Actuator for vehicle

Abstract

An actuator 1 for a vehicle comprises: a motor 50; a motor attachment part 60; and an annular first elastic member 71 and second elastic member 72. 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. 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. The first elastic member 71 and the second elastic member 72 are sandwiched by the motor body part 52 and the housing body part 61, the first motor protruding part 53a is fixed to the first housing protruding part 62a, the second motor protruding part 53b is fixed to the second housing protruding part 62b, 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; a housing to which the motor is attached; and annular first and second elastic members; the motor has a motor main body portion having an end face perpendicular to the rotation axis of the output shaft member; and first and second motor protrusions that protrude 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 has a housing main body portion having an opposing surface opposite the end face; and first and second housing protrusions that protrude 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 elastic member and the second elastic member are sandwiched by the motor main body portion and the housing main body portion; the first motor protrusion is fixed to the first housing protrusion, and the second motor protrusion is fixed to 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. Therefore, the vibration energy of the motor is converted into thermal energy by the first housing protrusion and the second housing protrusion. This reduces the transmission of motor vibration to the housing main body.

[0008] Furthermore, the first elastic member and the second elastic member can ensure sealing between the motor main body and the housing main body, and can further suppress the transmission of motor vibrations to the housing.

[0009] In addition, in an aspect of the present disclosure, the first elastic member is sandwiched between the end face and the opposing surface around the output shaft member, 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 second elastic member is sandwiched between the motor circumferential side wall and the housing circumferential side wall.

[0010] With this configuration, even if the compression rate of one of the first and second elastic members decreases when the motor is tilted relative to the housing, the compression rate of the other of the first and second elastic members increases, thereby ensuring a reliable seal between the motor body and the housing body.

[0011] In addition, in an aspect of the present disclosure, the first elastic member is located outside the second elastic member in the plan view.

[0012] This allows the housing to be made smaller than when the first elastic member is positioned more inward than the second elastic member in a plan view.

[0013] In an aspect of the present disclosure, at least one of the first elastic member and the second elastic member is bonded to at least one of the motor and the housing.

[0014] With this configuration, when the motor swings relative to the housing, the first elastic member and the second elastic member elastically deform without sliding relative to at least one of the motor and the housing, thereby further suppressing transmission of motor vibration to the housing.

[0015] 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.

[0016] This allows the motor to swing relative to the housing when the motor is driven without coming into contact with the housing.

[0017] Furthermore, in an aspect of the present disclosure, in the planar view, the first fixing region of the first housing protrusion to which the first motor protrusion is fixed and the second fixing region of the second housing protrusion to which the second motor protrusion is fixed overlap with a virtual straight line perpendicular to the rotation axis.

[0018] This allows the direction of the motor's swing relative to the housing to intersect with the imaginary line in a plan view, and therefore the direction of the motor's swing can be adjusted by changing the positions of the first and second fixing regions.

[0019] In addition, in an aspect of the present disclosure, when viewed along the width direction of the vehicle, the angle formed between the front-to-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.

[0020] 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.

[0021] In addition, in an aspect of the present disclosure, the vehicle actuator further includes a first damping member and a second damping member, and the first motor protrusion is fixed to the first housing protrusion via the first damping member, and the second motor protrusion is fixed to the second housing protrusion via the second damping member.

[0022] This makes it possible to further suppress transmission of vibrations of the motor to the housing by the first damping member and the second damping member.

[0023] In addition, in an aspect of the present disclosure, the rigidity of the first damping member and the rigidity of the second damping member are higher than the rigidity of the first elastic member and the rigidity of the second elastic member, respectively.

[0024] This allows the rigidity of the first elastic member and the rigidity of the second elastic member to be relatively low, and the first elastic member and the second elastic member can further suppress the transmission of motor vibrations to the housing.

[0025] 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.

[0026] According to this, the elastic coupling can suppress the transmission of vibrations of the motor from the output shaft member to the reduction mechanism.

