JP2011031856A - Brake control device - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To secure superior cooling performance of a motor control unit, by improving a form of a brake control device of integrally installing the motor control unit. <P>SOLUTION: This brake control device 100 for a vehicle comprises a master cylinder 250, a motor M for driving so as to become a boosting source of the master cylinder 250 and the motor control unit 300 having a control circuit for controlling driving of the motor M. The motor M is incorporated into a housing 160, and the housing 160 is installed on one side in the axial direction of the master cylinder 250 to the master cylinder 250. The motor control unit 300 comprises a case 302 incorporated with the control circuit, and the case 302 has a projection part 318 projecting to the other side in the axial direction from the housing 160, and is also installed on an upper surface of the housing 160 so as to form a heat radiating first space S1 of the motor control unit 300 between the projection part 318 and the master cylinder 250. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a brake control device for a vehicle.

  Patent Document 1 discloses a brake control device using a motor as a boosting source. In such a brake control device, a motor control unit for controlling the rotation of the motor may be assembled integrally.

JP 2007-191133 A

However, even in the form of a brake control device in which the motor control unit is assembled integrally, it is necessary to ensure good cooling performance of the motor control unit.
The present invention has been made in view of the above-described conventional problems, and improves the form of the brake control device in which the motor control unit is integrally assembled to ensure good cooling performance of the motor control unit. For the purpose.

For this reason, the present invention
A master cylinder;
A motor that drives to become a boost source of the master cylinder;
A motor control unit comprising a control circuit for controlling the drive of the motor;
A brake control device for a vehicle configured to include:
The motor is built in a housing,
The housing is attached to one side of the master cylinder in the axial direction with respect to the master cylinder,
The motor control unit includes a case containing the control circuit,
The case is
So as to form a first space for heat dissipation of the motor control unit between the protrusion and the master cylinder, and having a protrusion that protrudes from the housing to the other side in the axial direction.
It is attached to the upper surface of the housing.

  With the above configuration, the motor control unit in the brake control device includes the master cylinder, the housing that is attached to the master cylinder and contains the motor, and the case that is attached to the upper surface of the housing and contains the control circuit. Are assembled together. Here, a first space for heat dissipation of the motor control unit is formed between the protrusion and the master cylinder. Therefore, it is possible to sufficiently secure the cooling efficiency of the motor control unit while reducing the size of the brake control device.

The side view of the brake control device in the embodiment of the present invention Top view of FIG. Partial sectional view of FIG. Fig. 1 is a front view of the vehicle. Bottom view of the motor control unit of FIG. FIG. 1 is a view of the motor control unit and the housing of FIG. 1 as viewed from the rear in the axial direction.

Hereinafter, embodiments of the present invention will be described.
1 is a side view of the brake control device of the present embodiment, FIG. 2 is a top view of FIG. 1, FIG. 3 is a partial sectional view of FIG. 1, and FIG. 4 is a view of FIG.

  The brake control apparatus 100 includes a hydraulic control mechanism 150 that generates hydraulic pressure of hydraulic oil for performing brake control based on an operation amount of a brake pedal, and a motor control unit for controlling the hydraulic pressure control motor M. 300 and a reservoir 700 that stores the hydraulic oil. The hydraulic control mechanism 150 is fixed to a partition wall W that partitions the engine room R1 and the vehicle compartment R2 by bolts 152.

The hydraulic control mechanism 150 has an axis A that is inclined upward by an acute angle α (for example, 10 to 15 °) with respect to the direction from the rear to the front of the vehicle.
The hydraulic control mechanism 150 is provided with a master cylinder 250 at a position close to the front in the axial direction (the front side of the vehicle in the direction in which the axis A extends). The axis A coincides with the axis of the master cylinder 250 and the axis of the motor M. The reservoir 700 is provided at a position above the vehicle with respect to the master cylinder 250 in order to prevent air from entering the inside of the hydraulic oil and to make it easy to remove the air already contained in the hydraulic oil.

  By arranging the reservoir 700 along the master cylinder 250 on the outer periphery of the master cylinder 250 as described above, the volume of the space occupied by the entire brake control device 100 can be reduced. Furthermore, the volume of the space occupied by the entire brake control device 100 can also be reduced by arranging the motor control unit 300 on the same side (above the vehicle) as the side where the reservoir 700 is provided with respect to the hydraulic control mechanism 150. Thus, the brake control device 100 can be made compact by reducing the volume of the space occupied by the entire brake control device 100.

