VEHICLE-MOUNTED ELECTRONIC CONTROL UNIT AND VEHICLE-MOUNTED MECHANICALLY/ELECTRICALLY INTEGRATED ELECTRIC MOTOR

TECHNICAL FIELD

The present invention relates to an electronic control unit mounted on a vehicle (a vehicle-mounted electronic control unit), an electric motor formed integrally with the electronic control unit (a vehicle-mounted mechanically/electrically integrated electric motor), and the like.

BACKGROUND ART

A vehicle such as an automobile can include, for example, electronic power steering apparatus as a vehicle-mounted apparatus. The electric power steering apparatus generates auxiliary torque for assisting steering torque in a steering system generated through an operation by a driver on a steering handle. According to the generation of the auxiliary torque, the electric power steering apparatus can reduce a burden on the driver. An auxiliary torque mechanism, which applies the auxiliary torque, detects the steering torque of the steering system with a steering torque sensor, generates a driving signal with an electronic control unit on the basis of a signal of the detection, generates, with an electric motor, auxiliary torque corresponding to the steering torque on the basis of the driving signal, and transmits the auxiliary torque to the steering system via a speed reduction mechanism.

For example, Patent Literature 1 discloses the structure of a vehicle-mounted mechanically/electrically integrated electric motor. A first printed board (a control section) 14, a metal board (a power section) 16, and the like (an electronic control unit) shown in FIG. 2 of Patent Literature 1 are formed integrally with an electric motor 8 shown in FIG. 3. According to contents of FIG. 1 of Patent Literature 1, one end of a heat transfer member 26 is disposed on the metal board 16 and, on the other hand, the other end of the heat transfer member 26 is disposed in a microcomputer 24 on the first printed board 14 (see an alternate long and short dash line in FIG. 1 of Patent Literature 1). Consequently, heat generated by the microcomputer 24 is transferred to the metal board 16.

However, for example, on the first printed board 14 of Patent Literature 1, the microcomputer 24 needs to be disposed in a position corresponding to the heat transfer member 26. Therefore, a degree of freedom at the time when the first printed board 14 is designed decreases. According to the description of paragraph [0031] of Patent Literature 1, an ECU housing 11 shown in FIG. 2 of Patent Literature 1 has a heat radiation property. On the other hand, a lid body 12 of the ECU housing 11 shown in FIG. 2 of Patent Literature 1 does not have the heat radiation property. Therefore, it is desirable that heat radiation efficiency is improved.

For example, Patent Literature 2 discloses the structure of a vehicle-mounted mechanically/electrically integrated electric motor. A controller (an electronic control unit) such as a control section 30 and a power module (a power section) 40 shown in FIG. 7 of Patent Literature 2 is formed integrally with a motor via a motor case 11. According to the description of paragraph [0038] of Patent Literature 2, a cover 91 shown in FIG. 7 of Patent Literature 2 has a magnetic shield property.

In a heat sink 80 of Patent Literature 2, heat can be radiated not only to a side portion side of a plane section 83 and the like of the heat sink 80 but also to the cover 91 side. Therefore, the heat radiation efficiency of the heat sink 80 of Patent Literature 2 is higher than the heat radiation efficiency of the ECU housing 11 of Patent Literature 1. Note that, in order to fix the controller (the electronic control unit) such as the control section 30 and the power module (the power section) 40 shown in FIG. 7 of Patent Literature 2 to the motor, in FIG. 2, FIG. 3, and FIG. 4 of Patent Literature 2, the heat sink 80 is simply connected to the motor case 11. The heat radiation efficiency of the heat sink 80 of Patent Literature 2 depends on a heat radiation capacity of the heat sink 80 itself. The heat radiation efficiency of the heat sink 80 of Patent Literature 2 is higher than the heat radiation efficiency of the ECU housing 11 of Patent Literature 1. However, the cover 91 of Patent Literature 2 is a member different from the heat sink 80 of Patent Literature 2. The number of components or manufacturing cost increases. The cover 91 of Patent Literature 2 deteriorates the heat radiation efficiency of the heat sink 80 of Patent Literature 2.

CITATION LIST
Patent Literature
Patent Literature 1: Japanese Patent Application Laid-Open No. 2013-63689
Patent Literature 2: Japanese Patent No. 5287787
SUMMARY OF INVENTION
Technical Problem

An object of the present invention is to provide a vehicle-mounted mechanically/electrically integrated electric motor or a vehicle-mounted electronic control unit, the mechanically/electrically integrated electric motor or the vehicle-mounted electronic control unit having high heat radiation efficiency.

Solution to Problem

According to a first aspect, a vehicle-mounted electronic control unit that drives and controls an electric motor includes: a case including an ECU housing section; a lid body that covers an upper part of the ECU housing section; a power section including a switching circuit that supplies a driving signal to the electric motor and a power board on which the switching circuit is mounted; and a control section including a control circuit that controls the switching circuit. The lid body is a material having a heat radiation property higher than the heat radiation property of the power section. The ECU housing section accommodates the power section and the control section. The lower surface of the lid body is in contact with the upper surface of the power section. The upper surface of the lid body is exposed.

Advantageous Effects of Invention

According to the first aspect, the lower surface of the lid body of the motor case section is closely attached to the power section including the switching circuit, which is a heat generating component. Therefore, the lid body having the heat radiation property can radiate heat not only to the motor case section side having the heat radiation property but also to the upper surface side of the lid body. Consequently, the electronic control unit can have high heat radiation efficiency.

Those skilled in the art can easily understand that the illustrated aspect according to the present invention can be further changed without departing from the spirit of the present invention.

BRIEF DESCRIPTION OF DRAWINGS

FIG. 1(A) and FIG. 1(B) respectively show first and second comparative examples.

FIG. 2 shows a schematic configuration example of an electric power steering apparatus.

FIG. 3(A) shows a schematic configuration example of a mechanically/electrically integrated electric motor according to the present invention and FIG. 3(B) shows a disposition example of an O-ring.

FIG. 4 shows an exterior example of the mechanically/electrically integrated electric motor according to the present invention.

FIG. 5 shows an example of a sectional view of the mechanically/electrically integrated electric motor shown in FIG. 4.

FIG. 6 shows an example of an assembly explanatory diagram of the mechanically/electrically integrated electric motor shown in FIG. 4.

FIG. 7 shows an example of an exploded perspective view of an electronic control unit shown in FIG. 4.

FIG. 8 shows an example of a circuit configuration diagram representing a power section shown in FIG. 5.

FIG. 9(A) shows an example of a perspective view of a main structure of a first component of the power section shown in FIG. 7 and FIG. 9(B) shows an example of an assembly explanatory diagram of the power section shown in FIG. 7.

FIG. 10 shows an example of a functional block diagram of a control section shown in FIG. 7.

FIG. 11 shows a schematic configuration example of an electric servo brake system having a regenerative brake function.

FIG. 12 shows an example of an assembly explanatory diagram of the mechanically/electrically integrated electric motor shown in FIG. 4.

FIG. 13 shows a schematic diagram for explaining a region of the mechanically/electrically integrated electric motor shown in FIG. 4.

