WO2011016120A1 - Propulseur électrique - Google Patents

Propulseur électrique Download PDF

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Publication number
WO2011016120A1
WO2011016120A1 PCT/JP2009/063884 JP2009063884W WO2011016120A1 WO 2011016120 A1 WO2011016120 A1 WO 2011016120A1 JP 2009063884 W JP2009063884 W JP 2009063884W WO 2011016120 A1 WO2011016120 A1 WO 2011016120A1
Authority
WO
WIPO (PCT)
Prior art keywords
ecu
housing
casing
stator
electric motor
Prior art date
Application number
PCT/JP2009/063884
Other languages
English (en)
Japanese (ja)
Inventor
昭一 土屋
英昭 石井
卓也 小畑
行雄 大谷
Original Assignee
日立オートモティブシステムズ株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日立オートモティブシステムズ株式会社 filed Critical 日立オートモティブシステムズ株式会社
Priority to DE112009005141T priority Critical patent/DE112009005141T5/de
Priority to CN200980138065XA priority patent/CN102164794A/zh
Publication of WO2011016120A1 publication Critical patent/WO2011016120A1/fr
Priority to US13/069,962 priority patent/US8875508B2/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60T—VEHICLE BRAKE CONTROL SYSTEMS OR PARTS THEREOF; BRAKE CONTROL SYSTEMS OR PARTS THEREOF, IN GENERAL; ARRANGEMENT OF BRAKING ELEMENTS ON VEHICLES IN GENERAL; PORTABLE DEVICES FOR PREVENTING UNWANTED MOVEMENT OF VEHICLES; VEHICLE MODIFICATIONS TO FACILITATE COOLING OF BRAKES
    • B60T13/00—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems
    • B60T13/74—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive
    • B60T13/745—Transmitting braking action from initiating means to ultimate brake actuator with power assistance or drive; Brake systems incorporating such transmitting means, e.g. air-pressure brake systems with electrical assistance or drive acting on a hydraulic system, e.g. a master cylinder

Definitions

  • the present invention relates to a booster used in a brake system of an automobile, and more particularly to an electric booster that uses an electric motor as a booster source.
  • Patent Document 1 This unit integrates an electric motor and an ECU (Electric Control Unit) that controls the electric power by supplying electric power to the stator, and drives the electric motor in accordance with an ECU drive command to rotate the electric motor.
  • ECU Electronic Control Unit
  • the linear motion conversion mechanism converts the motion into a linear motion and transmits it to the output member.
  • the output member propels the piston of the master cylinder to generate the brake fluid pressure in the pressure chamber in the master cylinder.
  • the ECU that controls the electric motor is provided in the front casing member (first housing), and the stator of the electric motor closes the rear end opening of the front casing member. Arranged on the member (second housing), the wiring process for connecting the ECU and the stator is troublesome.
  • An object of the present invention is to provide an electric booster capable of easily connecting an ECU and a stator.
  • the present invention provides an ECU, an electric motor that rotates in response to a command from the ECU, a rotation / linear motion conversion mechanism that converts rotation of the electric motor into linear motion, and converted linear motion
  • the electric booster comprising an output member for transmitting the pressure and a master cylinder for generating brake fluid pressure by a piston driven by the output member
  • the electric motor has a cylindrical first shape having an opening on at least one side.
  • An annular stator is attached to a step formed in the first housing and extending in the circumferential direction, and the stator is disposed on an outer periphery of the first housing.
  • An ECU casing that houses the ECU is attached in the vicinity of the first housing, and penetrates through a location where the ECU casing is attached at an axial intermediate portion of the first housing.
  • the provided characterized in that the connecting the ECU and the stator through the through hole in the wire having a fixed shape.
  • the ECU and the stator can be easily connected.
