WO2022070935A1 - Motor driving system - Google Patents

Motor driving system Download PDF

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Publication number
WO2022070935A1
WO2022070935A1 PCT/JP2021/034030 JP2021034030W WO2022070935A1 WO 2022070935 A1 WO2022070935 A1 WO 2022070935A1 JP 2021034030 W JP2021034030 W JP 2021034030W WO 2022070935 A1 WO2022070935 A1 WO 2022070935A1
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WO
WIPO (PCT)
Prior art keywords
motor
connector portion
vehicle
connector
steering
Prior art date
Application number
PCT/JP2021/034030
Other languages
French (fr)
Japanese (ja)
Inventor
敦 齋藤
崇志 鈴木
Original Assignee
株式会社デンソー
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 株式会社デンソー filed Critical 株式会社デンソー
Publication of WO2022070935A1 publication Critical patent/WO2022070935A1/en

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Classifications

    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D1/00—Steering controls, i.e. means for initiating a change of direction of the vehicle
    • B62D1/02—Steering controls, i.e. means for initiating a change of direction of the vehicle vehicle-mounted
    • B62D1/16—Steering columns
    • B62D1/18—Steering columns yieldable or adjustable, e.g. tiltable
    • B62D1/181—Steering columns yieldable or adjustable, e.g. tiltable with power actuated adjustment, e.g. with position memory
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60R—VEHICLES, VEHICLE FITTINGS, OR VEHICLE PARTS, NOT OTHERWISE PROVIDED FOR
    • B60R16/00—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for
    • B60R16/02—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements
    • B60R16/023—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems
    • B60R16/027—Electric or fluid circuits specially adapted for vehicles and not otherwise provided for; Arrangement of elements of electric or fluid circuits specially adapted for vehicles and not otherwise provided for electric constitutive elements for transmission of signals between vehicle parts or subsystems between relatively movable parts of the vehicle, e.g. between steering wheel and column
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/0481—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such monitoring the steering system, e.g. failures
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02P—CONTROL OR REGULATION OF ELECTRIC MOTORS, ELECTRIC GENERATORS OR DYNAMO-ELECTRIC CONVERTERS; CONTROLLING TRANSFORMERS, REACTORS OR CHOKE COILS
    • H02P5/00—Arrangements specially adapted for regulating or controlling the speed or torque of two or more electric motors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0403—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box
    • B62D5/0406—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by constructional features, e.g. common housing for motor and gear box including housing for electronic control unit
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M1/00—Details of apparatus for conversion
    • H02M1/0083—Converters characterised by their input or output configuration
    • H02M1/009—Converters characterised by their input or output configuration having two or more independently controlled outputs

Definitions

  • This disclosure relates to a motor drive system.
  • Patent Document 1 a motor control device that controls the drive of a plurality of motors is known.
  • one three-phase motor and two DC motors are controlled by one motor control device.
  • the drive circuit is shared by three motors to reduce the size.
  • wiring for connecting the housing and the motor may become complicated.
  • An object of the present disclosure is to provide a drive system capable of appropriately connecting a plurality of motors and a control circuit unit.
  • the drive system of the present disclosure includes a main motor, a sub motor, a control circuit unit, a connector, and a motor connection portion.
  • the control circuit unit has a main circuit related to energization switching of the main motor and a sub circuit related to energization of the sub motor, and is provided integrally with the main motor.
  • the connector is provided in the control circuit unit.
  • the motor connection portion connects the connector and the submotor.
  • the connector is provided with a vehicle connector portion connected to the vehicle power supply and the vehicle communication network, and a motor connector portion connected to the submotor. This makes it possible to appropriately connect a plurality of motors and a control circuit unit.
  • FIG. 1 is a schematic configuration diagram showing an electric power steering system according to the first embodiment.
  • FIG. 2A is an explanatory diagram illustrating a tilt operation according to the first embodiment.
  • FIG. 2B is an explanatory diagram illustrating the telescopic operation according to the first embodiment.
  • FIG. 3 is a circuit diagram showing an ECU according to the first embodiment.
  • FIG. 4 is a schematic configuration diagram showing a motor drive system according to the first embodiment.
  • FIG. 5 is a view taken along the line V in FIG. 4.
  • FIG. 6 is a schematic view showing a motor connection portion according to the first embodiment.
  • FIG. 1 is a schematic configuration diagram showing an electric power steering system according to the first embodiment.
  • FIG. 2A is an explanatory diagram illustrating a tilt operation according to the first embodiment.
  • FIG. 2B is an explanatory diagram illustrating the telescopic operation according to the first embodiment.
  • FIG. 3 is a circuit diagram showing an ECU according to the first embodiment.
  • FIG. 4 is
  • FIG. 7 is a schematic view showing the internal wiring of the motor connection portion according to the first embodiment.
  • FIG. 8 is a schematic configuration diagram showing a motor drive system according to the second embodiment.
  • FIG. 9 is an arrow view in the IX direction of FIG.
  • FIG. 10 is a schematic view showing the connection between the vehicle power supply and the vehicle communication network and the vehicle system connector portion according to the second embodiment.
  • FIG. 11 is a schematic configuration diagram showing a motor drive system according to the third embodiment.
  • FIG. 12 is a schematic view showing the connector arrangement seen from the XII direction of FIG. 11.
  • FIG. 13 is a schematic configuration diagram showing a motor drive system according to the fourth embodiment.
  • FIG. 14 is a schematic configuration diagram showing a motor drive system according to the fifth embodiment.
  • FIG. 15 is a schematic configuration diagram showing a motor drive system according to the sixth embodiment.
  • FIG. 16 is a schematic configuration diagram showing a motor drive system according to the seventh embodiment.
  • FIG. 17 is a schematic configuration diagram showing a motor drive system according to the eighth embodiment.
  • FIG. 18 is a schematic configuration diagram showing a motor drive system according to the ninth embodiment.
  • FIG. 19 is a schematic configuration diagram showing a motor drive system according to the tenth embodiment.
  • FIG. 20 is a schematic configuration diagram showing a motor drive system according to the eleventh embodiment.
  • FIG. 21 is a side view showing the drive device according to the twelfth embodiment.
  • FIG. 22 is a top view showing the drive device according to the thirteenth embodiment.
  • FIG. 23 is a schematic configuration diagram showing an electric power steering system according to the 14th embodiment.
  • FIG. 24 is a schematic configuration diagram showing a steering-by-wire system according to the fifteenth embodiment.
  • the first embodiment is shown in FIGS. 1 to 7.
  • the motor drive system 1 is applied to the electric power steering system 901.
  • the electric power steering system 901 includes a steering wheel 91, a steering shaft 92, an intermediate shaft 95, a steering rack 97, and the like.
  • the steering shaft 92 is included in the steering column 93, and the steering wheel 91 is connected to one end and the intermediate shaft 95 is connected to the other end.
  • a steering rack 97 that converts rotation into reciprocating motion by a rack and pinion mechanism and transmits it is provided.
  • the wheels 99 are steered via the tie rod 98 and the knuckle arm 985.
  • universal joints 961 and 962 are provided in the middle of the intermediate shaft 95. As a result, the displacement caused by the tilting operation and the telescopic operation of the steering column 93 is absorbed.
  • the electric power steering system 901 of the present embodiment is a so-called "column assist type" in which a motor 75 functioning as a steering assist motor is provided in the steering column 93.
  • the output torque of the motor 75 is transmitted to the steering shaft 92.
  • the torque sensor 94 is provided in the middle of the steering shaft 92, and detects the steering torque Ts of the driver based on the torsional displacement of the torsion bar.
  • the steering shaft 92 connected to the steering wheel 91 rotates.
  • the rotational motion of the steering shaft 92 is converted into a linear motion of the steering rack 97 by the pinion gear.
  • the pair of wheels 99 are steered at an angle corresponding to the amount of displacement of the steering rack 97.
  • one of the left and right wheels is described as the wheel 99, and the description of the other is omitted.
  • the motor drive system 1 includes a drive device 10, motors 71, 72, and the like.
  • the drive device 10 includes an ECU 11 and a motor 75.
  • the ECU 11 controls the driving of the motors 71, 72, 75.
  • the ECU 11 is a so-called "mechanical and electrical integration" that is integrally provided on one side of the motor 75 in the axial direction (see FIG. 4).
  • the motor axial direction of the motor 75 is simply referred to as “axial direction”, and in the axial direction, the end portion on the motor 75 side is referred to as the bottom portion 101, and the end portion on the ECU 11 side is referred to as the top portion 102.
  • the ECU 11 is described separately from the motor 75 in order to describe the configuration of the ECU 11. The same applies to FIGS. 23 and 24, which will be described later.
  • the motor 75 is a steering assist motor that outputs a part or all of the torque required for steering, and is driven by supplying electric power from the vehicle power source 80, and the output torque is transmitted to the steering shaft 92.
  • the motor 75 is a three-phase brushless motor, but a motor other than the three-phase brushless motor may be used.
  • the motor 71 is a tilt motor
  • the motor 72 is a telescopic motor, both of which are provided in the steering column 93.
  • the ECU 11 drives the motor 71 and moves the steering wheel 91 up and down by adjusting the tilt angle ( See FIG. 2A).
  • the ECU 11 drives the motor 72 and adjusts the telescopic length to move the steering wheel 91 back and forth. Move (see FIG. 2B).
  • the motors 71 and 72 are both DC motors, and the motor 71 is provided with a connector 719, and the motor 72 is provided with a connector 729 (see FIGS. 3 and 7).
  • the ECU 11 has a circuit unit 12, a control unit 20, and the like, and the circuit unit 12 and the control unit 20 are provided in the same housing.
  • the circuit unit 12 includes switching elements 131 to 136, 141, 142, 146, 147 and the like.
  • the switching elements 131 to 136 constitute a three-phase inverter circuit 130, and switches the energization of a three-phase winding (not shown) of the motor 75.
  • the switching elements 131, 132, 141, and 142 form an H-bridge circuit 140, and switch the energization of the winding 715 of the motor 71.
  • One terminal 711 of the winding 715 is connected to the connection point 143 of the switching elements 141 and 142 by the power wiring 431 via the connector 719.
  • the other terminal 712 of the winding 715 is connected to the connection point 137 of one phase (U phase in this embodiment) of the three-phase inverter 130 via the connector 719.
  • the switching elements 131, 132, 146, and 147 form an H-bridge circuit 145 and switch the energization of the winding 725 of the motor 72.
  • One terminal 721 of the winding 725 is connected to the connection point 148 of the switching elements 146 and 147 by the power wiring 432 via the connector 729.
  • the other terminal 722 of the winding 725 is connected to the connection point 137 of one phase (U phase in this embodiment) of the three-phase inverter 130 via the connector 719.
  • the connection point 137 and the terminals 712 and 722 are connected by a power wiring 433 at which the motors 71 and 72 are branched at the branch point 434.
  • the switching elements 131 and 132 are shared by the three-phase inverter circuit 130 and the H-bridge circuit 140. Further, the switching elements 131 and 132 are shared by the three-phase inverter circuit 130 and the H-bridge circuit 145. By sharing a part of the switching elements between the three-phase inverter circuit 130 and the H-bridge circuits 140 and 145, the number of parts can be reduced. In the present embodiment, the H-bridge circuits 140 and 145 both share the U-phase of the three-phase inverter circuit 130. For example, the H-bridge circuit 140 shares the U-phase and the H-bridge circuit 145 shares the V-phase. Different phases may or may not be shared.
  • the high potential side of the switching elements 131 to 133, 141, 146 provided on the high potential side is connected to the positive electrode of the vehicle power supply 80 via the high potential line Lp.
  • the low-potential side of the switching elements 134 to 136, 142, 147 provided on the low-potential side is connected to the ground via the low-potential line Lg.
  • a filter circuit including a capacitor 121 and a coil 122 is provided on the vehicle power supply 80 side of the three-phase inverter circuit 130.
  • the motor shaft is arranged substantially orthogonal to the steering shaft 92 so that the bottom 101 faces the steering shaft 92 side.
  • the ECU 11 is provided with a connector 31.
  • the frontage of the connector 31 is provided so as to face the radial outer side of the drive device 10.
  • the frontage of the connector 31 is arranged so as to face the upper side in the vertical direction.
  • the non-connecting component 700 which is another component not connected to the drive device 10
  • the non-connecting component 700 is arranged on the top 102 side by providing the connector 31 on the radial side, for example, a connection connector (not shown) inserted or removed from the connector 31 or the like. Interference with parts can be prevented and space can be effectively used.
  • the ECU 11 is connected to the vehicle power supply 80, the vehicle communication network 85 used for communication with other in-vehicle devices, the motors 71, 72, the torque sensor 94, and the like via the connector 31.
  • the vehicle communication network 85 is described as "CAN", but it is not limited to CAN (Controller Area Network), and even if a standard other than CAN such as CAN-FD (CAN with Flexible Data rate) or FlexRay is used. good.
  • the connector 31 and the vehicle power supply 80 are connected by a power supply connection line 41, and the connector 31 and the vehicle communication network 85 are connected by a communication line 42. Further, the connector 31 and the motors 71 and 72 are connected by the motor connection portion 43, and the connector 31 and the torque sensor 94 are connected by the sensor connection line 48.
  • the vehicle-based connector portion 310 and the steer-based connector portion 315 are integrally formed.
  • the vehicle connector unit 310 is provided with a power supply wiring connection unit 311 used for connecting the vehicle power supply 80 and a communication wiring connection unit 312 used for connection with the vehicle communication network 85.
  • the steering connector portion 315 is provided with a motor wiring connection portion 316 used for connection with the motors 71 and 72, and a sensor wiring connection portion 317 provided for connection with the torque sensor 94.
