CN210053301U

CN210053301U - Motor unit

Info

Publication number: CN210053301U
Application number: CN201921166121.8U
Authority: CN
Inventors: 刘万俊; 有贺久刚; 赤羽徳行; 宮下敏臣
Original assignee: Japan Electric Sanxie Electronics (dongguan) Co Ltd; Nidec Sankyo Corp
Current assignee: Japan Electric Sanxie Electronics (dongguan) Co Ltd; Nidec Sankyo Electronics Dongguan Corp; Nidec Sankyo Corp
Priority date: 2018-07-27
Filing date: 2019-07-23
Publication date: 2020-02-11
Anticipated expiration: 2029-07-23
Also published as: CN110784064A; KR102171558B1; KR20200012777A

Abstract

The utility model provides a motor unit, its rotor that makes the reversal collides with other parts and corrects it for corotation, alleviates the collision sound that takes place when the rotor collides. A motor unit is characterized by comprising: an alternating current motor as a driving source; and a reverse rotation preventing mechanism that corrects reverse rotation of the ac motor to normal rotation, the reverse rotation preventing mechanism including: an engaging portion which is a concave portion or a convex portion provided on an outer surface of a rotor of the alternating-current motor; and a stopper member that enters a rotation orbit of the engagement portion and collides with the engagement portion when the rotor rotates in reverse, the stopper member including a main body portion and a buffer portion that is more easily elastically deformed than the main body portion, the engagement portion colliding with the buffer portion.

Description

Motor unit

Technical Field

The utility model relates to a motor unit.

Background

Conventionally, there is known a geared motor including a gear train that transmits rotation of a motor to an output shaft (for example, patent document 1). The geared motor 1 shown in patent document 1 uses an ac synchronous motor as a drive source, and is provided with a reverse rotation preventing mechanism (a contact surface 11h of the rotor 11, a projection 25c of the sector gear 25) that corrects the reverse rotation of the rotor 11 to the normal rotation.

Documents of the prior art

Patent document

Patent document 1: japanese laid-open patent publication No. 2002-10572

SUMMERY OF THE UTILITY MODEL

Technical problem to be solved by the utility model

Since the direction in which the single-phase ac synchronous motor rotates at the time of starting is uncertain, a mechanism for preventing the motor from reversing is required. As in patent document 1, when a mechanism is used in which the contact surface 11h of the rotor 11 that is rotating in the reverse direction collides with the sector gear 25 and the rotor 11 is corrected to rotate in the normal direction by the reaction force of the contact surface 11h, there is a problem in that the collision sound generated when the rotor 11 collides with the sector gear 25 is large.

In view of the above, an object of the present invention is to reduce collision noise generated when a rotor collides with a motor unit in which a counter-rotating rotor collides with another member and is corrected to a normal rotation.

Technical scheme for solving technical problem

In order to solve the above-mentioned technical problem, the utility model discloses a motor unit's characterized in that possesses: an alternating current motor as a driving source and a reverse rotation preventing mechanism for correcting a reverse rotation of the alternating current motor to a normal rotation, the reverse rotation preventing mechanism comprising: an engaging portion that is a concave portion or a convex portion provided on an outer surface of a rotor of the alternating-current motor or an outer surface of a member that rotates integrally with the rotor; and a stopper member that enters a rotation orbit of the engagement portion and collides with the engagement portion when the rotor rotates in reverse, the stopper member including a main body portion and a buffer portion that is more easily elastically deformed than the main body portion, the engagement portion colliding with the buffer portion.

By providing the stopper member with a buffer portion that is more easily elastically deformed than the main body portion and causing the engagement portion of the rotor that is rotating in the reverse direction to collide with the buffer portion, it is possible to reduce the collision noise generated when the engagement portion collides.

In this case, it is preferable that the buffer portion is a cantilevered arm portion extending from the main body portion, and the engagement portion collides with a distal end portion which is a free end of the arm portion.

By designing the buffer portion to have a cantilever structure in which the base end is fixed to the main body portion and the tip end is a free end, the buffer portion can be deformed more easily than a structure in which both ends of the buffer portion are fixed to the main body portion. Further, by making the engagement portion collide with the free end of the cushion portion (arm portion) which is particularly easily deformed, the collision sound generated at the time of collision can be reduced.

In this case, the distal end portion of the arm portion is preferably shaped to contact the engagement portion at a point or a line.

By reducing the contact area between the tip end portion of the arm portion and the engagement portion at the time of collision, the collision sound at the time of collision can be suppressed to be smaller.

Preferably, the arm portion extends from the main body portion in an コ shape or a U shape.

By forming the arm portion in an コ shape or a U shape, the length of the arm portion from the fixed end to the free end can be increased, and the tip (free end) of the arm portion becomes more easily deformable. This can reduce the collision noise generated when the engagement portion collides.

Preferably, the arm portion extends from the body portion so as to be curved in a parabolic shape, and a free end side of the arm portion is longer than a fixed end side, the free end side being a portion including a tip end side of the tip end portion, and the fixed end side being a portion on a root side bounded by a top portion of the arm portion in the parabolic shape.

By curving the arm portion in a parabolic shape and setting the free end side thereof longer than the fixed end side, the free end side of the arm portion can be more easily curved. Thus, the impact when the engagement portion collides with the arm portion is alleviated by the deformation of the free end side of the arm portion, and the collision sound is alleviated.

Preferably, the fixed end side and the free end side of the arm portion have substantially the same cross-sectional area in a direction orthogonal to the extending direction.

By designing not only the free end side of the arm portion but also the fixed end side to be deformable in thickness as in the case of the free end side, the arm portion can be bent over its entire length to absorb the impact at the time of collision. Thereby, the collision sound can be suppressed to be smaller than a structure in which only the free end side is bent.

Preferably, the free end side of the arm portion is elastically deformed so as to approach the body portion when the distal end portion collides with the engagement portion, and a gap is provided between the free end side and the body portion, the gap being wider than an average moving width of the free end side that moves due to the deformation when the distal end portion collides with the engagement portion.

When the engagement portion collides with the tip end portion of the arm portion, and the arm portion thus deformed further collides with the main body portion, a secondary collision sound occurs due to a time difference. By adopting a structure in which a sufficiently wide gap is provided between the free end side of the arm portion and the main body portion so that the arm portion does not reach the main body portion in a normal collision, the generation source of collision sound can be reduced. Further, even when the arm portion and the engagement portion are accidentally collided with each other violently and the arm portion is deformed to a position where it hits the main body portion, the arm portion is decelerated through the gap and then comes into contact with the main body portion, so that collision noise with the main body portion is suppressed to a small level.

In addition, it is desirable that the stopper member or the rotor has a deformation restricting portion that determines a deformable limit position of the arm portion by abutting against the arm portion that is elastically deformed.

