WO2022244672A1 - 駆動装置 - Google Patents

駆動装置 Download PDF

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Publication number
WO2022244672A1
WO2022244672A1 PCT/JP2022/020060 JP2022020060W WO2022244672A1 WO 2022244672 A1 WO2022244672 A1 WO 2022244672A1 JP 2022020060 W JP2022020060 W JP 2022020060W WO 2022244672 A1 WO2022244672 A1 WO 2022244672A1
Authority
WO
WIPO (PCT)
Prior art keywords
connector
motor
connectors
sub
driving device
Prior art date
Legal status (The legal status 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 status listed.)
Ceased
Application number
PCT/JP2022/020060
Other languages
English (en)
French (fr)
Japanese (ja)
Inventor
朋晃 吉見
康史 松尾
邦彦 松田
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Denso Corp
Original Assignee
Denso Corp
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 Denso Corp filed Critical Denso Corp
Priority to CN202280035589.1A priority Critical patent/CN117321890A/zh
Publication of WO2022244672A1 publication Critical patent/WO2022244672A1/ja
Priority to US18/511,606 priority patent/US20240088758A1/en
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

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Classifications

    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/22—Auxiliary parts of casings not covered by groups H02K5/06-H02K5/20, e.g. shaped to form connection boxes or terminal boxes
    • H02K5/225—Terminal boxes or connection arrangements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/20—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for measuring, monitoring, testing, protecting or switching
    • H02K11/21—Devices for sensing speed or position, or actuated thereby
    • H02K11/215—Magnetic effect devices, e.g. Hall-effect or magneto-resistive elements
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2211/00—Specific aspects not provided for in the other groups of this subclass relating to measuring or protective devices or electric components
    • H02K2211/03—Machines characterised by circuit boards, e.g. pcb
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/12—Machines characterised by the modularity of some components

Definitions

  • the present disclosure relates to a driving device.
  • Patent Literature 1 Japanese Patent Literature 1
  • two connector openings are provided in a redundant configuration having two winding sets.
  • Patent Document 1 one connector is provided with one system of power terminals, vehicle communication terminals, and torque signal terminals.
  • the driving device of Patent Document 1 is applied to an electric power steering device, and after the electric power steering device is assembled to a vehicle, a connector connecting vehicle wiring and sensor wiring is fitted to a connector of the driving device. ing.
  • the torque sensor is provided on the steering shaft, it is desirable to assemble the torque signal terminal and the torque sensor at the stage of assembling the driving device to the steering shaft.
  • An object of the present disclosure is to provide a driving device capable of improving assembly efficiency.
  • the drive device of the present disclosure includes a motor having two sets of motor windings and a control unit.
  • the control unit has a substrate on which electronic components related to energization control of the motor windings are mounted, a connector unit, and a cover member that covers the control components including the substrate, and is provided on one side in the axial direction of the motor.
  • the connector unit is provided with two main connectors and at least one sub-connector used for connection with the outside so that the openings face the opposite side of the motor.
  • the main connector is connected with a power source and a communication network.
  • the sub-connector has a frontage separate from that of the main connector and is connected to a separate member.
  • FIG. 1 is a schematic configuration diagram showing a steering system according to the first embodiment
  • FIG. 2 is a side view showing the driving device according to the first embodiment
  • 3 is a view in the direction of arrow III in FIG. 2
  • FIG. 4 is a cross-sectional view taken along line IV-IV of FIG.
  • FIG. 5 is a side view showing the ECU with the cover removed according to the first embodiment
  • FIG. 6 is a perspective view showing the drive device with the cover removed according to the first embodiment
  • FIG. 7 is a schematic cross-sectional view showing the ECU according to the first embodiment
  • FIG. 8 is a schematic cross-sectional view showing an ECU according to the second embodiment
  • FIG. 9 is a schematic cross-sectional view showing an ECU according to the third embodiment
  • FIG. 10 is a view in the X direction arrow of FIG. 9
  • FIG. 11 is a schematic cross-sectional view showing an ECU according to a fourth embodiment
  • FIG. 12 is a plan view showing the connector arrangement according to the fifth embodiment
  • FIG. 13 is a plan view showing the connector arrangement according to the sixth embodiment
  • FIG. 14 is a schematic plan view showing connector arrangement according to the reference example.
