrusion 62a overlaps with the periphery of the first motor protrusion 53a, the periphery of the second housing protrusion 62b overlaps with the periphery of the second motor protrusion 53b, and the second through-hole 62c overlaps with the first through-hole 53c. Thus, in a plan view, the first housing protrusion 62a and the second housing protrusion 62b overlap with the imaginary line L and have an axisymmetric shape with the imaginary line L as the axis of symmetry. In addition, the center of the second through-hole 62c overlaps with the imaginary line L.

[0075] 4 and 6, the first housing protrusion 62a is located closer to the motor 50 than the opposing surface 61a and has a first contact surface 62a1 that comes into contact with the first motor protrusion 53a. The second housing protrusion 62b is located closer to the motor 50 than the opposing surface 61a and has a second contact surface 62b1 that comes into contact with the second motor protrusion 53b. The first contact surface 62a1 and the second contact surface 62b1 are both parallel to the opposing surface 61a.

[0076] Furthermore, the periphery of the first contact surface 62a1 and the periphery of the second contact surface 62b1 have an axisymmetric shape in plan view with the imaginary line L as the axis of symmetry. The periphery of the first contact surface 62a1 and the periphery of the second contact surface 62b1 are circular in plan view, but needless to say, are not limited to being circular in plan view.

[0077] As shown in Figure 4, when the motor 50 is attached to the motor mounting portion 60, the first motor protrusion 53a is in contact with and fixed to the first housing protrusion 62a, and the second motor protrusion 53b is in contact with and fixed to the second housing protrusion 62b.

[0078] Hereinafter, when the first motor protrusion 53a and the second motor protrusion 53b are described without distinction, they may be simply referred to as the "motor protrusion 53." Furthermore, when the first housing protrusion 62a and the second housing protrusion 62b are described without distinction, they may be simply referred to as the "housing protrusion 62."

[0079] When the motor 50 is attached to the motor attachment portion 60, the entire first contact surface 62a1 corresponds to the first contact region R1 where the first motor protrusion 53a and the first housing protrusion 62a are in contact, and the entire second contact surface 62b1 corresponds to the second contact region R2 where the second motor protrusion 53b and the second housing protrusion 62b are in contact.

[0080] The first contact region R1 and the second contact region R2 are indicated by hatching in Fig. 6. As a result of the formation of the motor protrusion 53 and the housing protrusion 62 as described above, the first contact region R1 and the second contact region R2 are located on opposite sides of the output shaft member 51 in a plan view. The peripheries of the first contact region R1 and the second contact region R2 are circular in a plan view, but needless to say, are not limited to being circular in a plan view.

[0081] Furthermore, the first contact region R1 and the second contact region R2 overlap with an imaginary line L that is perpendicular to the rotation axis A1 in a plan view. The first contact region R1 and the second contact region R2 are symmetrical with respect to the imaginary line L as an axis of symmetry in a plan view. Furthermore, in a plan view, the length D1 of the first contact region R1 along the orthogonal direction that is perpendicular to the imaginary line L is equal to the length D2 of the second contact region R2 along the orthogonal direction.

[0082] 4, the first contact surface 62a1 and the second contact surface 62b1 (as well as the first contact region R1 and the second contact region R2) are located closer to the motor 50 than the opposing surface 61a. The first contact surface 62a1 and the second contact surface 62b1 are located on the same plane as the end surface 52b. This leaves a gap S between the end surface 52b and the opposing surface 61a.

[0083] The gap S between the end face 52b and the opposing surface 61a causes the motor 50 to tilt relative to the motor mounting portion 60. Furthermore, the gap S between the end face 52b and the opposing surface 61a causes the motor 50 to oscillate when the motor 50 is driven, as will be described later.

[0084] The length of the gap S along the rotation axis A1 is set to a predetermined length that prevents contact between the end surface 52 b and the opposing surface 61 a when the motor 50 swings relative to the motor mounting part 60 while the motor 50 is running.

[0085] The predetermined length is set to a length that allows contact between the end face 52b and the opposing surface 61a when the magnitude of oscillation of the motor 50 is greater than the magnitude of oscillation of the motor 50 when the motor 50 is driven (for example, when the engine is started). Specifically, the predetermined length is 5 μm or more and 200 μm or less. In other words, the length of the gap S along the rotation axis A1 is 5 μm or more and 200 μm or less. Note that when the periphery of the end face 52b contacts the opposing surface 61a, portions of the end face 52b other than the periphery do not contact the opposing surface 61a.

[0086] 4, the assist device 40 further includes a first elastic member 71. The first elastic member 71 is annular and is sandwiched between the end face 52b and the opposing surface 61a around the output shaft member 51. In other words, the first elastic member 71 is sandwiched along the direction in which the rotation axis A1 extends (the X direction). The first elastic member 71 is sandwiched in a compressed state. The first elastic member 71 prevents liquid (e.g., rainwater) from entering the inside of the motor mounting portion 60 and the assist housing 41 through the gap between the end face 52b and the opposing surface 61a.