The arm portion of the present invention is more elastically deformable than the main body portion of the stopper member. This reduces the collision noise generated when the engagement portion collides, but when the engagement portion collides sharply or the torque of the rotor is large, the engagement portion may push open the buffer portion and continue to rotate reversely. The stopper member or the rotor is provided with a deformation restricting portion that prevents further deformation of the buffer portion by hitting the buffer portion that has been deformed by a predetermined amount, whereby occurrence of such an operation abnormality can be prevented in advance.

In this case, it is preferable that the deformation restricting portion is provided in the body portion of the stopper member, and a contact portion of one of the arm portion and the deformation restricting portion with the other is in a shape of contacting the other in a point or a line.

By reducing the contact area at the time of collision of the arm portion and the deformation restricting portion, the collision sound at the time of collision can be suppressed smaller.

Preferably, the deformation restricting portion is provided on the body portion of the stopper member, and a portion of the arm portion closer to the root side than the distal end portion is in contact with the deformation restricting portion.

When the arm portion is elastically deformed by collision with the engagement portion, the tip end portion thereof moves at the highest speed. By bringing the portion closer to the root side than the tip portion, not the tip portion of the arm portion, into contact with the deformation restricting portion of the main body portion, the force at the time of collision of the arm portion with the main body portion can be reduced.

In the motor unit of the present invention, it is preferable that the ac motor is a single-phase ac synchronous motor, and the engaging portion is disposed so as to collide with the buffer portion at a position avoiding a dead point of the rotor.

By using a single-phase AC synchronous motor having a simple structure as a drive source, the cost of parts can be reduced. On the other hand, when the arrangement angle of the rotor when reverse rotation is stopped by the stopper member coincides with a dead point (so-called dead lock point) of the rotor, there is a risk that the rotor cannot be started. The occurrence of such an operation abnormality can be prevented by causing the locking portion to collide with the stopper member at a position avoiding the dead point of the rotor.

(effects of utility model)

Thus, according to the motor unit of the present invention, the collision noise generated when the counter-rotating rotor collides with another member can be reduced.

Drawings

Fig. 1 is a plan view showing an internal structure of a water discharge valve driving apparatus according to an embodiment.

Fig. 2 is an expanded sectional view of the driving apparatus of the water discharge valve.

Fig. 3 is a side sectional view showing the structure of the motor.

Fig. 4 is a side sectional view showing the structure of the planetary gear mechanism.

Fig. 5 is a plan view showing the operation of the filter mechanism when the motor is rotated in reverse.

Fig. 6 is a plan view showing the operation of the filter mechanism when the motor rotates in the normal direction.

Fig. 7 is a plan view showing an operation state of the clutch mechanism when the water discharge valve is driven.

Fig. 8 is a side view showing an operation state of the clutch mechanism when the water discharge valve is driven.

Fig. 9 is a plan view showing an operation state of the clutch mechanism when the open state of the water discharge valve is maintained.

Fig. 10 is a side view showing an operation state of the clutch mechanism when the open state of the water discharge valve is maintained.

Fig. 11 is a plan view and a perspective view showing a structure of the sector gear.

Fig. 12 is a plan view and a perspective view showing a configuration of a sector gear according to a modification.

Fig. 13 is a partially enlarged plan view showing an aspect in which the arm portion is elastically deformed by collision with the engagement portion of the rotor magnet.

Fig. 14 is a plan view showing another modification of the arm portion.

Description of the reference numerals

900: drive device for drain valve, P ₁: first path, S: anti-reverse mechanism, V: drain valve, 100: motor, 120: rotor, 121 a: engaging portion, 150: inductive rotator, 153 a: gear portion, 600, 800: sector gear, 610, 810: main body portions 611 and 811: gear portion, 620, 820: arm, 620a, 820 a: front end of arm, 635, 835: normal rotation locking piece, L: deformation restricting portion, 710: second path third gear, 821: free end side, 822: fixed end side, 850: rib, T: top, G: gap

Detailed Description

(general construction)

Hereinafter, an embodiment of the motor unit according to the present invention will be described with reference to the drawings. Fig. 1 is a plan view showing an internal structure of a discharge valve driving apparatus 900 including a motor unit according to the present invention in a part thereof. Fig. 2 is an expanded sectional view of the drain valve driving apparatus 900. In the following description, "up" and "down" refer to the vertical direction in fig. 2.

The drain valve driving device 900 (motor unit) is a device that opens the drain valve V as an external part by the driving force of the motor 100 (ac motor). The discharge valve V of the present embodiment is closed in its initial state, and is constantly biased in a direction to close the discharge valve V by a biasing means, not shown. The drain valve driving device 900 overcomes the urging force and pulls the drain valve V to open it, and maintains its open state.

The drain valve driving device 900 includes: a motor 100 as a driving source; first path P ₁A power transmission path for transmitting the driving force of the motor 100 to the drain valve V as a driven body; clutch mechanism C to be passed through first path P ₁The transmission of the driving force of (a) is switched to an "on" state or an "off" state; a filter mechanism F for transmitting the driving force generated by the motor 100 in the normal rotation to the first path P ₁(ii) a And a second path P ₂And is a power transmission path for transmitting the driving force of the motor 100 to the filter mechanism F.

(electric motor)

Fig. 3 is a side sectional view showing the structure of motor 100. The motor 100 is a single-phase ac synchronous motor, and its rotation direction is controlled in one direction by an anti-reverse mechanism S which is a part of a filter mechanism F described later. In this example, the motor 100 and the reverse rotation preventing mechanism S constitute a motor unit of the present invention.

The motor 100 includes a substantially cup-shaped metal motor case 190 having an open upper portion, an annular stator 110 disposed along an inner peripheral surface of the motor case 190, a rotor 120 disposed inside the stator 110, and an induction rotating body 150 disposed inside the rotor 120 and serving as a rotating body having the same rotation center as the rotor 120.

The motor housing 190 has a rotor support shaft 131 that rotatably supports the rotor 120. The rotor support shaft 131 is a fixed shaft made of metal such as stainless steel, and a base end portion thereof is press-fitted and fixed to the center of the bottom of the motor housing 190. Further, other rotating members constituting the discharge valve driving device 900 or a support shaft and a bearing for supporting the rotating members stand on the upper surface of the stator 110.

The rotor 120 is composed of a rotor magnet 121, a rotor bushing 122, and a magneto-inductive magnet 123.

The rotor magnet 121 is a substantially cylindrical member made of a permanent magnet. The rotor magnet 121 is disposed such that the outer peripheral surface thereof faces the inner peripheral surface of the stator 110, and is rotated by a magnetic field generated by the stator 110.

An engaging portion 121a is provided at an edge portion on the outer peripheral surface side of the upper end of the rotor magnet 121, and the engaging portion 121a is a notch-shaped recess portion constituting a part of the anti-reverse mechanism S (filter mechanism F) described later. The engaging portions 121a are provided at 4 locations at equal intervals in the circumferential direction of the rotor magnet 121.

