JP2007118770A - Driving device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To suppress vibration of a vehicle while miniaturizing a driving device. <P>SOLUTION: The driving device is equipped with a rear differential device 47 distributing and outputting the torque transmitted from a transmission motor 5 from left and right coupling flanges 147, 149 to left and right axle shafts. In this reduction driving device 23 wherein the device 47 has an axially projecting part 167 near the coupling flanges 147 and 149, the coupling flange 147 is arranged overlapping in the direction crossing the axis with respect to the projecting part 167. <P>COPYRIGHT: (C)2007,JPO&INPIT

Description

  The present invention relates to a drive device using an electric motor or the like.

  As a conventional drive device, for example, there is one using a reduction drive device shown in FIG. FIG. 7 is a cross-sectional view of the deceleration drive device. The deceleration drive device 201 is a housing 203 that supports an electric motor 205, first and second deceleration mechanisms 207 and 209, and a rear differential device 211.

  The rear differential device 211 has coupling shafts 213 and 215 attached to both the left and right sides, and is coupled to the left and right drive shafts by coupling flange portions 217 and 219.

  Therefore, the front wheels are driven by the engine output via the transmission, and the rear wheels are driven by the output of the electric motor 205, so that the vehicle can travel in the four-wheel drive state (4WD).

  On the rear wheel side, torque is transmitted from the left and right coupling shafts 213 and 215 to the left and right drive shafts via the first and second reduction mechanisms 207 and 209 and the rear differential device 211 by the output of the electric motor 205. The This transmission drives the left and right rear wheels.

  In such a reduction driving device 201, the coupling flange portion 217 is arranged so as to overlap with the protruding portion 221 of the housing 203 by S in the vehicle width direction, and the device can be miniaturized.

  However, in the conventional structure, the amount of overhang of the coupling flange portions 217 and 219 increases with respect to the bearings 223 and 225 that rotatably support the coupling shafts 213 and 215, and vehicle vibration is caused by unbalance of the drive shaft. There is a problem that it is easy to invite.

  In particular, when the overhang of the flange portions 217 and 219 is increased, the overall length of the drive shaft is shortened, and the mounting angle of the drive shaft is increased with respect to the horizontal. There is a problem that it is input to the flange portions 217 and 219 having a large amount and causes vehicle vibration.

JP-A-2005-162102

  The problem to be solved is that the amount of overhang of the coupling flange portions 217 and 219 is increased, which easily causes vehicle vibration.

  The most important feature of the present invention is that the coupling flange portion is disposed so as to overlap the protruding portion in the axis crossing direction in order to suppress vehicle vibration while reducing the size of the device.

  In the drive device according to the present invention, the coupling flange portion is arranged so as to overlap the projecting portion in the axis crossing direction, so that the overhang of the coupling flange portion can be reduced while reducing the size of the device, thereby reducing vehicle vibration. Can be suppressed.

  The purpose of suppressing vehicle vibration while enabling downsizing of the device was realized by reducing the overhang amount of the coupling flange.

[Four-wheel drive vehicle]
FIG. 1 is a skeleton plan view of an automobile to which a drive device according to Embodiment 1 of the present invention is applied. As shown in FIG. 1, the automobile 1 includes an engine 3 that is an internal combustion engine as a main drive source, and an electric motor 5 as a sub drive source. In this embodiment, the engine 3 drives the left and right front wheels 7 and 9 that are main rotating parts, and the electric motor 5 is a drive source that drives the left and right rear wheels 11 and 13 that are auxiliary rotating parts. .

  The output of the engine 3 is input to the front differential device 17 via the transmission 15. The front wheels 7 and 9 are linked to the front differential device 17 via left and right axle shafts 19 and 21. Therefore, the front wheels 7 and 9 can be driven to rotate bidirectionally in the forward or reverse direction via the transmission 15 by driving the engine 3.

  The output of the electric motor 5 is input to a deceleration drive device 23 as a drive device. The left and right rear wheels 11 and 13 are linked to the output side of the deceleration drive device 23 via left and right axle shafts 25 and 27. Therefore, the rear wheels 11 and 13 can be driven to rotate by driving the electric motor 5, and when the electric motor 5 is stopped, the front wheels 7 and 9 are driven in the forward direction or the backward direction and linked to the forward direction or the reverse direction. Rotate.