  The hydraulic control mechanism 150 includes a moving mechanism 200 having a housing 160 having a cylindrical shape. The motor M is housed inside the housing 160. The housing 160 has an opening for attaching the motor M to the inside, and a cover 162 for closing the opening. The motor control unit 300 is fixed to the housing 160 via a holding base 170.

  A stepped wall 164 is provided at the axially forward end of the housing 160, and the master cylinder 250 is fixed to the wall 164 using bolts 166. The above-described opening is formed at the end of the housing 160 in the axial rearward direction.

  The cover 162 has a rod cover 168 extending in the axial direction, and the rod cover 168 protrudes into the vehicle compartment R2 through an opening formed in the partition wall W. The rod cover 168 has a cylindrical shape, and an input rod 180 that moves in the axial direction based on the operation of the brake pedal passes through the inside of the rod cover 168. The housing 160 is fixed to the vehicle body by fixing the cover 162 to the partition wall W as described above.

  The motor control unit 300 has a metal case 302. The case 302 houses a control circuit having an inverter circuit for controlling the motor M. The motor control unit 300 converts DC power into AC power, supplies this AC power to the motor M, and drives the motor M.

  The case 302 has a protrusion 318 that protrudes forward in the axial direction from the housing 160, and the first space S <b> 1 is between the bottom surface 332 (first surface) of the protrusion 318 and the outer periphery of the master cylinder 250. Is formed. Furthermore, a second space S <b> 2 is also formed between the front surface 334 (second surface) that is the end surface of the protrusion 318 in the axial direction and the reservoir 700.

  The case 302 is provided with a metal lid 304, and fins 312 (not shown in FIG. 2) for cooling the motor control unit 300 are formed on the side surface 336 of the case 302.

  Furthermore, a plurality of first fins 322 for cooling the motor control unit 300 are formed on the bottom surface 332 while being exposed to the first space S1. Further, the second fins 324 for cooling the motor control unit 300 are also formed on the front surface 334 while being exposed to the second space S2.

  At the side of the motor control unit 300, a connector 306 is provided for receiving DC power from a power source, a control command from a vehicle control device, and a status signal from a sensor. The connector 306 is also connected to a communication line for transmitting / receiving information to / from other devices.

Next, the structure of the hydraulic control mechanism 150 will be described with reference to FIG.
The brake control device 100 functions as a booster. The hydraulic control mechanism 150 protrudes into the passenger compartment R2 from the opening of the partition wall W, and is mechanically connected to a brake pedal (not shown), and the input rod 180 is axially moved based on an operation amount that is a depression amount of the brake pedal. Move from the back to the front. Based on the movement of the input rod 180, the input piston 182 moves from the rear to the front in the axial direction.

  The master cylinder 250 has a housing 260, in which a cylindrical hole is formed, and two pressure chambers 262 and 264 are formed in the hole. A free piston 266 is provided between the two pressure chambers 262 and 264, a pressure chamber 262 is formed in the axially rearward direction of the free piston 266, and a pressure chamber 264 is formed in the axially forward direction of the free piston 266. ing. The free piston 266 basically moves so that the pressures in the pressure chamber 262 and the pressure chamber 264 become substantially the same pressure. Since the hydraulic oil in the pressure chamber 262 is supplied from the discharge port 252 in FIG. 1 and the hydraulic oil in the pressure chamber 264 is supplied from the discharge port 254 in FIG. 1, the discharge port 252 and the discharge port 254 operate at substantially the same pressure. Oil is supplied.

  When the input piston 182 moves axially forward based on the operation of the brake pedal, the pressure in the pressure chamber 262 increases based on the movement of the input piston 182. Due to this pressure increase, the free piston 266 moves toward the pressure chamber 264, and the pressure of the hydraulic oil in the pressure chamber 264 similarly increases. The increased pressure is sent from the discharge ports 252 and 254 to the hydraulic pressure control device, and is sent from the hydraulic pressure control device to generate a braking force in a wheel cylinder WC of a brake provided on each wheel of the vehicle. It is difficult to generate sufficient hydraulic oil pressure with only the operating force of the brake pedal. In the embodiment shown in FIG. 3, a control piston 190 is provided, and a motor for controlling the movement of the control piston 190 is provided. M and a moving mechanism 200 are provided.