DESCRIPTION OF EMBODIMENTS

A best embodiment described below is used to easily understand the present invention. Therefore, those skilled in the art should be aware that the present invention is not unduly limited by the best embodiment described below.

FIG. 2 shows a schematic configuration example of an electric power steering apparatus 10. In the example shown in FIG. 2, the electric power steering apparatus 10 includes an electronic control unit for an electric power steering (in a broad sense, “a vehicle-mounted electronic control unit that drives and controls an electric motor”) 42. Specifically, the electric power steering apparatus 10 includes an auxiliary torque mechanism 40 that applies auxiliary torque (also referred to as additional torque) to a steering system 20 extending from a steering handle (e.g., a steering wheel) 21 of a vehicle to steering wheels (e.g., front wheels) 29, 29 of the vehicle.

In the example shown in FIG. 2, in the steering system 20, a rotating shaft 24 (also referred to as a pinion shaft and an input shaft) is coupled to the steering handle 21 via a steering shaft 22 (also referred to a steering column) and universal couplings 23, 23, a rack shaft 26 is coupled to the rotating shaft 24 via a rack and pinion mechanism 25, and left and right steering wheels 29, 29 are coupled to both ends of the rack shaft 26 via left and right ball joints 52, 52, tie rods 27, 27, and knuckles 28, 28. The rack and pinion mechanism 25 includes a pinion 31 included in the rotating shaft 24 and a rack 32 included in the rack shaft 26.

With the steering system 20, by steering the steering handle 21, a driver can steer steering wheels 29, 29 with steering torque of the steering handle 21 via the rack and pinion mechanism 25.

In the example shown in FIG. 2, the auxiliary torque mechanism 40 is a mechanism configured to detect, with a steering torque sensor 41, the steering torque of the steering system 20 applied to the steering handle 21, generate a driving signal with the electronic control unit 42 on the basis of a signal of the detection (also referred to as torque signal), generate, with an electric motor 43, auxiliary torque (additional torque) corresponding to the steering torque on the basis of the driving signal, transmit the auxiliary torque to the rotating shaft 24 via a speed reduction mechanism 44 (e.g., a warm gear mechanism), and transmit the auxiliary torque from the rotating shaft 24 to the rack and pinion mechanism 25 of the steering system 20.

The electric power steering apparatus 10 is classified into a pinion assist type, a rack assist type, a column assist type, and the like according to a place where the auxiliary torque is applied to the steering system 20. The electric power steering apparatus 10 shown in FIG. 2 shows the pinion assist type. However, the electric power steering apparatus 10 may be applied to the rack assist type, the column assist type, and the like.

The electric motor 43 is, for example, a brushless motor. A rotation angle of a rotor in the brushless motor or a rotation angle of the electric motor 43 (also referred to as rotation signal) is detected by the electronic control unit 42. The rotor is configured by, for example, a permanent magnet. The electronic control unit 42 can detect a movement of the permanent magnet (the N pole and the S pole) with a magnetic sensor.

The electronic control unit 42 is configured by, for example, a power supply circuit, a current sensor that detects a motor current (an actual current), a microprocessor, an FET bridge circuit, and a magnetic sensor. Not only the torque signal but also, for example, a vehicle speed signal can be input to the electronic control unit 42 as an external signal. An external apparatus 60 is another electronic control unit capable of communicating in an interior network such as a CAN (Controller Area Network). However, the external apparatus 60 may be, for example, a vehicle speed sensor capable of outputting a vehicle speed pulse equivalent to the vehicle speed signal. The external signal includes a signal on a system side such as the torque signal and a signal on a vehicle body side (a vehicle body signal) such as the vehicle speed signal. The vehicle body signal can include not only the vehicle speed signal and a communication signal of engine speed and the like but also an ON/OFF signal of an ignition switch. A microprocessor of the electronic control unit 42 can perform vector control of the electric motor 43 on the basis of, for example, the torque signal and the vehicle speed signal. An FET bridge circuit controlled by the microprocessor is configured by, for example, switching circuits that energize the electric motor 43 (the brushless motor) with a driving current (a three-phase AC current), specifically, for example, an FET 1, an FET 2, an FET 3, an FET 4, an FET 5, and an FET 6 shown in FIG. 8. A magnetic sensor 310 is configured by, for example, a Hall IC (see FIG. 7).

Such an electronic control unit 42 sets a target current on the basis of at least steering torque (a torque signal). The electronic control unit 42 preferably sets the target current also taking into account vehicle speed (a vehicle speed signal and a vehicle speed pulse) detected by the vehicle speed sensor and a rotation angle (a rotation signal) of the rotor detected by the magnetic sensor. The electronic control unit 42 can control a driving current (a driving signal) of the electric motor 43 such that a motor current (an actual current) detected by the current sensor coincides with the target current.

B+ indicates, for example, the potential of a positive electrode of a battery 61 provided in the vehicle as a DC power supply. B− indicates the potential of a negative electrode of the battery 61. The potential B− of the negative electrode can be grounded on the vehicle body of the vehicle. Note that the electronic control unit 42 includes input terminals B+ and B− (a first input terminal and a battery terminal), for example, in a connector section (e.g., a connector section in the front of FIG. 7, i.e., a connector section in the inner side of FIG. 4) of an external connector of a connector case 440 (see FIG. 7). The connector case 440 can supply electric power supplied from the battery 61 to the electronic control unit 42. A power supply voltage (a difference between the potential B+ of the positive electrode and the potential B− of the negative electrode) is a source of a driving signal of the electric motor 43.

With the electric power steering apparatus 10 shown in FIG. 2, it is possible to steer the steering wheels 29 with the rack shaft 26 using composite torque obtained by adding the auxiliary torque (the additional torque) of the electric motor 43 to the steering torque of the driver.

FIG. 3(A) shows a schematic configuration example of a mechanically/electrically integrated electric motor according to the present invention. FIG. 3(B) shows a disposition example of an O-ring. In the example shown in FIG. 3(A), the mechanically/electrically integrated electric motor includes a case 430 including a motor case section 447 that accommodates the electric motor 43 shown in FIG. 2 and an ECU housing section 420 that accommodates a power section 100 and a control section 300 described below. The mechanically/electrically integrated electric motor further includes a lid body 431 of the case 430, a power section 100 including the switching circuits (e.g., the FET 1 to FET 6 shown in FIG. 8) that supply driving signals to the electric motor 43, and a control section 300 including a control circuit (see FIG. 10) that controls the switching circuits. The case 430 shown in FIG. 3(A) accommodates the power section 100 and the control section 300. The motor case section 447 (or the electric motor 43), the lid body 431, the power section 100, and the control section 300 are disposed, for example, in the direction of a motor shaft 450 of the electric motor 43 in the order of the motor case section 447 (or the electric motor 43), the control section 300, the power section 100, and the lid body 431. In addition, the lower surface of the lid body 431 is closely attached to the power section 100, each of the case 430 and the lid body 431 is configured by, for example, metal having a heat radiation property. The upper surface of the lid body 431 of the case 430 is exposed.