  The electric motor 5 is controlled by a controller 29 as control means. The controller 29 includes a shift position switch, yaw moment sensor, 4WD switch, vehicle speed sensor, acceleration sensor, brake sensor, throttle opening sensor, left and right wheel rotation difference detection sensor, front and rear wheel rotation difference detection sensor, steering angle sensor. Detection signals from various sensors 31 such as are input.

  The electric motor 5 is composed of a motor / generator. This electric motor 5 is connected to a battery 35 via an inverter 33. A generator or a motor / generator 37 is provided on the engine 3 side, and is connected to the battery 35 via an inverter 39.

  Accordingly, during start-up running, acceleration running, etc., power is supplied from the battery 35 to the electric motor 5 via the inverter 33, and the driving of the front wheels 7, 9 by the engine 3 is driven by the electric motor 5 in the same manner as described above. The wheels 11 and 13 can be assisted.

Further, during deceleration traveling, the battery 35 is charged by power generation by the electric motor 5 and the motor / generator 37 to prepare for the next start traveling and acceleration traveling. When starting and accelerating, power is supplied from the battery 35 to the motor / generator 37, and the front wheels 7 and 9 can be electrically assisted driven by the motor / generator 37.
[Deceleration drive unit]
The deceleration drive device 23 is configured as shown in FIGS. FIG. 2 is a cross-sectional view of the deceleration drive device, and FIG. 3 is a side view thereof.

  As shown in FIGS. 2 and 3, the speed reduction drive device 23 includes a first speed reduction mechanism 43, a second speed reduction mechanism 45, a rear differential device 47, and a housing 41 that is supported on the vehicle body side and is fixed. It has.

  The housing 41 has a structure in which a main body 49 and a lid 51 are combined. The main body 49 and the lid 51 are fastened and coupled at a plurality of locations by bolts 53 and the like. The housing 41 includes an input part side 55 and an output part side 57.

  The electric motor 5 is disposed outside the input portion side 55 and is fastened and fixed at a plurality of locations by bolts or the like. In the input portion side 55, a transmission shaft 61 is rotatably supported by bearings 63 and 65. The output shaft of the electric motor 5 is linked to one end of the transmission shaft 61. At the other end of the transmission shaft 61, one reduction gear 67 of the first reduction mechanism 43 is provided. The reduction gear 67 meshes with the other reduction gear 69 of the first reduction mechanism 43. The reduction gear 69 is provided to rotate integrally with the intermediate transmission shaft 71 that is a reduction shaft.

  The intermediate transmission shaft 71 is rotatably supported on the housing 41 side by a bearing 73 and a needle bearing 75. The intermediate transmission shaft 71 is provided with one reduction gear 77 of the second reduction mechanism 45. The reduction gear 77 meshes with the other reduction gear 79 of the second reduction mechanism 45. The end of the intermediate transmission shaft 71 protrudes outside the lid 51 of the housing 41, and a rotation sensor gear 81 is attached. A seal member 83 is interposed between the intermediate transmission shaft 71 and the lid part 51.

  The first and second reduction mechanisms 43 and 45 reduce the torque of the electric motor 5. The reduction gear 79 constitutes the output side of the reduction mechanism constituted by the first and second reduction mechanisms 43 and 45.

  The rear differential device 47 constitutes a distribution device that distributes the output of the second speed reduction mechanism 45 to axle shafts 25 and 27 that are drive shafts of the rear wheels 11 and 13. The rear differential device 47 includes a differential case 85.

  A pinion gear 93 is rotatably supported by the differential case 85 via a pinion shaft 91. Left and right side gears 95 and 97 are meshed with and coupled to the pinion gear 93.

  A clutch 101 is provided between the second reduction mechanism 45 and the rear differential device 47. The clutch 101 is configured to operate in order to switch the transmission of the output of the second reduction mechanism 45 to the rear differential device 47.

  The clutch 101 is provided between the outer case 103 and the differential case 85 and intermittently adjusts torque transmission between the outer case 103 and the differential case 85.

  The clutch 101 includes a multi-plate main clutch 105, a ball cam 107, a pressure plate 109, a cam ring 111, a multi-plate pilot clutch 113, a return spring 115, an armature 117, and an electromagnet 119. Yes.

  A reduction gear 79 of the second reduction mechanism 45 is integrally coupled to the end of the outer case 103 by welding or the like, and the reduction gear 79 is supported on the differential case 85 by a ball bearing 121. Yes. Further, the outer case 103 has a floating structure in which only torque transmission by the reduction gear 79 is performed and the member supporting function is released.