  • FIGS. 1 to 7 A drive device according to a first embodiment is shown in FIGS. 1 to 7.
  • the driving device 1 includes a motor 80 and an ECU 10 as a control unit, and is applied to an electric power steering device 8 which is a steering device for assisting steering operation of a vehicle.
  • FIG. 1 shows the overall configuration of a steering system 90 including an electric power steering device 8.
  • the steering system 90 includes a steering wheel 91 that is a steering member, a steering shaft 92, a pinion gear 96, a rack shaft 97, wheels 98, an electric power steering device 8, and the like.
  • a steering wheel 91 is connected to a steering shaft 92 .
  • the steering shaft 92 is provided with a torque sensor 93 that detects steering torque.
  • Torque sensor 93 is connected to steering system connectors 162 and 262 by harness 94 .
  • the torque sensor 93 is internally divided into two systems, and the respective detection values are input to the steering system connectors 162 and 262 of the corresponding systems.
  • a pinion gear 96 is provided at the tip of the steering shaft 92 .
  • the pinion gear 96 meshes with the rack shaft 97 .
  • a pair of wheels 98 are connected to both ends of the rack shaft 97 via tie rods or the like.
  • the electric power steering device 8 includes the driving device 1 and a speed reduction gear 89 as a power transmission unit that reduces the speed of rotation of the motor 80 and transmits it to the rack shaft 97 .
  • the electric power steering device 8 of the present embodiment is a so-called "rack assist type", but it may be a so-called “column assist type” that transmits the rotation of the motor 80 to the steering shaft 92, or the like.
  • the motor 80 is a 3-phase brushless motor.
  • the motor 80 outputs part or all of the torque required for steering, and is driven by being supplied with power from a battery (not shown) to rotate the reduction gear 89 forward and backward.
  • the motor 80 has a first motor winding 180 and a second motor winding 280 (see FIG. 4, etc.).
  • first system a combination of configurations related to energization control of the first motor winding 180
  • second system a combination of configurations related to energization control of the second motor winding 280
  • the configuration of the first system is mainly numbered in the 100s
  • the configuration of the second system is mainly numbered in the 200s. will be the same, and description will be omitted as appropriate.
  • the suffix "1" is attached to the configuration relating to the first system
  • suffix "2" is attached to the configuration relating to the second system, as appropriate in the drawings.
  • the drive device 1 is integrally provided with the ECU 10 on one side of the motor 80 in the axial direction, and is a so-called "machine-electric integrated type".
  • the ECU 10 is arranged coaxially with the axis Ax of the shaft 870 on the side opposite to the output shaft of the motor 80 .
  • coaxial means that errors and deviations related to assembly and design are allowed, for example.
  • the "mechanical and electrical integration" in the drive device 1 of the present embodiment is different from the motor 80 in which, for example, an approximately rectangular parallelepiped ECU is simply provided close to the motor 80 .
  • the ECU 10 and the motor 80 can be efficiently arranged in a vehicle with limited installation space.
  • the axial direction of the motor 80 will be regarded as the axial direction of the driving device 1, and will simply be referred to as the "axial direction”.
  • the motor 80 has a motor case 830, a motor frame 840, a stator 860, a rotor 865, and the like.
  • the stator 860 is fixed to the motor case 830 and has the motor windings 180, 280 wound thereon.
  • the rotor 865 is provided radially inside the stator 860 and is provided rotatably relative to the stator 860 .
  • the shaft 870 is fitted into the rotor 865 and rotates together with the rotor 865 .