[0027] According to an aspect of the present disclosure, the vehicle actuator can suppress the transmission of vibrations of the motor.

[0028] 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 cross-sectional view of an assist device taken along the rotational axis of an output shaft member of a 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 the motor viewed along the rotational axis. FIG. 6 is a plan view of a motor mounting portion viewed along the central axis. FIG. 7 is a partially enlarged cross-sectional view showing a state in which a first elastic member and a second elastic member are clamped in a vehicle actuator according to a first modified embodiment of the present disclosure. FIG. 8 is an enlarged partial cross-sectional view of an assist device taken along the rotational axis in a vehicle actuator according to a second modified embodiment of the present disclosure. FIG. 9 is an enlarged partial cross-sectional view of an assist device taken along the rotational axis in a vehicle actuator according to a third modified embodiment of the present disclosure. FIG. 10 is a cross-sectional view of an assist device taken along the rotational axis in a vehicle actuator according to a fourth modified embodiment of the present disclosure. FIG. 11 is an exploded perspective view of an elastic coupling.

[0029] 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.

[0030] 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.

[0031] 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).

[0032] The vehicle actuator 1 includes a steering shaft 10 , an intermediate shaft 20 , a steering gear unit 30 , and an assist device 40 .

[0033] 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.

[0034] 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.

[0035] 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.

[0036] 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.

[0037] 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.

[0038] The first pinion shaft 33 has first pinion teeth 33a at a second end thereof, which mesh with the first rack teeth 32a.

[0039] 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.

[0040] 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.

[0041] 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.

[0042] 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.

[0043] 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.

[0044] 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 cross-sectional view of the assist device 40 taken along the rotation axis A1 of the output shaft member 51 of the motor 50.

[0045] 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.

[0046] 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.

[0047] 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.

[0048] 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.

[0049] 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.

[0050] 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.

[0051] The second pinion shaft 42c has second pinion teeth 42d at a second end thereof, which mesh with the second rack teeth 32b.

[0052] 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.

[0053] 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.

[0054] 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.

[0055] 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.

[0056] 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.

[0057] 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.

[0058] The motor main body 52 also has a motor peripheral side wall 52c that is provided continuously from the end surface 52b around the output shaft member 51. The motor peripheral side wall 52c is cylindrical and extends along the rotation axis A1.

[0059] 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.

[0060] 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.

[0061] 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 fixing region R1 and a second fixing 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 fixing region R1, and the second fixing region R2.

[0062] 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.

[0063] 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.

[0064] 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.

[0065] 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.

[0066] 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.

[0067] 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.

[0068] 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.

[0069] 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.

[0070] The housing main body 61 also has a housing circumferential side wall 61b. The housing circumferential side wall 61b is provided continuously from the opposing surface 61a and is located outside the motor circumferential side wall 52c in a direction perpendicular to the rotation axis A1 when the motor 50 is attached to the motor attachment part 60. The housing circumferential side wall 61b is integral with the housing main body 61 and extends along the central axis A2.

[0071] 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.

[0072] 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.

[0073] 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.

[0074] 4 and 6, the first housing protrusion 62a is located closer to the motor 50 than the opposing surface 61a and has a first fixing surface 62a1 with which the first motor protrusion 53a comes into contact and is fixed. The second housing protrusion 62b is located closer to the motor 50 than the opposing surface 61a and has a second fixing surface 62b1 with which the second motor protrusion 53b comes into contact and is fixed. The first fixing surface 62a1 and the second fixing surface 62b1 are both parallel to the opposing surface 61a.

[0075] Furthermore, the periphery of first fixing surface 62a1 and the periphery of second fixing surface 62b1 have an axisymmetric shape in plan view with imaginary line L as the axis of symmetry. The periphery of first fixing surface 62a1 and the periphery of second fixing surface 62b1 are circular in plan view, but needless to say, are not limited to being circular in plan view.