  • FIG. 1 It is sectional drawing which shows the whole structure of the electric booster as embodiment of this invention. It is a perspective view showing the whole structure of the electric booster as an embodiment. It is sectional drawing which shows the structure of the main-body part of the electric booster as embodiment. It is a front view which shows the coupling
  • the electric booster 10 has a motor casing 11 (hereinafter abbreviated as a casing as appropriate) in which one end is fixed to a partition wall W that partitions the engine room R1 and the vehicle compartment R2 and a tandem master cylinder 1 described later is coupled to the other end. It has.
  • the engine room R1 side is referred to as a front side
  • the vehicle compartment R2 side is referred to as a rear side.
  • the casing 11 is a cylindrical casing main body 12 as a first housing and a front housing, and is bolted to the rear end of the casing main body 12, and the opening at the rear end of the casing main body 12 is closed tightly with a sealing material 13a.
  • a stepped front wall 12 a is integrally provided at the front end of the casing body 12, and the tandem master cylinder 1 is fixed to the front wall 12 a using a stud bolt 14.
  • the rear cover 13 is fixed to the partition wall W using stud bolts 15, and in this fixed state, a cylindrical boss portion 13 b provided integrally with the rear cover 13 passes through the partition wall W and enters the vehicle interior R 2. It is extended.
  • the front wall 12a has a front wall main body 12b formed so as to be substantially orthogonal to the casing main body 12, and further, annular first, second and third inner diameter dimensions are small, medium and large. Steps 12c, 12d, and 12e are included and are stepped as described above. First, second, and third step portions 12c, 12d, and 12e are provided in this order on the front wall body 12b. Each of the first, second, and third step portions 12c, 12d, and 12e has an inner diameter dimension set to a size capable of fitting a bearing 36, a stator coil 33a of the stator 33, and a stator body 33b, which will be described later. Yes. In the present embodiment, the second and third step portions 12d and 12e constitute a step portion to which the stator 33 is attached.
  • the casing 11 constituting the electric booster 10 is electrically driven to drive a piston assembly 20 shared as a primary piston of the tandem master cylinder 1 and a booster piston (output member) 21 constituting the piston assembly 20.
  • an ECU 50 to be described later for controlling the driving of the electric actuator 30 is integrally provided on the upper portion of the casing 11 (the casing body 12 and the rear cover 13).
  • a tandem master cylinder (hereinafter simply referred to as a master cylinder) 1 is provided with a bottomed cylinder body 2 and a reservoir 3 as shown in FIG.
  • a secondary piston 4 paired with a piston assembly 20 as a primary piston is slidably disposed.
  • two pressure chambers 5 ⁇ / b> A and 5 ⁇ / b> B are defined by the piston assembly 20 and the secondary piston 4, and in the pressure chambers 5 ⁇ / b> A and 5 ⁇ / b> B as the pistons 20 and 12 advance.
  • the brake fluid contained in the cylinder is pumped from the discharge ports 6A and 6B provided in the cylinder body 2 to the corresponding wheel cylinder WC.
  • the cylinder body 2 is formed with relief ports 7A and 7B for communicating the interiors of the pressure chambers 5A and 5B with the reservoir 3, and the cylinder body 2 has an inner surface sandwiching the relief ports 7A and 7B.
  • a pair of seal members 8A and 8B are provided.
  • return springs 9A and 9B for constantly urging the piston assembly 20 as the primary piston and the secondary piston 4 in the backward movement direction are disposed.
  • the pressure chambers 5A and 5B communicate with the reservoir 3 through the relief ports 7A and 7B at the retracted ends of the pistons 20 and 12, whereby the pressure chambers 5A and 5B are supplied with necessary brake fluid from the reservoir 3. Is done.
  • the piston assembly 20 is composed of the booster piston 21 and the input piston 22, and the solid input piston 22 is disposed in the cylindrical booster piston 21 so as to be relatively movable therewith.