  • Shaft 870 is rotatably supported by motor case 830 and motor frame 840 by bearings 871 and 872 .
  • An end portion of the shaft 870 on the side of the ECU 10 is inserted through a shaft hole 849 formed in the motor frame 840 and exposed to the side of the ECU 10 .
  • a magnet 875 is provided at the end of the shaft 870 on the side of the ECU 10 .
  • the motor case 830 is formed in a substantially bottomed tubular shape consisting of a bottom portion 831 and a tubular portion 832, and the ECU 10 is provided on the opening side.
  • a bearing 871 is provided on the bottom portion 831 .
  • a stator 860 is fixed to the cylindrical portion 832 .
  • the motor frame 840 has a frame portion 841, a heat sink 845, a connector connection portion 846, etc., and is made of a material with good thermal conductivity such as aluminum.
  • the frame portion 841 is press-fitted radially inward of the motor case 830, and as a whole is within a projected area (hereinafter referred to as “motor silhouette” as appropriate) obtained by projecting the cylindrical portion 832 of the motor case 830 in the axial direction. It's settled.
  • a flange portion 842 is formed on the outer circumference of the frame portion 841 and contacts a stepped portion 833 formed on the inner wall of the cylindrical portion 832 .
  • An extension member connection portion 843 is formed outside the heat sink 845 of the frame portion 841 .
  • the connector connecting portion 846 is erected substantially in the center of the side surface of the heat sink 845 from which the motor windings 180 and 280 are not taken out.
  • the height of the connector connection portion 846 is higher than the heat sink 845 .
  • the ECU 10 has a main board 31, a sub-board 32, power system connection parts 141, 241, signal system connection parts 146, 246, a connector unit 50, a cover 60, and the like.
  • the main board 31 is fixed to the end face of the heat sink 845 with the fastening member 45 .
  • the sub-board 32 is fixed to the connector unit 50 .
  • the substrates 31 and 32 are larger than the heat sink 845 when projected in the axial direction, and are formed to extend to the outside of the heat sink 845 .
  • a switching element or the like that constitutes an inverter for switching energization of the motor windings 180 and 280 is mounted, and is provided on the heat sink 845 so as to be capable of dissipating heat.
  • Components such as an aluminum electrolytic capacitor are mounted on the surface of the main board 31 opposite to the heat sink 845 .
  • the main substrate 31 is formed with relief recesses 316 in order to avoid interference with the connector connecting portion 846 .
  • the main substrate 31 is divided into two areas by the escape recess 316 and an imaginary line passing through the center of the main substrate 31, one side of which is mounted with the electronic components of the first system, and the other side of which is mounted the electronic components of the second system. parts are mounted. The same applies to the sub-board 32 as well.
  • the area where the parts related to the first system are mounted is the first system area including the projected area in the axial direction, and the area where the parts related to the second system are mounted including the projected area in the axial direction This is the second system area.
  • a line separating the first system and the second system is defined as a system dividing line Lc.
  • the sub-board 32 On the sub-board 32, components such as choke coils and capacitors that make up the filter circuit, and communication drivers are mounted.
  • the sub-board 32 is formed with a relief recess 326 for relief of a fixing portion 516 of the connector unit 50, which will be described later.
  • the main board 31 and the sub-board 32 are connected by power system connection parts 141 and 241 and signal system connection parts 146 and 246 .
  • the power system connecting parts 141 and 241 and the signal system connecting parts 146 and 246 may be board-to-board (BtoB) connectors, pin headers, etc., as long as they are electrically conductive.
  • the power connection components 141 and 241 are arranged on both sides of the relief recesses 316 and 326 along the same side in the outer area outside the area where various elements such as switching elements are mounted.
  • the signal system connection components 146 and 246 are arranged along the side opposite to the power system connection components 141 and 241 in the outer area outside the area where various elements are mounted, with relief recesses 316 and 326 interposed therebetween. are placed on both sides.