The rotor bushing 122 is a resin shaft body insert-molded together with the rotor magnet 121, and is an output shaft of the motor 100. The rotor bushing 122 has a shaft hole 122b penetrating in the axial direction at the radial center thereof, and the rotor support shaft 131 is inserted into the shaft hole 122 b. The rotor bushing 122 and the rotor magnet 121 are coupled to each other at their lower ends so as to extend radially toward the other member, and the coupled portion constitutes the bottom 120a of the rotor 120. Thereby, a substantially cylindrical space having an upper opening is formed inside the rotor 120. Further, a drive-side engaging pawl 122a is formed on the upper surface of the rotor bushing 122, and the drive-side engaging pawl 122a is a plurality of convex portions that transmit the driving force of the motor 100 to the clutch gear 200 that is a gear member adjacent to the rotor bushing 122.

The magneto-inductive magnet 123 is an annular permanent magnet bonded to the inner peripheral surface of the rotor magnet 121.

The induction rotating body 150 is disposed inside the magnetic induction magnet 123. The induction rotating body 150 is composed of the induction ring portion R and a boss portion 153 which is a resin shaft body insert-molded together with the induction ring portion R. The induction rotating body 150 co-rotates with the rotor 120 by an electromagnetic induction action of eddy currents generated by rotation of the magnetic induction magnet 123.

The inductive loop portion R is constituted by a substantially cylindrical copper tube 151 and a substantially cylindrical iron tube 152 press-fitted into the tube of the copper tube 151. The copper tube 151 is an inductor made of copper, which is a nonmagnetic conductor. The iron pipe 152 is a ferromagnetic member made of iron, and is a back yoke on which the magnetic attraction force of the magnetic induction magnet 123 acts.

The boss portion 153 has a shaft hole 153b penetrating along a radial center thereof, and the rotor boss 122 is inserted into the shaft hole 153 b. The sleeve portion 153 is supported by the rotor sleeve 122 in the thrust direction and the radial direction. Further, the boss portion 153 is not fixed to the rotor boss 122. Therefore, when the electromagnetic induction force acting on the induction rotating body 150 is larger than the rotation resistance applied to the induction rotating body 150, the induction rotating body 150 rotates together with the rotor 120. Further, a gear portion 153a is provided at the upper end of the boss portion 153, and the gear portion 153a is a spur gear constituting a part of the reverse rotation preventing mechanism S (filter mechanism F).

(first route)

The first path P is described below with reference to fig. 1 and 2 ₁The structure of (a) will be explained. First path P ₁The water discharge valve V is pulled by the wire 450 for the driving force when the motor 100 rotates in the normal directionAnd (6) an output path.

First path P ₁The rotor 120 of the motor 100, the clutch gear 200, the planetary gear mechanism 300, the first path fourth gear 410 (hereinafter referred to as "gear 410"), the first path fifth gear 420 (hereinafter referred to as "gear 420"), the winch unit 430, and the wire rod 450 are provided from the drive source side to the drain valve V side. Further, a metal clip 451 attached to the drain valve V side is fixed to the distal end portion of the wire 450.

The driving-side engaging claw 122a provided on the upper surface of the rotor bushing 122 of the rotor 120 is engaged with a driven-side engaging claw 210 that is a plurality of convex portions protruding downward from the lower surface of the clutch gear 200, whereby the driving force of the motor 100 is transmitted to the clutch gear 200.

The gear portion 220, which is a spur gear formed on the outer peripheral surface of the clutch gear 200, meshes with an input gear 311, which is an input portion of the planetary gear mechanism 300. The input gear 311 is a gear having a diameter larger than that of the clutch gear 200, and thereby, the rotation of the motor 100 is decelerated and input to the planetary gear mechanism 300. Then, in the planetary gear mechanism 300, the rotation of the motor 100 is further decelerated and output.

The large diameter gear portion 411 of the gear 410 meshes with an output gear 333 as an output portion of the planetary gear mechanism 300, and the large diameter gear portion 421 of the gear 420 meshes with the small diameter gear portion 412 of the gear 410. The serration 422 of the gear 420 is fitted into a through hole 431 formed in the winch member 430, and the gear 420 and the winch member 430 integrally rotate in the circumferential direction. Thereby, the rotation of the motor 100 is further decelerated and transmitted to the discharge valve V via the wire 450.

(planetary gear mechanism)

The planetary gear mechanism 300 constitutes a first path P ₁And, by the differential gear structure thereof, constitutes a part of a filter mechanism F described later. Fig. 4 is a side cross-sectional view showing the structure of the planetary gear mechanism 300. The planetary gear mechanism 300 is composed of a sun gear member 310, an inner gear member 320, 3 planetary gears 331, and a planet carrier member 330.

The sun gear member 310 is a gear member of a double-tube structure formed by integrating an inner tube 310a formed with a sun gear 312 and an outer tube 310b formed with an input gear 311 as an input part of the planetary gear mechanism 300 on an outer peripheral surface thereof at upper end parts thereof. The input gear 311 of the outer cylinder 310b meshes with the gear portion 220 of the clutch gear 200, and the sun gear 312 of the inner cylinder 310a meshes with 3 planetary gears 331 inside the sun gear member 310. Thereby, the rotation of the clutch gear 200 is transmitted from the input gear 311 to the planetary gears 331 via the sun gear 312.

The internal gear member 320 is a substantially hat-shaped gear member having an internal gear 322 formed on an inner peripheral surface thereof. The upper portion of the internal gear member 320 is fitted into the outer cylinder 310b of the sun gear member 310, and a filter gear 321 is formed at the lower end portion exposed from the sun gear member 310. The filter gear 321 is a flange-shaped spur gear extending annularly radially outward from a lower end portion of the internal gear member 320. The ring gear 322 of the ring gear member 320 meshes with the planetary gear 331, and the filter gear 321 forms a second path P to be described later ₂The small-diameter gear portion 722 of the second path fourth gear 720 (hereinafter referred to as "gear 720") meshes.

The carrier member 330 is a member in which a planetary support portion 332 serving as a housing for rotatably supporting the planetary gear 331 and an output gear 333 serving as an output portion of the planetary gear mechanism 300 extending downward from the planetary support portion 332 are integrated. The output gear 333 of the planet carrier member 330 forms a first path P ₁The large diameter gear portion 411 of the gear 410 is engaged.

In the planetary gear mechanism 300, whether or not the rotation of the input gear 311, that is, the rotation of the sun gear 312 is transmittable to the output gear 333 is determined by whether or not the angular position of the filter gear 321 is fixed. When the rotation of the filter gear 321 is locked by the small-diameter gear portion 722 of the gear 720, the angular position of the ring gear 322 of the ring gear member 320 is fixed together with the filter gear 321. When the filter gear 321 is fixed, the sun gear 312 rotates, the rotation is transmitted to the planetary gear 331, the planetary gear 331 revolves along the fixed internal gear 322, and the output gear 333 rotates together with the planetary support portion 332. On the other hand, when the filter gear 321 is not fixed, the rotation of the sun gear 312 is consumed by the idle rotation of the ring gear 322 via the rotation of the planetary gear 331, and is not transmitted to the output gear 333.