  • the booster piston 21 is slidably fitted into a cylindrical guide 23 fitted to the front wall 12a of the front end of the casing body 12, and the front end of the booster piston 21 is a master cylinder. 1 pressure chamber (primary chamber) 5A.
  • the input piston 22 is slidably fitted into an annular wall portion 21 a formed on the inner periphery of the booster piston 21, and its front end portion extends into the primary chamber 5 ⁇ / b> A of the master cylinder 1. .
  • the booster piston 21 and the cylinder body 2 of the master cylinder 1 are sealed by the seal member 8A, and the booster piston 21 and the input piston 22 are sealed by a seal member 8C provided on the annular wall portion 21a. As a result, leakage of brake fluid from the primary chamber 5A to the outside of the master cylinder is prevented.
  • the rear end portion of the input piston 22 is rotatably connected to the front end portion of an input rod 24 that is interlocked with a brake pedal (not shown). ) To move forward and backward in the booster piston 21.
  • An enlarged diameter portion 24a is integrally formed in the middle of the input rod 24, and the input rod 24 is an inner portion in which the enlarged diameter portion 24a is integrally formed at the rear end of the cylindrical guide portion 13a of the rear cover 13.
  • the rearward movement (vehicle compartment R2 side) is restricted by contacting the projection 25. That is, the input piston 22 has a retreat end at a position where the diameter-expanded portion 24a of the input rod 24 is brought into contact with the inner protrusion 25 of the rear cover 13.
  • the electric actuator 30 includes an electric motor 31 and a ball screw mechanism (rotation linear motion conversion mechanism) 32 that converts the rotation of the electric motor 31 into a linear motion and transmits the linear motion to the booster piston 21.
  • the electric motor 31 includes a plurality of coils 33 a and a stator body 33 b around which the plurality of coils 33 a are wound.
  • the stator 33 is formed in an annular shape as a whole, and a hollow rotor 34 that rotates by energization of the stator 33. It is made up of.
  • the plurality of coils 33a wound around the stator body 33b (generally referred to as the stator coil 33a as appropriate for convenience) are formed in an annular shape as a whole. In the stator coil 33a wound around the stator body 33b, the right side part and the left side part in FIG. 3 from the stator body 33b are appropriately referred to as a rear part and a front part of the coil 33a, respectively.
  • the electric motor 31 is fixed to the casing body 12 with bolts 35 with the stator 33 fitted to the second and third stepped portions 12d and 12e, and the rotor 34 has bearings 36 and 37. Via the casing body 12 and the rear cover 13 so as to be rotatable. Note that the bearing 36 is disposed in a state of being fitted to the first step portion 12 c and thus the casing body 12. The bearing 37 is provided by being fitted to the step portion 13 c of the rear cover 13. A space for inserting stud bolts 14 and 15 is formed in part of the outer periphery of the first step portion 12 and the step portion 13c.
  • the ball screw mechanism 32 includes a nut member 39 that is non-rotatably fitted and fixed to the rotor 34 of the electric motor 31 using a key 38, and a hollow screw shaft (fitted to the nut member 39 via a ball 40).
  • Linear motion member) 41 A slit 42 extending in the axial direction is formed at the rear end of the screw shaft 41, and the inward projection 25 of the rear cover 13 is inserted into the slit 42.
  • the screw shaft 41 is disposed in the casing 11 so as not to rotate. As a result, when the nut member 39 rotates integrally with the rotor 34, the screw shaft 41 moves directly.
  • annular protrusion 43 is provided on the inner surface of the screw shaft 41, and a flange member 44 screwed to the rear end portion of the booster piston 21 is brought into contact with the annular protrusion 43. Further, a return spring (biasing means) 45 is interposed between the flange member 44 and the cylindrical guide 23 fitted to the casing body 12, and the booster piston 21 is always moved by the return spring 45. The flange member 44 is kept in contact with the annular protrusion 43 on the screw shaft 41 side. Therefore, when the screw shaft 41 moves forward according to the rotation of the nut member 39, the booster piston 21 is also moved forward by being pushed by the screw shaft 41.