[0087] The first elastic member 71 is disposed in a first annular recess 61b in the opposing surface 61a. The first elastic member 71 is made of synthetic rubber. The hardness of the first elastic member 71 is determined to allow the motor 50 to oscillate, for example, A40 to A70 (hardness measured with a Type A durometer specified in JIS K 6253). The first elastic member 71 is, for example, an O-ring.

[0088] Next, a description will be given of the operation of the motor 50 and the motor mounting portion 60 when the motor 50 is driven. As described above, the motor 50 is driven in response to the operation of the steering wheel 2b by the driver, and the driving of the motor 50 causes the motor 50 to vibrate.

[0089] As described above, when the motor 50 is attached to the motor attachment portion 60, the first motor protrusion 53a is fixed in contact with the first housing protrusion 62a, the second motor protrusion 53b is fixed in contact with the second housing protrusion 62b, and there is a gap S between the end face 52b and the opposing surface 61a. In addition, in a plan view, the first contact region R1 and the second contact region R2 overlap with the imaginary line L, and the length D1 of the first contact region R1 is equal to the length D2 of the second contact region R2.

[0090] Therefore, as shown by arrow W1 in Figure 5, the motor 50 swings linearly in a plan view along a direction perpendicular to the virtual line L. Note that in a side view taken along the Y direction, the swing direction of the motor 50 forms a curved line that is convex toward the +X side. The maximum acceleration of the motor 50 when swinging is approximately five times the gravitational acceleration acting on the motor 50 when the motor 50 is not swinging. Furthermore, by setting the width of the gap S to the above-mentioned predetermined length, the end surface 52b and the opposing surface 61a do not come into contact with each other.

[0091] Furthermore, the angle of the virtual line L is within the above-mentioned predetermined angle range H, and the motor 50 swings in a direction perpendicular to the virtual line L, which in this embodiment is the up-and-down direction of the vehicle 2. Therefore, in this case, compared to when the angle of the virtual line L is outside the predetermined angle range H, the vertical component in the swing direction of the motor 50 is large, and the motor 50 swings efficiently due to gravity acting on the motor 50.

[0092] The housing protrusion 62 is repeatedly deformed by the oscillation of the motor 50. This causes heat to be generated by the repeatedly occurring shear stress in the housing protrusion 62. In other words, the kinetic energy of the housing protrusion 62 is converted into thermal energy.

[0093] Furthermore, as the housing protrusion 62 deforms, the motor protrusion 53 is repeatedly deformed, and the kinetic energy of the motor protrusion 53 is also converted into thermal energy in the motor protrusion 53 .

[0094] In this way, the vibration energy of the motor 50 is converted into heat energy, thereby suppressing the vibration of the motor 50 from being transmitted to the housing main body 61 .

[0095] Furthermore, the compressibility of the first elastic member 71 changes in response to the oscillation of the motor 50. The elasticity of the first elastic member 71 attenuates vibrations transmitted from the end surface 52b to the opposing surface 61a via the first elastic member 71. This makes it possible to suppress transmission of vibrations of the motor 50 to the housing main body 61.

[0096] Next, a description will be given of the operation of the motor 50 and the motor mounting portion 60 when the engine is started. In this case, the motor 50 oscillates in response to vibrations of the vehicle 2 caused by the engine starting.

[0097] As described above, the swing direction of the motor 50 is a straight line perpendicular to the virtual line L in a plan view. In this case, the maximum acceleration of the motor 50 is greater than that in the case where the motor 50 is driven, and is approximately 20 times the gravitational acceleration acting on the motor 50 when the motor 50 is not swinging. In this case, the motor 50 tilts until the end surface 52b and the opposing surface 61a come into contact with each other, and the housing protrusion 62 and the motor protrusion 53 are deformed.

[0098] The contact between the end surface 52b and the opposing surface 61a prevents the housing protrusion 62 and the motor protrusion 53 from being deformed to a relatively large extent, thereby preventing the housing protrusion 62 and the motor protrusion 53 from being damaged.

[0099] Similarly to the above, the first elastic member 71 damps vibrations transmitted from the end surface 52 b to the opposing surface 61 a via the first elastic member 71. This prevents vibrations of the motor 50 from being transmitted to the housing main body 61.