  The motor M has a stator 290 and a rotor 296, and the rotor 296 is rotatably supported by a bearing 298 A held by the cover 162 and a bearing 298 B held by the housing 160 of the moving mechanism 200. ing. When AC power is supplied from the motor control unit 300 to the stator 290, the rotor 296 rotates based on the supplied AC power. The stator 290 has a stator core 292 and a stator winding 294 wound around the stator core 292. The rotor 296 has a permanent magnet facing the stator core 292, and the permanent magnet forms a magnetic pole of the rotor 296. The magnetic pole position of the rotor 296 is detected by the resolver 280 and sent to the motor control unit 300. The motor control unit 300 generates an alternating current based on the magnetic pole position of the rotor 296, and the power bus bar 172 is connected to the stator winding 294. Supplied through.

  The resolver 280 includes a resolver rotor 284 that is provided on the rotor 296 and rotates together with the rotor 296, and a resolver stator 282 that detects the rotational position of the resolver rotor 284, and a signal indicating the position of the magnetic pole of the rotor 296. Is output from the resolver stator 282 to the motor control unit 300 via the signal line 174.

  The rotor 296 has a hollow shape, and a moving mechanism 200 that changes the rotational force of the motor M to an axial force is provided inside the rotor 296. Based on the torque generated by the motor M, the control piston 190 is axially moved. Move to. The moving mechanism 200 includes a nut member 202 fixed to a hollow rotor 296, a ball 204, and a screw member 206. When the rotor 296 of the motor M rotates, the nut member 202 rotates. The hollow screw member 206 engaged with the ball 204 moves forward or backward in the axial direction according to the rotation direction of the nut member 202.

Although there are various control methods for the control piston 190, a typical control method will be described below.
It is assumed that the input piston 182 moves forward in the axial direction of the master cylinder 250 by the brake operation. Due to the movement of the input piston 182, a difference in the positional relationship between the input piston 182 and the control piston 190 occurs. When the motor M is controlled so as to eliminate this difference, the nut member 202 is rotated by the rotational torque of the motor M, and the screw member 206 engaged with the nut member 202 moves forward in the axial direction along the axial direction. The forces of both the input piston 182 and the control piston 190 are applied to the hydraulic oil in the pressure chamber 262 of the master cylinder 250, and the pressure of the hydraulic oil in the pressure chamber 262 increases. The pressure increases as well. A braking force of the brake is generated based on the hydraulic pressure of the pressure chamber 262 and the pressure chamber 264. The pressure chamber 262 and the pressure chamber 264 are each provided with a return spring that is always urged rearward in the axial direction. When the operation of the brake pedal is completed and the pressure on the brake pedal is no longer applied, the input piston 182 and the control piston 190 are returned to their original positions closer to the rear in the axial direction by the return spring in addition to the hydraulic pressure, and the hydraulic oil Pressure returns to the state before the braking control.

  Now, assuming that the input piston 182 and the control piston 190 are moved forward in the axial direction at the same speed, the force exerted by the hydraulic oil pressure is based on the area perpendicular to the axis A, so the area perpendicular to the axis of the input piston 182 On the other hand, if the area perpendicular to the axis of the control piston 190 is increased, the hydraulic oil pressure can be increased by a force many times larger than the force pushing the input piston 182, and a large braking force can be generated. Further, when the control piston 190 is moved forward in the axial direction at a speed faster than the moving speed of the input piston 182, a large braking force can be generated with respect to a small amount of operation. On the other hand, when the control piston 190 is moved slowly or in the opposite direction with respect to the moving speed of the input piston 182, it is possible to suppress the generation of the braking force with respect to the moving amount of the input piston 182. For example, when regenerative braking is performed by a vehicle travel motor that travels a vehicle based on the operation of a brake pedal and kinetic energy of the vehicle is converted into electric power, a braking force is generated by the vehicle travel motor. In this case, since the braking force based on the pressure of the hydraulic oil may be small or unnecessary, the control piston 190 is moved slowly as compared with the movement of the input piston 182 or moved in the direction opposite to the movement of the input piston 182. It will be.