  • the screw shaft 41 is positioned at a retracted end that abuts the starting end of the slit 42 against the inward projection 25 on the rear cover 13 side when the brake is not operated.
  • the brake When the brake is not actuated, it is positioned at the retracted end to be brought into contact with the annular protrusion 43 of the screw shaft 41 at the retracted end.
  • a presser spring 46 is interposed between the screw shaft 41 and the cylindrical guide 23 to urge the screw shaft 41 rearward so as to prevent the screw shaft 41 from advancing inadvertently.
  • a pair of balance springs (biasing means) 47 are disposed between the booster piston 21 and the input piston 22 constituting the piston assembly 20 as well shown in FIG.
  • the pair of balance springs 47 serves to hold the booster piston 21 and the input piston 22 in a neutral position relative to each other when the brake is not operated.
  • a potentiometer (not shown) that detects the absolute displacement of the input piston 22 with respect to the vehicle body through the movement of the input rod 24 (or brake pedal) is disposed in the fixed portion in the passenger compartment R2.
  • a resolver (rotation detecting means) 48 for detecting the absolute displacement of the booster piston 21 relative to the vehicle body from the rotational displacement of the electric motor 31 is disposed.
  • the resolver 48 includes a resolver stator 48a bolted to the rear cover 13 and a resolver rotor 48b disposed on the outer peripheral surface of the rotor 34 of the electric motor 31.
  • the ECU 50 includes an ECU casing 54 including a box-shaped casing body 52 having a bottom plate portion 51 and a lid body 53 that covers an upper opening of the casing body 52.
  • the entire ECU casing 54 has a substantially rectangular parallelepiped shape, and a power supply side connector (female connector) 155 (FIG. 5) connected to a battery (not shown) is connected to one side surface (outer wall surface) thereof.
  • a connector (male connector) 56 is projected.
  • the female connector 155 and the male connector 56 constitute an ECU connector.
  • the ECU casing 54 is detachably coupled to the motor casing 11 in a state where the bottom plate portion 51 is placed on the flat portion 55 (FIGS. 1 and 3) provided on the upper portion of the motor casing 11.
  • the ECU casing 54 is in a plane H that is orthogonal to a plane G that includes the axis of the master cylinder 1 (here, a vertical plane that coincides with the plane that includes the axis of the motor rotor 34 and includes the direction of gravity).
  • a plane G that includes the axis of the master cylinder 1
  • the ECU casing 54 is arranged with respect to the motor casing 11 so that the center line O of the ECU casing 54 in the lateral direction of the vehicle and the center axis P of the motor rotor 34 are shifted in the lateral direction of the vehicle.
  • an arrow F indicates the offset direction, and here, the arrow F is offset in the direction opposite to the side where the male connector 56 is provided.
  • the male connector 56 is arranged in a state of protruding from the ECU casing 54 in the direction opposite to the offset direction F.
  • the flat portion 55 of the motor casing 11 (casing body 12) is offset in accordance with the offset of the ECU casing 54, and the support portion 57 that supports the lower surface of the end portion in the offset direction F of the flat portion 55. Is provided.
  • the ECU casing 54 is provided horizontally with respect to the front-rear direction of the vehicle, but may be inclined with respect to the front-rear direction of the vehicle.
  • the amount by which the ECU casing 54 is offset is the male connector 56 without interfering with other devices in the engine room R1 in a state where the electric booster 10 is mounted on the vehicle.
  • the space (connector attaching / detaching space) S in which the mating female connector 155 can be attached and detached can be secured (approximately 30 mm in this embodiment).
  • the hatched portion represents an interference area S ′ with other equipment including a bonnet, a VDC unit (ABS unit), piping, and the like, and here, a range that does not interfere with the interference area S ′ on one side.