  • the connector unit 50 has a base portion 51, vehicle system connectors 152, 252, and steering system connectors 162, 262.
  • the base portion 51 is formed in a substantially rectangular shape in plan view.
  • a groove portion 511 is formed along the outer edge of the surface of the base portion 51 opposite to the motor 80 .
  • a substrate insertion portion 512 to be inserted into the sub substrate 32 is formed on the surface of the base portion 51 on the side of the motor 80 (see FIG. 7).
  • the sub-board 32 and the connector unit 50 are positioned by inserting the board insertion portion 512 into the sub-board 32 .
  • the substrate insertion portion 512 may be fixed to the sub substrate 32 by welding or the like.
  • the sub-board 32 may be fixed to the connector unit 50 by a fixing member such as a screw as in a third embodiment described later.
  • a fixed portion 516 is formed on the base portion 51 .
  • a through bolt 519 is inserted through the fixing portion 516 and screwed to the connector connection portion 846 of the motor frame 840 .
  • the connector unit 50 is thereby fixed to the motor frame 840 .
  • the connection position in the axial direction between the connector connecting portion 846 of the motor frame 840 and the fixing portion 516 of the connector unit 50 is between the main board 31 and the sub-board 32 . Details of the connector unit 50 will be described later.
  • the cover 60 is formed in a substantially cylindrical shape with a bottom, and accommodates the substrates 31 and 32, the heat sink 845 and the like inside.
  • a substantially rectangular hole 61 is formed in the bottom of the cover 60 .
  • Connectors 152 , 162 , 252 and 262 are inserted through the holes 61 .
  • the end portion 611 of the hole portion 61 is bent inward.
  • the end portion 611 is inserted into the groove portion 511 of the connector unit 50 coated with an adhesive member such as an adhesive. This prevents water droplets and dust from entering between the connector unit 50 and the cover 60 .
  • the expansion member 70 has a base portion 71, an annular convex portion 72, a cover insertion groove 73, a fixing portion 74, etc., and is integrally formed of resin or the like.
  • the extension member 70 is formed in an annular shape as a whole, and is arranged on the ECU 10 side of the frame portion 841 of the motor frame 840 and radially outside the heat sink 845 .
  • the heat sink 845 is formed on the inner peripheral side of the extension member 70 so as to protrude toward the ECU 10 side. At least part of the outer edge of the extension member 70 is located outside the motor silhouette.
  • the annular convex portion 72 is provided on the motor 80 side surface of the base portion 71 so as to protrude along the inner peripheral surface, and is inserted into the cylindrical portion 832 of the motor case 830 .
  • a cover insertion groove 73 is formed along the outer edge of the surface of the expansion member 70 opposite to the motor 80 .
  • the opening-side end of the cover 60 is inserted into a cover insertion groove 73 coated with an adhesive member such as an adhesive.
  • an adhesive member such as an adhesive.
  • the fixing part 74 is formed so as to protrude radially inward from the inner peripheral wall of the expansion member 70 .
  • a collar is inserted into the fixed portion 74 and fixed to the frame portion 841 with a screw 79 .
  • a concave portion 75 is formed on the surface of the base portion 71 on the side of the main board 31 and radially inside the cover insertion groove 73 .
  • the recess 75 is deeper at the center than at the periphery.
  • a board connection terminal 142 of a power connection component 141 is arranged on the peripheral edge of the recess 75 .
  • positioning pins 144 and 244 of power system connection parts 141 and 241 are inserted into the central portion of recess 75 .
  • the positioning pins 144 and 244 pass through the substrates 31 and 32 .
  • FIG. 7 is a schematic cross-sectional view, and for the sake of explanation, the system is not distinguished.
  • the connectors 152, 162, 252, 262 are erected along the axial direction from the base portion 51, and the frontage is formed facing outward in the axial direction.
