JP2023148769A - vehicle - Google Patents

Abstract

To inhibit a motor from being turned into a lock state with a simpler structure.SOLUTION: A vehicle includes: a motor serving as a drive source of the vehicle; a second shaft provided coaxially with a first shaft to which a rotational drive force of the motor is output; and a transmission mechanism which is provided between the first shaft and the second shaft and transmits the rotational drive force of the motor from the first shaft to the second shaft. When the vehicle is stopped, backlash occurs when the rotational drive force is transmitted from the first shaft to the second shaft in the transmission mechanism.SELECTED DRAWING: Figure 3

Description

The present invention relates to a vehicle.

In a vehicle that uses a motor as a drive source, the motor may become locked if the torque output by the motor is less than the torque required for starting, for example when starting up an uphill road. On the other hand, Patent Document 1 discloses that even if the electric motor outputs torque based on the accelerator operation amount when climbing a slope, the electric motor is controlled so that the torque output from the electric motor decreases when the vehicle is substantially stopped, and a predetermined A vehicle is described that includes an electric motor control means that executes stop torque reduction/increase control that controls the electric motor so that the torque output from the electric motor increases after the backward movement occurs.

Japanese Patent Application Publication No. 2009-189072

The above-mentioned conventional technology may lead to complicated control. Therefore, it is desirable to be able to prevent the motor from becoming locked with a simpler structure.

The present invention provides a technique for suppressing a motor from becoming locked with a simpler configuration.

According to the invention,
A vehicle,
a motor as a drive source of the vehicle;
a second shaft provided coaxially with the first shaft to which the rotational driving force of the motor is output;
a transmission mechanism that is provided between the first shaft and the second shaft and transmits the rotational driving force of the motor from the first shaft to the second shaft,
When the vehicle stops, backlash occurs when the rotational driving force is transmitted from the first shaft to the second shaft in the transmission mechanism.
A vehicle is provided that is characterized by:

According to the present invention, it is possible to prevent the motor from becoming locked with a simpler configuration.

FIG. 1 is a side view of a unit swing type motorcycle as an example of a vehicle. FIG. 2 is a sectional view taken along line II-II in FIG. 1. (A) is an enlarged view of the vicinity of the transmission mechanism in FIG. 2, and (B) is a sectional view taken along the line III-III in FIG. 3(A). An explanatory diagram of the operation of the transmission mechanism. FIG. 3 is a diagram showing the relationship between the electrical angle of the motor and the torque at startup of the motor. (A) is a diagram for explaining the configuration of a modified example of the transmission mechanism. (B) is a diagram showing a state in which rotational driving force is transmitted from the transmission member to the transmitted member in the transmission mechanism of (A).

Hereinafter, embodiments will be described in detail with reference to the accompanying drawings. Note that the following embodiments do not limit the claimed invention, and not all combinations of features described in the embodiments are essential to the invention. Two or more features among the plurality of features described in the embodiments may be arbitrarily combined. In addition, the same or similar configurations are given the same reference numerals, and duplicate explanations will be omitted.

Note that the directions such as front, rear, left, and right in the following description are the same as the directions of the vehicle described below unless otherwise specified.

<Vehicle overview>
FIG. 1 is a side view of a unit swing type motorcycle 1 (hereinafter simply referred to as vehicle 1) as an example of a vehicle. Further, FIG. 2 is a sectional view taken along the line II-II in FIG. The vehicle 1 includes front wheels 3 that are steered by a handle 2 and rear wheels 4 that are driven by a power unit 10 that includes a power source. The vehicle 1 of this embodiment is a scooter-type vehicle having a step floor 9 on which an occupant seated on a seat 8 rests his or her feet. However, the features of this embodiment can also be applied to other types of straddle-type vehicles, four-wheeled passenger cars, and the like. Vehicle 1 includes a body frame 11 that forms its skeleton.