The case 430 includes the ECU housing section 420 and the motor case section 447. The ECU housing section 420 and the motor case section 447 may be separately provided or may be integrally provided. However, if the ECU housing section 420 and the motor case section 447 are separate, problems described below occur. FIG. 1(A) shows a first comparative example. As shown in FIG. 1(A), the heat sink 400 is closely attached to the power section 100. Therefore, the heat sink 400 shown in FIG. 1(A) can also have high heat radiation efficiency. However, the ECU housing 420 that accommodates the power section 100 and the control section 300 is a member different from the heat sink 400 (or the motor case section 447). The number of components or manufacturing cost increases. In addition, when an electronic control unit or a mechanically/electrically integrated electric motor having a waterproof property is provided, a waterproof member is necessary between the heat sink 400 and the ECU housing section 420 shown in FIG. 1(A). Another waterproof member is necessary between the ECU housing section 420 and the case 430. The ECU housing section 420 is interposed between the heat sink 400 and the case 430, which are members different from the ECU housing section 420. Therefore, heat transfer from the heat sink 400 to the case 430 is delayed. Therefore, the heat radiation efficiency of the heat sink 400 shown in FIG. 1(A) is deteriorated. As measures against these problems, if the ECU housing section 420 and the motor case section 447 are integrated, the ECU housing section 420 that accommodates the power section 100 and the control section 300 is a member different from the heat sink 400 (or the case 430). It is possible to realize a reduction in the number of components or the manufacturing cost. Further, it is also possible to remove the other waterproof member necessary between the ECU housing section 420 and the case 430. The ECU housing section 420 is interposed between the heat sink 400 and the case 430, which are the members different from the ECU housing section 420. Therefore, the heat transfer from the heat sink 400 to the case 430 is not delayed. Therefore, if the ECU housing section 420 and the motor case section 447 are integrated, there is an effect that it is possible to solve the deterioration in the heat radiation efficiency of the heat sink 400 shown in FIG. 1(A).

Note that FIG. 1(B) shows a second comparative example. As shown in FIG. 1(B), when the ECU housing section 420 has a heat radiation property or is a heat sink, it is possible to suppress the increase in the number of components or the manufacturing cost. However, when the size (the length) in the motor shaft 450 direction of the electric motor is taken into account, a waterproof member is disposed between the ECU housing section 420 and the case 430 shown in FIG. 1(B). Therefore, the size (width “b”) in the radial direction of the case 430 shown in FIG. 1(B) increases more than the size (width “a”) in the radial direction of the case 430 shown in FIG. 1(A). In particular, in FIG. 1(B), the waterproof member can be set in contact with the perpendicular inner wall surface of the case 430. If the waterproof member is in contact with the horizontal bottom surface of the wall section of the ECU housing section 420, the size (the thickness) of the wall section of the ECU housing section 420 increases. The size (the width “b”) in the radial direction of the case 430 further increases. As measures against such a problem, if the ECU housing section 420 and a case section 460 are integrated, it is possible to solve the problem of the increase in the size (the thickness) of the wall section of the ECU housing section 420.

When the control section 300 is disposed in the ECU housing 420 shown in FIG. 1(B), work efficiency is deteriorated. In other words, the space between the inner wall surface of the ECU housing 420 and the motor case section 447 is narrow. It is difficult to fix the control section 300 and the power section 100 to the ECU housing 420. When the control section 300 and the power section 100 are disposed in the ECU housing 420 shown in FIG. 1(B) by a machine rather than manual work, the machine needs to have high accuracy concerning the disposition. Therefore, equipment of the machine increases. Therefore, manufacturing cost of the electronic control unit increases. As measures against such a problem, if the ECU housing section 420 and the motor case section 447 are integrated, the lid body 431 does not need to include a wall that accommodates the power board 101 and the like. It is easy to fix the power board 101 and the like to the lid body 431. It is possible to reduce difficulty of assembly for disposing the control section 300 and the power section 100 in the ECU housing section 420 using the machine. That is, it is possible to solve the problem of the increase in the manufacturing cost of the electronic control unit.

A vehicle-mounted electronic control unit of the present invention includes the case 430 including the ECU housing section 420, the lid body 431 that covers the upper part of the ECU housing section 420, the power section 100 including the switching circuits that supply driving signals to the electric motor 43 and the power board 101 on which the switching circuits are mounted, and the control section 300 including the control circuit that controls the switching circuits. The lid body 431 is a material having a heat radiation property higher than the heat radiation property of the power board 101. The ECU housing section 420 accommodates the power section 100 and the control section 300. The lower surface of the lid body 431 is in contact with the upper surface of the power section 300. The upper surface of the lid body 431 is exposed.

The lower surface of the lid body 431 of the case 430 is closely attached to the power section 100 including the switching circuits, which are the heat generating components. Therefore, the lid body 431 made of the material having the heat radiation property higher than the heat radiation property of the power board 101 can radiate heat not only to the case 430 side having the heat radiation property but also to the upper surface side of the lid body 431. However, the power board 101 indicates a bare board excluding copper foil and the like. Consequently, the mechanically/electrically integrated power motor or the electronic control unit 42 can have high heat radiation efficiency. In particular, the lid body 431 made of the material having the high heat radiation property is in direct contact with the case 430 having the heat radiation property. An area of the contact of the lid body 431 having the heat radiation property with the case 430 (a wall section 430w) having the heat radiation property is preferably large. In other words, when the lid body 431 is simply fixed to the case 430 (the wall section 430w), the lid body 431 and the case 430 (the wall section 430w) may be in contact with each other only in several places. Therefore, when the area of the contact of the lid body 431 with the case 430 (the wall section 430w) is the maximum, heat moving from the lid body 431 to the case 430 is maximized. In addition, when each of the case 430 and the lid body 431 has the heat radiation property or is the heat sink, it is possible to suppress an increase in the number of components or manufacturing cost. The lid body 431 not only simply functions as the heat sink but also moves the heat to the case 430 via the area of the contact of the lid body 431 with the case 430 (the wall section 430w). Therefore, it is unnecessary to increase the capacity of the lid body 431 more than necessary. Therefore, the lid body 431 is small and light.

FIG. 3(B) is an enlarged view of the lid body 431 in direct contact with the case 430 in the FIG. 3(A). When the electronic control unit 42 shown in FIG. 2 has a waterproof property, the mechanically/electrically integrated electric motor or the electronic control unit 42 can include a waterproof member, specifically, an O-ring 501 shown in FIG. 3(B). On the other hand, when the mechanically/electrically integrated electric motor does not have the waterproof property, the mechanically/electrically integrated electric motor does not have to include the waterproof member. Consequently, it is possible to reduce the manufacturing cost of the mechanically/electrically integrated electric motor. The lid body 431 shown in FIG. 2(A) can include a recessed section such as a groove 431d to which the O-ring 501 can be fixed. For example, in sectional view shown in FIG. 3(B), the wall section 430w (referring to FIG. 6, a hollow cylinder) of the case 430 includes an inner wall surface 430is and an outer wall surface 430os perpendicular to, for example, the lower surface of the lid body 431 and a top surface 430t parallel to, for example, the lower surface of the lid body 431. The groove 431d corresponds to the inner wall surface 430is (the inner side of the hollow cylinder).