  • the vehicle system connectors 152 and 252 are integrated with a power system connector connected to the vehicle power supply 5 and ground, and a communication system connector connected to the vehicle communication network 6 (see FIG. 1) such as CAN (Controller Area Network). It is an integrated hybrid connector that has become
  • the vehicle system connector 152 and the steering system connector 162 of the first system are used for power supply to the first motor winding 180 and signal transmission related to energization control, and the vehicle system connector 252 and the steering system connector 262 of the second system It is used for signal transmission related to power supply to the second motor winding 280 and power supply control.
  • the control parts such as the microcomputer and the power supply path are made redundant. However, if the control part and the power supply path are one system, one of the vehicle system connectors 152 and 252 is buried by potting or the like.
  • one of the vehicle system connectors 152 and 252 is buried in the unconnectable state. This allows parts to be shared. Also, if there is only one system of control parts and power supply path, one of the vehicle system connectors 152 and 252 may be eliminated.
  • the steering system connectors 162 and 262 are also the same.
  • the vehicle system connectors 152 and 252 are provided with vehicle system terminals 154 and 254 that are connected to the sub-board 32 .
  • the vehicle system terminals 154, 254 include power terminals 155, 255, ground terminals 156, 256, and communication terminals 157, 257, respectively.
  • each of the communication terminals 157 and 257 is six, and the vehicle system connectors 152 and 252 are each provided with a total of eight terminals.
  • the steering system connectors 162 , 262 include sensor terminals 164 , 264 connected to the sub-board 32 .
  • sensor terminals 164 and 264 there are eight sensor terminals 164 and 264 each.
  • the vehicle system terminals 154 and 254 and the sensor terminals 164 and 264 can be connected to the sub-board 32 by means of a press fit, socket connector, or the like, as long as electrical continuity can be obtained.
  • the vehicle system connectors 152 and 252 and the steering system connectors 162 and 262 have separate frontages.
  • the connection between the connectors 162, 262 and the torque sensor 93 can be made individually.
  • the steering system connectors 162 and 262 and the torque sensor 93 are connected by the harness 94 .
  • the electric power steering device 8 is mounted on the vehicle, and the vehicle system connectors 152 and 252 are connected to the vehicle power supply 5 and the vehicle communication network 6 .
  • various inspections can be performed on the electric power steering device 8 in a gear assembly state.
  • the components related to the first system and the components related to the second system are arranged in separate areas, and when projected in the axial direction, the vehicle system connector 152 and the steering system are located on the first system area side.
  • a connector 162 is provided, and a vehicle system connector 252 and a steering system connector 262 are provided on the second system region side.
  • the vehicle system connectors 152 and 252 are arranged side by side on both sides of the system division line Lc.
  • the steering system connectors 162, 262 are arranged side by side on both sides of the system division line Lc.
  • the vehicle system connectors 152 and 252 are connected to the vehicle power source 5 and the vehicle communication network 6 by fitting with connectors (not shown).
  • Lock pins 153, 253 that engage with the levers of the connection connectors protrude from side walls of the vehicle system connectors 152, 252, respectively.
  • the lock pins 153, 253 are formed on a straight line Lp orthogonal to the system partition line Lc. That is, the lock pins 153 and 253 are arranged on the same straight line.
  • "on the same straight line” means that a deviation of about a manufacturing error is allowed. The same applies to terms such as orthogonal.
  • the vehicle system connector 152 and the steering system connector 262 are arranged side by side, and the vehicle system connector 252 and the steering system connector 162 are arranged side by side.
  • the harness 94 passes through the front upper surface of the vehicle system connectors 152, 252. There is fear. If the harness 94 runs on the front upper surface of the vehicle system connector 152, 252, the harness 94 must be avoided when fitting the vehicle system connector 152, 252 with the connecting connector, making assembly difficult.