The vehicle body frame 11 is formed by welding multiple types of steel materials together by welding or the like. The vehicle body frame 11 includes a head pipe 12, a main frame 13, a down frame 14, a seat frame 15, and a support frame 16. The head pipe 12 is located at the front end of the vehicle body frame 11. The main frame 13 extends diagonally backward and downward from the head pipe 12. The pair of left and right down frames 14 extend diagonally backward and downward from the lower part of the head pipe 12 at a steeper inclination than the main frame 13, extend substantially horizontally from the lower end toward the rear, and then extend rearward from the rear end. and extends diagonally upward. The pair of left and right seat frames 15 extend diagonally rearward and upward from the upper and lower intermediate portions of the main frame 13, are connected to the rear upper ends of the pair of left and right down frames 14, and extend diagonally rearward and upward from the connecting portion. The support frame 16 extends diagonally rearward and upward from the rear part of the down frame 14 and is connected to the rear part of the seat frame 15.

A pair of left and right front forks 6 are rotatably supported on the head pipe 12. A steering handle 2 is attached to the front fork 6 via a top bridge provided at the upper end. Further, a pair of left and right front forks 6 rotatably support the front wheel 3. Further, the outer periphery of the vehicle body frame 11 is covered with a vehicle body cover 5.

The power unit 10 is a unit that drives the rear wheels 4 of the vehicle 1. The power unit 10 is a swing type power unit that integrates a swing frame 20, a motor 30, and a speed reduction mechanism 35. An axle 4a for the rear wheel 4 is provided at the rear end of the power unit 10, and the rotational driving force of the motor 30 is transmitted to the axle 4a via a deceleration mechanism 35, so that after being supported by the axle 4a, The wheels 4 are driven and the vehicle 1 travels. The axle 4a rotates around the center axis (rear wheel axis) of the axle 4a, which is an axis parallel to the vehicle width direction. Note that the axle 4a is rotatably supported by the swing frame 20 via bearings 4b to 4d.

Swing frame 20 supports motor 30 and deceleration mechanism 35. The motor 30 is a drive source of the vehicle 1 and is arranged on the left side of the rear wheel 4. The deceleration mechanism 35 decelerates the rotational driving force transmitted from the motor 30 and transmits it to the rear wheels 4.

The swing frame 20 is provided with a motor accommodating portion 23 that accommodates the motor 30 and a deceleration mechanism accommodating portion 24 that accommodates the deceleration mechanism 35.

The motor housing portion 23 includes an inner cover 23a that covers the motor 30 from the inside in the vehicle width direction, and an outer cover 23b that covers the motor 30 from the outside in the vehicle width direction. The inner cover 23a has a box shape that opens outward in the vehicle width direction. The outer cover 23b has a box shape that opens inward in the vehicle width direction. The outer cover 23b is coupled to the inner cover 23a by a fastening member such as a bolt.

The deceleration mechanism accommodating portion 24 includes an inner case 24a that is disposed on the left side of the rear wheel 4 on the inside in the vehicle width direction, and an outer case 24b that covers the inner case 24a from the outside in the vehicle width direction. The inner case 24a has a box shape that opens outward in the vehicle width direction. The outer case 24b has a box shape that opens inward in the vehicle width direction. The outer case 24b is coupled to the inner case 24a by a fastening member such as a bolt.

The swing frame 20 is swingably supported at the lower rear side of the vehicle body frame 11 via a link mechanism 19 at its front end. A pair of left and right rear cushions 7 are spanned between the rear end of the power unit 10 and the seat frame 15 to damp the rocking motion of the power unit 10.

The motor 30 is arranged on the left side of the rear wheel 4. The motor 30 is an inner rotor type motor. The motor 30 includes a motor shaft 31a, an inner rotor 32, and a stator 33. However, other types of motors may be used as appropriate.

The motor shaft 31a outputs the rotational driving force of the motor 30. The motor shaft 31a is pivotally supported by the motor accommodating portion 23 so as to be oriented in the vehicle width direction. The motor shaft 31a has an axis Cm1 (hereinafter also referred to as "motor axis Cm1") that is parallel to the rear wheel axis CR. The motor shaft 31a is rotatably supported by bearings 34a to 34b. Further, as will be described in detail later, the rotational driving force of the motor shaft 31a is transmitted to the transmitted shaft 31b via the transmission mechanism 40. The transmitted shaft 31b is a shaft provided coaxially with the motor shaft 31a. The transmitted shaft 31b is rotatably supported by a bearing 34c.