That is, by fixing the filter gear 321 at the time of normal rotation of the motor 100, the driving force at the time of normal rotation of the motor 100 can be transmitted to the first path P ₁The driving force at the time of the reverse rotation of the motor 100 can be eliminated by the idling of the internal gear 322.

(second route and Filter mechanism)

The second path P is described below with reference to fig. 5, 6, 2, and 11 ₂And the specific structure of the filter mechanism F will be explained. The filter mechanism F transmits the driving force generated when the motor 100 rotates in the normal direction to the first path P ₁The mechanism of (1). Second path P ₂Is an output path for operating the filter mechanism F.

Filter mechanism F and second path P ₂The induction rotating body 150, the sector gear 600, the second path third gear 710 (hereinafter, simply referred to as "gear 710"), which is a gear member adjacent to the sector gear 600, the gear 720 (second path fourth gear 720), and the internal gear member 320 of the planetary gear mechanism 300 are configured from the drive source side toward the planetary gear mechanism 300 side.

Fig. 5 (a) is a plan view showing the operation of the filter mechanism F when the motor 100 is reversely rotated. Fig. 5 (b) is an enlarged partial view of a part constituting the reverse rotation preventing mechanism S as a part of the filter mechanism F. The anti-reverse mechanism S of this example is mainly constituted by the engaging portion 121a of the rotor 120, the gear portion 611 and the arm portion 620 of the sector gear 600, and the inductive rotator 150. In addition, the normal rotation of the motor 100 according to the present embodiment means that the rotor 120 rotates in the clockwise direction shown in fig. 5, and the reverse rotation of the motor 100 means that the rotor 120 rotates in the counterclockwise direction shown in fig. 5.

When the motor 100 is reversely rotated, the induction rotation body 150 is rotated in a counterclockwise direction in common therewith. Then, the sector gear 600 engaged with the gear portion 153a of the induction rotating body 150 rotates clockwise. When the sector gear 600 rotates to a position where the arc-shaped notch 612 (see fig. 11) provided in the side surface of the sector gear 600 abuts on the base end portion of the gear 710, the sector gear 600 cannot rotate any further. Further, the subsequent rotation of the sensing rotating body 150 engaged with the sector gear 600 is also stopped by the sector gear 600.

As described above, the boss portion 153 of the induction rotating body 150 is not fixed to the rotor boss 122, and when the electromagnetic induction acting on the induction rotating body 150 exceeds the rotation resistance applied to the induction rotating body 150, the induction rotating body 150 rotates together with the rotor 120. Therefore, even after the rotation of the induction rotating body 150 is stopped by the sector gear 600, the rotor 120 continues to rotate reversely.

When the rotor 120 rotates in the reverse direction to a position where the sector gear 600 abuts against the base end of the gear 710, the engaging portion 121a of the rotor 120 collides with the tip end 620a of the arm portion 620 of the sector gear 600. By this impact, the rotation direction of the rotor 120 is corrected to the normal rotation. In addition, although the engaging portion 121a of the present embodiment is a concave portion provided on the outer surface of the rotor 120, the engaging portion of the present invention may be a convex portion that rotates integrally with the rotor 120.

Fig. 11 is a plan view (fig. 11 (a)) and a perspective view (fig. 11 (b)) showing the structure of the sector gear 600. The sector gear 600 is a stopper member, and enters the rotation orbit of the engagement portion 121a and collides with the engagement portion 121a after reversing when the motor 100 is started. The structure of the sector gear 600 will be described in more detail below with reference to fig. 11 and 5.

Sector gear 600 includes a main body portion 610 having a substantially fan shape in a plan view, and an arm portion 620 extending from main body portion 610. The arm portion 620 extends in an コ shape from a side surface of a fan-shaped radius portion constituting the main body portion 610, and a tip end of the arm portion 620 extends outside one end portion of an arc portion of the main body portion 610 in a plan view of the main body portion 610.

The arm portion 620 is a buffer portion that is more easily elastically deformed than the main body portion 610. The arm portion 620 is a cantilever having a base end 620b fixed to the body portion 610, and a tip end 620a serving as a free end. When the motor 100 is reversely rotated, the free end of the arm 620, i.e., the tip 620a, contacts the engagement portion 121a of the rotor 120.

In this way, in this example, the arm portion 620 that is more easily elastically deformable than the main body portion 610 is provided in the sector gear 600, and the engagement portion 121a of the counter-rotating motor 100 (rotor 120) collides with the arm portion 620, thereby reducing the collision noise generated at the time of collision. Further, the arm portion 620 of this example is designed to have a cantilever structure in which the base end thereof is fixed to the main body portion 610, whereby the free end side including the tip portion 620a becomes more easily deformable. Then, the engaging portion 121a collides with the distal end portion 620a, thereby reducing the collision noise generated at the time of collision. In addition, the arm 620 is formed in an コ shape, so that the length from the base end 620b to the tip end 620a of the arm 620 is extended. Thereby, the arm portion 620 also becomes easily deformed. Further, the same effect can be obtained even if the arm portion 620 is U-shaped.

Further, the arm 620 of the present example projects laterally (horizontally) from the side surface of the sector gear 600, but for example, when there is a space in the vertical direction in the discharge valve driving device 900, it is conceivable to form an arm in an コ shape or a U shape projecting upward from the lower surface of the sector gear 600.

Here, the engaging portion 121a of the present example is arranged to collide with the arm portion 620 at a position avoiding a dead point (so-called dead lock point) of the rotor 120. In the discharge valve driving apparatus 900 of this embodiment, the single-phase motor having a simple structure is used as the driving source, thereby reducing the component cost. On the other hand, when the arrangement angle of the rotor 120 when the reverse rotation is stopped by the arm 620 coincides with the dead point position of the rotor 120, there is a risk that the rotor 120 cannot be started. In this example, the engagement portion 121a is disposed so as to avoid the dead point of the rotor 120, thereby preventing occurrence of such an operation abnormality.

Further, the engagement portion 121a is provided with a deformation restricting portion L that determines a deformable limit position of the arm portion 620 by coming into contact with the elastically deformable arm portion 620.

As described above, the arm portion 620 is designed to be easily elastically deformed, thereby reducing the impact sound generated when the engagement portion 121a collides. On the contrary, when the engagement portion 121a collides with the distal end portion 620a violently or when the torque of the rotor 120 is large, the engagement portion 121a may push the distal end portion 620a apart and continue to rotate reversely. The deformation restricting portion L prevents further deformation of the arm portion 620 by coming into contact with the arm portion 620 deformed by a predetermined amount. This achieves both reduction of the impact sound and reliable correction of the inversion. The deformation restricting portion L need not always be provided in the rotor 120, and may be provided in the main body portion 610 of the sector gear 600, for example.