  In the differential case 85, a boss portion 125 at one end is supported by the lid body portion 51 by a ball bearing 123, and a boss portion 127 at the other end is supported by a body portion 49 via a ball bearing 129 and a core 131 of an electromagnet 119. It is supported by. The core 131 is fixed to the end of the main body 49 on the output side 57.

  A rotor 133 formed of a magnetic material is disposed on the outer periphery of the boss portion 127 and is positioned in the axial direction by a snap ring 135.

  The main clutch 105 is disposed between the outer case 103 and the differential case 85. The outer plate of the main clutch 105 is splined to the inner periphery of the outer case 103, and the inner plate is splined to the outer periphery of the differential case 85.

  The pilot clutch 113 is disposed between the outer case 103 and the cam ring 111. The outer plate of the pilot clutch 113 is spline engaged with the inner periphery of the outer case 103, and the inner plate is spline engaged with the outer periphery of the cam ring 111.

  The ball cam 107 is formed between the pressure plate 109 and the cam ring 111. The pressure plate 109 is spline-engaged with the outer periphery of the differential case 85 so as to be axially movable, and receives the cam thrust force of the ball cam 107 to press the main clutch 105.

  A thrust bearing 137 is disposed between the cam ring 111 and the rotor 133. The thrust bearing 137 receives the cam reaction force of the ball cam 107 and absorbs the relative rotation between the cam ring 111 and the rotor 133.

  The return spring 115 is disposed between the pressure plate 109 and the differential case 85. The pressure plate 109 is urged by the return spring 115 in the direction of releasing the connection of the main clutch 105.

  The armature 117 is formed in a ring shape and is disposed between the pressure plate 109 and the pilot clutch 113 so as to be axially movable.

  The lead wire of the electromagnet 119 is drawn out of the main body 49 through a grommet and connected to the battery 35 side by a connector.

  An appropriate air gap is formed between the core 131 of the electromagnet 119 and the rotor 133, and the air gap, the rotor 133, the pilot clutch 113, and the armature 117 constitute a magnetic path of the electromagnet 119. When the electromagnet 119 is energized, a magnetic flux loop is formed on the magnetic path.

[Arrangement of coupling flange]
Coupled shafts 139 and 141 are coupled to the side gears 95 and 97 of the rear differential unit 47 so that the distributed output of the rear differential unit 47 can be transmitted. Seal members 143 and 145 are interposed between the coupling shafts 139 and 141 and the housing 41.

  At the outer ends of the coupling shafts 139 and 141, coupling flange portions 147 and 149 are integrally provided. The coupling flange portions 147 and 149 are connected to the left and right axle shafts 25 and 27 by joints 151 and 153. The coupling flange portions 147 and 149 are coupled to the coupling cylinder portions 155 and 157 of the joints 151 and 153 by bolts 159 and 161.

  A notch portion 165 is provided in the lid portion 51 of the housing 41 corresponding to the outer peripheral portion of the end surface 163 of the coupling flange portion 147. In addition, when the end surface of the connection cylinder part 155 directly faces the outer wall surface of the housing 41 in the axial direction, the cutout part 165 is provided corresponding to the outer peripheral part of the end surface of the connection cylinder part 155. The notch 165 is provided in a protrusion 167 that protrudes in the axial direction on the lid 51 of the housing 41 in the vicinity of the coupling flange 147. The protrusion 167 is a portion where the rotation sensor gear 81 is arranged. The housing 41 supports the rear differential device 47, and the protrusion 167 constitutes the protrusion 167 of the distributor. It is supposed to be. The notch 165 is provided in the rear portion of the protrusion 167 in the vehicle front-rear direction.

  The coupling flange portion 147 is disposed so that the outer peripheral portion of the end surface 163 of the coupling flange portion 147 faces the notch 165. Accordingly, the coupling flange portion 147 is configured to overlap the protruding portion 167 in the vehicle front-rear direction, which is the axis crossing direction.

  The arrangement of the end face 163 of the coupling flange portion 147 is performed by determining the inter-axis distance P by setting the gear specifications of the reduction gears 77 and 79.

[Torque transmission]
The output of the electric motor 5 is transmitted from the transmission shaft 61 to the outer case 103 via the first and second reduction mechanisms 43 and 45. The outer case 103 is transmitted to the differential case 85 via the clutch 101.