[0100] As described above, according to this embodiment, the vehicle actuator 1 includes a motor 50 having an output shaft member 51, and a motor mounting portion 60 to which the motor 50 is mounted. The motor 50 includes a motor main body 52 having an end face 52b perpendicular to the rotation axis A1 of the output shaft member 51, and a first motor protrusion 53a and a second motor protrusion 53b that protrude from the periphery of the end face 52b toward the outside of the motor main body 52 in a plan view taken along the rotation axis A1. The motor mounting portion 60 includes a housing main body 61 having an opposing surface 61a that faces the end face 52b, and a first housing protrusion 62a and a second housing protrusion 62b that protrude from the periphery of the opposing surface 61a toward the outside of the housing main body 61 in a plan view. When the motor 50 is attached to the motor mounting portion 60, the first motor protrusion 53a is fixed in contact with the first housing protrusion 62a, the second motor protrusion 53b is fixed in contact with the second housing protrusion 62b, and there is a gap S between the end face 52b and the opposing surface 61a. Since the motor 50 is attached to the motor mounting portion 60 with the gap S between the end face 52b and the opposing surface 61a, the motor 50 vibrates relative to the motor mounting portion 60 when the motor 50 is driven. The vibration of the motor 50 repeatedly deforms the housing protrusion 62 and the motor protrusion 53, and the kinetic energy of the housing protrusion 62 and the motor protrusion 53 is converted into thermal energy. In other words, the vibration energy of the motor 50 is converted into thermal energy by the housing protrusion 62 and the motor protrusion 53. This prevents the vibration of the motor 50 from being transmitted to the housing main body 61.

[0101] The length of the gap S along the rotation axis A1 is not less than 5 μm and not more than 200 μm. This allows the motor 50 to oscillate relative to the motor mounting portion 60 without coming into contact with the motor 50 when the motor 50 is driven.

[0102] Furthermore, in a plan view, a first contact region R1 where the first motor protrusion 53a and the first housing protrusion 62a are in contact, and a second contact region R2 where the second motor protrusion 53b and the second housing protrusion 62b are in contact, overlap with an imaginary line L that is perpendicular to the rotation axis A1. This allows the direction of oscillation of the motor 50 relative to the motor mounting portion 60 to intersect with the imaginary line L in a plan view. Therefore, the oscillation direction of the motor 50 can be adjusted by changing the positions of the first contact region R1 and the second contact region R2.

[0103] Furthermore, in a plan view, the length D1 of the first contact region R1 along the orthogonal direction perpendicular to the virtual line L is equal to the length D2 of the second contact region R2 along the orthogonal direction. This allows the direction of oscillation of the motor 50 relative to the motor mounting portion 60 to be linear in a plan view. Therefore, the shapes of the first contact region R1 and the second contact region R2 allow the motor 50 to oscillate efficiently.

[0104] Furthermore, when viewed along the width direction of the vehicle 2, the angle between the front-to-rear direction of the vehicle 2 and the imaginary line L is between 0 and 45 degrees. This increases the vertical component of the swinging direction of the motor 50 relative to the motor mounting portion 60 depending on the orientation of the motor 50, allowing the motor 50 to swing efficiently due to gravity acting on the motor 50. This allows the first housing protrusion 62a and the second housing protrusion 62b to be efficiently and repeatedly deformed. This further reduces the transmission of vibrations of the motor 50 to the housing main body 61.

[0105] Furthermore, the size of the opposing surface 61a in a plan view is such that the periphery of the end face 52b comes into contact with the opposing surface 61a when the motor 50 is tilted relative to the motor mounting portion 60. Accordingly, when the tilt angle of the motor 50 relative to the motor mounting portion 60 is relatively large, the periphery of the end face 52b comes into contact with the opposing surface 61a, which prevents the housing protrusion 62 and the motor protrusion 53 from deforming relatively large amounts, thereby preventing damage to the housing protrusion 62 and the motor protrusion 53.

[0106] The vehicle actuator 1 further includes an annular first elastic member 71 that is sandwiched between the end face 52 b and the opposing surface 61 a around the output shaft member 51. With this, the first elastic member 71 can ensure sealing between the end face 52 b and the opposing surface 61 a, and can further suppress transmission of vibrations of the motor 50 to the housing main body 61.

[0107] Next, a first modification of the vehicle actuator 1 of the above embodiment will be described, focusing mainly on the differences from the vehicle actuator 1 of the above embodiment.

[0108] FIG. 7 is a plan view of the motor mounting portion 60 as viewed along the central axis A2 of the vehicle actuator 1 according to the first modified example of the embodiment of the present disclosure.

[0109] In the first modified example, in a plan view, the length of the first housing protrusion 162a along the orthogonal direction perpendicular to the imaginary line L is longer than the length of the second housing protrusion 62b along the orthogonal direction. In addition, in a plan view, the periphery of the first housing protrusion 162a overlaps the periphery of the first motor protrusion 153a.

[0110] Therefore, in a plan view, the length D11 of the first contact surface 162a1 and the first contact region R11 along the orthogonal direction perpendicular to the virtual line L is longer than the length D2 of the second contact surface 62b1 and the second contact region R2 along the orthogonal direction. The first contact region R11 and the second contact region R2 are regions indicated by hatching in FIG.