  • the communication wiring connection unit 312, the power supply wiring connection unit 311, the motor wiring connection unit 316, and the sensor wiring connection unit 317 are arranged in this order from one side, but the arrangement or the like is arbitrary.
  • the motor connection portion 43 has a tilt connection line 44, a telescopic connection line 45, an ECU side connection line 46, and a branch connector 47 as a branch portion.
  • the branching connector 47 By providing the branching connector 47, the connectors on the ECU 11 side can be integrated.
  • FIG. 7 shows the details of the wiring connecting the ECU 11 and the motors 71 and 72.
  • the motor connection unit 43 includes power wiring 431, 432, 433, control power supply line 435, control ground line 436, and signal lines 437, 438 as internal wiring.
  • one end of the power wiring 431 is connected to the connection point 143 of the switching elements 141 and 142 via the steer connector portion 315, and the other end is wound via the connector 719. It is connected to the terminal 711 of the 715.
  • One end of the power wiring 432 is connected to the connection point 148 of the switching elements 146 and 147 via the steer connector portion 315, and the other end is connected to the terminal 721 of the winding 725 via the connector 729.
  • the motors 71 and 72 are branched at the branch point 434, one end is connected to the connection point 137 of the three-phase inverter 130 via the steer connector portion 315, and the other end is the winding 715. It is connected to the terminal 712 and the terminal 722 of the winding 725.
  • the power wirings 431 to 433 are wirings connected to the windings 715 and 725, and a relatively large current flows.
  • control power line 435 is branched on the motor 71 and 72 sides, one end is connected to the steer system connector portion 315, and the other end is connected to the connectors 719 and 729.
  • the control power line 435 is connected to a control power source (not shown) in the ECU 11.
  • the control ground wire 436 is branched on the motor 71 and 72 sides, one end thereof is connected to the steer system connector portion 315, and the other end is connected to the connectors 719 and 729.
  • the control ground line 436 is connected to a ground (not shown) in the ECU 11.
  • the control power supply line 435 and the control ground line 436 are used to supply electric power to the extent that sensors such as rotation angle sensors can be driven, and a current relatively smaller than that of the power wirings 431 to 433 flows.
  • One end of the signal line 437 is connected to the steer system connector portion 315, and the other end is connected to the connector 719.
  • One end of the signal line 438 is connected to the steer system connector portion 315, and the other end is connected to the connector 729.
  • the signal lines 437 and 438 are provided for each of the motors 71 and 72, and are used for transmitting and receiving various signals between the ECU 11 and the motors 71 and 72.
  • the sensor connection line 48 includes a control power supply line 481, a ground connection line 482, and a signal line 483. One end of the control power supply line 481, the ground connection line 482, and the signal line 483 is connected to the steer system connector portion 315, and the other end is connected to the connector 949 provided in the torque sensor 94.
  • the power wiring is shown by a thick solid line
  • the control power supply line is shown by a solid line
  • the control ground line is shown by a broken line
  • the signal line is shown by an alternate long and short dash line.
  • the motor drive system 1 includes motors 71, 72, 75, an ECU 11, a connector 31, and a motor connection portion 43.
  • the motors 71 and 72, which are submotors, are provided separately from the motor 75, which is a main motor.
  • the ECU 11 has an inverter circuit 130 for switching the energization of the motor 75, and H-bridge circuits 140 and 145 for switching the energization of the motors 71 and 72, and is provided integrally with the motor 75.
  • the connector 31 is provided in the ECU 11.
  • the motor connection portion 43 connects the connector 31 and the motors 71 and 72.
  • the connector 31 is provided with a vehicle-based connector portion 310 connected to the vehicle power supply 80 and a steer-based connector portion 315 connected to the motors 71 and 72. As a result, the vehicle power supply 80, the motors 71 and 72, and the ECU 11 can be appropriately connected.
  • the vehicle-based connector portion 310 and the steer-based connector portion 315 are integrally provided. As a result, the motor drive system 1 can be miniaturized.
  • the motor connection unit 43 has an ECU side connection line 46, connection lines 44, 45, and a branching connector 47.
  • the ECU side connection line 46 is shared by a plurality of motors 71 and 72.
  • the connecting lines 44 and 45 are provided for each of the motors 71 and 72.
  • the tilt connection line 44 is provided corresponding to the motor 71 which is a tilt motor
  • the telescopic connection line 45 is provided corresponding to the motor 72 which is a telescopic motor.
  • the branch connector 47 connects the ECU side connection line 46 and the connection lines 44 and 45.
  • the drive device 10 can be miniaturized. Further, when the branch portion is configured as the branch connector 47, by exchanging the branch connector 47, it is possible to change the parts on the other side to be connected without changing the connector 31 on the ECU 11 side. Furthermore, with this configuration, it is easy to standardize parts and production lines between a motor drive system that has H-bridge circuits 140 and 145, which are sub-circuits, and a motor drive system that does not. become.
  • the motor connection unit 43 is used as internal wiring for power wiring 431, 432, 433, control power supply line 435, control ground line 436, and signal transmission / reception for connecting the ECU 11 and the windings 715 and 725 of the motors 71 and 72. It has signal lines 437 and 438 used. A part of the power wiring (power wiring 433 in this embodiment), the control power supply line 435, and the control ground line 436 are shared by a plurality of motors 71 and 72 on the ECU 11 side.
  • the number of pins in the steer system connector portion 315 is smaller than the sum of the number of pins of the connectors 719 and 729 of the motors 71 and 72. In this way, by sharing a part of the wiring connected to the motors 71 and 72 on the ECU 11 side, the number of pins of the steer system connector portion 315 can be reduced.
  • the inverter circuit 130 and the H-bridge circuit 140 share some switching elements 131 and 134. Further, the inverter circuit 130 and the H-bridge circuit 145 share some switching elements 131 and 134. As a result, the number of parts can be reduced.
  • the ECU 11 is provided on one side in the axial direction of the motor 75.
  • the vehicle-based connector portion 310 and the steer-based connector portion 315 are provided on the radial outer side of the ECU 11.
  • the frontage also faces the radial side, but the frontage may face the axial side.
  • the motor drive system 1 is applied to the electric power steering system 901.
  • the motor 75 is a steering assist motor capable of outputting at least a part of the torque required for steering.
  • the motor 71 is a tilt motor for adjusting the tilt angle
  • the motor 72 is a telescopic motor for adjusting the telescopic length. This allows the motors 71, 72 and 75 to be properly connected.
  • FIGS. 8 to 10 The second embodiment is shown in FIGS. 8 to 10.
  • the connector 32 of the present embodiment is provided on the top 102 side of the drive device 10, and the frontage is provided so as to face the axial side.
  • the connector 32 By providing the connector 32 on the axial side, when the non-connected component 700 is arranged adjacent to the radial outside of the drive device 10, interference of the component can be prevented and space can be effectively used.
  • the vehicle-based connector portion 320 and the steer-based connector portion 325 are integrally formed.
  • the vehicle-based connector unit 320 of the present embodiment is a hybrid connector in which the power supply wiring connection unit 321 and the communication wiring connection unit 322 are integrated. By using the hybrid connector, the connector 32 can be further simplified.
  • a hybrid connector may also be used as the vehicle-based connector portion in the first embodiment and the embodiments described later.
  • the power supply wiring connection portion 321 is connected to the vehicle power supply 80 by the power supply connection line 41.
  • the communication wiring connection unit 322 is connected to the vehicle communication network 85 and an ignition power supply (not shown) by the communication line 42.
  • the steer-type connector portion 325 has a different frontage shape, terminal arrangement, and the like, the connection relationship and the like are the same as those in the above embodiment.
  • the line type of FIG. 10 is the same as that of FIG. 7.
  • the vehicle-based connector portion 310 and the steer-based connector portion 315 are provided at the axial end portion on the opposite side of the motor 75 of the ECU 11.
  • the wiring length can be shortened as much as possible.
  • the non-connecting component 700 is provided on the radial side of the drive device 10, interference between the components can be prevented. Further, the same effect as that of the above embodiment is obtained.
  • FIGS. 11 and 12 A third embodiment is shown in FIGS. 11 and 12.
  • the description of the vehicle communication network 85 is omitted.
  • This embodiment is a modification of the first embodiment, and the connector 33 is provided so as to face the radial outside of the drive device 10.
  • the connector 33 has a vehicle-based connector portion 330 and a steer-based connector portion 335.
  • the vehicle-based connector portion 330 and the steer-based connector portion 335 are formed separately.
  • the steer system connector portion 335 is connected to the motor 73 in addition to the motors 71 and 72 and the torque sensor 94.
  • the motor 73 is a steering lock motor and drives a lock device (not shown).
  • the locking device mechanically regulates the rotation of the steering shaft 92 to lock the steering wheel 91 so that it does not rotate when parking or the like.
  • the ECU 11 controls the drive of the motor 73 so as to be in a locked state or an unlocked state based on an on / off signal of a vehicle switch (not shown) such as an ignition switch.
  • the motor 73 is a DC motor like the motors 71 and 72, and the ECU 11 is provided with an H-bridge circuit (not shown) related to driving the motor 73.
  • the H-bridge circuit for driving the motor 73 may share some switching elements with the three-phase inverter 130, or may be provided independently without sharing the elements. Further, the locking device and the motor 73 may be provided in the embodiment in which the locking mechanism is not provided.
  • the steer system connector portion 335 is connected to the motors 71 to 73.
  • the motors 71 and 72 are connected to the motors 71 and 72 by the motor connection portion 43, and a branch connector 47 (not shown in FIGS. 11 and 12) is used to partially connect the motors 71 and 72 on the ECU 11 side. Wiring is shared.
  • the motor 73 is connected to the steering connector portion 335 by a wiring 49 independent of the wiring related to the connection of the motors 71 and 72.
  • the vehicle-type connector portion 330 and the steer-based connector portion 335 may be provided side by side in the axial direction or the radial direction, or may be arranged so as to be displaced in the radial direction as shown in FIG.
  • the angle formed by the two connector portions 330 and 335 can be arbitrarily set according to the arrangement of the non-connecting component 700 and the vehicle power supply 80.
  • the vehicle-based connector portion 330 and the steer-based connector portion 335 are separately provided in different directions in the radial direction. Further, in addition to the motors 71 and 72, the motor 73 is included in the submotor. The motor 73 is a lock motor related to the lock of the steering wheel 91, and is connected to the steering connector portion 335. Even with this configuration, the same effect as that of the above embodiment can be obtained.
  • the fourth to sixth embodiments are shown in FIGS. 13 to 15.
  • the vehicle-based connector portion 330 and the steer-based connector portion 335 are separate bodies, and the arrangement locations are different. explain.
  • the vehicle-based connector portion 330 and the steer-based connector portion 335 are provided on both sides in the radial direction with the drive device 10 interposed therebetween.
  • the vehicle-based connector portion 330 is provided so as to be on the lower side in the vertical direction
  • the steer-based connector portion 335 is provided on the upper side in the vertical direction.
  • the vehicle-based connector portion 330 is provided on the axial direction side, and the steer-based connector portion 335 is provided on the radial side and on the upper side in the vertical direction.
  • the vehicle-based connector portion 330 is provided on the radial side, is provided on the lower side in the vertical direction, and the steer-based connector portion 335 is provided on the axial direction side. That is, in the fifth embodiment and the sixth embodiment, one of the vehicle-based connector portion 330 or the steer-based connector portion 335 is provided on the radial outer side of the ECU 11, and the other is provided on the axial end portion on the opposite side of the motor 75. Has been done.
  • the connector portions 330 and 335 according to the arrangement of the non-connected parts 700, the interference of the parts can be prevented, the space can be effectively used, and the wiring can be easily fixed. Further, by providing the connector portions 330 and 335 according to the arrangement of the components to be connected such as the vehicle power supply 80, the wiring length can be shortened and the wiring can be avoided from being greatly bent. Moreover, the same effect as that of the above-described embodiment is obtained.
  • the drive device 19 of the present embodiment is a mechanical / electrical integrated type in which the ECU 11 is provided on one side in the axial direction of the motor 75, and the ECU 11 is provided so as to be on the steering shaft 92 side.
  • the connector 33 is provided on the outer side in the radial direction of the ECU 11 and faces the upper side in the vertical direction. Further, as in the first embodiment, it may be an integrated connector. Even with this configuration, the same effect as that of the above embodiment can be obtained.
  • the drive device 10 has a motor shaft arranged substantially parallel to the steering shaft 92 so that the bottom portion 101 faces the lower side in the vertical direction and the top portion 102 faces the upper side in the vertical direction.
  • the connector 33 is provided on the axial side. As in the second embodiment, it may be an integrated connector.
  • the vehicle-based connector portion 330 and the steer-based connector portion 335 are provided on both sides in the radial direction with the drive device 10 interposed therebetween.
  • the vehicle-based connector portion 330 is provided facing the side opposite to the steering shaft 92, and the steering-based connector portion 335 is provided facing the steering shaft side.
  • the angle formed by the two connector portions 330 and 335 can be arbitrarily set according to the arrangement of the non-connecting component 700 and the vehicle power supply 80.
  • the vehicle system connector portion 330 is provided on the radial side and faces the side opposite to the steering shaft 92, and the steering system connector portion 335 is provided on the axial direction side.
  • the vehicle-based connector portion 330 is provided on the axial direction side, and the steering-based connector portion 335 is provided on the radial side and faces the steering shaft 92 side. Even with this configuration, the same effect as that of the above embodiment can be obtained.
  • the twelfth embodiment is shown in FIG. 21, and the thirteenth embodiment is shown in FIG. 22.