  The rotation of the differential case 85 is distributed from the pinion shaft 91 to the side gears 95 and 97 via the pinion gear 93 and is further output from the coupling shafts 139 and 141.

  Torque is transmitted from the coupling shafts 139 and 141 to the joints 151 and 153 via the coupling flange portions 147 and 149 and the connecting cylinder portions 155 and 157, and from the joints 151 and 153 via the left and right axle shafts 25 and 27. Torque is transmitted to the left and right rear wheels 11 and 13.

  When a driving resistance difference occurs between the rear wheels 11 and 13 due to a rough road or the like, the driving force of the electric motor 5 is differentially distributed to the left and right rear wheels 11 and 13 by the rotation of the pinion gear 93.

  Engagement control of the clutch 101 is performed by energization control of the electromagnet 119.

  The controller 35 performs energization control of the electromagnet 119 according to road surface conditions detected by various sensors, traveling conditions such as vehicle start, acceleration, and turning, and steering conditions.

  The energization control of the electromagnet 119 is performed together with the operation control of the electric motor 5, and the energization stop of the electromagnet 119 is performed when the drive of the electric motor 5 is stopped.

  When the electromagnet 119 is excited, the armature 117 is attracted by the magnetic flux loop, and the pilot clutch 113 is engaged with the rotor 133 to generate pilot torque. When the pilot torque is generated, the ball cam 107 is connected to the ball cam 107 from the side of the electric motor 5 through the cam ring 111 connected to the outer case 103 by the pilot clutch 113 and the pressure plate 109 on the differential case 85 side. The transmission torque acts. The ball cam 107 amplifies the transmission torque and converts it into a cam thrust force, and moves the pressure plate 109 to fasten the main clutch 105.

  When the clutch 101 is thus connected, the torque of the electric motor 5 transmitted to the large-diameter gear 79 is transmitted from the outer case 103 to the differential case 85, and its rotation is rotated by the differential mechanism to the left and right rear wheels 11,13. The vehicle is in a four-wheel drive state.

  At this time, when the excitation current of the electromagnet 119 is controlled, the slip ratio of the pilot clutch 113 changes, the cam thrust force of the ball cam 107 changes, and the transmission torque to the rear wheels 11 and 13 is controlled. When such transmission torque control is performed during turning, for example, the turning performance and the stability of the vehicle body can be greatly improved.

  When the excitation of the electromagnet 119 is stopped, the pilot clutch 113 is released, the cam thrust force of the ball cam 107 disappears, the pressure plate 109 is returned by the urging force of the return spring 115, and the main clutch 105 is released. Thus, the clutch 101 is disengaged, and the vehicle is in a two-wheel drive state with the front wheels 7 and 9 being driven.

  Since the engagement / release operation of the clutch 101 is performed simultaneously with the stop operation of the electric motor 5 as described above, the outer case 103, the first and second speed reduction mechanisms 43 and 45, and the electric motor 5 are operated in the two-wheel drive state. Is separated from the rotation of the rear wheels 11 and 13 and is prevented from being mechanically rotated.

  Therefore, the circuit elements of the integrated circuit such as the first and second speed reduction mechanisms 43 and 45, the electric motor 5 and its bearings, the battery 35, and the regulator are protected from adverse effects caused by the accompanying rotation of the rear wheels 11 and 13, and durability is improved. improves.

[Effect of Example 1 by Arrangement of Coupling Flange]
In the speed reduction drive device 23 according to the first embodiment of the present invention, the coupling flange portion 147 is configured so as to overlap with the protruding portion 167 in the vehicle front-rear direction which is the axis crossing direction. For this reason, it is possible to reduce the length that the coupling flange portions 147 and 149 protrude left and right from the support positions by the ball bearings 123 and 129, that is, the overhang amount.

  Therefore, the rigidity of supporting the axle shafts 25 and 27 by the coupling flange portions 147 and 149 is increased, and even if the axle shafts 25 and 27 are unbalanced in rotation, there is an advantage that it is difficult to cause vehicle vibration.