[0076] As shown in Figure 4, when the motor 50 is attached to the motor mounting portion 60, the first motor protrusion 53a is fixed to the first housing protrusion 62a, and the second motor protrusion 53b is fixed to the second housing protrusion 62b.

[0077] 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."

[0078] When the motor 50 is attached to the motor attachment portion 60, the entire first fixing surface 62a1 corresponds to the first fixing region R1 of the first housing protrusion 62a to which the first motor protrusion 53a is fixed, and the entire second fixing surface 62b1 corresponds to the second fixing region R2 of the second housing protrusion 62b to which the second motor protrusion 53b is fixed.

[0079] The first fixing region R1 and the second fixing 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 fixing region R1 and the second fixing region R2 are located on opposite sides of the output shaft member 51 in a plan view. The peripheries of the first fixing region R1 and the second fixing region R2 are circular in a plan view, but needless to say, are not limited to being circular in a plan view.

[0080] The first fixing region R1 and the second fixing region R2 overlap with an imaginary line L that is perpendicular to the rotation axis A1 in a plan view. The first fixing region R1 and the second fixing 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 fixing region R1 along the orthogonal direction that is perpendicular to the imaginary line L is equal to the length D2 of the second fixing region R2 along the orthogonal direction.

[0081] 4, first fixed surface 62a1 and second fixed surface 62b1 (as well as first fixed region R1 and second fixed region R2) are located closer to motor 50 than opposing surface 61a. First fixed surface 62a1 and second fixed surface 62b1 are located on the same plane as end surface 52b. This leaves a gap S between end surface 52b and opposing surface 61a.

[0082] 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.

[0083] 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 tilts and swings relative to the motor mounting part 60 while the motor 50 is running.

[0084] Furthermore, 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. When the end face 52b and the opposing surface 61a come into contact, the periphery of the end face 52b comes into contact with the opposing surface 61a. When the periphery of the end face 52b comes into contact with the opposing surface 61a, portions of the end face 52b other than the periphery do not come into contact with the opposing surface 61a.

[0085] As shown in FIG. 4 , the assist device 40 further includes a first elastic member 71 and a second elastic member 72. The first elastic member 71 and the second elastic member 72 are annular and made of synthetic rubber. The hardness of the first elastic member 71 and the second elastic member 72 is determined to allow the motor 50 to oscillate, for example, A40 to A70 (as measured with a Type A durometer specified in JIS K 6253). The first elastic member 71 and the second elastic member 72 are, for example, O-rings. When the motor 50 is attached to the motor attachment portion 60, the first elastic member 71 and the second elastic member 72 are sandwiched between the motor main body 52 and the housing main body 61.

[0086] Specifically, the first elastic member 71 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 first elastic member 71 is sandwiched in a compressed state. In a plan view, the first elastic member 71 is located outside the second elastic member 72. The first elastic member 71 is disposed in a first annular recess 61c in the opposing surface 61a.

[0087] The first elastic member 71 prevents liquid (for example, rainwater) from entering the inside of the motor mounting portion 60 and the assist housing 41 from between the end surface 52b and the opposing surface 61a.

[0088] The second elastic member 72 is sandwiched between the motor circumferential side wall 52c and the housing circumferential side wall 61b. That is, the second elastic member 72 is sandwiched along a direction intersecting the rotation axis A1. The second elastic member 72 is sandwiched in a compressed state. The second elastic member 72 is disposed in a second annular recess 52d in the motor circumferential side wall 52c.

[0089] The second elastic member 72 prevents liquid (for example, water) from entering the assist housing 41 from between the motor peripheral side wall 52c and the housing peripheral side wall 61b.

[0090] 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.

[0091] As described above, when the motor 50 is attached to the motor attachment portion 60, the first motor protrusion 53a is fixed to the first housing protrusion 62a, the second motor protrusion 53b is fixed to 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 fixing region R1 and the second fixing region R2 overlap with the imaginary line L, and the length D1 of the first fixing region R1 is equal to the length D2 of the second fixing region R2.