  • the ECU casing 54 is offset as much as possible, so that a sufficient connector attaching / detaching space S is secured on the side opposite to the offset direction F.
  • a recess 54a for avoiding interference with other devices is formed at the corner of the motor casing 11 in the offset direction F and facing the front of the vehicle. It is formed as needed.
  • a power board 58a and a power MOSFET 58b for supplying electric power to the electric motor 31 (stator 33) in the motor casing 11, a control board 58c for controlling the electric motor 31, and a power board 58a.
  • a plurality (three in FIG. 4) of bus bar terminals 60 and the like connected to are provided.
  • the power board 58a generates a large amount of heat, the heat generated by the power board 58a is transmitted to the motor casing 11 via the bottom plate portion 51, and the heat dissipation is improved.
  • the heat-sensitive electronic components such as the control board 58c are arranged in a portion that is not affected by heat on the upper side in the ECU casing 54.
  • the male connector 56 includes a terminal (ECU terminal) for supplying electric power (power supply) from a battery (not shown) to the power board 58a, and a signal from a potentiometer for detecting the absolute displacement of the input piston 22 as the control. Terminals and the like for supplying to the substrate 58c are provided.
  • through holes 62 (FIGS. 3 and 4) that can communicate with each other are formed.
  • the flat portion through-hole 62a is provided in an intermediate portion between the front wall 12a and the rear end opening in the axial direction of the casing body 12.
  • an annular wall can be formed around the rear end opening of the casing body 12 over the entire circumference, and the sealing member 13a seals the annular wall so that the rear end opening is more tightly closed by the rear cover 13. It becomes possible to close it.
  • the sealing material 13 a is provided on the rear cover 13 side, but may be provided on the annular wall side of the casing body 12.
  • the bottom plate portion through-hole 62 b is closed by the flat portion 55 of the casing body 12 and constitutes an opening of the ECU casing 54.
  • a plurality (three in FIG. 4) of bus bars 63 are extended as lead wires having a fixed shape through the through hole 62.
  • the bus bar 63 is a thin plate or cylindrical conductive member using a relatively hard material, and in this embodiment, a thin plate is used.
  • One end of each of the plurality of bus bars 63 is in a state where the stator 33 is fixed to the casing body 12 (FIG. 4 shows this state), and the flat portion through hole 62a of the plurality of coils 33a (stator coil 33a). Is connected by a screw 64 to a rear portion of the coil 33a arranged facing the front.
  • the stator 33 is connected to the bus bar 63 on the flat portion side through hole 62a side in the axial direction of the casing body 12 of FIG.
  • Each of the other end portions (also referred to as upper end portions as appropriate) of the plurality of bus bars 63 is bent substantially at a right angle with respect to the one end portion, and has an inverted L-shape as a whole (FIG. 3). .
  • a hole through which the screw 65 passes is formed in the portion bent at a right angle, and a nut to which the screw 65 is screwed is integrally attached to the lower side thereof by brazing or resin molding.
  • the bus bar terminal 60 (the portion where the screw 65 is attached) is disposed so as to face the bottom plate through hole 62b that constitutes the through hole 62 together with the flat portion through hole 62a.
  • the control board 58c and other electronic components are arranged so as not to be positioned above the bus bar terminals 60 so that the screws 65 can be screwed from the lid 53 side.
  • the through hole 62 has a signal line 66 (FIG. 1) configured by a flexible lead wire for sending a detection signal of the resolver 48 (resolver stator 48a) to the control board 58c in the ECU casing 54. 3) is also extended.
  • the lid 53 is removed from the ECU casing 54.
  • one bearing 36 is attached to the casing body 12 and the stator 33 is fixed using the bolt 35.
  • one end of the bus bar 63 is connected using screws 64.
  • the other end portion of the bus bar 63 protrudes upward from the flat portion through hole 62a formed in the flat portion 55 as shown in FIG.