The inner rotor 32 includes a cylindrical inner rotor main body 32a and a magnet 32b provided on the outer peripheral surface of the inner rotor main body 32a. A radially central portion of the inner rotor main body 32a is splined to the motor shaft 31a. A detected object 32c is attached to the outer peripheral surface of the inner end of the inner rotor body 32a in the vehicle width direction.

The stator 33 includes an annular stator yoke 33a fixed to the outer peripheral wall of the inner cover 23a, a plurality of teeth 33b joined to the stator yoke 33a and provided radially with respect to the motor axis Cm1, and conductive wires connected to the teeth 33b. The coil 33c is wound around the coil 33c. A rotor sensor 33d that detects the detected object 32c is attached to the stator yoke 33a.

A battery (not shown) is connected to the motor 30. The battery supplies power to the motor 30 when the motor 30 drives the rear wheels 4. Note that the motor 30 may be controlled by a control unit (not shown).

The speed reduction mechanism 35 is arranged on the left side of the rear wheel 4. The speed reduction mechanism 35 includes a counter shaft 36, a gear pair 37, a gear pair 38, and bearings 39a and 39b.

The counter shaft 36 is arranged parallel to the motor shaft 31a, the transmitted shaft 31b, and the axle 4a. The counter shaft 36 is rotatably supported by the reduction mechanism housing section 24 by bearings 39a and 39b. The transmitted shaft 31b, the counter shaft 36, and the axle 4a are arranged at intervals in order from the front side. The counter shaft 36 has an axis Ct1 parallel to the motor axis Cm1.

The gear pair 37 includes a driving gear 37a provided on the transmitted shaft 31b, and a driven gear 37b provided on the inner end of the counter shaft 36 in the vehicle width direction. The drive gear 37a and the driven gear 38b may be, for example, helical gears or may have other configurations such as spur gears. The drive gear 37a may be formed of a member separate from the motor shaft 31a and attached to the motor shaft 31a by spline connection or the like, or may be formed integrally with the motor shaft 31a. Similarly, the driven gear 38b may be formed of a member separate from the counter shaft 36 and attached to the counter shaft 36 by spline connection or the like, or may be formed integrally with the counter shaft 36.

The gear pair 38 includes a drive gear 38a provided at the outer end of the counter shaft 36 in the vehicle width direction, and a driven gear 38b provided at the left end of the axle 4a. The drive gear 38a and the driven gear 38b may be, for example, helical gears or may have other configurations such as spur gears. The drive gear 38a may be formed of a member separate from the countershaft 36 and attached to the countershaft 36 by spline connection or the like, or may be formed integrally with the countershaft 36. Similarly, the driven gear 38b may be formed of a member separate from the axle 4a and attached to the axle 4a by spline connection or the like, or may be formed integrally with the axle 4a.

<Transmission mechanism>
3(A) and 3(B) are diagrams for explaining the configuration of the transmission mechanism 40, in which FIG. 3(A) is an enlarged view of the vicinity of the transmission mechanism 40 in FIG. It is a sectional view taken along the line III-III in FIG. 3(A).

The transmission mechanism 40 includes a transmission member 41 provided on the motor shaft 31a, and a transmitted member 42 provided on the transmitted shaft 31b and to which rotational driving force is transmitted from the transmission member 41 by contacting the transmission member 41. include. In this embodiment, the transmission member 41 is provided at the end of the motor shaft 31a that faces the transmitted shaft 31b. Further, the transmitted member 42 is provided at the end of the transmitted shaft 31b that faces the motor shaft 31a. The transmission mechanism 40 transmits rotational driving force between two coaxial shafts.

The transmission member 41 includes a plate-like member 41a and a protrusion 41b. The plate-shaped member 41a is a plate-shaped member whose main surface direction is a direction intersecting the axial direction of the motor shaft 31a. An opening into which the motor shaft 31a can fit is formed in the center of the plate-like member 41a, and the plate-like member 41a and the motor shaft 31a are connected by spline connection or the like. A protruding portion 41b that protrudes toward the transmitted member 42 is formed on the surface of the plate member 41a facing the transmitted member 42. Although four cylindrical protrusions 41b are formed in this embodiment, the shape and number of the protrusions 41b can be changed as appropriate.