When the brake pedal is not depressed, that is, when the brake is not operated, the input piston 182 is in a non-operating position, and the control piston 190 for controlling the hydraulic fluid pressure of the master cylinder 250 is not operating. In position. Since the control piston 190 and the input piston 182 are in a non-operating position, the free piston 266 is in a non-operating position. As described above, the control piston 190 and the free piston 266 are located at positions closer to the rear in the axial direction, which is the non-operating state, so that the pressure ports 262 and the relief ports 256 and 258 of the pressure chamber 264 are opened and the pressure chamber 262 is opened. The pressure chamber 264 is in communication with the reservoir 3 through the relief ports 256 and 258, and the pressure chambers 5A and 5B are filled with the hydraulic oil in the reservoir 3. When the brake pedal is depressed and, as described above, the input piston 182 and the control piston 190 move forward in the axial direction, the passage connecting the pressure chamber 262 and the pressure chamber 264 and the relief ports 256 and 258 is not connected to the control piston 190 and the free piston. As described above, the hydraulic oil in the pressure chamber 262 is compressed in accordance with the movement of the input piston 182 and the control piston 190, and the pressure rises, and the free piston 266 moves forward in the axial direction accordingly. The hydraulic oil in the pressure chamber 264 is compressed and the pressure rises. A braking force is generated based on this pressure. A pair of springs as biasing means are provided between the input piston 182 and the control piston 190, and the relative positional relationship between the input piston 182 and the control piston 190 is maintained at the neutral position when the brake is not operated. Acts like
Hereinafter, the heat radiation and cooling action of the motor control unit 300 of this embodiment will be described.

  In the present embodiment, as shown in FIG. 1, a first space S <b> 1 is formed between the bottom surface 332 of the protruding portion 318 and the outer periphery of the master cylinder 250. For this reason, as shown in FIGS. 1 and 5, a plurality of first fins 322 for radiating and cooling the motor control unit 300 can be formed on the bottom surface 332. And the 1st fin 322 can thermally radiate with respect to the wind which flows through 1st space S1, and the motor control unit 300 can be cooled.

  Further, the first fin 322 is formed to extend in parallel with the axial direction, thereby forming a wind flow along the axial direction in the first space S1. Thereby, the heat radiation amount of the first fin 322 increases, and the cooling effect of the motor control unit 300 can be improved.

  In particular, in the present embodiment, as shown in FIG. 1, the hydraulic control mechanism 150 is a vehicle in which the axis A is inclined by an acute angle α (for example, 10 to 15 °) upward with respect to the direction from the rear of the vehicle toward the front. It is mounted on. Therefore, the heat generated from the motor control unit 300 and the motor M, along the first fins 322 inclined by α with respect to the first space S1 and the vehicle front-rear direction, as indicated by the white arrows in FIG. It moves forward of the vehicle by the rising airflow that is formed, is guided by the second fins 324 formed on the front surface 334 of the protrusion 318, and is released to the outside of the brake control device 100. Thus, sufficient heat dissipation and cooling of the motor control unit 300 can be performed.

  Furthermore, as shown in FIGS. 1 and 2, a second space S <b> 2 is also formed between the front surface 334 of the protrusion 318 and the reservoir 700. Therefore, a plurality of second fins 324 for radiating and cooling the motor control unit 300 can be formed on the front surface 334 as well. And the 2nd fin 324 can thermally radiate with respect to the wind which flows through 2nd space S2, and the motor control unit 300 can be cooled.

  Further, the second fin 324 is formed so as to extend in parallel with a direction orthogonal to both the axial direction and the vehicle width direction, thereby forming a wind flow along the direction in the second space S2. It has become. As a result, the heat dissipation amount of the second fin 324 is increased, and the cooling effect of the motor control unit 300 can be improved.

  Furthermore, in this embodiment, as shown in FIG. 6, the third space S3 surrounded by the housing 160 and the holding base 170 is formed. The bottom surface 332 of the case 302 has an extension portion 338 that extends from the attachment surface to the housing 160 to one side that crosses the axis A in the vehicle width direction. Here, the third space S3 is formed between the extension 338 and the upper portion of the outer surface of the housing 160, and the first space S1 and the fourth space S4 on the axially rear side of the housing 160 (see FIG. 1). ) And in the axial direction. For this reason, for example, when the vehicle travels forward, the wind flowing from the front in the axial direction to the rear in the first space S1 passes through the third space S3 in the rear in the axial direction as it is and reaches the fourth space S4. Further, the wind flowing from the rear in the axial direction to the front in the fourth space S4 passes through the third space S3 in the axial direction and reaches the first space S1.