[0092] 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.

[0093] 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.

[0094] 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.

[0095] 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 .

[0096] 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 .

[0097] Furthermore, the compressibility of the first elastic member 71 and the second elastic member 72 changes in response to the oscillation of the motor 50. The elasticity of the first elastic member 71 attenuates vibrations transmitted from the end face 52b to the opposing face 61a via the first elastic member 71. The elasticity of the second elastic member 72 attenuates vibrations of the motor 50 transmitted from the motor circumferential side wall 52c to the housing circumferential side wall 61b via the second elastic member 72. Therefore, the first elastic member 71 and the second elastic member 72 can suppress transmission of vibrations of the motor 50 to the housing main body 61.

[0098] Furthermore, the second elastic member 72 slides against the motor circumferential side wall 52c due to the oscillation of the motor 50. This generates a frictional force between the motor circumferential side wall 52c and the second elastic member 72 in a direction that suppresses the oscillation of the motor 50, and the vibration of the motor 50 that is transmitted from the motor circumferential side wall 52c to the housing circumferential side wall 61b via the second elastic member 72 is attenuated.

[0099] Furthermore, when the first elastic member 71 slides against the end face 52b due to the oscillation of the motor 50, the frictional force generated between the end face 52b and the first elastic member 71 damps the vibration of the motor 50 that is transmitted from the end face 52b to the opposing surface 61a via the first elastic member 71.

[0100] 4, 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 72 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 72 is greater than when the motor 50 is not tilted.

[0101] In this way, the first elastic member 71 and the second elastic member 72 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.

[0102] 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.

[0103] 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.

[0104] 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.

[0105] Similarly to the above, the first elastic member 71 and the second elastic member 72 dampen vibrations of the motor 50 that are transmitted from the motor 50 to the housing main body 61 .

[0106] As described above, according to this embodiment, the vehicle actuator 1 includes the motor 50 having the output shaft member 51, the motor mounting portion 60 to which the motor 50 is mounted, and the annular first and second elastic members 71 and 72. The motor 50 includes the motor main body 52 having the end face 52b perpendicular to the rotation axis A1 of the output shaft member 51, and the first and second motor protrusions 53a and 53b protruding 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 the housing main body 61 having the opposing surface 61a facing the end face 52b, and the first and second housing protrusions 62a and 62b protruding 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 elastic member 71 and the second elastic member 72 are sandwiched between the motor main body 52 and the housing main body 61, the first motor protrusion 53a is fixed to the first housing protrusion 62a, the second motor protrusion 53b is fixed to the second housing protrusion 62b, and a gap S is present between the end face 52b and the opposing surface 61a. Because 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, vibration of the motor 50 causes the motor 50 to oscillate relative to the motor mounting portion 60 when the motor 50 is driven. The oscillation of the motor 50 repeatedly deforms the housing protrusion 62 and the motor protrusion 53, converting the kinetic energy of the housing protrusion 62 and the motor protrusion 53 into thermal energy. Therefore, the vibration energy of the motor 50 is converted into thermal energy by the housing protrusion 62 and the motor protrusion 53. Therefore, the vibration of the motor 50 can be prevented from being transmitted to the housing main body 61 .

[0107] Furthermore, the first elastic member 71 and the second elastic member 72 ensure sealing between the motor main body 52 and the housing main body 61, and further suppress the transmission of vibrations from the motor 50 to the housing main body 61.

[0108] The first elastic member 71 is sandwiched between the end face 52b and the opposing surface 61a around the output shaft member 51, and the motor 50 further includes a motor circumferential sidewall 52c extending continuously from the end face 52b around the output shaft member 51. The motor mounting portion 60 further includes a housing circumferential sidewall 61b extending continuously from the opposing surface 61a and facing the motor circumferential sidewall 52c in a direction perpendicular to the rotation axis A1. The second elastic member 72 is sandwiched between the motor circumferential sidewall 52c and the housing circumferential sidewall 61b. This increases the compression rate of one of the first elastic member 71 and the second elastic member 72 when the motor 50 is tilted relative to the motor mounting portion 60. This reliably ensures sealing between the motor main body 52 and the housing main body 61.