A gear portion 611 that meshes with the gear portion 153a of the induction rotating body 150 is formed in a portion of the sector gear 600 corresponding to the arc of the main body portion 610. When the engagement portion 121a collides with the arm portion 620, the long portion 611a of the gear portion 611, which is a portion of the sector gear 600 having a longer tooth length than the other tooth portions, meshes with the sensing rotary body 150. This prevents the engagement between sector gear 600 and sensing rotor 150 from being released by the impact of the collision.

Further, a cylindrical shaft body 630 extends upward from the rotational center portion of the sector gear 600. A normal rotation locking piece 635, which is a locking piece protruding outward in the radial direction of the shaft body 630, is formed at the upper portion of the shaft body 630. Further, a rod portion 640 having a rod shape extends from the rotational center portion of the sector gear 600 in a direction substantially opposite to the direction toward the induction rotating body 150. A spring post 641 to which one end of a coil spring 690 is attached is provided at the tip of the lever portion 640, and the other end of the coil spring 690 is attached to a pin 135 provided on the stator 110.

Gear 710 has a plurality of engaging projections 711 formed on the outer peripheral surface of the upper portion thereof, and engaging projections 711 are engageable with normal rotation locking pieces 635 of sector gear 600. Further, a gear portion 712 as a spur gear is provided at a lower portion of the gear 710.

The gear 720 is a composite gear in which a large-diameter gear 721 and a small-diameter gear 722 that are coaxially stacked are integrally formed. The large diameter gear 721 of the gear 720 meshes with the gear portion 712 of the gear 710, and the small diameter gear 722 of the gear 720 meshes with the filter gear 321 of the internal gear member 320.

Fig. 6 is a plan view showing the operation of the filter mechanism F when the motor 100 rotates in the normal direction. When the motor 100 rotates in the forward direction, the induction rotation body 150 rotates in the clockwise direction in unison therewith. Then, the sector gear 600 engaged with the gear portion 153a of the induction rotating body 150 rotates counterclockwise. At this time, coil spring 690 is pulled by sector gear 600, and urges sector gear 600 to return sector gear 600 to the home position.

When sector gear 600 rotates to a position where locking piece 635 abuts against the outer peripheral surface of gear 710 at the time of normal rotation of sector gear 600, sector gear 600 cannot further rotate. Then, the sector gear 600 also stops subsequent rotation of the sensing rotating body 150 engaged with the sector gear 600. Further, even in this case, the rotor 120 continues to rotate forward.

When the normal rotation locking piece 635 of the sector gear 600 abuts on the outer peripheral surface of the gear 710, the engagement protrusion 711 of the gear 710 engages with the normal rotation locking piece 635, and the rotation of the gear 710 is locked. Further, when the motor 100 rotates in the normal direction, the gear 710 attempts to rotate in the clockwise direction by the driving force transmitted in the reverse direction from the filter gear 321.

When the clockwise rotation of the gear 710 is stopped, the rotation of the gear 720 and the filter gear 321 (internal gear member 320) is also stopped in conjunction with the clockwise rotation. Thereby, the driving force of the motor 100 is transmitted to the first path P ₁。

(Clutch mechanism)

The clutch mechanism C of the water discharge valve driving device 900 will be described below with reference to fig. 7 to 10. Fig. 7 is a plan view showing an operation state of the clutch mechanism C when the water discharge valve V is driven (the view of fig. 8 is viewed from the arrow B direction), and fig. 8 is a side view showing the same operation state of the clutch mechanism C (the view of fig. 7 is viewed from the arrow a direction). When the discharge valve driving device 900 is stopped, the clutch mechanism C is also in the state shown in fig. 7 and 8. Fig. 9 is a plan view (view of fig. 10 viewed from the arrow B direction) showing an operating state of the clutch mechanism C when the open state of the discharge valve V is maintained, and fig. 10 is a side view (view of fig. 9 viewed from the arrow a direction) showing the same operating state of the clutch mechanism C. In fig. 8 and 10, the gear 420 is not shown.

The clutch mechanism C is used for driving the first path P ₁The mechanism in (1) switches the transmission of the driving force of the motor 100 to the "on" state or the "off" state. The clutch mechanism C is mainly composed of a rotor bushing 122 of the motor 100 and a first path P ₁The gear member adjacent to the driven side of the rotor bushing 122, i.e., the clutch gear 200, is substantially fan-shapedThe clutch lever 500 is a plate-like member. The clutch lever 500 is a member that reciprocates in the horizontal direction within a predetermined angular range around the support shaft 136 at the base end thereof as the rotation center in accordance with the open/close state of the discharge valve V.

The rotor hub 122 and the clutch gear 200 are coaxially supported by the rotor support shaft 131. The axial position of the clutch gear 200 is not fixed, and the clutch gear 200 is movable in the vertical direction on the rotor support shaft 131. A coil spring 250 is disposed between an upper surface 122s, which is an end surface of the rotor hub 122 on the side of the clutch gear 200, and a lower surface 200s, which is an end surface of the clutch gear 200 on the side of the rotor hub 122, and the coil spring 250 is an urging member that urges the upper surface 122s and the lower surface 200s in the separation direction.

A driving-side engaging pawl 122a is formed on an upper surface 122s of the rotor bushing 122, and the driving-side engaging pawl 122a is a plurality of convex portions protruding toward the clutch gear 200. A driven-side engaging pawl 210 is formed on the lower surface 200s of the clutch gear 200, and the driven-side engaging pawl 210 is a plurality of convex portions protruding toward the rotor bushing 122. By engaging the driven-side engagement claw 210 with the driving-side engagement claw 122a, the driving force of the motor 100 is transmitted to the clutch gear 200. I.e. the first path P ₁Becomes an "on" state. Further, the engagement between the driven-side engagement claw 210 and the driving-side engagement claw 122a is released, so that the first path P is formed ₁Becomes an "off" state.

The clutch gear 200 has a cylindrical driven shaft 240 projecting upward from the gear portion 220 thereof. The clutch lever 500 has a cam, i.e., an inclined portion 510 on a lower surface thereof to control the interval of the rotor bushing 122 and the clutch gear 200. The inclined portion 510 has a tapered surface 511 that contacts the driven shaft 240 of the clutch gear 200. The inclined portion 510 presses the driven shaft 240 of the clutch gear 200 with the tapered surface 511, thereby controlling the axial position of the clutch gear 200. More specifically, when the discharge valve V is opened, the clutch gear 200 is pressed to lower the axial position thereof, so that the driven-side engagement claw 210 is engaged with the driving-side engagement claw 122a, and when the discharge valve V is completely opened and the opened state thereof is maintained, the pressing is released, so that the driven-side engagement claw 210 is separated from the driving-side engagement claw 122 a.