  • the stator 33 is fixed by using the bolt 35 as an example, but instead of this, the stator 33 may be fixed by press-fitting.
  • the first subassembly body and the second subassembly body are combined to complete the electric motor 31.
  • the front end of the rotor 34 of the electric motor 31 in the second subassembly body is inserted into the bearing 36 of the first subassembly body (casing body 12), while the second subassembly body
  • the lead wire 66 of the resolver 48 is inserted into the flat portion through-hole 62a and protrudes therefrom.
  • the lead wire 66 is flexible unlike the bus bar 63 of the stator 33. Will not be disturbed.
  • the ball screw mechanism 32 is inserted into the electric motor 31 from the front of the casing body 12.
  • the third sub-assembly body is inserted from the front of the casing body 12, and then the cylindrical guide 23 is fitted into the casing body 12 together with the return spring 45 and the pressing spring 46 to complete the electric actuator 30.
  • the ECU 50 is placed on the upper end surface of the upper flat surface 55 of the motor casing 11 and coupled by a coupling means (not shown).
  • the upper end portion of the bus bar 63 whose one end portion is connected to the stator 33 of the electric motor 31 is disposed adjacent to the bus bar terminal 60 in the ECU casing 54.
  • Brake fluid pressure is generated in the pressure chambers 5 ⁇ / b> A and 5 ⁇ / b> B in the master cylinder 10.
  • the pair of balance springs 47 interposed between the pistons 22 and 21 are in the neutral position.
  • the boost ratio at this time is uniquely determined by the area ratio between the pressure receiving area of the booster piston 21 and the pressure receiving area of the input piston 22 because the relative displacement amount is zero.
  • the boost ratio (braking force) increases, and the brake assist operation by the electric motor 31 is realized.
  • the reaction force (pedal reaction force) to the brake pedal tends to increase as the brake fluid pressure increases, but of the pair of balance springs 47 according to the relative displacement of the booster piston 21 to the front side. Since the urging force of the spring on the brake pedal side (rear side) increases, the increase in the pedal reaction force is offset by this urging force.
  • the boost ratio (braking force) is reduced, and regenerative cooperative operation during regenerative braking is realized.
  • the pedal reaction force tends to decrease as the brake fluid pressure decreases, but the biasing force of the front spring of the pair of balance springs 47 according to the relative displacement of the booster piston 21 to the rear side. Therefore, the decrease in the pedal reaction force is offset by this urging force. That is, as a result of adjusting the reaction force to the brake pedal, the uncomfortable feeling of brake operation is eliminated.
  • the stator 33 and the bus bar 63 of the electric motor 31 are attached to the casing main body 12 having the flat portion through hole 62a through which the bus bar 63 is inserted in the first subassembly body. Since the configuration is such that the stator 33 and the bus bar 63 are assembled to the casing main body 12, the other end of the bus bar 63 can protrude from the flat part through hole 62a. For this reason, the assembling work of inserting the bus bar 63 through the flat part through hole 62a of the casing body 12 is facilitated.
  • the upper end portion of the bus bar 63 whose one end portion is connected to the stator 33 of the electric motor 31 is disposed adjacent to the bus bar terminal 60 in the ECU casing 54.
  • the upper end portion of the bus bar 63 is disposed adjacent to the bus bar terminal 60 in the ECU casing 54, it is possible to easily connect the upper end portion of the bus bar 63 and the bus bar terminal 60 using the screws 65. it can. For this reason, the assembly
  • the through hole through which the bus bar is inserted is provided in the first housing and the stator and the bus bar of the electric motor are arranged in the second housing as in the conventional technique described above, the through hole has a certain shape. It is difficult to assemble the first housing and the second housing while inserting the bus bar (particularly, the front end of the rotor is inserted and fitted into the bearing), making it difficult to connect the two. obtain. However, according to this embodiment, the occurrence of the above-described problems can be suppressed.