  • the vehicle system connectors 152 and 252 are arranged side by side, and the steering system connectors 162 and 262 are arranged side by side. can be prevented from crossing the upper surfaces of the frontages of the vehicle system connectors 152 and 252 .
  • the vehicle system connectors 152 and 252 are formed taller than the steering system connectors 162 and 262 from the base portion 51 .
  • the steering system connectors 162, 262 to be assembled first are formed low, and the vehicle system connectors 152, 252 to be assembled later are formed high. Hateful.
  • the driving device 1 includes the motor 80 having two sets of motor windings 180 and 280, and the ECU 10.
  • the ECU 10 includes substrates 31 and 32 on which electronic components related to energization control of the motor windings 180 and 280 are mounted, a connector unit 50, and a cover 60 that covers control components including the substrates 31 and 32. provided on one side in the axial direction of the
  • the connector unit 50 is provided with two vehicle system connectors 152, 252 and at least one steering system connector 162, 262, which are used for connection with the outside, so that their frontage faces the opposite side of the motor 80. .
  • Vehicle system connectors 152 , 252 are connected to vehicle power source 5 and vehicle communication network 6 .
  • the steering system connectors 162, 262 have a frontage separate from that of the vehicle system connectors 152, 252, and are connected to a separate member (the torque sensor 93 in this embodiment). That is, in the present embodiment, the openings of the steering system connectors 162 and 262 are not integrated with the openings of the vehicle system connectors 152 and 252 .
  • the vehicle system connectors 152, 252 and the steering system connectors 162, 262 are provided with separate openings. Since the assembling timing can be divided such that the connectors 152 and 252 are connected to the vehicle power supply 5 or the like, the assembling efficiency can be improved.
  • the vehicle system connectors 152 and 252 are provided with two or more power supply terminals and two or more communication terminals 157 and 257 .
  • Power supply terminals are power supply terminals 155 and 255 and ground terminals 156 and 256 .
  • the steering system connectors 162, 262 are provided with three or more sensor terminals 164, 264, respectively.
  • power supply terminals include at least power supply terminals and ground terminals
  • communication terminals include terminals for at least one channel of CAN communication
  • sensor terminals include at least power supply terminals, ground terminals, and signal terminals. is doing.
  • by unitizing connectors having a relatively large number of terminals it is possible to make the physical size relatively small even if the frontage is divided.
  • lock pins 153, 253 are provided that engage with the levers of the mating connectors.
  • the four lock pins 153, 253 provided on the two vehicle system connectors 152, 252 are formed on the same straight line. Thereby, the mold used for molding the connector unit 50 can be simplified.
  • the vehicle system connectors 152, 252 are formed taller than the steering system connectors 162, 262. As a result, even after the steering system connectors 162, 262 are connected, the harness 94 is less likely to interfere with the connection of the vehicle system connectors 152, 252, and the ease of assembly can be improved.
  • the connector unit 50 is provided separately from the cover 60 and fixed to a motor frame 840 provided at one end of the motor 80 .
  • the connector unit 50 can be firmly fixed to the motor 80 by using through bolts 519 or the like.
  • FIG. 1 A second embodiment is shown in FIG.
  • the sub-board 32 and the connection parts connecting the boards 31 and 32 are omitted, and the vehicle system terminals 154 and 254 and the sensor terminals 164 and 264 are connected to the main board 31 .
  • the number of substrates is one, and the sub-board 32 is not provided.
  • the fourth embodiment Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.
  • FIGS. 9 and 10 A third embodiment is shown in FIGS. 9 and 10.
  • the ECU 12 has a connector unit 500 .
  • vehicle system connectors 152 and 252, steering system connectors 162 and 262, and cover portion 560 are integrally formed of resin or the like.
  • Cover portion 560 is formed in a substantially cylindrical shape with a bottom, and vehicle system connectors 152 and 242 and steering system connectors 162 and 262 are provided upright on the outside of bottom portion 561 in the axial direction.
  • the sub-board 32 is fixed to the connector unit 500 by fastening members 46 such as screws.