As shown in fig. 10, the tapered surface 511 of the inclined portion 510 has, in order from the position of the driven shaft 240 when the rotor bushing 122 and the clutch gear 200 are separated (left side as viewed in fig. 10) to the position of the driven shaft 240 when they are engaged (right side as viewed in fig. 10), a first tapered surface 511a whose surface position gradually increases and a second tapered surface 511b whose surface position gradually decreases via a top portion. The amount of decrease D in the surface position of the second tapered surface 511b is smaller than the amount of increase U in the surface position of the first tapered surface 511 a. For example, as shown in fig. 8, when the rotor bushing 122 and the clutch gear 200 are engaged, the driven shaft 240 is supported by the second tapered surface 511b inclined in the opposite direction to the first tapered surface 511a, and thereby the clutch gear 200 can be prevented from being lowered along the first tapered surface 511a due to bouncing of the device or the like.

As shown in fig. 7 and 9, a cam groove 423 is provided on an upper surface 420a of the gear 420, and the cam groove 423 is a substantially arc-shaped groove portion formed by changing a groove width according to a circumferential position thereof. On the other hand, a driven shaft 530, which is a shaft portion projecting downward, is formed on the lower surface of the clutch lever 500 at a portion overlapping the gear 420 in the horizontal direction. The driven shaft 530 of the clutch lever 500 is fitted in the cam groove 423 of the gear 420. That is, the gear 420 and the clutch lever 500 constitute a surface cam. The clutch lever 500 is a cam follower of the gear 420, and reciprocates within a predetermined angular range in the horizontal direction following the rotation of the gear 420.

Further, a guide hole 540, which is a long hole through which the rotor support shaft 131 is inserted, is formed in the clutch lever 500. The guide hole 540 is formed over the entire length of a portion overlapping the rotor support shaft 131 at a position within the movable range of the clutch lever 500. Further, since the guide hole 540 extends to the inclined portion 510, the inclined portion 510 is formed in a substantially U-shape in plan view.

Further, a locking piece 520, which is a protrusion protruding downward, is formed on the lower surface of the clutch lever 500. The clutch gear 200 is provided with a locked piece 230, which is a projection extending radially outward from the driven shaft 240. The rotation of the clutch gear 200 is locked by the engagement of the engaged piece 230 of the clutch gear 200 with the locking piece 520 of the clutch lever 500 in the circumferential direction. Further, the engaged piece 230 of the clutch gear 200 is point-symmetrical in plan view. The reverse rotation of the clutch gear 200 is prevented by the clutch lever 500, so that the open state of the discharge valve V can be maintained against the biasing force of the discharge valve V itself after the discharge valve V is opened.

As shown in fig. 7 and 8, when the drain valve V is opened, the driven-side engaging pawl 210 engages with the driving-side engaging pawl 122a by pressing the clutch gear 200 downward with the inclined portion 510 of the clutch lever 500. Thereby, the first path P ₁The "on" state is achieved, and the discharge valve V is opened by the driving force of the motor 100.

As shown in fig. 9 and 10, when the discharge valve V is opened and then maintained in the opened state, the clutch lever 500 releases the pressing force on the clutch gear 200, and the driven-side engagement claw 210 is disengaged from the driving-side engagement claw 122 a. Thereby, the first path P ₁In the "off state, rotor sleeve 122 idles. Then, the engaged piece 230 of the clutch gear 200 engages with the engaging piece 520 of the clutch lever 500 in the circumferential direction, and the reverse rotation of the clutch gear 200 is prevented. Thereby, the opening state of the drain valve V is maintained against the self-acting force of the drain valve V.

(operation of the Drain valve drive device)

Hereinafter, the operation of the water discharge valve driving device 900 will be described. In the following description, the operation of the discharge valve driving device 900 is described as being divided into an operation when opening the discharge valve V in an initial state (closed position) and an operation when closing the discharge valve V in an open state.

(1) Opening action of drain valve

The drain valve V is in the closed position in the initial state (the state where the wire 450 is not wound on the winch unit 430). At this time, the clutch lever 500 pushes the clutch gear 200 downward by the inclined portion 510 thereof, and the driven-side engaging claw 210 of the clutch gear 200 is engaged with the driving-side engaging claw 122a of the rotor bushing 122. That is, the clutch mechanism C is in the state shown in fig. 7 and 8, and the first path P ₁In the "on" state.

When the motor 100 is reversed from this state, the induction rotating body 150 disposed in the rotor 120 also rotates in the reverse direction together with the rotor 120. When the induction rotor 150 rotates in the reverse direction, the sector gear 600 meshing with the gear portion 153a rotates in a direction in which the arm portion 620 enters the rotation orbit of the engagement portion 121a of the rotor 120. The engagement portion 121a collides with the arm portion 620, and the reverse rotation of the motor 100 is corrected to the normal rotation.

When motor 100 is driven in the forward direction, clutch gear 200 rotates together with rotor bushing 122. The induction rotating body 150 disposed in the rotor 120 also rotates together with the rotor 120. When the induction rotation body 150 rotates, the sector gear 600 engaged with the gear portion 153a thereof also rotates. At this time, sector gear 600 rotates in a direction in which locking piece 635 comes close to gear 710 (engaging projection 711) during normal rotation against the biasing force of coil spring 690.

When the engaging piece 635 engages with the engaging protrusion 711 in the normal rotation, the rotation of the gear 710 is locked. When the rotation of the gear 710 is stopped, the rotation of the gear 720 engaged with the gear 710 is also stopped. When the rotation of the gear 720 is stopped, the rotation of the internal gear member 320, which is the filter gear 321 that meshes with the gear 720, is also stopped. That is, the angular position of the internal gear member 320 is fixed by the filter mechanism F, and the first path P ₁The forward rotation driving force of motor 100 can be transmitted. Further, after the induction rotating body 150 becomes unable to rotate due to the engagement of the sector gear 600 and the gear 710, the rotor 120 also continues to rotate forward asynchronously with the induction rotating body 150.

The gear portion 220 of the clutch gear 200 meshes with the input gear portion 311 of the planetary gear mechanism 300. The rotation of the clutch gear 200 is transmitted to the sun gear 312 via the input gear portion 311, and the sun gear member 312 rotates.

The sun gear 312 meshes with 3 planetary gears 331 inside the planetary gear mechanism 300. In addition, these planet gears 331 also mesh with the internal gear 322 of the internal gear member 320. As described above, the internal gear member 320 is in a state where its angular position is fixed by the filter mechanism F. Accordingly, when the sun gear 312 rotates, the planetary gears 331 revolve around the sun gear 312 along the inner gear 322 of the inner gear member 320. When the pinion gear 331 revolves, the output gear 333 of the planetary gear mechanism 300 rotates together with the carrier 330 that supports the pinion gear 331.