  • the conductors connecting the stator and the ECU are formed in a certain shape with a material that is difficult to bend
  • the conductors connecting the stator and the ECU are subject to restrictions on arrangement and assembly.
  • a lead wire for example, a bus bar
  • the above-described inhibition is suppressed. it can.
  • a lead wire formed in a fixed shape with a highly rigid material can be used as a lead wire connecting the stator and the ECU, but in this case, a certain amount of thickness is required due to the relationship of the current supplied to the stator, etc.
  • the handling process becomes complicated and troublesome.
  • the bus bar as in the present embodiment, it is possible to flow a large value of current without occupying a large volume, so that the occurrence of the above problem that occurs when a lead wire is used as the conducting wire can be avoided. Further, since the bus bar is used, the ECU terminal and the bus bar can be adjacent to each other only by placing the ECU at a predetermined position, so that positioning can be performed easily.
  • the motor housing of the electric booster and the ECU are integrated into one structure, so that the mounting property on the vehicle can be improved. Further, when the structure is simply integrated, there is a problem that a space for attaching / detaching the connector terminal of the ECU cannot be secured due to interference with other devices in the engine room.
  • the ECU casing 54 is coupled to the motor casing 11 with an offset in one direction, the female connector 155 can be attached to and detached from the male connector 56 on the opposite side to the offset direction F as described above. Sufficient space (connector attachment / detachment space) S is ensured (FIG. 5), and as a result, interference with peripheral devices can be mitigated despite the integration of the ECU 50.
  • the entire installation space including the connector attaching / detaching space S described above has a substantially target shape in the vehicle width direction with respect to the center line passing through the axis of the master cylinder 1 (FIG. 5), Even if there is a difference in mounting space, it can be applied as it is, and the utility value will be great.
  • the bus bar terminal 60 in the ECU casing 54 is disposed at a portion approaching the side surface on which the male connector 56 is provided, the distance between the connector 56 and the connection end of the bus bar 63 with respect to the electric motor 31 is shortened. Loss can be reduced.
  • a part of the ECU casing 54 is arranged so as to overlap vertically with a part of the reservoir 3 of the master cylinder 1, so that the whole is downsized and mountability to the vehicle is improved. .
  • the male connector 56 is provided on the side surface opposite to the offset direction F of the ECU casing 54.
  • the male connector is provided below the end of the ECU casing 54 in the offset direction F.
  • 56 (connector attaching / detaching space S) may be provided (only the mating female connector 155 is shown in FIG. 6).
  • the interference region S ′ is provided in the direction opposite to the offset direction F of the ECU casing 54, it can be applied.
  • the male connector 56 below the end of the ECU casing 54 in the offset direction F, it is possible to prevent rainwater and the like from entering the ECU connector better than when the male connector 56 is provided above the end, for example. can do.
  • the case where the first, second, and third step portions 12c, 12d, and 12e included in the front wall 12a constitute a step portion is described as an example. You may make it use the step part comprised with another member.
  • the thin and wide plate-like bus bar 63 is used as the conducting wire, generation of eddy current and skin effect can be suppressed, thereby suppressing heat loss and thus improving the efficiency of the apparatus. Can be planned.
  • a cylindrical bus bar (conductive wire) may be used instead of the plate-like bus bar 63 used in the above embodiment. By using a cylindrical bus bar, the generation of eddy currents and the generation of skin effect can be suppressed, thereby suppressing heat loss and thus improving the efficiency of the apparatus.
  • the male connector 56 is provided on the ECU casing 54 side.
  • the female connector 155 may be provided on the ECU casing 54 side.
  • the booster piston (output member) 21 driven by the electric motors 31 and 101 is shared as the primary piston of the tandem master cylinder 1, but the output member is separated from the piston in the master cylinder. It may be provided.