In particular, when the overhang amount of the coupling flange portions 147 and 149 is reduced, the total length on the axle shafts 25 and 27 side can be increased, and the mounting angle of the axle shafts 25 and 27 is reduced with respect to the horizontal. For this reason, uneven rotation of the axle shafts 25 and 27 is suppressed, and vehicle vibration can be reliably suppressed.
Further, a notch 165 is provided in the lid 51 of the housing 41 corresponding to the outer periphery of the end surface 163 of the coupling flange portion 147, and the outer periphery of the end surface 163 of the coupling flange portion 147 is disposed inside the notch 165. Therefore, the connecting flange portion 147 can be reliably placed close to the lid portion 51 in the vehicle front-rear direction, and the increase in size in the vehicle front-rear direction, which is the rotational radius direction of the deceleration drive device 23, is suppressed. can do.

  Since the arrangement of the end face 163 of the coupling flange portion 147 is performed by setting the gear specifications of the reduction gears 77 and 79, the arrangement can be easily performed without requiring any significant change.

  FIG. 4 is a cross-sectional view of the speed reduction drive device according to the second embodiment of the present invention. The basic structure of the present embodiment is the same as that of the first embodiment, and the same or corresponding components will be described with the same reference numerals or the same reference numerals marked with A.

  In the speed reduction drive device 23A of the present embodiment, the notched portion is not provided in the protruding portion 167 of the housing 41.

  On the other hand, in this embodiment, the heads of the bolts 159 are arranged outside the cylindrical part 173 which is the outer wall part of the rear differential device 47 at an interval H smaller than the screwing length L of the coupling flange part 147 with respect to the connecting cylindrical part 155. Opposite the end face 175.

  For this reason, in the coupling | bonding of the coupling flange part 147 and the connection cylinder part 155 by the volt | bolt 159, even if the volt | bolt 159 is loosened, a volt | bolt does not fall out and the fall of the joint 151 can be prevented.

  An end surface 163 of the coupling flange portion 147 is opposed to the side surface of the reduction gear 69 of the first reduction mechanism 43 in the axial direction across the wall portion 169 of the housing 41.

  For this reason, the enlargement in the axial direction of the deceleration drive device 23A can be suppressed.

  The outer peripheral portion of the end surface 163 of the coupling flange portion 147 is disposed close to the wall portion 171 of the protruding portion 167 of the housing 41 at a position facing the outer peripheral portion of the seal member 83.

For this reason, the enlargement in the vehicle front-back direction which is the rotation radius direction of the deceleration drive device 23A can be suppressed.
In addition, also in the present embodiment, the same effects as those of the first embodiment can be achieved.

  FIG. 5 is a cross-sectional view of the speed reduction drive device according to the third embodiment of the present invention. The basic structure of the present embodiment is the same as that of the second embodiment, and the same or corresponding components are denoted by the same reference numeral or the same reference sign B, or the same reference sign A is replaced by B. explain.

  In the deceleration drive device 23B of the present embodiment, the protruding portion 167B of the housing 41 is formed for the bearing 73, and no notch is provided.

  Also in this embodiment, similarly to the second embodiment, the heads of the bolts 159 are arranged on the outer wall portion of the rear differential device 47 at an interval H smaller than the screwing length L of the coupling flange portion 147 with respect to the connecting tube portion 155. It faces the outer end surface 175 of a certain cylindrical portion 173.

  An end surface 163 of the coupling flange portion 147 is opposed to the side surface of the reduction gear 69 of the first reduction mechanism 43 in the axial direction across the wall portion 169 of the housing 41.

  Therefore, the same effects as those of the second embodiment are obtained.

  On the other hand, in this embodiment, the outer peripheral portion of the end surface 163 of the coupling flange portion 147 is disposed close to the wall portion 171 </ b> B of the housing 41 at a position facing the outer peripheral portion of the bearing 73.

  Therefore, the enlargement in the vehicle front-rear direction, which is the rotational radius direction of the deceleration drive device 23B, can be suppressed.

  FIG. 6 is a cross-sectional view of a reduction driving device according to Embodiment 4 of the present invention. The basic structure of the present embodiment is the same as that of the first embodiment, and the same or corresponding components will be described with the same reference numerals or the same reference numerals marked with C.

  In the speed reduction drive device 23C of the present embodiment, the protrusion 167 of the housing 41 is not provided with a notch.

  On the other hand, in this embodiment, the end surface 177 of the connecting cylinder portion 155 is opposed to the side surface of the reduction gear 69 of the first reduction mechanism 43 in the axial direction across the wall portion 169 of the housing 41.