The transmitted member 42 includes a plate member 42a and a groove portion 42b. The plate-shaped member 41b is a plate-shaped member whose main surface direction is a direction intersecting the axial direction of the transmitted shaft 31b. An opening into which the transmitted shaft 31b can fit is formed in the center of the plate-like member 41b, and the plate-like member 41b and the transmitted shaft 31b are coupled by spline connection or the like. A groove 42b recessed in the axial direction is formed on the surface of the protrusion 41b facing the transmission member 41. The groove portion 42b is provided so that the plate member 41a is movable. The protrusion 41b and the wall 42c forming the groove 42b include an overlapping portion in the axial direction, and when the motor shaft 31a rotates, the protrusion 41b comes into contact with the wall 42c forming the groove 42b, thereby transmitting rotational driving force. be done. In this embodiment, four elongated grooves 42b are formed, but the shape and number of the grooves 42b can be changed as appropriate. Further, the groove portion 42b may be a through hole penetrating the plate-like member 42a.

As the shape of the groove portion 42b viewed from the axial direction, other shapes such as a circular shape with a larger diameter than the protruding portion 41b, an elliptical shape, a long groove shape along the circumferential direction of the transmitted shaft 31b, etc. can be adopted as appropriate. . That is, the groove portion 42b may have any shape as long as the protrusion portion 41b can move within a certain range in the circumferential direction in the space surrounded by the wall portion 42c. In other words, the transmitting member 41 and the transmitted member 42 may be provided so that a certain amount of play (hereinafter also referred to as backlash) is generated between the protruding portion 41b and the groove portion 42b through which power is transmitted. However, in the present embodiment, the groove 42b is provided so that its longitudinal direction is obliquely inclined with respect to the radial direction of the protrusion 41b, thereby preventing backlash between the protrusion 41b and the groove 42b. Easy to set up. Moreover, this inclination facilitates transmission of rotational driving force from the protrusion 41b to the groove 42b.

Furthermore, in the present embodiment, a plurality of protrusions 41b and grooves 42b are each provided at equal intervals in the circumferential direction of the provided shaft. The even arrangement of the protrusions 41b and the grooves 42b can prevent the center of the drive shaft from shifting.

Further, contrary to the present embodiment, the plate-like member 41a of the transmitting member 41 may be provided with a groove, and the plate-like member 42a of the transmitted member 42 may be provided with a protrusion. That is, it is also possible to employ a configuration in which the rotational driving force is transmitted from the wall of the groove to the protrusion.

Furthermore, in the present embodiment, the plate member 41a is radially larger than the motor shaft 31a, and the plate member 42a is radially larger than the transmitted shaft 31b. Therefore, since the protrusion portion 41b and the groove portion 42b are formed in a larger portion in the radial direction, it becomes easier to ensure a larger backlash between them.

<Operation example>
FIG. 4 is an explanatory diagram of the operation of the transmission mechanism 40. The illustrations of each state correspond to the cross-sectional view of FIG. 3(B), but hatching and some symbols are omitted for ease of viewing the drawing.

State ST1 is a state in which the rotational driving force output from the motor 30 is transmitted from the transmitting member 41 to the transmitted member 42. For example, when the motor 30 generates rotational driving force due to the rider's operation of the accelerator grip during acceleration of the vehicle 1, the generated rotational driving force is transmitted from the transmitting member 41 to the transmitted member 42. Specifically, the protrusion 41b of the transmission member 41 presses the wall 42c of the groove 42b of the transmitted member 42 in the circumferential direction, so that the transmitted shaft 31b rotates together with the motor shaft 31a.