  • two systems of a vehicle power supply 80 and a vehicle communication network 85 are provided.
  • the power supply system may be divided into two systems.
  • the connector 35 of the twelfth embodiment is provided on the radial outer side of the drive device 10
  • the vehicle-based connector portions 351 and 352 are provided on both sides of the steer-based connector portion 355.
  • the power supply wiring connection portion is provided on the steer-based connector portion 355 side
  • the communication wiring connection portion is provided on the outside.
  • the connector 36 of the thirteenth embodiment is provided at the axial end portion of the drive device 10.
  • the vehicle-based connector portions 361 and 362 are hybrid connectors similar to those in the second embodiment, and are arranged side by side and so that the power supply wiring connection portion and the communication wiring connection portion are in opposite directions.
  • a steering connector portion 365 is provided on one side of the vehicle connector portions 361 and 362. The arrangement of each connector, the frontage shape, the terminal arrangement, and the like may be different. Even with this configuration, the same effect as that of the above embodiment can be obtained.
  • the 14th embodiment is shown in FIG. 23, and the 15th embodiment is shown in FIG. 24.
  • the motor drive system 1 is applied to the rack assist type electric power steering system 902
  • the motor drive system 1 is applied to the steer-by-wire system 903.
  • the connector shape and the like may be those of any of the above embodiments.
  • the motor 75 is attached to the steering rack 97, and the reciprocating motion of the steering rack 97 is assisted by the output torque of the motor 75. That is, this embodiment is a so-called "rack assist type".
  • the torque sensor 94 detects the steering torque Ts transmitted to the steering rack 97.
  • the steering mechanism and the steering mechanism are mechanically separated.
  • the reaction force motor 76 is connected to the steering shaft 92 and applies a reaction force corresponding to the steering of the driver to the steering wheel 91 to give the driver an appropriate steering feeling.
  • the reaction force motor 76 and the ECU 11 are integrally provided, and the reaction force motor 76 corresponds to the “main motor”.
  • the steering motor 77 is provided in the steering rack 97 and is controlled by a steering motor ECU (not shown) in response to the steering of the steering wheel 91 by the driver.
  • the rotation of the steering motor 77 is converted into the reciprocating motion of the steering rack 97, and the wheels 99 are steered via the tie rod 98 and the knuckle arm 985.
  • the reaction force motor 76 is referred to as a "main motor”
  • the steering motor 77 is referred to as a "main motor”
  • the steering motor ECU provided integrally with the steering motor 77 is referred to as a "control circuit unit”. May be good.
  • the direction of the connector is changed according to the positions of the adjacent lean hose, the duct of the air conditioner, and the vehicle power supply 80.
  • the direction of the connector is changed according to the positions of the adjacent engine, the belt connected to the engine, the vehicle body frame, and the vehicle power supply 80.
  • the direction of the connector is changed according to the column assist type, and in the case of the steering device, the direction of the connector is changed according to the rack assist type.
  • the vehicle power supply 80 may be arranged on the same side as the steering wheel 91 in the bonnet, on the opposite side, in the trunk room, or the like, and the connector may be arranged according to the arrangement of the vehicle power supply 80.
  • the lean hose, the duct of the air conditioner, the engine, the belt, the vehicle body frame, etc. exemplified here correspond to the non-connecting parts 700. It was
  • the motor drive system 1 is applied to the steer-by-wire system 903, and the main motor provided integrally with the ECU 11 is a reaction force motor 76 that applies a steering reaction force to the steering wheel 91.
  • the reaction force motor 76 that applies a steering reaction force to the steering wheel 91.
  • the ECU 11 corresponds to the "control circuit unit”
  • the motors 71 to 73 correspond to the "submotor”
  • the motors 75 and 76 correspond to the "main motor”.
  • the motor 71 corresponds to a "tilt motor”
  • the motor 72 corresponds to a "telescopic motor”
  • the motor 73 corresponds to a "lock motor”.
  • the steer system connector portion 315, 325, 335, 355, 365 correspond to the "motor system connector portion”.
  • the inverter circuit 130 corresponds to the "main circuit", and the H-bridge circuits 140 and 145 correspond to the "sub circuit”.
  • the ECU side connection line 46 corresponds to the "control circuit side connection line”, and the tilt connection line 44 and the telesco connection line 45 correspond to the "submotor side connection line”.
  • the motor in which the control circuit unit is integrated is used as the main motor, and the other motors are used as the sub motor, but the relationship is not limited to the functional main and sub motors.
  • the main motor is a three-phase motor. In other embodiments, the main motor is not limited to a three-phase motor, and the number of phases may be two or four or more.
  • the branch portion is composed of a branch connector. In another embodiment, the branch portion may be configured by wiring such as a terminal block or crimping without providing the branch connector. In that case, the branch portion may be provided in the control circuit unit. The configuration of the branch portion may be determined from the arrangement and space of peripheral parts. Further, it is not necessary to provide a branch portion.
  • the number of submotors is 2 or 3. In other embodiments, the number of submotors may be 1 or 4 or more.
  • the submotor is a tilt motor, a telescopic motor or a lock motor. In other embodiments, the submotor may function as something other than a tilt motor, telescopic motor and lock motor, such as a seat motor or handle retractor motor, so that it is operated only when these are needed. It is even better if it is a good motor.
  • the connector arrangement, the submotor configuration, the number of systems, etc. can be arbitrarily combined. Further, the connector can be arbitrarily arranged so that the wiring length is as short as possible according to the arrangement of the vehicle power supply and the non-connected parts. Further, the motor drive system may be applied to other than the electric power steering system and the steer-by-wire system. As described above, the present disclosure is not limited to the above-described embodiment, and can be implemented in various forms without departing from the spirit of the present embodiment.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Power Engineering (AREA)
  • Power Steering Mechanism (AREA)
  • Steering Controls (AREA)
  • Control Of Multiple Motors (AREA)

Abstract

A motor driving system (1) includes a main motor (75, 76), at least one sub-motor (71 to 73), a control circuit unit (11), a connector (31 to 33, 35, 36), and a motor connecting unit (43). The control circuit unit (11) has a main circuit (130) that pertains to electric power switching of the main motor (75, 76) and a sub-circuit (140, 145) that pertains to electric power switching of the sub-motor (71 to 73), and is integrally provided with the main motor (75). A connector is provided to the control circuit unit (11). The motor connecting unit (43) connects the connector and the sub-motor (71, 72). Provided to the connector are a vehicle-related connector unit (310, 320, 330, 351, 352, 361) connected to a vehicle electric power source (80) and a vehicle communication network (85), and a motor-related connector unit (315, 325, 335, 355, 365) connected to the sub-motor (71, 72).

Description

モータ駆動システムMotor drive system 関連出願の相互参照Cross-reference of related applications
　本出願は、２０２０年９月３０日に出願された特許出願番号２０２０－１６４８６３号に基づくものであり、ここにその記載内容を援用する。 This application is based on Patent Application No. 2020-164863 filed on September 30, 2020, and the contents of the description are incorporated herein by reference.
　本開示は、モータ駆動システムに関する。 This disclosure relates to a motor drive system.
　従来、複数のモータの駆動を制御するモータ制御装置が知られている。例えば特許文献１では、１つのモータ制御装置により、１つの３相モータおよび２つの直流モータを制御している。 Conventionally, a motor control device that controls the drive of a plurality of motors is known. For example, in Patent Document 1, one three-phase motor and two DC motors are controlled by one motor control device.
特許第５７６８９９９号公報Japanese Patent No. 5768999
　特許文献１では、３つのモータで駆動回路を共用することで小型化を図っている。しかしながら、複数の駆動回路を１つの筐体に設けた場合、筐体とモータとを接続する配線が煩雑になる虞がある。本開示の目的は、複数のモータと制御回路ユニットとを適切に接続可能な駆動システムを提供することにある。 In Patent Document 1, the drive circuit is shared by three motors to reduce the size. However, when a plurality of drive circuits are provided in one housing, wiring for connecting the housing and the motor may become complicated. An object of the present disclosure is to provide a drive system capable of appropriately connecting a plurality of motors and a control circuit unit.
　本開示の駆動システムは、メインモータと、サブモータと、制御回路ユニットと、コネクタと、モータ接続部と、を備える。 The drive system of the present disclosure includes a main motor, a sub motor, a control circuit unit, a connector, and a motor connection portion.
　制御回路ユニットは、メインモータの通電切替に係るメイン回路、サブモータの通電に係るサブ回路を有し、メインモータと一体に設けられる。コネクタは、制御回路ユニットに設けられる。モータ接続部は、コネクタとサブモータとを接続する。 The control circuit unit has a main circuit related to energization switching of the main motor and a sub circuit related to energization of the sub motor, and is provided integrally with the main motor. The connector is provided in the control circuit unit. The motor connection portion connects the connector and the submotor.
　コネクタには、車両電源および車両通信網と接続される車両系コネクタ部、ならびに、サブモータと接続されるモータ系コネクタ部が設けられる。これにより、複数のモータと制御回路ユニットとを適切に接続することができる。 The connector is provided with a vehicle connector portion connected to the vehicle power supply and the vehicle communication network, and a motor connector portion connected to the submotor. This makes it possible to appropriately connect a plurality of motors and a control circuit unit.
　本開示についての上記目的及びその他の目的、特徴や利点は、添付の図面を参照しながら下記の詳細な記述により、より明確になる。その図面は、
図１は、第１実施形態による電動パワーステアリングシステムを示す概略構成図であり、 図２Ａは、第１実施形態によるチルト動作を説明する説明図であり、 図２Ｂは、第１実施形態によるテレスコピック動作を説明する説明図であり、 図３は、第１実施形態によるＥＣＵを示す回路図であり、 図４は、第１実施形態によるモータ駆動システムを示す概略構成図であり、 図５は、図４のＶ方向矢視図であり、 図６は、第１実施形態によるモータ接続部を示す模式図であり、 図７は、第１実施形態によるモータ接続部の内部配線を示す模式図であり、 図８は、第２実施形態によるモータ駆動システムを示す概略構成図であり、 図９は、図８のＩＸ方向矢視図であり、 図１０は、第２実施形態による車両電源および車両通信網と車両系コネクタ部との接続を示す模式図であり、 図１１は、第３実施形態によるモータ駆動システムを示す概略構成図であり、 図１２は、図１１のＸＩＩ方向から見たコネクタ配置を示す模式図であり、 図１３は、第４実施形態によるモータ駆動システムを示す概略構成図であり、 図１４は、第５実施形態によるモータ駆動システムを示す概略構成図であり、 図１５は、第６実施形態によるモータ駆動システムを示す概略構成図であり、 図１６は、第７実施形態によるモータ駆動システムを示す概略構成図であり、 図１７は、第８実施形態によるモータ駆動システムを示す概略構成図であり、 図１８は、第９実施形態によるモータ駆動システムを示す概略構成図であり、 図１９は、第１０実施形態によるモータ駆動システムを示す概略構成図であり、 図２０は、第１１実施形態によるモータ駆動システムを示す概略構成図であり、 図２１は、第１２実施形態による駆動装置を示す側面図であり、 図２２は、第１３実施形態による駆動装置を示す上面図であり、 図２３は、第１４実施形態による電動パワーステアリングシステムを示す概略構成図であり、 図２４は、第１５実施形態によるステアバイワイヤシステムを示す概略構成図である。 The above objectives and other objectives, features and advantages of the present disclosure will be further clarified by the following detailed description with reference to the accompanying drawings. The drawing is
FIG. 1 is a schematic configuration diagram showing an electric power steering system according to the first embodiment. FIG. 2A is an explanatory diagram illustrating a tilt operation according to the first embodiment. FIG. 2B is an explanatory diagram illustrating the telescopic operation according to the first embodiment. FIG. 3 is a circuit diagram showing an ECU according to the first embodiment. FIG. 4 is a schematic configuration diagram showing a motor drive system according to the first embodiment. FIG. 5 is a view taken along the line V in FIG. 4. FIG. 6 is a schematic view showing a motor connection portion according to the first embodiment. FIG. 7 is a schematic view showing the internal wiring of the motor connection portion according to the first embodiment. FIG. 8 is a schematic configuration diagram showing a motor drive system according to the second embodiment. FIG. 9 is an arrow view in the IX direction of FIG. FIG. 10 is a schematic view showing the connection between the vehicle power supply and the vehicle communication network and the vehicle system connector portion according to the second embodiment. FIG. 11 is a schematic configuration diagram showing a motor drive system according to the third embodiment. FIG. 12 is a schematic view showing the connector arrangement seen from the XII direction of FIG. 11. FIG. 13 is a schematic configuration diagram showing a motor drive system according to the fourth embodiment. FIG. 14 is a schematic configuration diagram showing a motor drive system according to the fifth embodiment. FIG. 15 is a schematic configuration diagram showing a motor drive system according to the sixth embodiment. FIG. 16 is a schematic configuration diagram showing a motor drive system according to the seventh embodiment. FIG. 17 is a schematic configuration diagram showing a motor drive system according to the eighth embodiment. FIG. 18 is a schematic configuration diagram showing a motor drive system according to the ninth embodiment. FIG. 19 is a schematic configuration diagram showing a motor drive system according to the tenth embodiment. FIG. 20 is a schematic configuration diagram showing a motor drive system according to the eleventh embodiment. FIG. 21 is a side view showing the drive device according to the twelfth embodiment. FIG. 22 is a top view showing the drive device according to the thirteenth embodiment. FIG. 23 is a schematic configuration diagram showing an electric power steering system according to the 14th embodiment. FIG. 24 is a schematic configuration diagram showing a steering-by-wire system according to the fifteenth embodiment.