[0109] 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.

[0110] Furthermore, in a plan view, the first fixing region R1 of the first housing protrusion 62a, to which the first motor protrusion 53a is fixed, and the second fixing region R2 of the second housing protrusion 62b, to which the second motor protrusion 53b is fixed, 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 direction of oscillation of the motor 50 can be adjusted by the positions of the first fixing region R1 and the second fixing region R2.

[0111] 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.

[0112] 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.

[0113] FIG. 7 is a partially enlarged cross-sectional view showing a state in which a first elastic member 71 and a second elastic member 72 are sandwiched in a vehicle actuator 1 according to a first modified example of the embodiment of the present disclosure.

[0114] In this first modified example, the first elastic member 71 and the second elastic member 72 are respectively adhered to the motor 50 and the motor mounting portion 60. Specifically, the first elastic member 71 is adhered to the end face 52b and the first recess 61c. The second elastic member 72 is adhered to the circumferential side surface of the housing circumferential side wall 61b and the second recess 52d.

[0115] The first elastic member 71 and the second elastic member 72 are bonded together over the entire periphery thereof using an adhesive A. The adhesive A is, for example, a cyanoacrylate adhesive.

[0116] When the first elastic member 71 and the second elastic member 72 are bonded, the first elastic member 71 and the second elastic member 72 do not slide relative to the motor 50 and the motor mounting portion 60, but elastically deform in response to the oscillation of the motor 50. In this case, the elasticity of the first elastic member 71 and the second elastic member 72 efficiently attenuates vibrations of the motor 50 that are transmitted to the motor mounting portion 60 via the first elastic member 71 and the second elastic member 72.

[0117] Furthermore, since the first elastic member 71 and the second elastic member 72 are bonded together, the sealing properties of the first elastic member 71 and the second elastic member 72 do not decrease even if the compression rate of the first elastic member 71 and the second elastic member 72 changes due to the oscillation of the motor 50.

[0118] According to the first modified example, the first elastic member 71 and the second elastic member 72 are adhered to the motor 50 and the motor mounting portion 60. As a result, when the motor 50 swings relative to the motor mounting portion 60, the first elastic member 71 and the second elastic member 72 elastically deform without sliding relative to the motor 50 and the motor mounting portion 60. This further reduces the transmission of vibrations of the motor 50 to the motor mounting portion 60.

[0119] In the second modified example, only one of the first elastic member 71 and the second elastic member 72 may be adhered to the motor 50 and the motor mounting portion 60 .

[0120] The first elastic member 71 may be adhered to only one of the motor 50 and the motor mounting portion 60. The second elastic member 72 may be adhered to only one of the motor 50 and the motor mounting portion 60.

[0121] 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.

[0122] FIG. 8 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 second modified example of the embodiment of the present disclosure.

[0123] In the second modified example, the first elastic member 71 is located inside the second elastic member 72 in plan view. Specifically, the motor circumferential side wall 252c, the second recess 252d, and the housing circumferential side wall 261b are located outside the first recess 261c in plan view.

[0124] The motor mounting portion 60 of the above embodiment has a simpler shape than the motor mounting portion 60 of the second modified example. Therefore, when the first elastic member 71 is located outside the second elastic member 72 in a plan view, as in the above embodiment, the shape of the motor mounting portion 60 can be simplified, and the motor mounting portion 60 can be made smaller.

[0125] According to the above embodiment, in a plan view, the first elastic member 71 is located outside the second elastic member 72. This allows the motor mounting portion 60 to be made smaller than when the first elastic member 71 is located inside the second elastic member 72 in a plan view.

[0126] 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.

[0127] FIG. 9 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 third modified example of the embodiment of the present disclosure.