State ST2 is the state of the transmission member 41 when the rear wheels 4 are rotating in the opposite direction when the vehicle 1 is stopped. Particularly when stopped on an uphill road, the vehicle 1 will move backward slightly and then come to a complete stop, which may cause the rear wheels 4 to rotate in the opposite direction. In this state, the transmitted member 42 rotates in the opposite direction (counterclockwise) to the rotation direction in state ST1, so the wall 42c of the groove 42b pushes the protrusion 41b in the opposite direction to the rotation direction in state ST1. Become.

State ST3 is a state in which the rear wheels 4 have completely stopped after rotating slightly in the opposite direction. Since the protruding portion 41b is pushed counterclockwise in state ST2, even after the transmitted member 42 stops, the transmitting member 41 rotates by a predetermined amount due to inertia and then stops. This causes backlash between the protrusion 41b and the groove 42b.

Since backlash occurs between the protrusion 41b and the groove 42b when the vehicle 1 is stopped (state ST3), when the vehicle 1 starts from a stopped state, the motor shaft 31a rotates by a predetermined amount and then the protrusion 41b and the groove 42b are connected to each other. The groove portion 42b comes into contact with the transmitting member 41 and the rotational driving force begins to be transmitted from the transmitting member 41 to the transmitted member 42. From the standpoint of the motor 30, when the vehicle 1 starts, it rotates by a predetermined amount before starting power transmission. Therefore, the inertial force of the motor 30 can also be utilized when the vehicle 1 starts, and a larger driving force can be generated when the vehicle 1 starts. Therefore, it is possible to prevent the motor 30 from being locked when the vehicle 1 starts. In particular, when starting on an uphill road, or when a large amount of driving force is required for starting, such as when two people are riding or there is a large amount of luggage, the motor 30 cannot generate the necessary driving force and becomes locked. It is possible to prevent it from being put away. Furthermore, in this embodiment, by using the protruding portion 41b and the groove portion 42b, backlash can be generated with a simple configuration. Furthermore, in this embodiment, backlash occurs between the motor shaft 31a and the transmitted shaft 31b, which are two coaxial shafts. Therefore, there is no need to add gears or the like to generate backlash, and the transmission mechanism 40 can be configured more compactly.

<Amount of backlash expansion>
FIG. 5 is a diagram showing the relationship between the electrical angle of the motor 30 and the starting torque of the motor 30. Generally, in a motor, the torque at startup varies depending on the electrical angle at the time of stopping. Therefore, if the starting torque at the electrical angle at the time of stopping is at or close to the minimum torque T _min , the motor may not be able to output the driving force necessary for starting. As an example, if the torque T1 required for starting is greater than the minimum torque _Tmin when the vehicle is stopped on an uphill road with a predetermined slope, the motor may not be able to provide the driving force necessary for starting depending on the electrical angle at the time of stopping. A situation may arise where output cannot be performed. Therefore, in this embodiment, the backlash between the protruding portion 41b and the groove portion 42b is reduced so that the motor lock state can be suppressed even when the starting torque is at or close to the minimum torque T _min . secure.

Specifically, when the difference between the electrical angle of the minimum torque T _min and the electrical angle of the average torque T _ave is defined as the difference ΔA (°el), the protrusion 41b and the groove 42b are separated from each other after the motor 30 starts rotating. The shapes of the protrusion 41b and the groove 42b are set so that the motor shaft 31a can rotate by a difference ΔA (°el) or more before they come into contact.
In other words, the shapes of the protrusion 41b and the groove 42b are set so that the motor 30 can idle by more than the difference ΔA (°el). By doing this, for example, if the electrical angle of the motor 30 is X1 (°el) when the vehicle 1 is stopped, the electrical angle of the motor 30 becomes X2 (°el) or more after the motor 30 starts rotating. After that, transmission of the rotational driving force in the transmission mechanism 40 is started. In other words, transmission of the rotational driving force in the transmission mechanism 40 is started after the torque that can be output by the motor 30 becomes equal to or greater than the average torque T _ave .

As a result, even if the motor 30 is stopped at an electrical angle that is or is close to the minimum torque T _min , the motor 30 will idle until the electrical angle that is equal to or higher than the average torque T _ave when the motor 30 is started. The driving force necessary for starting the vehicle 1 can be output.