　以下、本開示によるモータ駆動システムを図面に基づいて説明する。以下、複数の実施形態において、実質的に同一の構成には同一の符号を付して説明を省略する。 Hereinafter, the motor drive system according to the present disclosure will be described with reference to the drawings. Hereinafter, in a plurality of embodiments, substantially the same configurations are designated by the same reference numerals and description thereof will be omitted.
　　　（第１実施形態）
　第１実施形態を図１～図７に示す。図１に示すように、モータ駆動システム１は、電動パワーステアリングシステム９０１に適用される。電動パワーステアリングシステム９０１は、ステアリングホイール９１、ステアリングシャフト９２、インターミディエイトシャフト９５、ステアリングラック９７等を含む。ステアリングシャフト９２はステアリングコラム９３に内包されており、一端にステアリングホイール９１が接続され、他端にインターミディエイトシャフト９５が接続されている。 (First Embodiment)
The first embodiment is shown in FIGS. 1 to 7. As shown in FIG. 1, the motor drive system 1 is applied to the electric power steering system 901. The electric power steering system 901 includes a steering wheel 91, a steering shaft 92, an intermediate shaft 95, a steering rack 97, and the like. The steering shaft 92 is included in the steering column 93, and the steering wheel 91 is connected to one end and the intermediate shaft 95 is connected to the other end.
　インターミディエイトシャフト９５のステアリングホイール９１と反対側の端部には、ラックアンドピニオン機構により回転を往復運動に変換して伝達するステアリングラック９７が設けられている。ステアリングラック９７が往復すると、タイロッド９８及びナックルアーム９８５を介して車輪９９が転舵される。また、インターミディエイトシャフト９５の途中にはユニバーサルジョイント９６１、９６２が設けられている。これにより、ステアリングコラム９３のチルト動作、テレスコピック動作による変位が吸収される。 At the end of the intermediate shaft 95 opposite to the steering wheel 91, a steering rack 97 that converts rotation into reciprocating motion by a rack and pinion mechanism and transmits it is provided. When the steering rack 97 reciprocates, the wheels 99 are steered via the tie rod 98 and the knuckle arm 985. Further, universal joints 961 and 962 are provided in the middle of the intermediate shaft 95. As a result, the displacement caused by the tilting operation and the telescopic operation of the steering column 93 is absorbed.
　本実施形態の電動パワーステアリングシステム９０１は、操舵アシストモータとして機能するモータ７５がステアリングコラム９３内に設けられる、所謂「コラムアシストタイプ」である。モータ７５の出力トルクは、ステアリングシャフト９２に伝達される。トルクセンサ９４は、ステアリングシャフト９２の途中に設けられ、トーションバーの捩れ変位に基づき、ドライバの操舵トルクＴｓを検出する。 The electric power steering system 901 of the present embodiment is a so-called "column assist type" in which a motor 75 functioning as a steering assist motor is provided in the steering column 93. The output torque of the motor 75 is transmitted to the steering shaft 92. The torque sensor 94 is provided in the middle of the steering shaft 92, and detects the steering torque Ts of the driver based on the torsional displacement of the torsion bar.
　運転者がステアリングホイール９１を回転させると、ステアリングホイール９１に接続されたステアリングシャフト９２が回転する。ステアリングシャフト９２の回転運動は、ピニオンギアによってステアリングラック９７の直線運動に変換される。一対の車輪９９は、ステアリングラック９７の変位量に応じた角度に操舵される。なお、図１等では、車輪９９は左右輪の一方を記載し、他方の記載を省略した。 When the driver rotates the steering wheel 91, the steering shaft 92 connected to the steering wheel 91 rotates. The rotational motion of the steering shaft 92 is converted into a linear motion of the steering rack 97 by the pinion gear. The pair of wheels 99 are steered at an angle corresponding to the amount of displacement of the steering rack 97. In FIG. 1 and the like, one of the left and right wheels is described as the wheel 99, and the description of the other is omitted.
　モータ駆動システム１は、駆動装置１０、および、モータ７１、７２等を有する。駆動装置１０は、ＥＣＵ１１、および、モータ７５を有する。ＥＣＵ１１は、モータ７１、７２、７５の駆動を制御する。本実施形態では、ＥＣＵ１１は、モータ７５の軸方向の一方側に一体に設けられる、いわゆる「機電一体」である（図４参照）。以下、モータ７５のモータ軸方向を単に「軸方向」とし、軸方向において、モータ７５側の端部を底部１０１、ＥＣＵ１１側の端部を頂部１０２とする。なお、図１では、ＥＣＵ１１の構成を記載すべく、ＥＣＵ１１をモータ７５とは別途に記載した。後述の図２３および図２４も同様である。 The motor drive system 1 includes a drive device 10, motors 71, 72, and the like. The drive device 10 includes an ECU 11 and a motor 75. The ECU 11 controls the driving of the motors 71, 72, 75. In the present embodiment, the ECU 11 is a so-called "mechanical and electrical integration" that is integrally provided on one side of the motor 75 in the axial direction (see FIG. 4). Hereinafter, the motor axial direction of the motor 75 is simply referred to as “axial direction”, and in the axial direction, the end portion on the motor 75 side is referred to as the bottom portion 101, and the end portion on the ECU 11 side is referred to as the top portion 102. In FIG. 1, the ECU 11 is described separately from the motor 75 in order to describe the configuration of the ECU 11. The same applies to FIGS. 23 and 24, which will be described later.
　モータ７５は、操舵に要するトルクの一部または全部を出力する操舵アシストモータであって、車両電源８０から電力が供給されることにより駆動され、出力トルクがステアリングシャフト９２に伝達される。本実施形態では、モータ７５は、３相ブラシレスモータであるが、３相ブラシレスモータ以外のモータを用いてもよい。 The motor 75 is a steering assist motor that outputs a part or all of the torque required for steering, and is driven by supplying electric power from the vehicle power source 80, and the output torque is transmitted to the steering shaft 92. In the present embodiment, the motor 75 is a three-phase brushless motor, but a motor other than the three-phase brushless motor may be used.
　モータ７１はチルトモータであり、モータ７２はテレスコピックモータであって、いずれもステアリングコラム９３に設けられている。ドライバがチルトスイッチ８２を操作することにより、「上がる／下がる」の指示がＥＣＵ１１に入力されると、ＥＣＵ１１はモータ７１を駆動し、チルト角を調整することでステアリングホイール９１を上下に移動させる（図２Ａ参照）。 The motor 71 is a tilt motor, and the motor 72 is a telescopic motor, both of which are provided in the steering column 93. When the driver operates the tilt switch 82 and the instruction of "up / down" is input to the ECU 11, the ECU 11 drives the motor 71 and moves the steering wheel 91 up and down by adjusting the tilt angle ( See FIG. 2A).
　また、ドライバがテレスコピックスイッチ８３を操作することにより、「伸びる／縮む」の指示がＥＣＵ１１に入力されると、ＥＣＵ１１はモータ７２を駆動し、テレスコピック長を調整することで、ステアリングホイール９１を前後に移動させる（図２Ｂ参照）。本実施形態では、モータ７１、７２は、いずれも直流モータであって、モータ７１にはコネクタ７１９が設けられ、モータ７２にはコネクタ７２９が設けられる（図３および図７参照）。 Further, when the driver operates the telescopic switch 83 and an instruction of "extension / contraction" is input to the ECU 11, the ECU 11 drives the motor 72 and adjusts the telescopic length to move the steering wheel 91 back and forth. Move (see FIG. 2B). In the present embodiment, the motors 71 and 72 are both DC motors, and the motor 71 is provided with a connector 719, and the motor 72 is provided with a connector 729 (see FIGS. 3 and 7).
　ＥＣＵ１１は、回路部１２、および、制御部２０等を有しており、回路部１２および制御部２０が同一の筐体内に設けられている。図３に示すように、回路部１２は、スイッチング素子１３１～１３６、１４１、１４２、１４６、１４７等を有する。スイッチング素子１３１～１３６は、３相インバータ回路１３０を構成し、モータ７５の図示しない３相巻線の通電を切り替える。 The ECU 11 has a circuit unit 12, a control unit 20, and the like, and the circuit unit 12 and the control unit 20 are provided in the same housing. As shown in FIG. 3, the circuit unit 12 includes switching elements 131 to 136, 141, 142, 146, 147 and the like. The switching elements 131 to 136 constitute a three-phase inverter circuit 130, and switches the energization of a three-phase winding (not shown) of the motor 75.
　スイッチング素子１３１、１３２、１４１、１４２は、Ｈブリッジ回路１４０を構成し、モータ７１の巻線７１５の通電を切り替える。巻線７１５の一方の端子７１１は、コネクタ７１９を経由し、パワー配線４３１にてスイッチング素子１４１、１４２の接続点１４３と接続される。巻線７１５の他方の端子７１２は、コネクタ７１９を経由して、３相インバータ１３０の１相（本実施形態ではＵ相）の接続点１３７と接続される。 The switching elements 131, 132, 141, and 142 form an H-bridge circuit 140, and switch the energization of the winding 715 of the motor 71. One terminal 711 of the winding 715 is connected to the connection point 143 of the switching elements 141 and 142 by the power wiring 431 via the connector 719. The other terminal 712 of the winding 715 is connected to the connection point 137 of one phase (U phase in this embodiment) of the three-phase inverter 130 via the connector 719.
　スイッチング素子１３１、１３２、１４６、１４７は、Ｈブリッジ回路１４５を構成し、モータ７２の巻線７２５の通電を切り替える。巻線７２５の一方の端子７２１は、コネクタ７２９を経由し、パワー配線４３２にてスイッチング素子１４６、１４７の接続点１４８と接続される。巻線７２５の他方の端子７２２は、コネクタ７１９を経由して、３相インバータ１３０の１相（本実施形態ではＵ相）の接続点１３７と接続される。接続点１３７と、端子７１２、７２２とは、分岐点４３４でモータ７１、７２側が分岐するパワー配線４３３にて接続される。 The switching elements 131, 132, 146, and 147 form an H-bridge circuit 145 and switch the energization of the winding 725 of the motor 72. One terminal 721 of the winding 725 is connected to the connection point 148 of the switching elements 146 and 147 by the power wiring 432 via the connector 729. The other terminal 722 of the winding 725 is connected to the connection point 137 of one phase (U phase in this embodiment) of the three-phase inverter 130 via the connector 719. The connection point 137 and the terminals 712 and 722 are connected by a power wiring 433 at which the motors 71 and 72 are branched at the branch point 434.
　本実施形態では、スイッチング素子１３１、１３２は、３相インバータ回路１３０とＨブリッジ回路１４０とで共用されている。また、スイッチング素子１３１、１３２は、３相インバータ回路１３０とＨブリッジ回路１４５とで共用されている。３相インバータ回路１３０と、Ｈブリッジ回路１４０、１４５とで一部のスイッチング素子を共用することで、部品点数を低減することができる。本実施形態では、Ｈブリッジ回路１４０、１４５が、共に３相インバータ回路１３０のＵ相を共用しているが、例えばＨブリッジ回路１４０がＵ相を共用し、Ｈブリッジ回路１４５がＶ相を共用する、といった具合に異なる相を共用してもよいし、共用しなくてもよい。 In this embodiment, the switching elements 131 and 132 are shared by the three-phase inverter circuit 130 and the H-bridge circuit 140. Further, the switching elements 131 and 132 are shared by the three-phase inverter circuit 130 and the H-bridge circuit 145. By sharing a part of the switching elements between the three-phase inverter circuit 130 and the H- bridge circuits 140 and 145, the number of parts can be reduced. In the present embodiment, the H- bridge circuits 140 and 145 both share the U-phase of the three-phase inverter circuit 130. For example, the H-bridge circuit 140 shares the U-phase and the H-bridge circuit 145 shares the V-phase. Different phases may or may not be shared.
　高電位側に設けられるスイッチング素子１３１～１３３、１４１、１４６の高電位側は、高電位線Ｌｐを経由して車両電源８０の正極と接続される。低電位側に設けられるスイッチング素子１３４～１３６、１４２、１４７の低電位側は、低電位線Ｌｇを経由してグランドと接続される。３相インバータ回路１３０の車両電源８０側には、コンデンサ１２１およびコイル１２２からなるフィルタ回路が設けられる。 The high potential side of the switching elements 131 to 133, 141, 146 provided on the high potential side is connected to the positive electrode of the vehicle power supply 80 via the high potential line Lp. The low-potential side of the switching elements 134 to 136, 142, 147 provided on the low-potential side is connected to the ground via the low-potential line Lg. A filter circuit including a capacitor 121 and a coil 122 is provided on the vehicle power supply 80 side of the three-phase inverter circuit 130.
　図４に示すように、駆動装置１０は、底部１０１がステアリングシャフト９２側を向くように、モータ軸がステアリングシャフト９２と概ね直交して配置される。ＥＣＵ１１には、コネクタ３１が設けられる。コネクタ３１の間口は、駆動装置１０の径方向外側を向いて設けられる。図４の例では、コネクタ３１の間口は、鉛直方向上側を向いて配置されている。これにより、コネクタ３１と接続する部品のうち、駆動装置１０に対して相対的に鉛直方向上側に配置されているものが多い場合、配線を短くできる。また、コネクタ３１を径方向側に設けることで、頂部１０２側に駆動装置１０と接続されない別の部品である非接続部品７００が配置される場合、例えばコネクタ３１に挿抜される図示しない接続コネクタ等の部品との干渉を防ぐことができ、スペースを有効に利用可能である。 As shown in FIG. 4, in the drive device 10, the motor shaft is arranged substantially orthogonal to the steering shaft 92 so that the bottom 101 faces the steering shaft 92 side. The ECU 11 is provided with a connector 31. The frontage of the connector 31 is provided so as to face the radial outer side of the drive device 10. In the example of FIG. 4, the frontage of the connector 31 is arranged so as to face the upper side in the vertical direction. As a result, when many of the parts connected to the connector 31 are arranged on the upper side in the vertical direction relative to the drive device 10, the wiring can be shortened. Further, when the non-connecting component 700, which is another component not connected to the drive device 10, is arranged on the top 102 side by providing the connector 31 on the radial side, for example, a connection connector (not shown) inserted or removed from the connector 31 or the like. Interference with parts can be prevented and space can be effectively used.