The O-ring 501 may close a gap between the groove 431d of the lid body 431 and the perpendicular inner wall surface 430is of the case 430. That is, the O-ring 501 can provide the mechanically/electrically integrated electric motor or the electronic control unit 42 having the waterproof property using the perpendicular inner wall surface 430is of the case 430. In addition, the O-ring 501 is in contact with the perpendicular inner wall surface 430is of the case 430. Therefore, it is possible to provide the mechanically/electrically integrated electric motor or the electronic control unit 42 small in size. In other words, if the position of the groove 431d moves to the horizontal top surface 430t of the wall section 430w and the O-ring 501 comes into contact with the horizontal top surface 430t of the wall section 430w of the case 430, the size (the thickness) of the wall section 430w of the case 430 increases and the size (the width “a”) in the radial direction of the case 430 increases. The size (the width “a”) in the radial direction of the case 430 shown in FIG. 3(A) is specified by the perpendicular outer wall surface 430os of the wall section 430w of the case 430. As shown in FIG. 3(B), a heat radiation property (a contact surface with the lid body 431) is provided on the horizontal top surface 430t of the wall section 430w and a waterproof property is provided on the perpendicular inner wall surface 430is of the wall section 430w. Consequently, it is possible to suppress an increase in the size (the width “a”) in the radial direction of the case 430. It is possible to set the area of the contact of the lid body 431 with the case 430 (the wall section 430w) to a maximum limit.

FIG. 4 shows an exterior example of the mechanically/electrically integrated electric motor according to the present invention. In the example shown in FIG. 4, the lid body 431 of the case 430 includes a plurality of fins. The plurality of fins can be designed such that, when heat is radiated to the upper surface side of the lid body 431, the heat is not held up on the upper surface of the lid body 431. In addition, the connector case 440 is set in a part of the upper surface of the lid body 431. In other words, not the entire upper surface of the lid body 431 is covered by the connector case 440. Therefore, the remaining part (an exposed part exposed to the outside) of the upper surface of the lid body 431 can continue to radiate the heat to the upper surface side of the lid body 431.

The external connector of the connector case 440 shown in FIG. 4 includes a connector section (e.g., a connector section in the center) to which a torque signal detected by the steering torque sensor 41 shown in FIG. 2 is input. Since the connector section, to which the torque signal is input, is formed in a part of the upper surface of the lid body 431 of the case 430, it is possible to suppress a protrusion (a protrusion in the radial direction of the case 430) of the connector section and provide the electronic control unit 42 small in size. In addition, an engine, a transmission, and the like not shown in the figure are present around the electronic control unit 42. A space in which the electronic control unit 42 is disposed is sometimes limited. Therefore, when there is such limitation, it is easy to dispose the small electronic control unit 42 in an engine room.

In addition, in the example shown in FIG. 4, the electronic control unit 42 is formed integrally with the electric motor 43 such that the electronic control unit 42 is disposed in the direction of the motor shaft 450 of the electric motor 43 shown in FIG. 2. In the example shown in FIG. 4, when a direction DR1 indicates an upward direction of the electric motor 43, the electronic control unit 42 can be formed integrally with the electric motor 43 in an upper part of the electric motor 43 or the case 430. Note that the connector case 440 includes the input terminals B+ and B− (the first input terminal and the battery terminal) and includes a plurality of terminals (a second input terminal and signal terminals) that connect the steering torque sensor 41 and the like and the electronic control unit 42 (see FIG. 7).

FIG. 5 shows an example of a sectional view (an A-A sectional view) of the mechanically/electrically integrated electric motor shown in FIG. 4. However, in the example shown in FIG. 5, the connector case 440 is omitted. As shown in FIG. 5, the case 430 includes a space 431S1 for accommodating a motor 43-2 shown in FIG. 2 and a space 431S2 for accommodating the power section 100 and the control section 300. The connector case 440 shown in FIG. 6 includes, on the space 431S1 side, a hole section in which the motor shaft 450 or an output shaft of the electric motor 43 can be inserted. For example, an oil seal is used for the motor shaft 450 or the output shaft. The electronic control unit 42 has a waterproof property. The connector case 440 shown in FIG. 5 can further include a partition wall 431b that separates the spaces 431S1 and 431S2.

FIG. 6 shows an example of an assembly explanatory diagram of the mechanically/electrically integrated electric motor shown in FIG. 4. As shown in FIG. 6, in a state in which the power section 100 and the control section 300 (and the connector case 440) are fixed to the lid body 431, it is possible to insert the lid body 431 into the case 430 and assemble the electronic control unit 42 shown in FIG. 4. Naturally, since the O-ring 501 is provided between the lid body 431 and the case 430, the O-ring 501 is elastically deformed. Consequently, the mechanically/electrically integrated electric motor having a waterproof property is provided. The lid body 431 can be fixed to the case 430 more firmly via a not-shown fixing member.

FIG. 7 shows an example of an exploded perspective view of the electronic control unit 42 shown in FIG. 2. As shown in FIG. 7, which is vertically reversed, the lower surface of the lid body 431 can be fixed to the upper surface of the power section 100 via fixing members, specifically, male screws 290. Specifically, the lower surface of the lid body 431 can be fixed to the upper surface of the power board 101 via the male screws 290. Between the lower surface of the power section 100 and the upper surface of the control section 300, a frame 105 used when connecting an output section of the control section 300, specifically, output terminals U, V, and W shown in FIG. 8 and a three-phase line of the electric motor 43 is inserted. In addition, the lid body 431 shown in FIG. 7 can include a pedestal 431p capable of supporting the upper surface of the control section 300. The control section 300 can be fixed to the pedestal 431p via fixing members, specifically, male screws 390.

In a state in which the control section 300 and the power section 100 are fixed to the lid body 431, the control section 300 and the power section 100 can be accommodates in the case 430 (see FIG. 6). Therefore, when the control section 300 and the power section 100 are fixed to the lid body 431, since nothing is present around the control section 300 and the power section 100, it is possible to suppress deterioration in work efficiency. Since the control section 300 is directly fixed to the lid body 431 via the pedestal 431p rather than to the power section 100, accuracy of the position (the height) of the control section 300 is high. Therefore, for example, accuracy of the position (the height) of the magnetic sensor 310 disposed on the lower surface of the control section 300 is also high. In other words, variation (a product error) of a rotation signal representing a rotation angle of the electric motor 43 is small. Note that the O-ring 501 having a circular shape shown in FIG. 7 can be fixed to the groove 431d shown in FIG. 3(B) in advance. An annular O-ring 502 shown in FIG. 7 can seal a gap between the lid body 431 and the connector case 440.

Explaining more in detail with reference to FIG. 6 and FIG. 7, the vehicle-mounted electronic control unit 42 includes the connector case 440 extending from the lower side of the lid body 431 toward the upper side of the lid body 431. The connector case 440 includes the external connector projecting further to the upper side than the upper surface of the lid body 431. The control section 300 overlaps the power section 100 in the vertical direction on the lower side of the power section 100.

A reduction in the size in the radial direction is realized by disposing, in the axial direction, the connector case 440 including the external connector, the power section 100, and the control section 300.