[0128] In the third modified example, the assist device 40 further includes a first damping member 373 and a second damping member 374. The first damping member 373 and the second damping member 374 are each disk-shaped and have a third through-hole 375 through which a bolt passes. It goes without saying that the first damping member 373 and the second damping member 374 are not limited to being disk-shaped.

[0129] The rigidity of the first damping member 373 and the second damping member 374 is higher than the rigidity of the first elastic member 71 and the second elastic member 72. The material of each of the first damping member 373 and the second damping member 374 is flake graphite cast iron containing flake graphite.

[0130] The damping rate of flake graphite cast iron (approximately 0.05%) is higher than that of spheroidal graphite cast iron (approximately 0.01%). The material of each of the first damping member 373 and the second damping member 374 may be spheroidal graphite cast iron containing spheroidal graphite, or an aluminum alloy or magnesium alloy containing needle-like voids.

[0131] As shown in Figure 9, when the motor 50 is attached to the motor mounting portion 60, the first motor protrusion 53a is fixed to the first housing protrusion 362a via a first damping member 373, and the second motor protrusion 53b is fixed to the second housing protrusion 362b via a second damping member 374.

[0132] A first fixing surface 362a1 (first fixing region R21) of the first housing protrusion 362a is located on the same plane as the opposing surface 61a. A second fixing surface 362b1 (second fixing region R22) of the second housing protrusion 362b is located on the same plane as the opposing surface 61a. The first housing protrusion 362a and the second housing protrusion 362b have second through holes 362c.

[0133] The first damping member 373 contacts the first fixing surface 362a1 and overlaps with the first fixing region R21 in plan view. The second damping member 374 contacts the second fixing surface 362b1 and overlaps with the second fixing region R22 in plan view.

[0134] Furthermore, when the motor 50 is attached to the motor attachment portion 60, the first damping member 373 and the second damping member 374 do not overlap with the end face 52 b and the opposing face 61 a in a plan view, and are not in contact with the end face 52 b and the opposing face 61 a. In the third modified example, the length of the gap S along the rotation axis A1 may be longer than a predetermined length.

[0135] In the third modified example, vibrations of the motor 50 transmitted from the motor protrusion 53 to the housing protrusion 62 are damped by the first damping member 373 and the second damping member 374. Therefore, transmission of vibrations of the motor 50 to the housing main body 61 can be suppressed.

[0136] According to the third modified example, the vehicle actuator 1 further includes a first damping member 373 and a second damping member 374. The first motor protrusion 53a is fixed to the first housing protrusion 62a via the first damping member 373. The second motor protrusion 53b is fixed to the second housing protrusion 62b via the second damping member 374. As a result, the first damping member 373 and the second damping member 374 can further suppress transmission of vibrations of the motor 50 to the motor mounting portion 60.

[0137] Furthermore, the rigidity of the first damping member 373 and the rigidity of the second damping member 374 are higher than the rigidity of the first elastic member 71 and the rigidity of the second elastic member 72, respectively. This allows the rigidity of the first elastic member 71 and the rigidity of the second elastic member 72 to be relatively low, and the first elastic member 71 and the second elastic member 72 can further suppress transmission of vibrations of the motor 50 to the motor mounting portion 60.

[0138] The rigidity of the first damping member 373 and the second damping member 374 may be equal to or less than the rigidity of the first elastic member 71 and the second elastic member 72 .

[0139] 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.

[0140] FIG. 10 is a 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.

[0141] 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.

[0142] 11 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.

[0143] 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.

[0144] 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.

[0145] 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.

[0146] 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.

[0147] 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.

[0148] The pair of side walls 486b includes two side walls 486e. The side walls 486e extend radially outward from the cylindrical portion 485a. 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.

[0149] 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.

[0150] 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.

[0151] 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.

[0152] 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.

[0153] 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.

[0154] 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.

[0155] 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.

[0156] 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.

[0157] Next, a vehicle actuator 1 according to another modification of this embodiment will be described.