　ＥＣＵ１１は、コネクタ３１を経由し、車両電源８０、他の車載機器との通信に用いられる車両通信網８５、モータ７１、７２およびトルクセンサ９４等と接続される。図中、車両通信網８５を「ＣＡＮ」と記載したが、ＣＡＮ（Controller Area Network）に限らず、ＣＡＮ－ＦＤ（ＣＡＮ with Flexible Data rate）やＦｌｅｘＲａｙ等、ＣＡＮ以外の規格のものを用いてもよい。 The ECU 11 is connected to the vehicle power supply 80, the vehicle communication network 85 used for communication with other in-vehicle devices, the motors 71, 72, the torque sensor 94, and the like via the connector 31. In the figure, the vehicle communication network 85 is described as "CAN", but it is not limited to CAN (Controller Area Network), and even if a standard other than CAN such as CAN-FD (CAN with Flexible Data rate) or FlexRay is used. good.
　コネクタ３１と車両電源８０とは電源接続線４１により接続され、コネクタ３１と車両通信網８５とは通信線４２により接続される。また、コネクタ３１とモータ７１、７２とはモータ接続部４３により接続され、コネクタ３１とトルクセンサ９４とはセンサ接続線４８により接続される。 The connector 31 and the vehicle power supply 80 are connected by a power supply connection line 41, and the connector 31 and the vehicle communication network 85 are connected by a communication line 42. Further, the connector 31 and the motors 71 and 72 are connected by the motor connection portion 43, and the connector 31 and the torque sensor 94 are connected by the sensor connection line 48.
　図５に示すように、コネクタ３１は、車両系コネクタ部３１０と、ステア系コネクタ部３１５とが一体に形成されている。車両系コネクタ部３１０には、車両電源８０の接続に用いられる電源配線接続部３１１、および、車両通信網８５との接続に用いられる通信配線接続部３１２が設けられる。ステア系コネクタ部３１５には、モータ７１、７２との接続に用いられるモータ配線接続部３１６、および、トルクセンサ９４との接続に設けられるセンサ配線接続部３１７が設けられる。本実施形態では、一方側から、通信配線接続部３１２、電源配線接続部３１１、モータ配線接続部３１６、センサ配線接続部３１７の順に配列されているが、配列等は任意である。 As shown in FIG. 5, in the connector 31, the vehicle-based connector portion 310 and the steer-based connector portion 315 are integrally formed. The vehicle connector unit 310 is provided with a power supply wiring connection unit 311 used for connecting the vehicle power supply 80 and a communication wiring connection unit 312 used for connection with the vehicle communication network 85. The steering connector portion 315 is provided with a motor wiring connection portion 316 used for connection with the motors 71 and 72, and a sensor wiring connection portion 317 provided for connection with the torque sensor 94. In the present embodiment, the communication wiring connection unit 312, the power supply wiring connection unit 311, the motor wiring connection unit 316, and the sensor wiring connection unit 317 are arranged in this order from one side, but the arrangement or the like is arbitrary.
　図６に示すように、モータ接続部４３は、チルト接続線４４、テレスコ接続線４５、ＥＣＵ側接続線４６、および、分岐部としての分岐用コネクタ４７を有する。分岐用コネクタ４７を設けることで、ＥＣＵ１１側のコネクタを集約することができる。 As shown in FIG. 6, the motor connection portion 43 has a tilt connection line 44, a telescopic connection line 45, an ECU side connection line 46, and a branch connector 47 as a branch portion. By providing the branching connector 47, the connectors on the ECU 11 side can be integrated.
　ＥＣＵ１１とモータ７１、７２とを接続する配線の詳細を図７に示す。モータ接続部４３は、内部配線として、パワー配線４３１、４３２、４３３、制御電源線４３５、制御グランド線４３６、および、信号線４３７、４３８を含む。 FIG. 7 shows the details of the wiring connecting the ECU 11 and the motors 71 and 72. The motor connection unit 43 includes power wiring 431, 432, 433, control power supply line 435, control ground line 436, and signal lines 437, 438 as internal wiring.
　図３および図７に示すように、パワー配線４３１は、一端がステア系コネクタ部３１５を経由してスイッチング素子１４１、１４２の接続点１４３と接続され、他端がコネクタ７１９を経由して巻線７１５の端子７１１と接続される。パワー配線４３２は、一端がステア系コネクタ部３１５を経由してスイッチング素子１４６、１４７の接続点１４８と接続され、他端がコネクタ７２９を経由して巻線７２５の端子７２１と接続される。 As shown in FIGS. 3 and 7, one end of the power wiring 431 is connected to the connection point 143 of the switching elements 141 and 142 via the steer connector portion 315, and the other end is wound via the connector 719. It is connected to the terminal 711 of the 715. One end of the power wiring 432 is connected to the connection point 148 of the switching elements 146 and 147 via the steer connector portion 315, and the other end is connected to the terminal 721 of the winding 725 via the connector 729.
　パワー配線４３３は、分岐点４３４でモータ７１、７２側が分岐しており、一端がステア系コネクタ部３１５を経由して３相インバータ１３０の接続点１３７と接続され、他端は、巻線７１５の端子７１２、および、巻線７２５の端子７２２と接続される。パワー配線４３１～４３３は、巻線７１５、７２５と接続される配線であって、相対的に大電流が流れる。 In the power wiring 433, the motors 71 and 72 are branched at the branch point 434, one end is connected to the connection point 137 of the three-phase inverter 130 via the steer connector portion 315, and the other end is the winding 715. It is connected to the terminal 712 and the terminal 722 of the winding 725. The power wirings 431 to 433 are wirings connected to the windings 715 and 725, and a relatively large current flows.
　図７に示すように、制御電源線４３５は、モータ７１、７２側が分岐しており、一端がステア系コネクタ部３１５に接続され、他端がコネクタ７１９、７２９と接続される。制御電源線４３５は、ＥＣＵ１１内の図示しない制御電源と接続されている。制御グランド線４３６は、モータ７１、７２側が分岐しており、一端がステア系コネクタ部３１５と接続され、他端がコネクタ７１９、７２９と接続される。制御グランド線４３６は、ＥＣＵ１１内の図示しないグランドと接続されている。制御電源線４３５および制御グランド線４３６は、例えば回転角センサ等のセンサ類を駆動可能な程度の電力供給に用いられ、パワー配線４３１～４３３より相対的に小さい電流が流れる。 As shown in FIG. 7, the control power line 435 is branched on the motor 71 and 72 sides, one end is connected to the steer system connector portion 315, and the other end is connected to the connectors 719 and 729. The control power line 435 is connected to a control power source (not shown) in the ECU 11. The control ground wire 436 is branched on the motor 71 and 72 sides, one end thereof is connected to the steer system connector portion 315, and the other end is connected to the connectors 719 and 729. The control ground line 436 is connected to a ground (not shown) in the ECU 11. The control power supply line 435 and the control ground line 436 are used to supply electric power to the extent that sensors such as rotation angle sensors can be driven, and a current relatively smaller than that of the power wirings 431 to 433 flows.
　信号線４３７は、一端がステア系コネクタ部３１５と接続され、他端がコネクタ７１９と接続される。信号線４３８は、一端がステア系コネクタ部３１５と接続され、他端がコネクタ７２９と接続される。信号線４３７、４３８は、モータ７１、７２毎に設けられ、ＥＣＵ１１とモータ７１、７２側とでの各種信号の送受信に用いられる。 One end of the signal line 437 is connected to the steer system connector portion 315, and the other end is connected to the connector 719. One end of the signal line 438 is connected to the steer system connector portion 315, and the other end is connected to the connector 729. The signal lines 437 and 438 are provided for each of the motors 71 and 72, and are used for transmitting and receiving various signals between the ECU 11 and the motors 71 and 72.
　センサ接続線４８は、制御電源線４８１、グランド接続線４８２および信号線４８３を含む。制御電源線４８１、グランド接続線４８２および信号線４８３は、それぞれ、一端がステア系コネクタ部３１５と接続され、他端がトルクセンサ９４に設けられるコネクタ９４９と接続される。なお、図７では、パワー配線を太実線、制御電源線を実線、制御グランド線を破線、信号線を一点鎖線で示した。 The sensor connection line 48 includes a control power supply line 481, a ground connection line 482, and a signal line 483. One end of the control power supply line 481, the ground connection line 482, and the signal line 483 is connected to the steer system connector portion 315, and the other end is connected to the connector 949 provided in the torque sensor 94. In FIG. 7, the power wiring is shown by a thick solid line, the control power supply line is shown by a solid line, the control ground line is shown by a broken line, and the signal line is shown by an alternate long and short dash line.
　以上説明したように、モータ駆動システム１は、モータ７１、７２、７５と、ＥＣＵ１１と、コネクタ３１と、モータ接続部４３と、を備える。サブモータであるモータ７１、７２は、メインモータであるモータ７５とは別途に設けられている。 As described above, the motor drive system 1 includes motors 71, 72, 75, an ECU 11, a connector 31, and a motor connection portion 43. The motors 71 and 72, which are submotors, are provided separately from the motor 75, which is a main motor.
　ＥＣＵ１１は、モータ７５の通電切替に係るインバータ回路１３０、および、モータ７１、７２の通電切替に係るＨブリッジ回路１４０、１４５を有し、モータ７５と一体に設けられる。コネクタ３１は、ＥＣＵ１１に設けられる。モータ接続部４３は、コネクタ３１とモータ７１、７２とを接続する。コネクタ３１には、車両電源８０と接続される車両系コネクタ部３１０、および、モータ７１、７２と接続されるステア系コネクタ部３１５が設けられる。これにより、車両電源８０およびモータ７１、７２とＥＣＵ１１とを適切に接続することができる。 The ECU 11 has an inverter circuit 130 for switching the energization of the motor 75, and H- bridge circuits 140 and 145 for switching the energization of the motors 71 and 72, and is provided integrally with the motor 75. The connector 31 is provided in the ECU 11. The motor connection portion 43 connects the connector 31 and the motors 71 and 72. The connector 31 is provided with a vehicle-based connector portion 310 connected to the vehicle power supply 80 and a steer-based connector portion 315 connected to the motors 71 and 72. As a result, the vehicle power supply 80, the motors 71 and 72, and the ECU 11 can be appropriately connected.
　車両系コネクタ部３１０とステア系コネクタ部３１５とは、一体に設けられる。これにより、モータ駆動システム１を小型化することができる。 The vehicle-based connector portion 310 and the steer-based connector portion 315 are integrally provided. As a result, the motor drive system 1 can be miniaturized.
　サブモータであるモータ７１、７２は複数である。モータ接続部４３は、ＥＣＵ側接続線４６、接続線４４、４５、および、分岐用コネクタ４７を有する。ＥＣＵ側接続線４６は、複数のモータ７１、７２で共用される。接続線４４、４５は、モータ７１、７２毎に設けられる。詳細には、チルト接続線４４がチルトモータであるモータ７１に対応して設けられ、テレスコ接続線４５がテレスコピックモータであるモータ７２に対応して設けられる。分岐用コネクタ４７は、ＥＣＵ側接続線４６と、接続線４４、４５とを接続する。分岐用コネクタ４７を用い、複数のモータ７１、７２との接続に係るステア系コネクタ部３１５を１つに集約することで、駆動装置１０を小型化することができる。また、分岐部を分岐用コネクタ４７として構成する場合、分岐用コネクタ４７を交換することで、ＥＣＵ１１側のコネクタ３１を変更することなく、接続する相手側の部品を変更可能である。さらにまた、このように構成することで、サブ回路であるＨブリッジ回路１４０、１４５を有するタイプのモータ駆動システムと、有さないタイプのモータ駆動システムとで、部品や生産ラインの共通化が容易になる。 There are a plurality of motors 71 and 72 that are submotors. The motor connection unit 43 has an ECU side connection line 46, connection lines 44, 45, and a branching connector 47. The ECU side connection line 46 is shared by a plurality of motors 71 and 72. The connecting lines 44 and 45 are provided for each of the motors 71 and 72. Specifically, the tilt connection line 44 is provided corresponding to the motor 71 which is a tilt motor, and the telescopic connection line 45 is provided corresponding to the motor 72 which is a telescopic motor. The branch connector 47 connects the ECU side connection line 46 and the connection lines 44 and 45. By using the branching connector 47 and consolidating the steering connector portions 315 related to the connection with the plurality of motors 71 and 72 into one, the drive device 10 can be miniaturized. Further, when the branch portion is configured as the branch connector 47, by exchanging the branch connector 47, it is possible to change the parts on the other side to be connected without changing the connector 31 on the ECU 11 side. Furthermore, with this configuration, it is easy to standardize parts and production lines between a motor drive system that has H- bridge circuits 140 and 145, which are sub-circuits, and a motor drive system that does not. become.