Further, the lid body 431 includes a main body section 433 extending perpendicularly to the vertical direction and a heat radiation fin 432 extending toward the upper side from the upper surface of the main body section 433.

Since the lid body 431 includes the thermal radiation fin 432 extending toward the upper side, it is possible to more efficiently radiate generated heat of the power section 100. The shape of the heat radiation fin 432 is not limited if the heat radiation fin 432 is designed such that, when the heat radiation fin 432 radiates heat to the upper surface side of the lid body 431, the heat is not held up on the upper surface of the lid body 431. For example, as shown in FIG. 4, the heat radiation fin may have a shape of a plurality of ribs. As shown in FIG. 12, the heat radiation fin may be a plurality of protrusions.

In the vehicle-mounted electronic control unit 42, a region further on the inner side than the ECU housing section 420 in plan view includes a connector region 441 where the connector case 440 is disposed and a heat radiation fin region 442 where the heat radiation fin is disposed on the upper surface of the lid body 431.

In the connector region 441, the connector case 440 is in contact with the upper surface of the main body section 433. By adopting such a configuration, it is possible to suppress a tilt of the external connector by setting one side of the main body section 433 and the other side of the connector case 440 in surface contact with each other. Further, since the tilt of the external connector can be suppressed, attachability of the vehicle-mounted electronic control unit 42 is improved.

The power section 300 is thermally in contact with the lower side of the heat radiation fin region 442 in the main body section 433. By adopting such a configuration, it is possible to efficiently radiate, from the heat radiation fin 432, generated heat from the power section 300.

The switching circuits are disposed in a position overlapping the heat radiation fin 432 in the vertical direction.

Since the switching circuits and the heat radiation fin 432 are disposed in the axial direction, it is possible to efficiently radiate generated heat from the switching circuits.

A heat conduction material is disposed between the upper surface of the power section 300 and the lower surface of the main body section 433. A lid groove 432 extending along a portion in contact with the power section 300 is formed on the lower surface of the main body section 433. The main body section 433 includes, on the outer side of the lid groove 432, projecting sections 434 extending along the lid groove 432 and projecting toward the lower side. The projecting sections 434 are disposed on the outer side of the power section 300.

Since the heat conduction material (grease) is present, a heat radiation effect of heat generated from the power board 100 is further improved. Since the lid groove 432 is present, the grease does not scatter and is disposed in a predetermined position. Since the projecting sections 434 that guide the position of the power section 300 are present on the outer side of the groove, it is possible to further suppress the heat conduction material (the grease) from scattering to places other than a place between the power board 101 and the lid body 431.

The power board 100 is fixed to the main body section 433 by fixing members 435. The main body section 433 includes sections to be fixed into which the fixing members 290 are inserted. The sections to be fixed are disposed on the outer side of the lid grooves 432.

The heat conduction material accumulates in the lid groove 432, whereby the heat conduction material is suppressed from reaching the sections to be fixed, to which the fixing members 290 are fixed, present on the outer side of the lid groove 432. Consequently, it is possible to prevent tightening of the fixing member 290 from weakening.

At least a part of the power board 101 overlaps the heat radiation fin 432 and the connector case 440 in the vertical direction.

The power board 101 is disposed in a position where the heat radiation fin 432 and at least a part of the connector case 440 overlap in the motor shaft direction, whereby generated heat of the power board 101 is efficiently radiated by the heat radiation fin 432. Further, the power board 101 is disposed in a position where the connector case 440 and the motor shaft overlap, whereby a reduction in the size in the radial direction of the vehicle-mounted electronic control unit 42 is realized.

The connector region 441 includes a lower connector region 449 on the lower side of the lid body 431 and an upper connector region 448 on the upper side of the lid body 431. The upper connector region 448 has an area larger than the area of the lower connector region 449. That is, the upper connector region is a region where a tabular section 437 and the main body section 433 overlap. The lower region is a region where an internal connector is disposed.

The connector case 440 further includes a plurality of terminals 470 connected to the outside via an external connector, the tabular section 437 spreading perpendicularly to the vertical direction from the lower side of the external connector, and an internal connector 436 projecting further to the lower side than the lid body 431 from the tabular section 437 and including the plurality of terminals 470 disposed on the inside. The internal connector 436 is disposed further apart from the heat radiation fin region 442 than the external connector.

The external connector is disposed further on the heat radiation fin region 442 side than the internal connector 436. Consequently, it is possible to dispose the external connector effectively using the radial direction width of a motor unit. Therefore, attachability of the vehicle-mounted electronic control unit 42 is improved.

Further, by disposing the external connector close to the heat radiation fin region, it is possible to realize a reduction in the size in the radial direction of the external connector. Since the internal connector 436 is away from the heat radiation fin region, it is possible to increase an area of the power board 100 in contact with the main body section.

The external connector includes a connector section to which a torque signal is input.

The plurality of terminals 470 are connected to the control section 300. Portions of the plurality of terminals 470 connected to the control section 300 are exposed from the internal connector 436. With such a configuration, since the portions of the plurality of terminals 470 connected to the control section 300 are exposed from the internal connector 436, it is easy to perform soldering and the like.

The internal connector 436 extends further downward than the lower surface of the power board 101. With such a configuration, the plurality of terminals 470 can be connected to the control section 300 without coming into contact with the power board 101.

The lower surface of the tabular section 437 includes a connector groove 438 that is in contact with the upper surface of the lid body 431 and surrounds the internal connector 436. The O-ring 502 is disposed in the connector groove 438. On the lower surface of the lid body 431, a region not surrounded by the connector groove 438 is larger than a region surrounded by the connector groove 438.

The tabular section 437 is disposed in a position in contact with the upper surface of the lid body 431. Consequently, it is possible to secure an area of the contact of the power board 100 with the lid body 431. The waterproof property is improved by limiting a region waterproofed by the connector groove 438 and the O-ring 502.

Further, since the region is narrow, it is possible to prevent a decrease in the waterproof effect even if the connector slightly tilts.

The ECU housing section 420 includes the wall section 430w, which has the hollow cylindrical shape. The lid body 431 includes, at the outer edge portion of the lower surface, an attaching section 439 recessed in the upward direction. The lower surface of the attaching section 439 is in contact with at least a part of the top surface of the wall section 430w. In a sectional view of the side surface of the attaching section 439 including a recessed section 443 in which the O-ring 501 can be fixed, the wall section 430w includes an inner wall surface 430is corresponding to the recessed section 443 and perpendicular to the lower surface of the lid body 431. The O-ring 501 is in contact with the recessed section 443 of the lid body 431 and the inner wall surface 430is.

Waterproofing can be achieved because the O-ring 501 and the lid body 431 are in contact. Heat can be transferred from the lid body 431 to the wall section 430w because the lower surface of the attaching section 439 and the top surface of the wall section 430w are in contact at least in a part. Therefore, it is possible to further improve the heat radiation efficiency.

The lid body 431 includes the pedestal 431p capable of supporting the upper surface of the control section 300. The control section 300 is fixed to the pedestal 431p via a fixing member 446. The side surface of the internal connector is in contact with the side surface of the pedestal 431p.