On the other hand, if the motor 30 stops at an electrical angle (X3 (°el)) at which the outputtable torque is near the average torque T _ave , the electrical angle (X4 It is also conceivable that the torque that can be output at (°el)) is around the minimum torque T _min . However, in this case, since the inertial force of the motor 30 can also be used, a larger driving force can be obtained than when the motor 30 is completely stationary and the electrical angle is X4 (°el).

Here, the relationship between electrical angle and mechanical angle is expressed as mechanical angle=electrical angle×2/number of poles P. Further, when the circumferential distance from the contact point of the protrusion 41b and the groove 42b to the rotation center is a (mm), and the backlash between the protrusion 41b and the groove 42b is b (mm), the motor 30 idles. The rotation angle is 360b/2πa (°). Therefore, from these relationships, the amount of backlash necessary for the motor 30 to idle by more than the difference ΔA (°el) is specified, and the shapes of the protrusion 41b and the groove 42b are determined so as to ensure the backlash. may be done. For example, when it is necessary to ensure backlash of b1 (mm) or more, the circumferential length of the groove 42b at the radial position where the protrusion 41b and the groove 42b abut is the same as that of the protrusion 41b at the same radial position. These shapes may be determined so that they are larger than the length in the circumferential direction by b1 (mm) or more.

<Modified example>
FIG. 6(A) is a diagram for explaining the configuration of a transmission mechanism 240 as a modification of the transmission mechanism 40, and corresponds to FIG. 3(B). Moreover, FIG. 6(B) is a diagram showing a state in which the rotational driving force is transmitted from the transmission member 241 to the transmitted member 242 in the transmission mechanism 240. This modification differs from the above embodiment in that a transmitting member 241 and a transmitted member 242 are in contact with each other via a buffer member 243. Specifically, the buffer member 243 is provided between the circumferentially facing side surface of the protruding portion 241b of the transmitting member 241 and the circumferentially facing side surface of the wall portion 242c forming the groove portion 242b of the transmitted member 242. The buffer member 243 is made of an elastic member such as rubber.

According to this modification, since the buffer member 243 is interposed between the transmitting member 241 and the transmitted member 242, when the vehicle 1 starts, the transmitting member 241 and the transmitted member 242 are brought into contact with each other by the rotation of the motor 30. It is possible to reduce contact noise when touching. Furthermore, when the vehicle 1 is stopped, the elastic force of the buffer member 243 pushes the transmitting member 241 back to the approximate center of the transmitted member 242, so that the backlash between the transmitting member 241 and the transmitted member 242 is reduced by the buffer member 243. The thickness can be secured. Note that here, the thickness of the buffer member 243 is the same on one side and the other side in the circumferential direction of the transmission member 241. However, the thickness of the buffer member 243 on the front side in the rotation direction when the motor 30 rotates normally may be larger than the thickness on the rear side.

<Summary of embodiments>
The above embodiments disclose at least the following vehicles.

Item 1. A vehicle (1),
a motor (30) as a drive source for the vehicle;
a second shaft (31b) provided coaxially with the first shaft (31a) to which the rotational driving force of the motor is output;
a transmission mechanism (40) provided between the first shaft and the second shaft to transmit the rotational driving force of the motor from the first shaft to the second shaft,
When the vehicle stops, backlash occurs when the rotational driving force is transmitted from the first shaft to the second shaft in the transmission mechanism.
A vehicle characterized by:

According to this embodiment, backlash occurs between the first shaft and the second shaft, which allows the motor to idle by a predetermined amount when the vehicle starts. Therefore, when the vehicle starts, the inertial force of the motor can be utilized to obtain a larger driving force. Therefore, it is possible to prevent the motor from falling into a locked state when starting the vehicle, and it is possible to improve the starting performance of the vehicle.

Item 2. The vehicle described in item 1,
The transmission mechanism is
a transmission member (41) provided at an end of the first shaft opposite to the second shaft;
a transmitted member (42) provided at an end of the second shaft opposite to the first shaft,
One of the transmitting member and the transmitted member includes a protrusion (41b) that protrudes toward the other side,
The other portion includes a groove portion (42b) in which the protrusion portion is movable;
The rotational driving force is transmitted when the protrusion and the wall (42c) forming the groove come into contact with each other.
A vehicle characterized by:

According to this embodiment, backlash can be generated with a simple configuration by using the protrusion and the groove.