[0111] In this first modified example, the motor 50 oscillates in a curved shape in plan view, as indicated by arrow W2, intersecting the imaginary line L and convex toward the first housing protrusion 162a. In this case, the amount of deformation of the housing protrusion 62 and the motor protrusion 53 is greater than when the motor 50 oscillates in a linear shape in plan view, as in the above embodiment.

[0112] This increases the amount of kinetic energy of the housing protrusion 162 and the motor protrusion 153, and increases the amount of thermal energy converted from the kinetic energy, thereby further suppressing the transmission of vibrations of the motor 50 to the housing main body 61.

[0113] According to the first modified example, in a plan view, the length D11 of the first contact region R11 along the orthogonal direction perpendicular to the virtual line L is longer than the length D2 of the second contact region R2 along the orthogonal direction. This allows the direction of oscillation of the motor 50 relative to the motor mounting portion 60 to be curved in a plan view. The curved oscillation direction of the motor 50 in a plan view increases the amount of vibration energy of the motor 50 that is converted into heat energy compared to when the oscillation direction of the motor 50 is linear in a plan view. Therefore, in this case, transmission of vibration of the motor 50 to the housing main body 61 can be further suppressed.

[0114] Next, a second modification of the vehicle actuator 1 of the above embodiment will be described, focusing mainly on the differences from the vehicle actuator 1 of the above embodiment.

[0115] FIG. 8 is a plan view of the motor 50 seen along the rotation axis A1 in the vehicle actuator 1 according to the second modified example of the embodiment of the present disclosure.

[0116] In the second modified example, the motor 50 further includes a third motor protrusion 253d that protrudes from the periphery of the end face 52b in a plan view toward the outside of the motor body 52. ​​The third motor protrusion 253d has a third through-hole 253e through which a bolt passes.

[0117] In the second modified example, the second motor protrusion 253b and the third motor protrusion 253d are located on either side of the imaginary line L in plan view. The shapes of the second motor protrusion 253b and the third motor protrusion 253d are symmetrical with respect to the imaginary line L as the axis of symmetry in plan view.

[0118] 9 is a plan view of the motor mounting portion 60 along the central axis A2 of the vehicle actuator 1 according to a second modified example of the embodiment of the present disclosure. In this second modified example, the motor mounting portion 60 further includes a third housing protrusion 262d that protrudes from the periphery of the opposing surface 61a toward the outside of the housing main body 61 in plan view. The third housing protrusion 262d has a fourth through hole 262e through which a bolt passes.

[0119] The third housing protrusion 262d is located closer to the motor 50 than the opposing surface 61a and has a third contact surface 262d1 that contacts the third motor protrusion 253d. The first contact surface 62a1, the second contact surface 262b1, and the third contact surface 262d1 are all parallel to the opposing surface 61a and are located on the same plane. In a plan view, the periphery of the third contact surface 262d1 has an axisymmetric shape with respect to the line connecting the central axis A2 and the fourth through hole 262e as the axis of symmetry. While the periphery of the third contact surface 262d1 is circular in a plan view, it goes without saying that it is not limited to being circular in a plan view.

[0120] In the second modified example, the second housing protrusion 262b and the third housing protrusion 262d are located on either side of the imaginary line L in a plan view. The shapes of the second housing protrusion 262b and the third housing protrusion 262d are symmetrical with respect to the imaginary line L as the axis of symmetry in a plan view.

[0121] Furthermore, in a plan view, the periphery of third housing protrusion 262d overlaps the periphery of third motor protrusion 253d, and the periphery of second housing protrusion 262b overlaps the periphery of second motor protrusion 253b. When motor 50 is attached to motor attachment portion 60, first motor protrusion 53a contacts and is fixed to first housing protrusion 62a, second motor protrusion 253b contacts and is fixed to second housing protrusion 262b, and third motor protrusion 253d contacts and is fixed to third housing protrusion 262d.

[0122] The entire second contact surface 262b1 corresponds to the second contact region R22 where the second motor protrusion 253b and the second housing protrusion 262b are in contact. The entire third contact surface 262d1 corresponds to the third contact region R23 where the third motor protrusion 253d and the third housing protrusion 262d are in contact. In this second modified example, the first contact region R1, the second contact region R22, and the third contact region R23 are indicated by hatching in FIG. 9 .

[0123] In a plan view, a first contact region R1 where the first motor protrusion 53a and the first housing protrusion 62a are in contact is located at a position that overlaps with an imaginary line L that is perpendicular to the rotation axis A1. In addition, a second contact region R22 where the second motor protrusion 253b and the second housing protrusion 262b are in contact, and a third contact region R23 where the third motor protrusion 253d and the third housing protrusion 262d are in contact are located on either side of the imaginary line L. In addition, in a plan view, a length D23 of the combined region of the second contact region R22 and the third contact region R23 along an orthogonal direction perpendicular to the imaginary line L is longer than the length D1 of the first contact region R1 along the orthogonal direction.