It is possible to improve the strength of the internal connector extending from the tabular section 437 to the control section 300.

In the motor, the case 430 further includes the motor case section 447 that accommodates the electric motor 43-2. The ECU housing section 420 and the motor case section 447 are integrally provided.

Since the ECU housing section 420 and the motor case section 447 are integrally provided, it is possible to reduce cost and improve heat transfer efficiency.

Incidentally, as measures for reducing conduction noise (motor noise), at least one electrolytic capacitor 210 (see FIG. 8) can be inserted between the input terminal B+ and the input terminal B− of the connector section. A large number of components (the FET 1 to the FET 11 and a shunt resistor R1 to a shunt resistor R3) are mounted on the power section 100 (e.g., the metal board). Therefore, in the power section 100 (e.g., the metal board), for example, a space for mounting four electrolytic capacitors 210 (see FIG. 9(A)) and a space for connecting the input terminals B+ and B− cannot be secured. Therefore, on the control section 300, it is possible to electrically connect the input terminals B+ and B− and the at least one electrolytic capacitor 210. In order to electrically connect the input terminal B− and the lid body 431 shown in FIG. 7 on the control section 300, the pedestal 431p is provided in the lid body 431. The pedestal 431p can directly connect the lid body 431 (and the motor case 430 electrically connected to the lid body 431) and the control section 300 at low impedance. Consequently, the conduction noise is reduced.

FIG. 8 shows an example of a circuit configuration diagram representing the power section 100 shown in FIG. 5. In the example shown in FIG. 8, B+ represents an input terminal for inputting the potential of the positive electrode of the battery 61 shown in FIG. 2. B− represents an input terminal for inputting the potential of the negative electrode of the battery 61. The power section 100 generates, with the FET 1 to the FET 6, driving signals for the electric motor 43 shown in FIG. 2. The power section 100 includes the three output terminals U, V, and W for outputting the driving signals. The driving signals are generated on the basis of, for example, the power supply voltage (the difference between the potential B+ of the positive electrode and the potential B− of the negative electrode) input from the two input terminals B+ and B− (the first input terminal and the battery terminal) shown in FIG. 7. In the example shown in FIG. 8, the six FETs 1 to 6, which are the switching circuits, are connected to a line of the potential B+ of the input terminal of the positive electrode and a line of the potential B− of the input terminal of the negative electrode in parallel to the at least one electrolytic capacitor 210. The at least one electrolytic capacitor 210 is configured from, for example, four electrolytic capacitors (see FIG. 9(A)).

The FET 1 and the FET 2 are connected in series between the line of the potential B+ of the positive electrode and the line of the potential B− of the negative electrode. The FET 1 and the FET 2 can generate a U-phase current that flows through, for example, a U winding wire of the electric motor 43. As a current sensor for detecting the U-phase current, for example, the shunt resistor R1 can be provided between the FET 2 and the line of the potential B− of the negative electrode. As a semiconductor relay capable of interrupting the U-phase current, for example, an FET 7 can be provided between a connection node of the FET 1 and the FET 2 and the output terminal U to the electric motor 43.

The FET 3 and the FET 4 are connected in series between the line of the potential B+ of the positive electrode and the line of the potential B− of the negative electrode. The FET 3 and the FET 4 can generate a V-phase current flowing through, for example, a V winding wire of the electric motor 43. As a current sensor for detecting the V-phase current, for example, the shunt resistor R2 can be provided between the FET 4 and the line of the potential B− of the negative electrode. As a semiconductor relay capable of interrupting the V-phase current, for example, an FET 8 can be provided between a connection node of the FET 3 and the FET 4 and the output terminal V to the electric motor 43.

The FET 5 and the FET 6 are connected in series between the line of the potential B+ of the positive electrode and the line of the potential B− of the negative electrode. The FET 5 and the FET 6 can generate a W-phase current flowing through, for example, a W winding wire of the electric motor 43. As a current sensor for detecting the W-phase current, for example, the shunt resistor R3 can be provided between the FET 6 and the line of the potential B− of the negative electrode. As a semiconductor relay capable of interrupting the W-phase current, for example, an FET 9 can be provided between a connection node of the FET 5 and the FET 6 and the output terminal W to the electric motor 43.

In the example shown in the FIG. 8, the six FETs 1 to 6, which are the switching circuits, can supply the U-phase current, the V-phase current, and the W-phase current to the electric motor 43 as driving signals. The at least one electrolytic capacitor 210 can smooth the power supply voltage (the difference between the potential B+ of the positive electrode and the potential B− of the negative electrode), which is the source of the driving signals. The FET 1, the FET 3, and the FET 5 are connected to the line of the potential B+ of the positive electrode via, for example, an FET 10 and an FET 11 functioning as semiconductor relays capable of interrupting electric power from the battery 61 and, for example, a coil 220 functioning as a noise filter. The coil 220 can absorb noise included in the potential B+ of the positive electrode.

The FET 1 to the FET 11 and the shunt resistor R1 to the shunt resistor R3 shown in FIG. 8 are mounted on a metal board shown in FIG. 9(B). The at least one electrolytic capacitor 210 and the coil 220 shown in FIG. 8 are provided on the metal board shown in FIG. 9(B) as a first component shown in FIG. 9(A). The output wires U, V, and W shown in FIG. 4 and a plurality of signal lines not shown in FIG. 4 are provided on the metal board shown in FIG. 9(B) as a second component.

FIG. 9(A) shows an example of a perspective view of a main structure of the first component of the power section 100 shown in FIG. 7. FIG. 9(B) shows an example of an assembly explanatory diagram of the power section 100 shown in FIG. 7. In the example shown in FIG. 9(B), the power section 100, which is the metal board, includes the FET 1 to the FET 11 and the shunt resistor R1 to the shunt resistor R3. The first component and the second component are attached to the metal board. However, the power section 100 is not limited to the example shown in FIG. 9(B). In other words, the at least one electrolytic capacitor 210 (and the coil 220) are three-dimensionally disposed on the metal board, whereby the power section 100 small in size can be provided. The power section 100 may be configured by a power module of a mold type. However, the power section 100 configured by a metal board of a non-mold type shown in FIG. 9(B) is inexpensive.

The vehicle-mounted electronic control unit further includes the first component on the lower surface. The first component includes the at least one electrolytic capacitor 210, a first frame 107 that fixes the electrolytic capacitor 210 and is connected to the power section 100, a leg section 106 that extends in the upward direction from the upper end of the first frame 103 and is in contact with the power section 100, and a connecting section 108 that extends from the first frame 103 toward the control section 300. The at least one electrolytic capacitor 210 overlaps, in the vertical direction, other components mounted on the power section 100.

Since the vehicle-mounted electronic control unit includes the first component, it is possible to dispose the electrolytic capacitor 210 under the other components of the power section 100. It is possible to reduce the power section 100 in size with respect to a direction perpendicular to the vertical direction. Since the connecting section 108 extends from the first frame 103, a wire that should originally be present on the power section 100 is absent. A degree of freedom of a layout of the power section 100 is improved. Alternatively, it is possible to reduce the power section 100 in size.