Further, since the filter mechanism F does not lock the rotation of the internal gear member 320 when the motor 100 rotates in the reverse direction, even if the sun gear 312 rotates, the rotation of the sun gear 312 is consumed by the idle rotation of the internal gear member 320 through the rotation of the planetary gear 331. The reason for this is that the force of the drain valve V itself passes through the first path P ₁The driving force acting on the output gear 333 of the planetary gear mechanism 300 and transmitted to the input gear portion 311 is transmitted to the internal gear member 320 side having low rotational resistance.

Gear 410 meshes with output gear 333 and gear 420 meshes with gear 410. A winch member 430 that rotates integrally with the gear 420 in the circumferential direction is attached to the upper surface of the gear 420. When the winch assembly 430 rotates, the wire 450 connected to the winch assembly 430 is wound up. The drain valve V is fixed to the front end of the wire 450, whereby the drain valve V is opened.

When the gear 420 is rotated to a predetermined position (when the wire 450 is wound up by a predetermined amount), the cam follower of the gear 420, i.e., the clutch lever 500, is moved in a direction away from the gear 420. That is, the clutch mechanism C is in the state shown in fig. 9 and 10.

The movement of the clutch lever 500 releases the pressing of the clutch gear 200, and the clutch gear 200 moves upward by the biasing force of the coil spring 250. Thereby, the engagement between the driven-side engagement claw 210 of the clutch gear 200 and the driving-side engagement claw 122a of the rotor bushing 122 is released, and the driving force of the motor 100 is not transmitted to the clutch gear 200. I.e. the first path P ₁Becomes an "off" state.

Further, by the above movement of the clutch lever 500, the engaged piece 230 of the clutch gear 200 abuts against the engaging piece 520 provided on the clutch lever 500 in the circumferential direction. That is, the rotation of the clutch gear 200 is locked by the clutch lever 500. When the rotation of the clutch gear 200 is stopped, the first path P is formed ₁The angular position of the subsequent component of the clutch gear 200 is also fixed. At this time, the filter mechanism F stops the rotation of the internal gear member 320, and the drain valve is openedThe action of V on its own acting on the first path P ₁The above. However, since the rotation of the clutch gear 200 is locked by the clutch lever 500, the clutch gear 200 does not rotate reversely. Thereby, the opening state of the drain valve V is maintained against the self-acting force of the drain valve V.

(2) Closing action of drain valve

When the drain valve V is closed after the completion of the drainage, the power supply to the motor 100 is stopped. By stopping the power supply to the motor 100, the electromagnetic induction force of the motor 100 on the induction rotating body 150 disappears. As a result, the sector gear 600 is returned to the home position by the biasing force of the coil spring 690, and the locking relationship from the sector gear 600 to the

gears

710, 720 and the rear filter gear 321 is released. That is, the filter mechanism F is disabled, and the internal gear member 320 can idle.

A force always acts on the discharge valve V in a direction to close the discharge valve V. Therefore, when the internal gear member 320 becomes able to idle due to the failure of the filter mechanism F, the pulling force for maintaining the open state of the discharge valve V disappears due to the idle rotation of the internal gear member 320. Thereby, the drain valve V is closed by the urging force of the drain valve V itself.

In addition, when the gear 420 rotates in the closing direction of the drain valve V, the clutch lever 500 moves in a direction to approach the gear 420. That is, the clutch mechanism C is in the state shown in fig. 7 and 8. Thereby, the driven-side engagement claw 210 of the clutch gear 200 is engaged with the driving-side engagement claw 122a of the rotor bushing 122, and the driving force of the motor 100 is transmitted to the clutch gear 200. I.e. the first path P ₁Becomes an "on" state.

(modification of sector Gear)

Fig. 12 is a plan view (fig. 12 (a)) and a perspective view (fig. 12 (b)) showing a configuration of a sector gear 800 which is a modification of the sector gear 600. The function or basic structure of the sector gear 800 is the same as the sector gear 600 of the above-described embodiment. The configuration of the sector gear 800 according to the modification will be described in more detail below with reference to fig. 12.

The sector gear 800 (stopper member) has a main body 810 having a substantially fan shape in plan view and an arm 820 extending from the main body 810. The arm portion 820 extends so as to curve in a parabolic shape from a rib 850 constituting a radius portion of the sector shape of the main body portion 810, and a tip portion 820a thereof goes around a tip of the rib 850 in a plan view of the sector gear 800.

The arm portion 820 is a buffer portion that is more easily elastically deformed than the main body portion 810. The arm 820 is a cantilever having a base end 820b fixed to the body 810 and a tip end 820a serving as a free end. When the motor 100 is reversely rotated, the free end of the arm 820, i.e., the tip 820a, contacts the engagement portion 121a of the rotor 120.

The free end side 821 of the arm 820 is longer than the fixed end side 822, where the fixed end side 822 is a root side portion bounded by the parabolic top portion T of the arm 820, and the free end side 821 is a portion including the tip side of the tip portion 820 a. In the sector gear 800 of this example, the free end side 821 is more easily bent by bending the arm portion 820 in a parabolic shape and setting the free end side 821 longer than the fixed end side 822. Thus, the impact when the engagement portion 121a collides with the arm portion 820 is alleviated by the deformation of the free end side 821 of the arm portion 820, and the collision noise is reduced.

In the sector gear 600 of the above embodiment, the portion corresponding to the fixed end side 822 has a larger wall thickness than the portion corresponding to the free end side 821, and the portion bent by the collision with the engagement portion 121a is mainly the free end side corresponding portion. On the other hand, the arm portion 820 of this example has substantially the same cross-sectional area in the direction perpendicular to the extending direction thereof over the entire length of the arm portion 820, except for the base end portion 820b of the arc provided to prevent stress concentration. In the sector gear 800, not only the free end side 821 of the arm portion 820 but also the fixed end side 822 is a thickness deformable in the same manner as the free end side 821, whereby the arm portion 820 can be bent over its entire length to absorb an impact at the time of collision. Thereby, the sector gear 800 can suppress the collision sound to a smaller level than the structure in which only the free end side 821 is bent.

Further, as shown in fig. 14, the arm portion 820 can be bent more easily by forming the fixed end side 822 of the arm portion 820 longer.

Further, although the arm portion 820 extends laterally (horizontally) from the rib 850 of the main body 810 in this example, it is also conceivable to extend the arm portion 820 upward from the upper surface of the sector gear 800 when there is a space in the vertical direction in the discharge valve driving device 900.