　モータ接続部４３は、内部配線として、ＥＣＵ１１とモータ７１、７２の巻線７１５、７２５とを接続するパワー配線４３１、４３２、４３３、制御電源線４３５、制御グランド線４３６、および、信号の送受信に用いられる信号線４３７、４３８を有する。パワー配線の一部（本実施形態ではパワー配線４３３）、制御電源線４３５、および、制御グランド線４３６は、ＥＣＵ１１側にて複数のモータ７１、７２にて共用されている。 The motor connection unit 43 is used as internal wiring for power wiring 431, 432, 433, control power supply line 435, control ground line 436, and signal transmission / reception for connecting the ECU 11 and the windings 715 and 725 of the motors 71 and 72. It has signal lines 437 and 438 used. A part of the power wiring (power wiring 433 in this embodiment), the control power supply line 435, and the control ground line 436 are shared by a plurality of motors 71 and 72 on the ECU 11 side.
　すなわち、ステア系コネクタ部３１５におけるピン数は、モータ７１、７２のコネクタ７１９、７２９のピン数の和よりも少ない。このように、モータ７１、７２と接続される配線の一部をＥＣＵ１１側で共用することで、ステア系コネクタ部３１５のピン数を低減することができる。 That is, the number of pins in the steer system connector portion 315 is smaller than the sum of the number of pins of the connectors 719 and 729 of the motors 71 and 72. In this way, by sharing a part of the wiring connected to the motors 71 and 72 on the ECU 11 side, the number of pins of the steer system connector portion 315 can be reduced.
　インバータ回路１３０およびＨブリッジ回路１４０は、一部のスイッチング素子１３１、１３４を共用している。また、インバータ回路１３０およびＨブリッジ回路１４５は、一部のスイッチング素子１３１、１３４を共用している。これにより、部品点数を低減することができる。 The inverter circuit 130 and the H-bridge circuit 140 share some switching elements 131 and 134. Further, the inverter circuit 130 and the H-bridge circuit 145 share some switching elements 131 and 134. As a result, the number of parts can be reduced.
　ＥＣＵ１１は、モータ７５の軸方向の一方側に設けられている。車両系コネクタ部３１０およびステア系コネクタ部３１５は、ＥＣＵ１１の径方向外側に設けられる。本実施形態では、間口も径方向外側を向いているが、間口は軸方向側を向いていてもよい。これにより、モータ７１、７２および車両電源８０が駆動装置１０の径方向側に設けられている場合、配線長を可及的短くすることができる。また、駆動装置１０の軸方向側に非接続部品７００が設けられる場合、部品の干渉を防ぐことができる。 The ECU 11 is provided on one side in the axial direction of the motor 75. The vehicle-based connector portion 310 and the steer-based connector portion 315 are provided on the radial outer side of the ECU 11. In the present embodiment, the frontage also faces the radial side, but the frontage may face the axial side. Thereby, when the motors 71 and 72 and the vehicle power supply 80 are provided on the radial side of the drive device 10, the wiring length can be shortened as much as possible. Further, when the non-connecting component 700 is provided on the axial side of the drive device 10, interference between the components can be prevented.
　モータ駆動システム１は、電動パワーステアリングシステム９０１に適用される。モータ７５は、操舵に要するトルクの少なくとも一部を出力可能な操舵アシストモータである。また、モータ７１はチルト角の調整に係るチルトモータであり、モータ７２はテレスコピック長の調整に係るテレスコピックモータである。これにより、モータ７１、７２、７５を適切に接続することができる。 The motor drive system 1 is applied to the electric power steering system 901. The motor 75 is a steering assist motor capable of outputting at least a part of the torque required for steering. Further, the motor 71 is a tilt motor for adjusting the tilt angle, and the motor 72 is a telescopic motor for adjusting the telescopic length. This allows the motors 71, 72 and 75 to be properly connected.
　　　（第２実施形態）
　第２実施形態を図８～図１０に示す。図８に示すように、本実施形態のコネクタ３２は、駆動装置１０の頂部１０２側に設けられており、間口が軸方向側を向いて設けられている。コネクタ３２を軸方向側に設けることで、駆動装置１０の径方向外側に隣接して非接続部品７００が配置される場合、部品の干渉を防ぐことができ、スペースを有効に利用可能である。 (Second Embodiment)
The second embodiment is shown in FIGS. 8 to 10. As shown in FIG. 8, the connector 32 of the present embodiment is provided on the top 102 side of the drive device 10, and the frontage is provided so as to face the axial side. By providing the connector 32 on the axial side, when the non-connected component 700 is arranged adjacent to the radial outside of the drive device 10, interference of the component can be prevented and space can be effectively used.
　図９および図１０に示すように、コネクタ３２は、車両系コネクタ部３２０と、ステア系コネクタ部３２５とが一体に形成されている。本実施形態の車両系コネクタ部３２０は、電源配線接続部３２１と通信配線接続部３２２とが一体となったハイブリッドコネクタとなっている。ハイブリッドコネクタを用いることで、コネクタ３２をより簡素化することができる。第１実施形態や後述の実施形態にも、車両系コネクタ部としてハイブリッドコネクタを用いてもよい。 As shown in FIGS. 9 and 10, in the connector 32, the vehicle-based connector portion 320 and the steer-based connector portion 325 are integrally formed. The vehicle-based connector unit 320 of the present embodiment is a hybrid connector in which the power supply wiring connection unit 321 and the communication wiring connection unit 322 are integrated. By using the hybrid connector, the connector 32 can be further simplified. A hybrid connector may also be used as the vehicle-based connector portion in the first embodiment and the embodiments described later.
　電源配線接続部３２１は、電源接続線４１により車両電源８０と接続される。通信配線接続部３２２は、通信線４２により車両通信網８５および図示しないイグニッション電源と接続される。ステア系コネクタ部３２５は、間口形状や端子配置等が異なっているものの、接続関係等は上記実施形態と同様である。また、図１０の線種は図７と同様である。 The power supply wiring connection portion 321 is connected to the vehicle power supply 80 by the power supply connection line 41. The communication wiring connection unit 322 is connected to the vehicle communication network 85 and an ignition power supply (not shown) by the communication line 42. Although the steer-type connector portion 325 has a different frontage shape, terminal arrangement, and the like, the connection relationship and the like are the same as those in the above embodiment. The line type of FIG. 10 is the same as that of FIG. 7.
　本実施形態では、車両系コネクタ部３１０およびステア系コネクタ部３１５は、ＥＣＵ１１のモータ７５と反対側の軸方向端部に設けられる。これにより、車両電源８０が駆動装置１０の軸方向側に設けられている場合、配線長を可及的短くすることができる。また、非接続部品７００が駆動装置１０の径方向側に設けられている場合、部品の干渉を防ぐことができる。また上記実施形態と同様の効果を奏する。 In the present embodiment, the vehicle-based connector portion 310 and the steer-based connector portion 315 are provided at the axial end portion on the opposite side of the motor 75 of the ECU 11. As a result, when the vehicle power supply 80 is provided on the axial side of the drive device 10, the wiring length can be shortened as much as possible. Further, when the non-connecting component 700 is provided on the radial side of the drive device 10, interference between the components can be prevented. Further, the same effect as that of the above embodiment is obtained.
　　　（第３実施形態）
　第３実施形態を図１１および図１２に示す。図１１では、車両通信網８５の記載を省略した。図１３等も同様である。本実施形態は、第１実施形態の変形例であり、コネクタ３３は、駆動装置１０の径方向外側を向いて設けられてる。コネクタ３３は、車両系コネクタ部３３０およびステア系コネクタ部３３５を有する。本実施形態では、車両系コネクタ部３３０とステア系コネクタ部３３５とは、別体に形成されている。 (Third Embodiment)
A third embodiment is shown in FIGS. 11 and 12. In FIG. 11, the description of the vehicle communication network 85 is omitted. The same applies to FIG. 13 and the like. This embodiment is a modification of the first embodiment, and the connector 33 is provided so as to face the radial outside of the drive device 10. The connector 33 has a vehicle-based connector portion 330 and a steer-based connector portion 335. In the present embodiment, the vehicle-based connector portion 330 and the steer-based connector portion 335 are formed separately.
　また、本実施形態では、ステア系コネクタ部３３５は、モータ７１、７２およびトルクセンサ９４に加え、モータ７３と接続される。モータ７３は、ステアリングロックモータであって、図示しないロック装置を駆動する。ロック装置は、ステアリングシャフト９２の回転を機械的に規制することで、駐車時等にステアリングホイール９１が回転しないようにロックする。ＥＣＵ１１は、イグニッションスイッチ等である図示しない車両スイッチのオンオフ信号に基づき、ロック状態またはロック解除状態となるように、モータ７３の駆動を制御する。 Further, in the present embodiment, the steer system connector portion 335 is connected to the motor 73 in addition to the motors 71 and 72 and the torque sensor 94. The motor 73 is a steering lock motor and drives a lock device (not shown). The locking device mechanically regulates the rotation of the steering shaft 92 to lock the steering wheel 91 so that it does not rotate when parking or the like. The ECU 11 controls the drive of the motor 73 so as to be in a locked state or an unlocked state based on an on / off signal of a vehicle switch (not shown) such as an ignition switch.
　モータ７３は、モータ７１、７２と同様、直流モータであって、ＥＣＵ１１には、モータ７３の駆動に係る図示しないＨブリッジ回路が設けられる。モータ７３の駆動に係るＨブリッジ回路は、一部のスイッチング素子を３相インバータ１３０と共用してもよいし、素子を共用せずに独立して設けてもよい。また、ロック機構の設けられていない実施形態にも、ロック装置およびモータ７３を設けてもよい。 The motor 73 is a DC motor like the motors 71 and 72, and the ECU 11 is provided with an H-bridge circuit (not shown) related to driving the motor 73. The H-bridge circuit for driving the motor 73 may share some switching elements with the three-phase inverter 130, or may be provided independently without sharing the elements. Further, the locking device and the motor 73 may be provided in the embodiment in which the locking mechanism is not provided.
　ステア系コネクタ部３３５は、モータ７１～７３と接続される。本実施形態では、モータ７１、７２とは上記実施形態と同様、モータ接続部４３にて接続され、分岐用コネクタ４７（図１１および図１２では不図示）を用いて、ＥＣＵ１１側にて一部の配線を共用する。モータ７３は、モータ７１、７２の接続に係る配線とは独立した配線４９にてステア系コネクタ部３３５と接続される。 The steer system connector portion 335 is connected to the motors 71 to 73. In the present embodiment, the motors 71 and 72 are connected to the motors 71 and 72 by the motor connection portion 43, and a branch connector 47 (not shown in FIGS. 11 and 12) is used to partially connect the motors 71 and 72 on the ECU 11 side. Wiring is shared. The motor 73 is connected to the steering connector portion 335 by a wiring 49 independent of the wiring related to the connection of the motors 71 and 72.
　車両系コネクタ部３３０とステア系コネクタ部３３５とは、軸方向または径方向に横並びで設けられていてもよいし、図１２に示すように、径方向に位置をずらして配置してもよい。径方向位置をずらして配置する場合、２つのコネクタ部３３０、３３５のなす角は、非接続部品７００や車両電源８０の配置等に応じ、任意に設定可能である。車両系コネクタ部３３０が車両電源８０に対向するように配置することで、配線長を短くすることができる。 The vehicle-type connector portion 330 and the steer-based connector portion 335 may be provided side by side in the axial direction or the radial direction, or may be arranged so as to be displaced in the radial direction as shown in FIG. When the arrangement is shifted in the radial direction, the angle formed by the two connector portions 330 and 335 can be arbitrarily set according to the arrangement of the non-connecting component 700 and the vehicle power supply 80. By arranging the vehicle system connector portion 330 so as to face the vehicle power supply 80, the wiring length can be shortened.
　図１２では、車両系コネクタ部３３０およびステア系コネクタ部３３５は、径方向において異なる向きに別体で設けられている。また、モータ７１、７２に加え、モータ７３がサブモータに含まれる。モータ７３は、ステアリングホイール９１のロックに係るロックモータであって、ステア系コネクタ部３３５と接続される。このように構成しても上記実施形態と同様の効果を奏する。 In FIG. 12, the vehicle-based connector portion 330 and the steer-based connector portion 335 are separately provided in different directions in the radial direction. Further, in addition to the motors 71 and 72, the motor 73 is included in the submotor. The motor 73 is a lock motor related to the lock of the steering wheel 91, and is connected to the steering connector portion 335. Even with this configuration, the same effect as that of the above embodiment can be obtained.
　　　（第４～６実施形態）
　第４実施形態～第６実施形態を図１３～図１５に示す。第４実施形態～第６実施形態では、第３実施形態と同様、車両系コネクタ部３３０とステア系コネクタ部３３５とが別体であって、配置箇所が異なっているので、この点を中心に説明する。 (4th to 6th embodiments)
The fourth to sixth embodiments are shown in FIGS. 13 to 15. In the fourth to sixth embodiments, as in the third embodiment, the vehicle-based connector portion 330 and the steer-based connector portion 335 are separate bodies, and the arrangement locations are different. explain.
　図１３に示す第４実施形態では、車両系コネクタ部３３０とステア系コネクタ部３３５とが、駆動装置１０を挟んで径方向の両側に設けられる。図１３の例では、車両系コネクタ部３３０が鉛直方向下側、ステア系コネクタ部３３５が鉛直方向上側となるように設けられている。 In the fourth embodiment shown in FIG. 13, the vehicle-based connector portion 330 and the steer-based connector portion 335 are provided on both sides in the radial direction with the drive device 10 interposed therebetween. In the example of FIG. 13, the vehicle-based connector portion 330 is provided so as to be on the lower side in the vertical direction, and the steer-based connector portion 335 is provided on the upper side in the vertical direction.