The at least one electrolytic capacitor 210 is fixed to the side surface of the first frame 103.

Since the electrolytic capacitor 210 is disposed laterally, it is possible to reduce the power section 100 in size in the vertical direction as well.

The connecting section 108 extends in the direction perpendicular to the vertical direction from the lower side of a portion of the first frame 103 where the electrolytic capacitor 210 is fixed.

The connecting section 108 extends in the perpendicular direction from the lower side of the portion where the electrolytic capacitor 210 is fixed. Consequently, it is possible to further reduce the power section 100 in size in the axial direction.

In the example shown in FIG. 9(A), a main structure of the first component is formed by the four electrolytic capacitors 210, one coil 220, and a plurality of connection terminals. The first frame 103 shown in FIG. 9(A) is formed by molding the plurality of connection terminals with, for example, resin. The four electrolytic capacitors 210 and the one coil 220 are provided on the bottom surface (a first surface) of the first frame 103 (see FIG. 9(B)). The four electrolytic capacitors 210 and the one coil 220 can be fixed to the bottom surface (the first surface) of the first frame 103 by a joining member such as solder. Similarly, a main structure of the second component can be formed by a plurality of signal lines and the three output terminals U, V, and W. A second frame 104 shown in FIG. 9(B) is formed by molding the plurality of signal lines and the three output terminals U, V, and W with, for example, resin.

Note that the FET 1 to the FET 11, the shunt resistor R1 to the shunt resistor R3, and the first component and the second component can be collectively mounted on the surface (the lower surface) of the metal board by, for example, reflow soldering. In other words, the FET 1 to the FET 11, the shunt resistor R1 to the shunt resistor R3, and the first component and the second component can be surface-mounted on the power section 100. Specifically, a joining member such as cream solder (not shown in the figure) is printed in advance between the surface (the lower surface) of the metal board and the components such as the FET 1 to the FET 11 and the shunt resistor R1 to the shunt resistor R3. The components such as the FET 1 to the FET 11 and the shunt resistor R1 to the shunt resistor R3 are attached on the cream solder. Similarly, a joining member such as cream solder (not shown in the figure) is printed in advance in a connection region on the surface (the lower surface) of the metal board. The first component and the second component can be attached on the cream solder. Subsequently, these kinds of the cream solder are heated to connect the FET 1 to the FET 11, the shunt resistor R1 to the shunt resistor R3, and the first component and the second component to the surface (the lower surface) of the metal board.

When, for example, the six FETs 1 to 6 and the four electrolytic capacitors 210 are mounted on the surface (the lower surface) of the metal board, the four electrolytic capacitors 210 are mounted on the first surface (the bottom surface of the frame 103) different from (specifically, orthogonal to) the surface (the lower surface) of the metal board. In other words, the four electrolytic capacitors 210 can be three-dimensionally disposed on the surface (the lower surface) of the metal board. Consequently, it is possible to suppress a protrusion (a protrusion in the radial direction of the motor case 430) of the electronic control unit 42 and provide the electronic control unit 42 small in size. Further, for example, the six FETs 1 to 6 and the first component (and the second component) can be collectively mounted on the surface (the lower surface) of the metal board. Therefore, it is possible to simplify a manufacturing process for the electronic control unit 42.

The vehicle-mounted electronic control unit further includes a second component. The second component includes a plurality of signal lines 109 and a second frame 1104 that bundles the plurality of signal lines 109. The power section 100 and the control section 300 are connected by the plurality of signal lines 109. The plurality of signal lines 109 respectively include bent portions 111 extending in the vertical direction from the control section 100 and being bend in the direction perpendicular to the vertical direction. Electronic components mounted on the power section 100 are disposed on the upper side of the second frame 104 or the bent portions 111.

The power section 100 can be reduced in size in the direction perpendicular to the vertical direction.

The second frame 104 includes a signal-line fixing section 112 that bundles the plurality of signal lines 109, an output-terminal fixing section 113 that bundles a plurality of output terminals 114 extending in the downward direction from the power section 100, and a bridge section 115 that couples the signal-line fixing section 112 and the output-terminal fixing section 113. A direction in which the signal-line fixing section 112 bundles the plurality of signal lines 109 and a direction in which the output-terminal fixing section 113 bundles the plurality of output terminals 114 are substantially parallel.

By adopting such a configuration, it is possible to efficiently dispose the second component on the power section 100. Therefore, it is possible to reduce the power section 100 in size in the direction perpendicular to the vertical direction.

The first frame 103 fixes the plurality of electrolytic capacitors 210 in parallel to the direction in which the power section 100 extends. A direction in which the first frame 103 fixes the plurality of electrolytic capacitors 210 and a direction in which the signal-line fixing section 112 bundles the plurality of signal lines 109 are substantially parallel.

Since the first component and the second component can be efficiently disposed on the power section 100, it is possible to reduce the power section 100 in size in the direction perpendicular to the vertical direction.

The vehicle-mounted electronic control unit shown in FIG. 7 further includes a third frame 105. The third frame 105 includes a plurality of control-section holding sections 117 that hold the control section 300 and a coupling section 118 that couples the plurality of control-section holding sections 117. A direction in which the coupling section 118 extends is substantially parallel to a direction in which the third frame 107 fixes the plurality of electrolytic capacitors 210 and a direction in which the signal-line fixing section 112 bundles the plurality of signal lines 109.

The first component and the second component can be efficiently disposed on the power section 100. Therefore, it is possible to reduce the power section 100 in size in the direction perpendicular to the vertical direction.

The coupling section 118 is disposed between the third frame 107 and the signal-line fixing section 112.

In the vehicle-mounted electronic control unit, the coupling section 118 includes a rib 119 extending to the lower side from the lower surface of the coupling section 118. The rib 119 is connected to the inner surfaces of the plurality of control-section holding sections 117.

By adopting such a structure, it is possible to improve the strength of the control-section holding sections 117.

In the vehicle-mounted electronic control unit, the top surface of the rib 119 is in contact with the upper surface of the control section 300.

Positioning accuracy of the control section 300 is improved.

FIG. 10 shows an example of a functional block diagram of the control section 300 shown in FIG. 7. In FIG. 7, a control circuit, an input circuit, and a power supply circuit are not shown and are omitted. On the other hand, in the example shown in FIG. 10, the control section 300 can include not only the magnetic sensor 310 but also a control circuit, an input circuit, and a power supply circuit. In the example shown in FIG. 10, the control circuit of the control section 300 is configured by, for example, a microprocessor and a driving circuit.

The control circuit shown in FIG. 10 controls at least the FET 1 to the FET 6 shown in FIG. 8. The microprocessor of the control circuit can set a target current. The target current is set according to a torque signal and a motor current (an actual current) captured via the input circuit, a rotation signal captured via the magnetic sensor 310, and the like. The driving circuit of the control circuit generates, on the basis of the target current, six control signals (gate signals) corresponding to the FET 1 to the FET 6. The FET 1 and the FET 6 are turned on or off by the six control signals (gate signals). Consequently, a driving signal (a driving current) is supplied to the electric motor 43.