  For this reason, the enlargement in the axial direction of the deceleration drive device 23C can be suppressed.

  The outer peripheral portion of the end surface 177 of the connecting cylinder portion 155 is disposed close to the wall portion 171 of the protruding portion 167 of the housing 41 at a position substantially opposite to the outer peripheral portion of the seal member 83.

For this reason, the enlargement in the vehicle front-back direction which is the rotation radius direction of the deceleration drive device 23C can be suppressed.
In addition, also in the present embodiment, the same effects as those of the first embodiment can be achieved.
[Others]
In the above-described embodiment, the description has been made by applying to the deceleration drive device. However, the present invention can be widely applied to devices having a relationship between the coupling flange portion and the protruding portion of the distribution device.

(Example 1) which is a skeleton top view of the motor vehicle which applied the deceleration drive device. It is sectional drawing of a deceleration drive device (Example 1). (Example 1) which is a side view of a deceleration drive device. (Example 2) which is sectional drawing of a deceleration drive device. (Example 3) which is sectional drawing of a deceleration drive device. (Example 4) which is sectional drawing of a deceleration drive device. It is sectional drawing of a deceleration drive device (conventional example).

Explanation of symbols

5 Electric motor (drive source)
25, 27 Axle shaft (drive shaft)
41 Housing 47 Rear differential unit (distribution unit)
67, 69, 77, 79 Reduction gear 71 Intermediate transmission shaft (reduction shaft)
73 Bearing 83 Seal member 147 Connection flange 151 Joint
155 Connecting cylinder 159 Bolt 163, 177 End face 165 Notch
169, 171 Wall portion 167, 167B Protruding portion 173 Tube portion (outer wall portion)
175 Outer end face (outer wall)
H Interval L Screwing length P Center distance

Claims (7)

A distribution device that distributes and outputs torque transmitted from the drive source to the left and right drive shafts via the left and right coupling flanges,
In the drive device in which the distribution device has a protruding portion in the axial direction in the vicinity of the coupling flange portion,
The drive device according to claim 1, wherein the coupling flange portion is arranged so as to overlap with the protruding portion in an axis crossing direction. The drive device according to claim 1,
The coupling flange portion is coupled to the drive shaft by being coupled to a coupling cylinder portion of a joint with a bolt,
The head of the bolt faces the outer wall of the distributor at an interval smaller than the screwed length with respect to the connecting cylinder. The drive device according to claim 1,
The coupling flange portion is coupled to the drive shaft by being coupled to a coupling cylinder portion of a joint,
The distribution device receives torque from the drive source via a reduction gear disposed in the housing,
An end face of the connecting cylinder part or the coupling flange part is opposed to the side surface of the reduction gear in the axial direction across the wall part of the housing. The drive device according to claim 1,
The coupling flange portion is coupled to the drive shaft by being coupled to a coupling cylinder portion of a joint,
The distribution device receives torque from the drive source via a reduction gear supported by a reduction shaft in the housing,
A seal member is provided between the housing and the reduction shaft,
An outer peripheral portion of an end surface of the connecting cylinder portion or the coupling flange portion is disposed close to the wall portion of the housing at a position facing the outer peripheral portion of the seal member. The drive device according to claim 1,
The coupling flange portion is coupled to the drive shaft by being coupled to a coupling cylinder portion of a joint,
In the distribution device, torque is transmitted from the drive source via a reduction gear supported by a reduction shaft that is rotatably supported by a bearing in a housing,
An outer peripheral portion of an end face of the connecting cylinder portion or the coupling flange portion is disposed close to the wall portion of the housing at a position facing the outer peripheral portion of the bearing. The drive device according to claim 1,
The coupling flange portion is coupled to the drive shaft by being coupled to a coupling cylinder portion of a joint,
The distribution device receives torque from the drive source via a reduction gear supported by a reduction shaft in the housing,
A notch is provided in the housing corresponding to the outer peripheral portion of the end surface of the connecting tube portion or the connecting flange portion,
The drive device characterized by arranging the outer peripheral part of the end surface of the said connection cylinder part or a coupling flange part so that it may face in the said notch part. It is a drive device in any one of Claims 4-6,
The distributor includes a reduction gear that meshes with the reduction gear,
The drive device characterized in that the arrangement of the end faces of the connecting cylinder part or the connecting flange part is performed by determining the inter-axis distance by setting the gear specifications of each reduction gear.

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