  • the method of fixing the sub-board 32 may be the same as in the first embodiment. Further, the sub-board 32 may be omitted like the ECU 13 according to the fourth embodiment shown in FIG.
  • the expansion member 70 is omitted, and the protrusion 563 formed at the tip of the cylindrical portion 562 of the cover portion 560 is inserted into the seal groove 851 formed in the motor frame 850 .
  • the connecting portion between the motor frame 850 and the connector unit 500 is sealed.
  • the connector unit 500 is provided so as to be accommodated within the motor silhouette.
  • the connector unit 500 is provided integrally with the cover portion 560 .
  • a convex portion 563 formed at the tip of the cylindrical cover portion 560 is inserted into a seal groove 851 formed in the motor frame 840 .
  • FIG. 12 shows the fifth embodiment
  • FIG. 13 shows the sixth embodiment
  • FIG. 12 is a diagram corresponding to FIG. 3, and is the same as the first embodiment except for the connector unit.
  • the steering system connector 362 is formed by combining two systems of openings into one.
  • 13 is a diagram corresponding to FIG. 10, and is the same as the third embodiment except for the connector unit.
  • the steering system connector 362 has two frontages integrated into one.
  • the steering system connector 356 is provided on the second system area side, but it may be provided on the first system area side, or may be provided so as to straddle the system division line Lc. . Even with such a configuration, the same effects as those of the above-described embodiment can be obtained.
  • the vehicle power supply 5 corresponds to the "power supply”
  • the vehicle communication network 6 corresponds to the "communication network”
  • the ECUs 10 to 13 correspond to the "control unit”
  • the vehicle system connectors 152 and 252 correspond to the "main connector”
  • 262 and 362 correspond to "sub-connectors”
  • power supply terminals 155 and 255 and ground terminals 156 and 256 correspond to "power supply terminals”
  • sensor terminals 164 and 264 correspond to "connection terminals”.
  • the cover 60 and the cover portion 560 correspond to the "cover member”
  • the seal groove 851 corresponds to the "groove portion”.
  • the power system connector and the communication system connector are integrated.
  • the power system connector and the communication system connector may be separate bodies, and two of each may be provided.
  • the vehicle system connector is provided with two power supply terminals and six communication terminals
  • the steering system connector is provided with eight sensor terminals.
  • the number of terminals may be different as long as there are two power supply terminals, that is, a power supply terminal and a ground terminal, and two or more communication terminals for one channel of CAN communication, for example.
  • the communication network may be other than CAN.
  • the number of terminals may be different as long as the sensor terminals of the steering system connector are three or more of the power supply terminal, the ground terminal and the signal terminal.
  • the terminal arrangement may be different from the above embodiment.
  • the sub-connector is the steering system connector and is connected to the torque sensor.
  • the sensor to which the steering system connector is connected may be a sensor in the steering system other than a torque sensor such as a steering sensor.
  • the sub-connector may be used to connect to a device other than the sensor, such as another actuator.
  • the steering device is an electric power steering device.
  • the steering device may be a steer-by-wire device
  • the drive device may be used as a steering device for steering the wheels or as a reaction force device for applying a reaction force to the steering wheel.
  • the driving device may be applied to devices other than the steering device.
  • the present disclosure is by no means limited to the above embodiments, and can be implemented in various forms without departing from the scope of the present disclosure.

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  • Engineering & Computer Science (AREA)
  • Power Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Power Steering Mechanism (AREA)
  • Motor Or Generator Frames (AREA)
PCT/JP2022/020060 2021-05-20 2022-05-12 駆動装置 Ceased WO2022244672A1 (ja)

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US12431699B2 (en) * 2022-05-27 2025-09-30 Schaeffler Technologies AG & Co. KG Cable gland
JP2024143082A (ja) * 2023-03-30 2024-10-11 株式会社デンソー 駆動装置

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