The control circuit can also control semiconductor relays (the FET 7 to the FET 11). In this case, the microprocessor of the control circuit determines ON or OFF of each of the FET 7 to the FET 11. The driving circuit of the control circuit can generate, on the basis of the determination of ON or OFF of the FET 7 to the FET 11, five control signals (gate signals) corresponding to the FET 7 to the FET 11. The plurality of signal lines of the second frame 104 on the metal board shown in FIG. 9(B) can not only carry, for example, the gate signals corresponding to the FET 1 to the FET 11 but also carry signals indicating the potentials of the shunt resistor R1 to the shunt resistor R3. It is possible to electrically connect the circuit configuration diagram of FIG. 8 and the functional block diagram of FIG. 10.

In the example of FIG. 10, the power supply circuit can generate a power supply for the magnetic sensor 310, the input circuit, the microprocessor, and the driving circuit. In other words, the power supply circuit can convert the power supply voltage (the difference between the potential B+ of the positive electrode and the potential B− of the negative electrode) of the battery 61 shown in FIG. 2 into a power supply voltage (a difference between potential V and potential GND) of a logic.

FIG. 11 shows a schematic configuration example of an electric servo brake system having a regenerative brake function. In FIG. 2, the mechanically/electrically integrated electric motor is applied to the electric power steering apparatus 10 (the first embodiment). On the other hand, in FIG. 11, the mechanically/electrically integrated electric motor is applied to an electric servo brake system (a second embodiment). Naturally, the mechanically/electrically integrated electric motor may be applied to other vehicle-mounted apparatuses.

FIG. 11 schematically shows the schematic structure of a vehicle (an electric vehicle) mounted with, for example, an electronic control unit 42-1 and an electric motor 43-1 for an electric servo brake. For example, like the electronic control unit 42 and the electric motor 43 shown in FIG. 2, for example, the electronic control unit 42-1 and the electric motor 43-1 shown in FIG. 11 can configure, for example, the mechanically/electrically integrated electric motor having the structure shown in FIG. 6. As shown in FIG. 11, the vehicle includes a pair of steering wheels 29, 29 (front wheels) disposed in a front part of the vehicle and a pair of rear wheels 3, 3 disposed in a rear part of the vehicle. Torque from the electric motor 43-2 for driving is transmitted to, via a differential mechanism (not shown in the figure), a front wheel axle (a drive shaft) 4 coupled to the left and right steering wheels 29, 29.

A battery 70 for driving having a capacity larger than the capacity of the battery 61 (a battery for electric equipment) is connected to the electric motor 43-2 for driving. An electronic control unit 42-2 for driving can control the electric motor 43-2 and the battery 70 for driving such that electric power of the battery 70 for driving is supplied to the electric motor 43-2 for driving and generated power by the electric motor 43-2 for driving charges the battery 70 for driving. The electric motor 43-2 for driving functioning as both of a driving machine for vehicle traveling and a generator for regeneration can convert speed reduction energy into electric power and generate a regenerative braking force during speed reduction. Specifically, collection of electricity is started at an instance when the driver releases a foot from an accelerator pedal (not shown in the figure). Speed reduction by the electric motor 43-2 for driving can be increased when the driver steps on a brake pedal 611. Consequently, more electricity is generated and the battery 70 for driving is charged. Note that, for example, like the electronic control unit 42 and the electric motor 43 shown in FIG. 2, for example, the electronic control unit 42-2 and the electric motor 43-2 shown in FIG. 11 may configure, for example, the mechanically/electrically integrated electric motor having the structure shown in FIG. 6.

The electronic control unit 42-2 for driving can perform regenerative cooperative control in which regenerative braking and hydraulic braking are combined. Note that, when the vehicle is an electric vehicle, the rear wheels 3, 3 may be driven by the electric motor 43-2 instead of the steering wheels 29, 29 (the front wheels) or in addition to the steering wheels 29, 29 (the front wheels). Alternatively, when the vehicle is a hybrid vehicle, an output shaft of an engine E (an internal combustion engine) indicated by an alternate long and two short dashes line in FIG. 1 is coupled to the front wheel axle 4 via a differential mechanism (not shown in the figure). Similarly, the rear wheels 3, 3 may be driven by the engine E.

The vehicle can include, for example, a publicly-known disk brake system. A caliper including a disk 2a and a wheel cylinder 2b is provided in, for example, each of the left and right steering wheels 29, 29 (the front wheels). Similarly, a disk 3a and a wheel cylinder 3b are provided in, for example, each of the left and right rear wheels 3, 3. A brake hydraulic pressure generating device 8 is connected to the wheel cylinders 2b, 2b, 3b, and 3b via publicly-known brake pipes.

Note that a pedal position sensor 611a that detects the position of the brake pedal 611 (a pedal position) is provided in the brake pedal 611. The pedal position sensor 611a can detect a step-on amount (a brake operation amount) of the driver with an initial state (e.g., the pedal position=0) set in a state in which the brake pedal 611 is not stepped on by the driver. A signal of the detection is supplied from a pedal position sensor 11a to the electronic control unit 42-1 for the electric servo brake via, for example, an external connector (not shown in the figure) same as the external connector shown in FIG. 6. Similarly, electric power from the battery 61 (the battery for electric equipment) is supplied from the battery 61 to the electronic control unit 42-1 for the electric servo brake via the external connector (not shown in the figure).

The electric servo brake system includes the electronic control unit 42-1 for the electronic servo brake. The electronic control unit 42-1 for the electric servo brake performs a part of regenerative control in cooperation with the electronic control unit 42-2 for driving in order to realize a regenerative brake function. The electronic control unit 42-1 for the electric servo brake can generate brake hydraulic pressure of a cylinder (not shown in the figure), which depends on the driving of the electric motor 43-2 included in the brake hydraulic pressure generating device 8, on the basis of a detection signal from the pedal position sensor 11a.

The present invention is not limited to the illustrative best embodiment described above. Those skilled in the art could easily change the illustrative best embodiment to the extent within the scope of claims.

REFERENCE SIGNS LIST

10 electric power steering apparatus

20 steering system

21 steering handle

22 steering shaft

23 universal coupling

24 rotating shaft

25 rack and pinion mechanism

26 rack shaft

27 tie rod

28 knuckle

29 steering wheel

31 pinion

32 rack

40 auxiliary torque mechanism

41 steering torque sensor

42, 42-1, 42-2 electronic control unit

43, 43-1, 43-2 electric motor

44 speed reduction mechanism

52 ball joint

60 external apparatus

61 battery

100 power section

103 first frame

104 second frame

105 third frame

210 electrolytic capacitor

220 coil

290 male screw

300 control section

310 magnetic sensor

390 male screw

428 lid

430 case

430
is inner wall surface

430
os outer wall surface

430
t top surface

430
w wall section

431 lid body

431
b partition wall

431
d groove

431S1, 431S2 space

440 connector case

450 motor shaft

501, 502 O-ring

VEHICLE-MOUNTED ELECTRONIC CONTROL UNIT AND VEHICLE-MOUNTED MECHANICALLY/ELECTRICALLY INTEGRATED ELECTRIC MOTOR

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CPC

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Priority Claims (1)

PCT Information