By forming such a third space S3, the air permeability of the first space S1 can be improved, and the cooling efficiency of the motor control unit 300 can be further improved.
Here, as shown in FIG. 1, in the second space S2, the distance between the front surface 334 and the reservoir 700 is greater toward the upper side of the vehicle, and the heat dissipation efficiency is higher. Therefore, the second fin 324 transmits heat of the bottom surface 332 and the first fin 322 to the upper side of the vehicle, so that sufficient heat dissipation is ensured for the portion of the second space S2 closer to the upper side of the vehicle where the heat dissipation efficiency is higher, and the cooling efficiency is increased. Can be improved.

The flow of air for cooling the motor control unit 300 will be described in detail as follows.
A flow (first flow) along the bottom surface 332 and the front surface 334 is formed from the lower front portion in the axial direction of the housing 160 due to the rising air flow accompanying the temperature rise of the air in the first space S1.

  Further, since the third space S3 and the fourth space S4 are formed, the flow from the rear in the axial direction is added to the first flow, the first flow is strengthened, and the cooling of the motor control unit 300 is promoted.

  Furthermore, when the airflow from the front of the vehicle to the rear in the engine room R1 is enhanced in the engine room R1 due to the increase of the vehicle speed in front of the vehicle, if there is no obstacle such as another device in the axial direction front of the brake control device 100, The second flow in the direction opposite to the first flow is the main flow. Also in this case, the cooling of the motor control unit 300 is promoted by forming the second flow in the third space S3 and the fourth space S4. In particular, in the present embodiment, as shown in FIG. 1, the axis A of the hydraulic control mechanism 150 is inclined by an acute angle α (for example, 10 to 15 °) upward with respect to the direction from the rear to the front of the vehicle, Since the bottom surface 332 of the motor control unit 300 is inclined so as to face the front of the vehicle, the bottom surface 332 and the first fin 322 can sufficiently receive the air flow (airflow) in the engine room R1 due to the increase in the vehicle speed. Further, the cooling of the motor control unit 300 is further promoted.

  Even when there is an obstacle in the front of the brake control device 100 in the axial direction and the airflow from the front to the rear of the vehicle is difficult to be enhanced in the engine room R1, the cooling of the motor control unit 300 is ensured by the first flow. The

  The projecting portion 318 may contain an electronic component such as a relay that operates during operation of a traveling drive source of the vehicle such as an engine. Since electronic components such as relays continue to operate while the vehicle engine is in operation, they operate for a longer time than the brake control time and tend to increase the amount of heat generated. Therefore, an electronic component such as a relay can be further improved in cooling performance by being built in the protruding portion 318 having a sufficiently high heat dissipation and cooling effect by facing the first space S1 and the second space S2.

A axis M motor S1 first space S2 second space S3 third space S4 fourth space 100 brake control device 160 housing 250 master cylinder 300 motor control unit 302 case 318 projecting portion 322 first fin 324 second fin 332 bottom surface (first 1 side)
334 Front side (second side)
338 Extension

Claims (5)

A master cylinder;
A motor that drives to become a boost source of the master cylinder;
A motor control unit comprising a control circuit for controlling the drive of the motor;
A brake control device for a vehicle configured to include:
The motor is built in a housing,
The housing is attached to one side of the master cylinder in the axial direction with respect to the master cylinder,
The motor control unit includes a case containing the control circuit,
The case is
So as to form a first space for heat dissipation of the motor control unit between the protrusion and the master cylinder, and having a protrusion that protrudes from the housing to the other side in the axial direction.
A brake control device attached to an upper surface of the housing. The protrusion is
A first surface of a bottom surface of the case that forms the first space with the master cylinder;
A first fin provided in a state extending in the axial direction with respect to the first surface;
The brake control device according to claim 1, comprising: The protrusion is
A second surface that rises from an edge on the other side of the first surface and extends in a predetermined direction away from the axis of the master cylinder, and is exposed to a second space for heat dissipation of the motor control unit;
A second fin provided in a state extending in the predetermined direction with respect to the second surface;
The brake control device according to claim 2, comprising:   The brake control device according to any one of claims 1 to 3, wherein the protrusion includes an electronic component that operates during operation of a traveling drive source of the vehicle. The bottom surface of the case has an extended portion that extends from the mounting surface to the housing to one side crossing the shaft,
A third space is formed between the extension and the upper part of the outer surface of the housing to connect the first space and the fourth space on one side in the axial direction with respect to the housing in the axial direction. The brake control device according to any one of claims 1 to 4.

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