[0124] In the second modified example, the motor 50 oscillates in a curved line in plan view that intersects with the imaginary line L and is convex toward the second housing protrusion 62 b and the third housing protrusion 262 d. In this case, the amount of deformation of the housing protrusion 62 and the motor protrusion 53 is greater than when the motor 50 oscillates in a linear line in plan view, as in the above embodiment.

[0125] This increases the amount of kinetic energy of the housing protrusion 62 and the motor protrusion 53, and increases the amount of thermal energy converted from the kinetic energy, thereby further suppressing the transmission of vibrations of the motor 50 to the housing main body 61.

[0126] According to the second modified example, the motor 50 further includes a third motor protrusion 253d that protrudes from the periphery of the end face 52b toward the outside of the motor main body 52 in a plan view. The motor mounting portion 60 further includes a third housing protrusion 262d that protrudes from the periphery of the opposing surface 61a toward the outside of the housing main body 61 in a plan view. When the motor 50 is mounted to the housing, the third motor protrusion 253d is in contact with and fixed to the third housing protrusion 262d. When the motor 50 is attached to the motor mounting portion 60, the first contact region R1, where the first motor protrusion 53a and the first housing protrusion 62a are in contact, is located in a position that overlaps with an imaginary line L perpendicular to the rotation axis A1 in a plan view. The second contact region R22, where the second motor protrusion 253b and the second housing protrusion 262b are in contact, and the third contact region R23, where the third motor protrusion 253d and the third housing protrusion 262d are in contact, are located on either side of the imaginary line L in a plan view. This allows the direction of oscillation of the motor 50 relative to the motor mounting portion 60 to be curved in a plan view. As described above, this further suppresses transmission of vibrations of the motor 50 to the housing main body 61.

[0127] The number of motor protrusions 53 and the number of housing protrusions 62 may be four or more. In this case, the first motor protrusion 53a and a fourth motor protrusion (not shown) that is the fourth motor protrusion 53 may be disposed on opposite sides of the imaginary line L, and the first housing protrusion 62a and a fourth housing protrusion (not shown) that is the fourth housing protrusion 62 may be disposed on opposite sides of the imaginary line L. Furthermore, in this case, the fourth motor protrusion is fixed in contact with the fourth housing protrusion.

[0128] Next, a third modification of the vehicle actuator 1 of the above embodiment will be described, focusing mainly on the differences from the vehicle actuator 1 of the above embodiment.

[0129] 10 is an enlarged partial cross-sectional view of the assist device 40 along the rotation axis A1 in the vehicle actuator 1 according to the third modified example of the embodiment of the present disclosure. Note that the reduction mechanism 42 is not shown in FIG.

[0130] In the third modified example, the motor 50 further includes a motor circumferential side wall 352c. The motor circumferential side wall 352c is provided continuously from the end face 52b around the periphery of the output shaft member 51. The motor circumferential side wall 352c is cylindrical and extends along the rotation axis A1. The motor circumferential side wall 352c is located inside the first recess 61b.

[0131] The motor mounting portion 60 further includes a housing circumferential side wall 361c. The housing circumferential side wall 361c is provided continuously from the opposing surface 61a and is positioned outside the motor circumferential side wall 352c in a direction perpendicular to the rotation axis A1 and faces the motor circumferential side wall 352c when the motor 50 is mounted to the motor mounting portion 60. The housing circumferential side wall 361c extends along the central axis A2.

[0132] The assist device 40 also includes a second elastic member 372. The second elastic member 372 is annular and disposed in a second annular recess 352c1 in the motor circumferential side wall 352c, and is sandwiched between the motor circumferential side wall 352c and the housing circumferential side wall 361c. In other words, the second elastic member 372 is sandwiched in a direction intersecting with the rotation axis A1. The second elastic member 372 is sandwiched in a compressed state.

[0133] The second elastic member 372 prevents liquid (e.g., water) from entering the assist housing 41 from between the motor circumferential side wall 352c and the housing circumferential side wall 361c. The second elastic member 372 is located inside the first elastic member 71 in a plan view.

[0134] The second elastic member 372 is made of synthetic rubber. The hardness of the second elastic member 372 is set to a hardness that allows the motor 50 to oscillate, similar to the hardness of the first elastic member 71. The second elastic member 372 is, for example, an O-ring.

[0135] The compression ratio of the second elastic member 372 changes in response to the oscillation of the motor 50. The elasticity of the second elastic member 372 attenuates vibrations transmitted from the motor circumferential side wall 352c to the housing circumferential side wall 361c via the second elastic member 372. This prevents vibrations from the motor 50 from being transmitted to the housing main body 61.

[0136] 10, when the motor 50 is tilted to the +Z side, the compression ratio of the +Z side of the first elastic member 71 is greater and the compression ratio of the +Z side of the second elastic member 372 is smaller than when the motor 50 is not tilted. On the other hand, when the motor 50 is tilted to the -Z side, the compression ratio of the +Z side of the first elastic member 71 is smaller and the compression ratio of the +Z side of the second elastic member 372 is greater than when the motor 50 is not tilted.