[0158] 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.

[0159] 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.

[0160] 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. The second rack teeth 32b are disposed on the first pinion shaft 33 of the steering gear unit 30.

[0161] 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. The worm wheel 42b is attached to the steering shaft 10 so as to be rotatable integrally therewith. In this case, the vehicle actuator 1 does not include the second rack teeth 32b.

[0162] The first fixing region R1 and the second fixing 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 fixing region R1 and the second fixing region R2 do not have to overlap with the imaginary line L.

[0163] Alternatively, the first fixing region R1 and the second fixing region R2 may be located on the same plane as the opposing surface 61a. 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 52b.

[0164] In addition, the motor protrusion 53 and the housing protrusion 62 may be formed so that the first fixing region R1 and the second fixing region R2 are positioned between the end face 52b and the opposing surface 61a in the direction along the rotation axis A1.

[0165] 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.

[0166] The end surface 52 b and the opposing surface 61 a may have a first protrusion (not shown) at a position that does not interfere with the oscillation of the motor 50 .

[0167] 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.

[0168] 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.

[0169] Furthermore, both the first elastic member 71 and the second elastic member 72 may be sandwiched between the end surface 52b and the opposing surface 61a.

[0170] Furthermore, both the first elastic member 71 and the second elastic member 72 may be sandwiched between the motor peripheral side wall 52c and the housing peripheral side wall 61b.

[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 main body 52b End face 52c Motor peripheral side wall 53a First motor protrusion 53b Second motor protrusion 60 Motor mounting portion (housing) 61 Housing main body 61a Opposing surface 61b Housing peripheral side wall 62a First housing protrusion 62b Second housing protrusion 71 First elastic member 72 Second elastic member 373 First damping member 374 Second damping member 480 Elastic coupling A1 Rotation axis L Virtual straight line R1 First fixing region R2 Second fixing region S Gap

Claims

1. A vehicle actuator comprising: a motor having an output shaft member; a housing to which the motor is attached; and first and second annular elastic members, wherein the motor has: a motor main body portion having an end face perpendicular to the rotation axis of the output shaft member; and first and second motor protrusions 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 first and second housing protrusions protruding from the periphery of the opposing surface towards the outside of the housing main body portion in the plan view; and when the motor is attached to the housing, the first elastic member and the second elastic member are sandwiched between the motor main body portion and the housing main body portion, the first motor protrusion is fixed to the first housing protrusion, and the second motor protrusion is fixed to 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 first elastic member is sandwiched between the end face and the opposing surface around the output shaft member, 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 the second elastic member is sandwiched between the motor circumferential side wall and the housing circumferential side wall.

3. The vehicle actuator according to claim 2, wherein the first elastic member is located outside the second elastic member in the plan view.

4. The vehicle actuator according to any one of claims 1 to 3, wherein at least one of the first elastic member and the second elastic member is bonded to at least one of the motor and the housing.

5. The vehicle actuator according to any one of claims 1 to 4, wherein the length of the gap along the rotation axis is 5 μm or more and 200 μm or less.

6. A vehicle actuator according to any one of claims 1 to 5, wherein, in the plan view, a first fixing region of the first housing protrusion to which the first motor protrusion is fixed and a second fixing region of the second housing protrusion to which the second motor protrusion is fixed overlap with an imaginary line perpendicular to the rotation axis.

7. The vehicle actuator according to claim 6, wherein, 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 between 0 degrees and 45 degrees.

8. A vehicle actuator according to any one of claims 1 to 7, further comprising a first damping member and a second damping member, wherein the first motor protrusion is fixed to the first housing protrusion via the first damping member, and the second motor protrusion is fixed to the second housing protrusion via the second damping member.

9. The vehicle actuator according to claim 8, wherein the rigidity of the first damping member and the rigidity of the second damping member are higher than the rigidity of the first elastic member and the rigidity of the second elastic member, respectively.

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.

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