A deformation restricting portion L is provided at the tip of the rib 850 of the main body 810, and the deformable limit position of the arm 820 is determined by the deformation restricting portion L abutting against the elastically deformed arm 820. When the distal end 820a collides with the engagement portion 121a, the free end side 821 of the arm 820 is elastically deformed so as to approach the deformation restricting portion L. In the sector gear 800, a gap G is provided between the free end side 821 of the arm portion 820 and the deformation restricting portion L. The gap G is wider than the average moving width of the free end side 821 moved by deformation when the tip portion 820a collides with the engaging portion 121 a. That is, in the sector gear 800 of this example, when the arm portion 820 collides with the engagement portion 121a, the frequency at which the elastically deformed arm portion 820 reaches the deformation restricting portion L is 1/2 or less. When the engaging portion 121a collides with the distal end portion 820a of the arm portion 820 and the arm portion 820 deformed thereby further collides with the deformation restricting portion L, a double collision sound is generated due to the time difference. By adopting a structure in which a sufficiently wide gap is provided between the free end side 821 of the arm portion 820 and the deformation restricting portion L, the arm portion 821 does not reach the deformation restricting portion L in a normal collision, and the generation source of collision sound can be reduced. Even if the arm portion 820 and the engagement portion 121a collide with each other violently by accident and the arm portion 820 deforms to a position where it hits the deformation restricting portion L, the arm portion 820 decelerates through the gap G and comes into contact with the deformation restricting portion L, and therefore the collision sound with the deformation restricting portion L is suppressed to a small level.

Fig. 13 is a partially enlarged plan view showing the state in which the arm portion 820 is elastically deformed by the collision with the engagement portion 121a of the rotor magnet 121.

As shown in fig. 13 (a), when the motor 100 is reversely rotated at the time of starting thereof and the tip portion 820a of the arm portion 820 enters the rotation orbit of the engaging portion 121a, the curved surface provided at the corner of the tip portion 820a is in line contact with the surface of the engaging portion 121 a. Thus, the area of the front end 820a of the arm 820 that collides with the engagement portion 121a is suppressed to be small, and the collision sound at the time of collision is reduced. For example, a similar effect can be obtained by providing a protrusion on the distal end 820a or the engagement portion 121a and bringing the distal end 820a and the engagement portion 121a into point contact.

As shown in fig. 13 (b), when the engaging portion 121a further rotates and pushes open the distal end portion 820a of the arm portion 820 after coming into contact with the engaging portion 121a, the free end side 821 of the arm portion 820 is pressed by the engaging portion 121a and bent toward the deformation restricting portion L. When the force of collision with the engagement portion 121a is large and the gap G cannot absorb the impact, the free end side 821 contacts the deformation restricting portion L. Here, the deformation restricting portion L is in line contact with the free end side 821 of the arm portion 820 with a curved surface at the tip thereof. Thus, the area of contact between the free end side 821 of the arm portion 820 and the deformation restricting portion L is suppressed to be small, and the collision sound at the time of contact is further reduced. For example, the same effect can be obtained by providing a protrusion on the free end side 821 or the deformation restricting portion L and bringing the free end side 821 and the deformation restricting portion L into point contact.

At this time, the tip 820a of the arm 820 is retracted into the notch 813 provided in the body 810, and the portion closer to the root side than the tip 820a comes into contact with the deformation restricting portion L. When the arm portion 820 is elastically deformed by the collision with the engagement portion 121a, the tip portion 820a moves at the highest speed. The force when the arm portion 820 collides with the deformation restricting portion L is reduced by bringing the portion closer to the root side than the tip portion 820a, not the tip portion 820a of the arm portion 820, into contact with the deformation restricting portion L.

Further, a gear portion 811 that meshes with the gear portion 153a of the induction rotating body 150 is formed at a portion corresponding to the arc of the main body portion 810 of the sector gear 800. When the engagement portion 121a collides with the arm portion 820, the sector gear 800 meshes with the sensing rotator 150 at the long portion 811a, which is a portion of the gear portion 811 having a longer tooth length than the other tooth portions. This prevents the engagement between the sector gear 800 and the inductive rotator 150 from being released by the impact of the collision.

Further, a cylindrical shaft body 830 extends upward from the rotational center portion of the sector gear 800. A normal rotation locking piece 835, which is a locking piece protruding outward in the radial direction of the shaft body 830, is formed at the upper portion of the shaft body 830. Further, a rod 840 extends from the rotational center of the sector gear 800 in a direction substantially opposite to the inductive rotating body 150. A spring post 841 to which one end of the coil spring 690 is attached is provided at the front end of the rod portion 840, and the other end of the coil spring 690 is attached to a pin 135 provided on the stator 110.

The embodiments of the present invention have been described in detail, but the present invention is not limited to the above embodiments, and various changes can be made without departing from the scope of the present invention.

Claims

1. A motor unit is characterized by comprising:

an alternating current motor as a driving source; and

a reverse rotation preventing mechanism for correcting the reverse rotation of the AC motor to the forward rotation,

the anti-reverse mechanism includes:

an engaging portion that is a concave portion or a convex portion provided on an outer surface of a rotor of the alternating-current motor or an outer surface of a member that rotates integrally with the rotor; and

a stopper member that enters a rotation orbit of the engagement portion and collides with the engagement portion when the rotor rotates in reverse,

the stopper member has a main body portion and a buffer portion which is more easily elastically deformed than the main body portion,

the engaging portion collides with the buffer portion.

2. The motor unit according to claim 1,

the buffer part is a cantilever arm part extending from the main body part,

the engagement portion collides with a free end, i.e., a tip end portion of the arm portion.

3. The motor unit according to claim 2,

the tip end portion of the arm portion is in contact with the engagement portion at a point or a line.

4. The motor unit according to claim 2,

the arm portion extends from the main body portion in an コ -shape or a U-shape.

5. The motor unit according to claim 2,

the arm portion extends from the main body portion in a manner curved in a parabolic shape,

the free end side of the arm portion is longer than a fixed end side, the free end side being a portion including a tip end side of the tip portion, and the fixed end side being a portion on a root side bounded by a parabolic top portion of the arm portion.

6. The motor unit according to claim 5,

the fixed end side and the free end side of the arm portion have the same cross-sectional area in a direction orthogonal to the extending direction.

7. The motor unit according to claim 5,

the free end side of the arm portion is elastically deformed so as to approach the body portion when the tip portion collides with the engagement portion,

a gap is provided between the free end side and the body portion, the gap being wider than an average moving width of the free end side moving due to deformation when the tip portion collides with the engagement portion.

8. The motor unit according to any one of claims 2 to 7,

the stopper member or the rotor has a deformation restricting portion that determines a deformable limit position of the arm portion by touching the arm portion that is elastically deformed.

9. The motor unit according to claim 8,

the deformation restricting portion is provided to the main body portion of the stopper member,

the contact portion between one of the arm portion and the deformation restricting portion and the other is in a shape of a point or a line contacting the other.

10. The motor unit according to claim 8,

the portion of the arm portion closer to the root side than the tip portion is in contact with the deformation restricting portion.

11. The motor unit according to any one of claims 1 to 7,

the ac motor is a single-phase ac synchronous motor,

the engaging portion is arranged to collide with the buffer portion at a position avoiding a dead point of the rotor.