[0137] In this way, the first elastic member 71 and the second elastic member 372 are in a relationship in which they mutually compensate for the decrease in compression rate when the motor 50 oscillates, and can better prevent liquid (e.g., rainwater) from entering the assist housing 41 even when the motor 50 oscillates.

[0138] According to the third modified example, the motor 50 further includes a motor circumferential sidewall 352c extending continuously from the end face 52b around the output shaft member 51. The motor mounting portion 60 further includes a housing circumferential sidewall 361c extending continuously from the opposing surface 61a and facing the motor circumferential sidewall 352c in a direction perpendicular to the rotation axis A1. The vehicle actuator 1 further includes an annular second elastic member 372 sandwiched between the motor circumferential sidewall 352c and the housing circumferential sidewall 361c. This second elastic member 372 ensures sealing between the motor circumferential sidewall 352c and the housing circumferential sidewall 361c and further suppresses transmission of vibrations of the motor 50 to the housing main body 61.

[0139] The motor 50 and the motor attachment portion 60 may be formed so that the second elastic member 372 is located outside the first elastic member 71 in a plan view.

[0140] Next, a fourth modification of the vehicle actuator 1 of the above embodiment will be described, focusing mainly on the differences from the vehicle actuator 1 of the above embodiment.

[0141] FIG. 11 is an enlarged partial cross-sectional view of the assist device 40 along the rotation axis A1 in the vehicle actuator 1 according to a fourth modified example of the embodiment of the present disclosure.

[0142] In the fourth modified example, the assist device 40 further includes an elastic coupling 480 that couples the output shaft member 51 to the reduction mechanism 42. Specifically, the elastic coupling 480 couples the output shaft member 51 to the worm gear 42 a.

[0143] 12 is an exploded perspective view of the elastic joint 480. The elastic joint 480 includes a first rotating member 481, a second rotating member 482, a first elastic body 483, a second elastic body 484, and a coupling 485. The first rotating member 481, the second rotating member 482, the first elastic body 483, the second elastic body 484, and the coupling 485 are arranged along the rotation axis A1.

[0144] The first rotating member 481 is attached to the output shaft member 51 so as to be rotatable integrally therewith. The first rotating member 481 integrally includes a first main body portion 481b having a first hole 481a into which the output shaft member 51 fits, and a plurality of first pillar portions 481c extending from the first main body portion 481b toward the coupling 485. The number of first pillar portions 481c is four, but needless to say, is not limited to four.

[0145] The second rotating member 482 is attached to the worm gear 42a so as to be rotatable together with the worm gear 42a. The second rotating member 482 integrally includes a second main body portion 482b having a second hole 482a into which the worm gear 42a fits, and a plurality of second pillar portions 482c extending from the second main body portion 482b toward the coupling 485. The number of second pillar portions 482c is equal to the number of first pillar portions 481c.

[0146] The first elastic body 483 has an annular shape in a plan view. The first elastic body 483 has a plurality of first fitting portions 483a and a plurality of first mounting holes 483b, each of which is U-shaped in a plan view and opens radially inward. The number of first fitting portions 483a is equal to the number of first pillar portions 481c. The first pillar portions 481c are located inside the first fitting portions 483a. The number of first fitting portions 483a is equal to the number of first mounting holes 483b. The plurality of first fitting portions 483a and the plurality of first mounting holes 483b are alternately arranged in the circumferential direction.

[0147] The second elastic body 484 has an annular shape in a plan view. The second elastic body 484 has a plurality of second fitting portions 484a and a plurality of second mounting holes 484b, each of which is U-shaped in a plan view and opens radially inward. The number of second fitting portions 484a is equal to the number of second pillar portions 482c. The second pillar portions 482c are located inside the second fitting portions 484a. The number of second fitting portions 484a and the number of second mounting holes 484b are also equal. The second fitting portions 484a and the second mounting holes 484b are alternately arranged in the circumferential direction.

[0148] The coupling 485 integrally includes a cylindrical portion 485a, a plurality of pairs of side walls 486b, a plurality of first connecting walls 486c, and a plurality of second connecting walls 486d.

[0149] The pair of side walls 486b includes two side walls 486e. The side walls 486e extend radially outward from the cylindrical portion 485a in a plan view. The pair of side walls 486b are aligned in the circumferential direction. The number of pairs of side walls 486b is equal to the number of first pillar portions 481c. The first pillar portion 481c is located between the pair of side walls 486b. The second pillar portion 482c is located between the pair of adjacent side walls 486b.

[0150] When the output shaft member 51 is not rotating, the first pillar portion 481c and the side wall 486e face each other with a space between them in the circumferential direction, and the second pillar portion 482c and the side wall 486e face each other with a space between them in the circumferential direction.