Item 3. The vehicle described in item 2,
The transmission member includes a first plate member (41a) that is larger in the radial direction than the first shaft,
the protrusion protrudes from the first plate-like member;
The transmitted member includes a second plate member (42a) larger in the radial direction than the second shaft,
the groove portion is formed in the second plate-like member;
A vehicle characterized by:

According to this embodiment, the protrusion and the groove are formed in the plate-like member that is larger than the shaft, so that backlash is more likely to expand.

Item 4. The vehicle described in any one of items 2 to 3,
The groove portion is provided such that a longitudinal direction of the groove portion is obliquely inclined with respect to a radial direction of a shaft on which the groove portion is provided.
A vehicle characterized by:

According to this embodiment, since the groove is formed diagonally, rotation can be easily transmitted between the groove and the protrusion.

Item 5. The vehicle according to any one of items 2 to 4,
A plurality of the protrusions and the grooves are each provided at equal intervals in the circumferential direction of the provided shaft,
A vehicle characterized by:

According to this embodiment, the even arrangement of the protrusions and grooves makes it possible to prevent the center of the drive shaft from shifting.

Item 6. The vehicle according to any one of items 2 to 5,
A vehicle characterized in that the transmitting member (241) and the transmitted member (242) are in contact with each other via a buffer member (243).

According to this embodiment, backlash during stopping can be more reliably ensured by the cushioning material, and contact noise between the transmitting member and the transmitted member during driving can be reduced.

Item 7. A vehicle according to any one of items 1 to 6,
The vehicle is a straddle-type vehicle;
A vehicle characterized by:

According to this embodiment, in a straddle-type vehicle, it is possible to prevent the motor from falling into a locked state at the time of starting, and it is possible to improve the starting performance of the vehicle.

The invention is not limited to the above-described embodiments, and various modifications and changes can be made within the scope of the invention.

1: Vehicle, 4a: Axle, 30: Motor, 31a: Motor shaft, 31b: Transmitted shaft 31, 40: Transmission mechanism

Claims (7)

A vehicle,
a motor as a drive source of the vehicle;
a second shaft provided coaxially with the first shaft to which the rotational driving force of the motor is output;
a transmission mechanism that is provided between the first shaft and the second shaft and transmits the rotational driving force of the motor from the first shaft to the second shaft,
When the vehicle stops, backlash occurs when the rotational driving force is transmitted from the first shaft to the second shaft in the transmission mechanism.
A vehicle characterized by: The vehicle according to claim 1,
The transmission mechanism is
a transmission member provided at an end of the first shaft opposite to the second shaft;
a transmitted member provided at an end of the second shaft opposite to the first shaft,
One of the transmitting member and the transmitted member includes a protrusion that protrudes to the other side,
the other includes a groove in which the protrusion is movable;
The rotational driving force is transmitted when the protrusion and the wall forming the groove come into contact with each other.
A vehicle characterized by: The vehicle according to claim 2,
The transmission member includes a first plate member that is larger in the radial direction than the first shaft,
the protrusion protrudes from the first plate-like member;
The transmitted member includes a second plate member that is larger in the radial direction than the second shaft,
the groove portion is formed in the second plate-like member;
A vehicle characterized by: The vehicle according to any one of claims 2 to 3,
The groove portion is provided such that a longitudinal direction of the groove portion is obliquely inclined with respect to a radial direction of a shaft on which the groove portion is provided.
A vehicle characterized by: The vehicle according to any one of claims 2 to 4,
A plurality of the protrusions and the grooves are each provided at equal intervals in the circumferential direction of the provided shaft,
A vehicle characterized by: The vehicle according to any one of claims 2 to 5,
A vehicle characterized in that the transmitting member and the transmitted member are in contact with each other via a buffer member. The vehicle according to any one of claims 1 to 6,
The vehicle is a straddle-type vehicle;
A vehicle characterized by:

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