　図１４に示す第５実施形態では、車両系コネクタ部３３０が軸方向側に設けられ、ステア系コネクタ部３３５が径方向側であって、鉛直方向上側に設けられる。図１５に示す第６実施形態では、車両系コネクタ部３３０が径方向側であって、鉛直方向下側に設けられ、ステア系コネクタ部３３５が軸方向側に設けられる。すなわち、第５実施形態および第６実施形態では、車両系コネクタ部３３０またはステア系コネクタ部３３５の一方がＥＣＵ１１の径方向外側に設けられ、他方がモータ７５と反対側の軸方向端部に設けられている。 In the fifth embodiment shown in FIG. 14, the vehicle-based connector portion 330 is provided on the axial direction side, and the steer-based connector portion 335 is provided on the radial side and on the upper side in the vertical direction. In the sixth embodiment shown in FIG. 15, the vehicle-based connector portion 330 is provided on the radial side, is provided on the lower side in the vertical direction, and the steer-based connector portion 335 is provided on the axial direction side. That is, in the fifth embodiment and the sixth embodiment, one of the vehicle-based connector portion 330 or the steer-based connector portion 335 is provided on the radial outer side of the ECU 11, and the other is provided on the axial end portion on the opposite side of the motor 75. Has been done.
　非接続部品７００の配置に応じてコネクタ部３３０、３３５を設けることで、部品の干渉を防ぐとともに、スペースを有効に利用可能であり、配線固定しやすくなる。また、車両電源８０等の接続する部品の配置に応じてコネクタ部３３０、３３５を設けることで、配線長を短くすることができるとともに、配線の大きな屈曲を避けることができる。また、上記実施形態と同様の効果を奏する。 By providing the connector portions 330 and 335 according to the arrangement of the non-connected parts 700, the interference of the parts can be prevented, the space can be effectively used, and the wiring can be easily fixed. Further, by providing the connector portions 330 and 335 according to the arrangement of the components to be connected such as the vehicle power supply 80, the wiring length can be shortened and the wiring can be avoided from being greatly bent. Moreover, the same effect as that of the above-described embodiment is obtained.
　　　（第７実施形態）
　第７実施形態を図１６に示す。本実施形態の駆動装置１９は、ＥＣＵ１１がモータ７５の軸方向の一方側に設けられる機電一体型であって、ＥＣＵ１１がステアリングシャフト９２側となるように設けられる。コネクタ３３は、ＥＣＵ１１の径方向外側であって、鉛直方向上側を向いて設けられる。また、第１実施形態のように、一体コネクタとしてもよい。このように構成しても、上記実施形態と同様の効果を奏する。 (7th Embodiment)
A seventh embodiment is shown in FIG. The drive device 19 of the present embodiment is a mechanical / electrical integrated type in which the ECU 11 is provided on one side in the axial direction of the motor 75, and the ECU 11 is provided so as to be on the steering shaft 92 side. The connector 33 is provided on the outer side in the radial direction of the ECU 11 and faces the upper side in the vertical direction. Further, as in the first embodiment, it may be an integrated connector. Even with this configuration, the same effect as that of the above embodiment can be obtained.
　　　（第８～１１実施形態）
　第８～第１１実施形態を図１７～図２０に示す。第８～第１１実施形態では、駆動装置１０は、底部１０１が鉛直方向下側、頂部１０２が鉛直方向上側を向くように、モータ軸がステアリングシャフト９２と概ね平行に配置される。 (8th to 11th embodiments)
The eighth to eleventh embodiments are shown in FIGS. 17 to 20. In the eighth to eleventh embodiments, the drive device 10 has a motor shaft arranged substantially parallel to the steering shaft 92 so that the bottom portion 101 faces the lower side in the vertical direction and the top portion 102 faces the upper side in the vertical direction.
　図１７に示す第８実施形態では、コネクタ３３は軸方向側に設けられる。第２実施形態にように、一体コネクタとしてもよい。図１８に示す第９実施形態では、車両系コネクタ部３３０とステア系コネクタ部３３５とが、駆動装置１０を挟んで径方向の両側に設けられる。図１８の例では、車両系コネクタ部３３０がステアリングシャフト９２と反対側、ステア系コネクタ部３３５がステアリングシャフト側を向いて設けられる。また、第８実施形態と同様、２つのコネクタ部３３０、３３５のなす角は、非接続部品７００や車両電源８０の配置等に応じ、任意に設定可能である。 In the eighth embodiment shown in FIG. 17, the connector 33 is provided on the axial side. As in the second embodiment, it may be an integrated connector. In the ninth embodiment shown in FIG. 18, the vehicle-based connector portion 330 and the steer-based connector portion 335 are provided on both sides in the radial direction with the drive device 10 interposed therebetween. In the example of FIG. 18, the vehicle-based connector portion 330 is provided facing the side opposite to the steering shaft 92, and the steering-based connector portion 335 is provided facing the steering shaft side. Further, as in the eighth embodiment, the angle formed by the two connector portions 330 and 335 can be arbitrarily set according to the arrangement of the non-connecting component 700 and the vehicle power supply 80.
　図１９に示す第１０実施形態では、車両系コネクタ部３３０が径方向側であって、ステアリングシャフト９２と反対側を向いて設けられ、ステア系コネクタ部３３５が軸方向側に設けられる。図２０に示す第１１実施形態では、車両系コネクタ部３３０が軸方向側に設けられ、ステア系コネクタ部３３５が径方向側であって、ステアリングシャフト９２側を向いて設けられる。このように構成しても、上記実施形態と同様の効果を奏する。 In the tenth embodiment shown in FIG. 19, the vehicle system connector portion 330 is provided on the radial side and faces the side opposite to the steering shaft 92, and the steering system connector portion 335 is provided on the axial direction side. In the eleventh embodiment shown in FIG. 20, the vehicle-based connector portion 330 is provided on the axial direction side, and the steering-based connector portion 335 is provided on the radial side and faces the steering shaft 92 side. Even with this configuration, the same effect as that of the above embodiment can be obtained.
　　　（第１２、１３実施形態）
　第１２実施形態を図２１、第１３実施形態を図２２に示す。第１２実施形態および第１３実施形態では、車両電源８０および車両通信網８５（いずれも図２１、図２２中では不図示）が２系統設けられている。上記実施形態においても、電源系を２系統化してもよい。図２１に示すように、第１２実施形態のコネクタ３５は、駆動装置１０の径方向外側に設けられ、ステア系コネクタ部３５５の両側に車両系コネクタ部３５１、３５２が設けられている。本実施形態では、車両系コネクタ部３５１、３５２において、電源配線接続部がステア系コネクタ部３５５側、通信配線接続部が外側に設けられている。 (12th and 13th embodiments)
The twelfth embodiment is shown in FIG. 21, and the thirteenth embodiment is shown in FIG. 22. In the twelfth embodiment and the thirteenth embodiment, two systems of a vehicle power supply 80 and a vehicle communication network 85 (both not shown in FIGS. 21 and 22) are provided. Also in the above embodiment, the power supply system may be divided into two systems. As shown in FIG. 21, the connector 35 of the twelfth embodiment is provided on the radial outer side of the drive device 10, and the vehicle-based connector portions 351 and 352 are provided on both sides of the steer-based connector portion 355. In the present embodiment, in the vehicle-based connector portions 351 and 352, the power supply wiring connection portion is provided on the steer-based connector portion 355 side, and the communication wiring connection portion is provided on the outside.
　図２２に示すように、第１３実施形態のコネクタ３６は、駆動装置１０の軸方向端部に設けられる。車両系コネクタ部３６１、３６２は、第２実施形態と同様のハイブリッドコネクタであって、横並び、かつ、電源配線接続部と通信配線接続部とが逆向きとなるように配列されている。車両系コネクタ部３６１、３６２の一方側には、ステア系コネクタ部３６５が設けられる。なお、各コネクタの配置、間口形状や端子配置等は、異なっていてもよい。このように構成しても、上記実施形態と同様の効果を奏する。 As shown in FIG. 22, the connector 36 of the thirteenth embodiment is provided at the axial end portion of the drive device 10. The vehicle-based connector portions 361 and 362 are hybrid connectors similar to those in the second embodiment, and are arranged side by side and so that the power supply wiring connection portion and the communication wiring connection portion are in opposite directions. A steering connector portion 365 is provided on one side of the vehicle connector portions 361 and 362. The arrangement of each connector, the frontage shape, the terminal arrangement, and the like may be different. Even with this configuration, the same effect as that of the above embodiment can be obtained.
　　　（第１４、１５実施形態）
　第１４実施形態を図２３、第１５実施形態を図２４に示す。第１４実施形態では、モータ駆動システム１は、ラックアシストタイプの電動パワーステアリングシステム９０２に適用されており、第１５実施形態では、モータ駆動システム１は、ステアバイワイヤシステム９０３に適用されている。コネクタ形状等は、上記のいずれの実施形態のものとしてもよい。 (14th and 15th embodiments)
The 14th embodiment is shown in FIG. 23, and the 15th embodiment is shown in FIG. 24. In the 14th embodiment, the motor drive system 1 is applied to the rack assist type electric power steering system 902, and in the 15th embodiment, the motor drive system 1 is applied to the steer-by-wire system 903. The connector shape and the like may be those of any of the above embodiments.
　図２３に示す第１４実施形態において、電動パワーステアリングシステム９０２では、モータ７５がステアリングラック９７に取り付けられており、モータ７５の出力トルクにより、ステアリングラック９７の往復運動がアシストされる。すなわち本実施形態は、所謂「ラックアシストタイプ」である。トルクセンサ９４は、ステアリングラック９７に伝達される操舵トルクＴｓを検出する。 In the 14th embodiment shown in FIG. 23, in the electric power steering system 902, the motor 75 is attached to the steering rack 97, and the reciprocating motion of the steering rack 97 is assisted by the output torque of the motor 75. That is, this embodiment is a so-called "rack assist type". The torque sensor 94 detects the steering torque Ts transmitted to the steering rack 97.
　図２４に示す第１５実施形態において、ステアバイワイヤシステム９０３では、操舵機構と転舵機構とが機械的に分離されている。反力モータ７６は、ステアリングシャフト９２に接続され、運転者の操舵に応じた反力をステアリングホイール９１に与えることで、運転者に適切な操舵フィーリングを与える。本実施形態では、反力モータ７６とＥＣＵ１１とが一体に設けられており、反力モータ７６が「メインモータ」に対応する。 In the fifteenth embodiment shown in FIG. 24, in the steer-by-wire system 903, the steering mechanism and the steering mechanism are mechanically separated. The reaction force motor 76 is connected to the steering shaft 92 and applies a reaction force corresponding to the steering of the driver to the steering wheel 91 to give the driver an appropriate steering feeling. In the present embodiment, the reaction force motor 76 and the ECU 11 are integrally provided, and the reaction force motor 76 corresponds to the “main motor”.
　転舵モータ７７は、ステアリングラック９７に設けられ、運転者によるステアリングホイール９１の操舵に応じ、図示しない転舵モータＥＣＵにより制御される。転舵モータ７７の回転は、ステアリングラック９７の往復運動に変換され、タイロッド９８およびナックルアーム９８５を介して車輪９９が転舵される。なお、図２４では、反力モータ７６を「メインモータ」としたが、転舵モータ７７を「メインモータ」とし、転舵モータ７７と一体に設けられる転舵モータＥＣＵを「制御回路ユニット」としてもよい。 The steering motor 77 is provided in the steering rack 97 and is controlled by a steering motor ECU (not shown) in response to the steering of the steering wheel 91 by the driver. The rotation of the steering motor 77 is converted into the reciprocating motion of the steering rack 97, and the wheels 99 are steered via the tie rod 98 and the knuckle arm 985. In FIG. 24, the reaction force motor 76 is referred to as a "main motor", but the steering motor 77 is referred to as a "main motor" and the steering motor ECU provided integrally with the steering motor 77 is referred to as a "control circuit unit". May be good.
　第１実施形態のようなコラムアシストタイプの場合、近接するリーンホースやエアコンのダクトおよび車両電源８０の位置に応じ、コネクタの方向を変える。第１４実施形態のようなラックアシスト対応の場合、近接するエンジンとエンジンに繋がるベルトや車体フレームおよび車両電源８０の位置に応じてコネクタの方向を変える。第１５実施形態のようなステアバイワイヤの反力装置の場合はコラムアシストタイプ、転舵装置の場合はラックアシストタイプに倣ってコネクタの方向を変える。 In the case of the column assist type as in the first embodiment, the direction of the connector is changed according to the positions of the adjacent lean hose, the duct of the air conditioner, and the vehicle power supply 80. In the case of rack assist support as in the 14th embodiment, the direction of the connector is changed according to the positions of the adjacent engine, the belt connected to the engine, the vehicle body frame, and the vehicle power supply 80. In the case of a steer-by-wire reaction force device as in the fifteenth embodiment, the direction of the connector is changed according to the column assist type, and in the case of the steering device, the direction of the connector is changed according to the rack assist type.
　また、車両電源８０は、ボンネット内にてステアリングホイール９１と同じ側に配置される場合、逆側に配置される場合、トランクルームに配置される場合等があり、車両電源８０の配置に応じてコネクタを配置する。なお、ここで例示したリーンホース、エアコンのダクト、エンジン、ベルト、車体フレーム等が非接続部品７００に対応する。　　　 Further, the vehicle power supply 80 may be arranged on the same side as the steering wheel 91 in the bonnet, on the opposite side, in the trunk room, or the like, and the connector may be arranged according to the arrangement of the vehicle power supply 80. To place. The lean hose, the duct of the air conditioner, the engine, the belt, the vehicle body frame, etc. exemplified here correspond to the non-connecting parts 700. It was
　本実施形態では、モータ駆動システム１は、ステアバイワイヤシステム９０３に適用され、ＥＣＵ１１と一体に設けられるメインモータは、ステアリングホイール９１に操舵反力を付与する反力モータ７６である。このように、ステアバイワイヤシステム９０３に適用しても、上記実施形態と同様の効果を奏する。 In the present embodiment, the motor drive system 1 is applied to the steer-by-wire system 903, and the main motor provided integrally with the ECU 11 is a reaction force motor 76 that applies a steering reaction force to the steering wheel 91. As described above, even when applied to the steer-by-wire system 903, the same effect as that of the above-described embodiment is obtained.