[0151] The first connecting wall 486c connects the side walls 486e included in the pair of side walls 486b on the +X side of the cylindrical portion 485a. The first connecting wall 486c has a first mounting portion 486f to which the first mounting hole 483b of the first elastic body 483 is attached.

[0152] The second connecting wall 486d connects two circumferentially opposing side walls 486e of two pairs of adjacent side walls 486b on the -X side of the cylindrical portion 485a. The second connecting wall 486d has a second mounting portion 486g to which the second mounting hole 484b of the second elastic body 484 is attached.

[0153] Next, the operation of the elastic coupling 480 will be described. When the output shaft member 51 rotates, the first rotating member 481 rotates integrally with the output shaft member 51. As a result, the first pillar portion 481c presses the first elastic body 483 in the circumferential direction, and the first elastic body 483 is compressed and elastically deformed by the first pillar portion 481c and the first attached portion 486f. As the first rotating member 481 further rotates, the first pillar portion 481c presses the side wall 486e, and the coupling 485 rotates integrally with the first rotating member 481.

[0154] As the coupling 485 rotates, the second elastic body 484 is compressed and elastically deformed by the second mounted portion 486g and the second pillar portion 482c. As the coupling 485 further rotates, the side wall 486e presses the second pillar portion 482c, causing the second rotating member 482 to rotate integrally with the coupling 485. The worm gear 42a then rotates integrally with the second rotating member 482.

[0155] In this way, the rotation of the output shaft member 51 is transmitted to the worm gear 42a via the first elastic body 483 and the second elastic body 484. Furthermore, vibrations of the motor 50 are transmitted to the worm gear 42a via the first elastic body 483 and the second elastic body 484. The first elastic body 483 and the second elastic body 484 dampen the vibrations of the motor 50. Thus, the elastic coupling 480 suppresses the transmission of vibrations of the motor 50 to the worm gear 42a.

[0156] According to the fourth modified example, the vehicle actuator 1 further includes an elastic coupling 480 that connects the output shaft member 51 and the speed reduction mechanism 42. As a result, the elastic coupling 480 can suppress transmission of vibrations of the motor 50 from the output shaft member 51 to the speed reduction mechanism 42.

[0157] The elastic coupling 480 may be a so-called Oldham coupling. In this case, the elastic coupling 480 includes a first hub (not shown) fixed to the output shaft member 51, a second hub (not shown) fixed to the worm gear 42 a, and an elastic spacer (not shown) disposed between the first hub and the second hub.

[0158] Next, a vehicle actuator 1 according to another modification of this embodiment will be described.

[0159] The vehicle actuator 1 may be a seat actuator that moves a vehicle seat by driving a motor 50. In this case, the motor 50 may be a stepping motor.

[0160] Furthermore, the vehicle actuator 1 may be a brake actuator that drives the brake by the output of the motor 50 in response to the operation of the brake pedal by the driver.

[0161] The assist device 40 may also be disposed in the steering gear unit 30. In this case, the assist housing 41 is integrated with the gear housing 31, and the second rack teeth 32b are disposed on the first pinion shaft 33 of the steering gear unit 30.

[0162] Furthermore, the vehicle actuator 1 may further include a steering column (not shown) through which the steering shaft 10 passes, and the assist device 40 may be disposed on the steering column. In this case, the assist housing 41 is integrated with the steering column. Furthermore, the worm wheel 42b is attached to the steering shaft 10 so as to be rotatable integrally therewith. Note that in this case, the vehicle actuator 1 does not include the second rack teeth 32b. Furthermore, in this case, the assist device 40 may be disposed inside the vehicle cabin, and the assist device 40 may not include the first elastic member 71.

[0163] If the assist device 40 does not include the first elastic member 71, the area where the end surface 52b and the opposing surface 61a overlap in plan view has a gap S from the center to the periphery.

[0164] The first contact region R1 and the second contact region R2 may have a shape other than line symmetry. In plan view, the center of the first through hole 53c does not have to overlap with the imaginary line L. In plan view, the first contact region R1 and the second contact region R2 do not have to overlap with the imaginary line L.

[0165] The first contact area R1 and the second contact area R2 may be located on the same plane as the opposing surface 61 a. In this case, the −X side surface of the motor protrusion 53 is located closer to the housing protrusion 62 (−X side) than the end surface 52 b.

[0166] In addition, the motor protrusion 53 and the housing protrusion 62 may be formed so that the first contact area R1 and the second contact area R2 are located between the end face 52b and the opposing surface 61a in the direction along the rotation axis A1.

[0167] Furthermore, the size of the opposing surface 61 a in plan view may be such that the periphery of the opposing surface 61 a comes into contact with the end surface 52 b when the motor 50 is tilted relative to the motor mounting portion 60. In this case, the periphery of the opposing surface 61 a is located inside the periphery of the end surface 52 b in plan view.

[0168] Furthermore, the end surface 52b and the opposing surface 61a may have a first protrusion (not shown) at a position that does not interfere with the oscillation of the motor 50. Furthermore, the length of the gap S along the rotation axis A1 may be greater than a predetermined length.