  • the case where the upper end portion of the bus bar 63 and the bus bar terminal 60 in the ECU casing 54 are connected using the three screws 65 is taken as an example. You may make it perform as shown. That is, in the example shown in FIG. 9, a plastic terminal adapter 203 for integrally molding the upper ends of the three bus bars 63 and the three nuts 204 is provided.
  • the bus bar 63 and the bus bar terminal 60 can be electrically connected by aligning the hole of the bus bar terminal 60 with the screw hole 204a formed in the nut 204 of the bus bar 63 and screwing a screw (not shown) into the screw hole 204a. .
  • a screw not shown
  • the upper end of the bus bar 63 molded with plastic and the nut 204 are connected to the bus bar terminal 60 in the ECU casing 54 using screws. Since the three bus bars 63 are held by one terminal adapter 203, the positioning property and the assembling property can be improved.
  • the terminal adapter 203 is provided with a partition wall 203a for partitioning the upper ends of the adjacent bus bars 63 to prevent a short circuit between the bus bar 63 and the bus bar terminal 60.

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  • Engineering & Computer Science (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Braking Systems And Boosters (AREA)
  • Regulating Braking Force (AREA)
  • Connection Of Motors, Electrical Generators, Mechanical Devices, And The Like (AREA)

Abstract

L’invention concerne un propulseur électrique conçu de manière à permettre de relier facilement un module ECU et un stator. Un boîtier (54) de module ECU destiné à abriter des substrats (58a, 58b, 58c) (module ECU) est fixé à proximité d’un stator (33) d’un moteur électrique (31) sur la circonférence extérieure d’un corps (12) de boîtier. Le corps (12) de boîtier comporte une ouverture obturée par un couvercle arrière (13). Le corps (12) de boîtier est pourvu d’un trou débouchant (62a) du côté d’une partie aplatie. Une barre omnibus (63) destinée à relier le stator (33) et le module ECU traverse le trou débouchant (62a) ménagé dans la partie aplatie. La barre omnibus (63) est fixée de sorte que, une de ses extrémités étant reliée au stator (33), l’autre extrémité sort du trou débouchant (62a) ménagé dans la partie aplatie. Le stator (33) et la barre omnibus (63) étant montés dans le corps (12) de boîtier dont la partie aplatie est pourvue du trou débouchant (62a), le corps (12) du boîtier et le couvercle arrière (13) peuvent être assemblés facilement une fois la barre omnibus (63) introduite dans le trou débouchant (62a) ménagé dans la partie aplatie.
PCT/JP2009/063884 2008-01-31 2009-08-05 Propulseur électrique WO2011016120A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
DE112009005141T DE112009005141T5 (de) 2009-08-03 2009-08-05 Elektrischer Verstärker
CN200980138065XA CN102164794A (zh) 2009-08-03 2009-08-05 电动助力装置
US13/069,962 US8875508B2 (en) 2008-01-31 2011-03-23 Electric booster

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JP6029373B2 (ja) * 2012-07-31 2016-11-24 日立オートモティブシステムズ株式会社 ディスクブレーキ
JP2014184740A (ja) * 2013-03-21 2014-10-02 Hitachi Automotive Systems Ltd ブレーキ制御装置
DE102014010815A1 (de) * 2014-07-23 2016-01-28 Wabco Gmbh Elektropneumatisches Regelventil
DE102015217522A1 (de) * 2015-09-14 2017-03-16 Robert Bosch Gmbh Elektromechanischer Bremskraftverstärker und Bremssystem

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JP2007187262A (ja) * 2006-01-13 2007-07-26 Nsk Ltd 電動アクチュエータ
JP2008302725A (ja) * 2007-06-05 2008-12-18 Hitachi Ltd 電動倍力装置およびその製造方法

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JP2007187262A (ja) * 2006-01-13 2007-07-26 Nsk Ltd 電動アクチュエータ
JP2008302725A (ja) * 2007-06-05 2008-12-18 Hitachi Ltd 電動倍力装置およびその製造方法

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