　実施形態において、ＥＣＵ１１が「制御回路ユニット」に対応し、モータ７１～７３が「サブモータ」に対応し、モータ７５、７６が「メインモータ」に対応する。また、モータ７１が「チルトモータ」、モータ７２が「テレスコピックモータ」、モータ７３が「ロックモータ」に対応する。また、ステア系コネクタ部３１５、３２５、３３５、３５５、３６５が「モータ系コネクタ部」に対応する。 In the embodiment, the ECU 11 corresponds to the "control circuit unit", the motors 71 to 73 correspond to the "submotor", and the motors 75 and 76 correspond to the "main motor". Further, the motor 71 corresponds to a "tilt motor", the motor 72 corresponds to a "telescopic motor", and the motor 73 corresponds to a "lock motor". Further, the steer system connector portion 315, 325, 335, 355, 365 correspond to the "motor system connector portion".
　インバータ回路１３０が「メイン回路」に対応し、Ｈブリッジ回路１４０、１４５が「サブ回路」に対応する。ＥＣＵ側接続線４６が「制御回路側接続線」に対応し、チルト接続線４４およびテレスコ接続線４５が「サブモータ側接続線」に対応する。なお、便宜上、制御回路ユニットが一体化されているモータをメインモータ、その他のモータをサブモータとしているが、機能的なメイン、サブの関係に限定されるものではない。 The inverter circuit 130 corresponds to the "main circuit", and the H- bridge circuits 140 and 145 correspond to the "sub circuit". The ECU side connection line 46 corresponds to the "control circuit side connection line", and the tilt connection line 44 and the telesco connection line 45 correspond to the "submotor side connection line". For convenience, the motor in which the control circuit unit is integrated is used as the main motor, and the other motors are used as the sub motor, but the relationship is not limited to the functional main and sub motors.
　　　（他の実施形態）
　上記実施形態では、メインモータは、３相モータである。他の実施形態では、メインモータは３相モータに限らず、相数は２または４以上であってもよい。上記実施形態では、分岐部は、分岐コネクタにより構成される。他の実施形態では、分岐コネクタを設けず、端子台や圧着による配線などにより分岐部を構成してもよい。その場合、分岐部は、制御回路ユニット内に設けてもよい。分岐部の構成は、周辺部品の配置やスペースから決定すればよい。また、分岐部を設けなくてもよい。 (Other embodiments)
In the above embodiment, the main motor is a three-phase motor. In other embodiments, the main motor is not limited to a three-phase motor, and the number of phases may be two or four or more. In the above embodiment, the branch portion is composed of a branch connector. In another embodiment, the branch portion may be configured by wiring such as a terminal block or crimping without providing the branch connector. In that case, the branch portion may be provided in the control circuit unit. The configuration of the branch portion may be determined from the arrangement and space of peripheral parts. Further, it is not necessary to provide a branch portion.
　上記実施形態では、サブモータの数は２または３である。他の実施形態では、サブモータの数は１または４以上であってもよい。上記実施形態では、サブモータがチルトモータ、テレスコピックモータまたはロックモータである。他の実施形態では、サブモータは、チルトモータ、テレスコピックモータおよびロックモータ以外のもの、例えばシート系モータやハンドル格納モータとして機能するものであってもよく、これらの必要な時だけに操作されるようなモータであるとなお良い。 In the above embodiment, the number of submotors is 2 or 3. In other embodiments, the number of submotors may be 1 or 4 or more. In the above embodiment, the submotor is a tilt motor, a telescopic motor or a lock motor. In other embodiments, the submotor may function as something other than a tilt motor, telescopic motor and lock motor, such as a seat motor or handle retractor motor, so that it is operated only when these are needed. It is even better if it is a good motor.
　他の実施形態では、コネクタ配置、サブモータの構成、系統数等は、任意に組み合わせ可能である。また、コネクタは、車両電源や非接続部品の配置に応じ、配線長が可及的短くなるように、任意に配置可能である。また、モータ駆動システムを電動パワーステアリングシステムおよびステアバイワイヤシステム以外に適用してもよい。以上、本開示は、上記実施形態になんら限定されるものではなく、その趣旨を逸脱しない範囲において種々の形態で実施可能である。 In other embodiments, the connector arrangement, the submotor configuration, the number of systems, etc. can be arbitrarily combined. Further, the connector can be arbitrarily arranged so that the wiring length is as short as possible according to the arrangement of the vehicle power supply and the non-connected parts. Further, the motor drive system may be applied to other than the electric power steering system and the steer-by-wire system. As described above, the present disclosure is not limited to the above-described embodiment, and can be implemented in various forms without departing from the spirit of the present embodiment.
　本開示は実施形態に準拠して記述された。しかしながら、本開示は当該実施形態および構造に限定されるものではない。本開示は、様々な変形例および均等の範囲内の変形をも包含する。また、様々な組み合わせおよび形態、さらには、それらに一要素のみ、それ以上、あるいはそれ以下、を含む他の組み合わせおよび形態も、本開示の範疇および思想範囲に入るものである。 This disclosure has been described in accordance with the embodiments. However, the present disclosure is not limited to such embodiments and structures. The present disclosure also includes various variations and variations within the same range. Also, various combinations and forms, as well as other combinations and forms that include only one element, more, or less, are within the scope and ideology of the present disclosure.

Claims (12)

  1. 　車両に搭載されるモータ駆動システムであって、
    　メインモータ（７５、７６）と、
    　少なくとも１つのサブモータ（７１～７３）と、
    　前記メインモータの通電切替に係るメイン回路（１３０）、および、前記サブモータの通電に係るサブ回路（１４０、１４５）を有し、前記メインモータと一体に設けられる制御回路ユニット（１１）と、
    　前記制御回路ユニットに設けられるコネクタ（３１～３３、３５、３６）と、
    　前記コネクタと前記サブモータとを接続するモータ接続部（４３）と、
    　を備え、
    　前記コネクタには、車両電源（８０）および車両通信網（８５）と接続される車両系コネクタ部（３１０、３２０、３３０、３５１、３５２、３６１）と、前記サブモータと接続されるモータ系コネクタ部（３１５、３２５、３３５、３５５、３６５）と、が設けられるモータ駆動システム。     It is a motor drive system installed in a vehicle.
    With the main motor (75, 76),
    With at least one submotor (71-73),
    A control circuit unit (11) having a main circuit (130) related to energization switching of the main motor and a sub circuit (140, 145) related to energization of the submotor and integrally provided with the main motor.
    The connectors (31 to 33, 35, 36) provided in the control circuit unit and
    A motor connection portion (43) that connects the connector and the submotor,
    Equipped with
    The connectors include a vehicle connector portion (310, 320, 330, 351, 352, 361) connected to the vehicle power supply (80) and the vehicle communication network (85), and a motor connector portion connected to the submotor. (315, 325, 335, 355, 365) and a motor drive system provided with.
  2. 　前記車両系コネクタ部（３１０、３２０、３５１、３５２、３６１）と前記モータ系コネクタ部（３１５、３２５、３５５、３６５）とは、一体に設けられる請求項１に記載のモータ駆動システム。 The motor drive system according to claim 1, wherein the vehicle system connector portion (310, 320, 351, 352, 361) and the motor system connector portion (315, 325, 355, 365) are integrally provided.
  3. 　前記サブモータは複数であって、
    　前記モータ接続部（４３）は、複数の前記サブモータで共用される制御回路側接続線（４６）、前記サブモータ毎に設けられるサブモータ側接続線（４４、４５）、および、前記制御回路側接続線と前記サブモータ側接続線とを接続する分岐部（４７）を有する請求項１または２に記載のモータ駆動システム。     There are a plurality of the submotors,
    The motor connection portion (43) includes a control circuit side connection line (46) shared by the plurality of submotors, a submotor side connection line (44, 45) provided for each submotor, and the control circuit side connection line. The motor drive system according to claim 1 or 2, further comprising a branch portion (47) connecting the submotor side connection line and the submotor side connection line.
  4. 　前記モータ接続部は、内部配線として、前記制御回路ユニットと前記サブモータの巻線（７１５、７２５）とを接続するパワー配線（４３１、４３２、４３３）、制御電源線（４３５）、制御グランド線（４３６）、および、信号の送受信に用いられる信号線（４３７、４３８）を有し、
    　前記パワー配線の一部、前記制御電源線および前記制御グランド線の少なくとも１つは、前記制御回路ユニット側にて複数の前記サブモータにて共用され、前記サブモータ側にて分岐している請求項３に記載のモータ駆動システム。     The motor connection portion includes a power wiring (431, 432, 433), a control power supply line (435), and a control ground line (431, 432, 433) for connecting the control circuit unit and the windings (715, 725) of the submotor as internal wiring. 436) and a signal line (437, 438) used for transmitting and receiving signals.
    3. Claim 3 in which a part of the power wiring, the control power supply line, and at least one of the control ground lines are shared by a plurality of the submotors on the control circuit unit side and branched on the submotor side. The motor drive system described in.
  5. 　前記メイン回路および前記サブ回路は、一部のスイッチング素子を共用している請求項１～４のいずれか一項に記載のモータ駆動システム。 The motor drive system according to any one of claims 1 to 4, wherein the main circuit and the sub circuit share a part of switching elements.
  6. 　前記制御回路ユニットは、前記メインモータの軸方向の一方側に設けられ、
    　前記車両系コネクタ部（３１０、３３０）および前記モータ系コネクタ部（３１５、３３５）は、前記制御回路ユニットの径方向外側に設けられる請求項１～５のいずれか一項に記載のモータ駆動システム。     The control circuit unit is provided on one side in the axial direction of the main motor.
    The motor drive system according to any one of claims 1 to 5, wherein the vehicle system connector portion (310, 330) and the motor system connector portion (315, 335) are provided on the radial outer side of the control circuit unit. ..
  7. 　前記車両系コネクタ部と前記モータ系コネクタ部とは、径方向において異なる向きに別体で設けられている請求項６に記載のモータ駆動システム。 The motor drive system according to claim 6, wherein the vehicle-based connector portion and the motor-based connector portion are separately provided in different directions in the radial direction.
  8. 　前記制御回路ユニットは、前記メインモータの軸方向の一方側に設けられ、
    　前記車両系コネクタ部（３２０）および前記モータ系コネクタ部（３２５）は、前記制御回路ユニットの前記メインモータと反対側の軸方向端部に設けられる請求項１～５のいずれか一項に記載のモータ駆動システム。     The control circuit unit is provided on one side in the axial direction of the main motor.
    The item according to any one of claims 1 to 5, wherein the vehicle system connector portion (320) and the motor system connector portion (325) are provided at the axial end portion of the control circuit unit opposite to the main motor. Motor drive system.
  9. 　前記制御回路ユニットは、前記メインモータの軸方向の一方側に設けられ、
    　前記車両系コネクタ部（３３０）または前記モータ系コネクタ部（３２５）の一方は、前記制御回路ユニットの径方向外側に設けられ、
    　前記車両系コネクタ部（３３０）または前記モータ系コネクタ部（３２５）の他方は、前記制御回路ユニットの前記メインモータと反対側の軸方向端部に設けられる請求項１～５のいずれか一項に記載のモータ駆動システム。     The control circuit unit is provided on one side in the axial direction of the main motor.
    One of the vehicle-based connector portion (330) or the motor-based connector portion (325) is provided on the radial outer side of the control circuit unit.
    The other of the vehicle system connector portion (330) or the motor system connector portion (325) is any one of claims 1 to 5 provided at the axial end portion of the control circuit unit opposite to the main motor. The motor drive system described in.
  10. 　電動パワーステアリングシステム（９０１、９０２）に適用され、
    　前記メインモータ（７５）は、操舵に要するトルクの少なくとも一部を出力可能な操舵アシストモータである請求項１～９のいずれか一項に記載のモータ駆動システム。     Applied to electric power steering system (901, 902),
    The motor drive system according to any one of claims 1 to 9, wherein the main motor (75) is a steering assist motor capable of outputting at least a part of torque required for steering.
  11. 　ステアバイワイヤシステム（９０３）に適用され、
    　前記メインモータは、ステアリングホイール（９１）に操舵反力を付与する反力モータ（７６）または車輪（９９）を転舵する転舵モータ（７７）である請求項１～９のいずれか一項に記載のモータ駆動システム。     Applied to steering-by-wire system (903),
    The main motor is any one of claims 1 to 9, wherein the main motor is a reaction force motor (76) that applies a steering reaction force to the steering wheel (91) or a steering motor (77) that steers the wheels (99). The motor drive system described in.
  12. 　前記サブモータは、チルト角の調整に係るチルトモータ（７１）、テレスコピック長の調整に係るテレスコピックモータ（７２）、および、ステアリングホイール（９１）のロックに係るロックモータ（７３）の少なくとも１つを含む請求項１０または１１に記載のモータ駆動システム。 The submotor includes at least one of a tilt motor (71) for adjusting the tilt angle, a telescopic motor (72) for adjusting the telescopic length, and a lock motor (73) for locking the steering wheel (91). The motor drive system according to claim 10 or 11.
PCT/JP2021/034030 2020-09-30 2021-09-16 Motor driving system WO2022070935A1 (en)

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