[0169] The end surface 52b may have a second protrusion (not shown) that protrudes toward the opposing surface 61a and contacts the opposing surface 61a when the motor 50 swings. In this case, the length along the rotation axis A1 between the tip of the second protrusion and the opposing surface 61a is set to a predetermined length. The second protrusion may be disposed on the opposing surface 61a so as to protrude toward the end surface 52b.

[0170] The imaginary straight line L does not have to intersect with the rotation axis A1. The angle of the imaginary straight line L may be outside the predetermined angle range H.

[0171] REFERENCE SIGNS LIST 1 Vehicle actuator 2a Vehicle body 40 Assist device 42 Speed ​​reduction mechanism 50 Motor 51 Output shaft member 52 Motor body 52b End surface 53a First motor protrusion 53b Second motor protrusion 60 Motor mounting portion (housing) 61 Housing body 61a Opposing surface 62a First housing protrusion 62b Second housing protrusion 71 First elastic member 352c Motor peripheral side wall 361c Housing peripheral side wall 372 Second elastic member 480 Elastic coupling A1 Rotation axis L Virtual straight line R1 First contact area R2 Second contact area S Gap

Claims

1. A vehicle actuator comprising: a motor having an output shaft member; and a housing to which the motor is attached, wherein the motor has: a motor main body portion having an end face perpendicular to the rotation axis of the output shaft member; and a first motor protrusion and a second motor protrusion protruding from the periphery of the end face towards the outside of the motor main body portion in a plan view taken along the rotation axis; the housing has: a housing main body portion having an opposing surface opposite the end face; and a first housing protrusion and a second housing protrusion protruding from the periphery of the opposing surface towards the outside of the housing main body portion in the plan view, wherein when the motor is attached to the housing, the first motor protrusion is fixed in contact with the first housing protrusion, and the second motor protrusion is fixed in contact with the second housing protrusion, and there is a gap between the end face and the opposing surface.

2. The vehicle actuator according to claim 1, wherein the area where the end surface and the opposing surface overlap in the plan view has the gap from the center to the periphery.

3. The vehicle actuator according to claim 1 or 2, wherein the length of the gap along the rotation axis is 5 μm or more and 200 μm or less.

4. A vehicle actuator according to any one of claims 1 to 3, wherein, in the plan view, a first contact area where the first motor protrusion and the first housing protrusion are in contact, and a second contact area where the second motor protrusion and the second housing protrusion are in contact, overlap with an imaginary line perpendicular to the rotation axis.

5. The vehicle actuator according to claim 4, wherein, in the plan view, the length of the first contact area along a direction perpendicular to the imaginary straight line is equal to the length of the second contact area along the direction perpendicular to the imaginary straight line.

6. The vehicle actuator according to claim 4, wherein, in the plan view, the length of the first contact area along a direction perpendicular to the imaginary straight line is longer than the length of the second contact area along the direction perpendicular to the imaginary straight line.

7. The vehicle actuator according to any one of claims 1 to 3, wherein the motor further comprises a third motor protrusion that protrudes from the periphery of the end face towards the outside of the motor main body in the plan view, and the housing further comprises a third housing protrusion that protrudes from the periphery of the opposing face towards the outside of the housing main body in the plan view, and the third motor protrusion is in contact with and fixed to the third housing protrusion when the motor is attached to the housing, and a first contact area where the first motor protrusion and the first housing protrusion are in contact is located in a position that overlaps with an imaginary line perpendicular to the rotation axis in the plan view, and a second contact area where the second motor protrusion and the second housing protrusion are in contact and a third contact area where the third motor protrusion and the third housing protrusion are in contact are located on both sides of the imaginary line in the plan view.

8. The vehicle actuator according to any one of claims 4 to 7, wherein, when viewed along the width direction of the vehicle, the angle formed between the longitudinal direction of the vehicle and the imaginary line is between 0 degrees and 45 degrees.

9. The vehicle actuator according to any one of claims 1 to 8, wherein the size of the opposing surface in the plan view is such that the end face and the opposing surface come into contact when the motor is tilted relative to the housing.

10. The vehicle actuator according to any one of claims 1 to 9, further comprising an elastic coupling that connects the output shaft member and the speed reduction mechanism.

11. The vehicle actuator according to any one of claims 1 to 10, further comprising an annular first elastic member sandwiched around the output shaft member by the end face and the opposing face.

12. A vehicle actuator as claimed in any one of claims 1 to 11, wherein the motor further has a motor circumferential side wall extending continuously from the end face around the output shaft member, the housing further has a housing circumferential side wall extending continuously from the opposing surface and facing the motor circumferential side wall in a direction perpendicular to the rotation axis, and further comprising an annular second elastic member sandwiched between the motor circumferential side wall and the housing circumferential side wall.

Images