JP5250329B2 - Electric power steering control device and electric power steering device - Google Patents

Description

  The present invention relates to an electric power steering control device and an electric power steering device.

  The electric power steering control device and the motor for the vehicle are required to be miniaturized in order to flexibly correspond to the vehicle mounting position corresponding to the vehicle type. In order to meet this requirement, an electric power steering device in which a motor and a control device for electric power steering are integrated has been proposed (Patent Document 1).

JP 2007-30652 A

  However, the electric power steering control device described in Patent Document 1 is merely an integration of a motor and an electric power steering control device, and the electric power steering control device itself is not sufficiently miniaturized. Therefore, it does not necessarily fully answer to downsizing in order to flexibly correspond to the vehicle mounting position corresponding to the vehicle type.

The invention according to claim 1 is applied to a control device for electric power steering that integrally holds an electric motor, and is disposed opposite to the power board on which a switching element for driving the electric motor is mounted, and transmits a control signal to the switching element. A control board for controlling the switching of the switching element, a direct current supplied from a power source and supplying the direct current to the switching element, and a smoothing capacitor electrically connected to the direct current system conductor The DC current system conductor and the smoothing capacitor are arranged between the power board and the control board, and the power board has a DC input terminal at one end and an AC output terminal at the other end. The DC current system conductor has an input terminal from the power source at one end and a DC output terminal at the other end, and the smoothing capacitor has a DC current system conductor. The power board and the DC current system conductor are connected to the DC input terminal of the power board and the DC output terminal of the DC current system conductor between the input terminal and the DC output terminal. by connecting through, and is characterized in Rukoto it is disposed so as to face.
An eleventh aspect of the invention is applied to an electric power steering apparatus, and includes the electric power steering control apparatus according to the first aspect and an electric motor integrally held by the electric power steering control apparatus. Is.

  According to the present invention, it is possible to obtain a small and highly reliable control device for electric power steering and an electric power steering device.

  Hereinafter, an electric power steering control device and an electric power steering device according to an embodiment of the present invention will be described with reference to FIGS. 1 to 9 are diagrams for explaining the structure and operation of an electric power steering control device that controls driving of a motor, and FIG. 10 is a diagram for explaining assembly of the electric power steering control device. These are figures which show the state which mounts the control apparatus for electric power steering in a motor, and FIG. 12 is a figure explaining the apparatus of electric power steering.

  First, the structure of the control device for electric power steering according to the present embodiment will be described with reference to FIGS. FIG. 1 is an exploded perspective view showing the structure of a control device for electric power steering according to an embodiment of the present invention. FIG. 2 is a diagram of a power module 210, a DC conductor module 230, and a control module 220 of the control device for electric power steering. FIG. 3 is a side view showing the structure, and FIG. 3 is a perspective view of the power module 210.

  As shown in FIG. 1, an electric power steering control device (hereinafter also referred to as a motor control device) 200 includes a DC conductor module 230, an AC conductor module 231, a power module 210, a control module 220, a cover 250, a metal casing. 240.

  In the DC conductor module 230, a bus bar 230B serving as a power line, a power terminal block 230PC supplied with power from the battery BA (FIG. 4), and a lead frame 230LF serving as a signal line are molded by resin. The base 230PC is integrally formed. The DC conductor module 230 is attached with filter elements such as a normal filter NF and an electrolytic capacitor C1, a relay RY1 for circuit protection, and electrolytic capacitors C2, C3, and C4 that exchange driving power of the motor 100. . These elements and the bus bar 230B are fixed by TIG welding (arc welding).

  In the AC conductor module 231, a bus bar 231B serving as a power line is integrally formed with a motor terminal block 231SC that supplies power to the motor 100.

  In the power module 210, a wiring pattern is formed on a metal base via an insulating layer, and a semiconductor switching element SSW such as a MOSFET and an inverter made of a resistor are mounted thereon. In the power module 210, a plurality of signal lead frames SLF and power lead frames 230BDC (230BP and 230BN in FIG. 4) and 230BAC (230BU, 230BV and 230BW in FIG. 4) are attached. An output terminal is provided, and one end of each lead frame is fixed by soldering.

  The signal lead frame SLF is used to electrically connect the power module 210 and the control module 220. The power lead frames 230BDC and 230BAC are used to electrically connect the power module 210 and the bus bar 230B of the DC conductor module 230 and the power module 210 and the bus bar 231B of the AC conductor module 231 respectively.

  The control module 220 has a CPU, a custom IC (ASIC) in which a plurality of functions such as a driver circuit and a booster circuit are integrated on a printed circuit board. In the state of FIG. 1, a CPU, a custom IC (ASIC), and the like are attached to the lower surface of the substrate. Further, a signal connector 220C is attached to the control module 220.

  The metal housing 240 is constituted by a heat radiating surface 240P for connecting the power module and a support column 240T. The heat generated in the power module 210 is stored in the metal casing 240 through the heat radiating surface 240P in contact with the lower surface of the power module 210, and is radiated. The column 240T is a fixing unit that mechanically and electrically connects the motor control device 200 and the motor 100 with screws or the like, and heat that radiates heat of the metal housing 240 to the mounted vehicle via the motor 100. It is a transmission path.

  The cover 250 and the metal casing 240 are made of aluminum. At the time of assembly, the power module 210 is screwed to the metal housing 240. Next, the DC conductor module 230 and the AC conductor module 231 are arranged on the upper part of the power module 210 and are screwed to the metal casing 240, respectively. The other ends of the power lead frames 230BDC and 230BAC are TIG welded to the bus bars of the DC conductor module 230 and the AC conductor module 231.

  Next, the control module 220 is disposed above the DC conductor module 230 and the AC conductor module 231 and is similarly screwed to the metal casing 240. The other end of the signal lead frame SLF is soldered to the terminal of the control module 220. Finally, the motor controller 200 is manufactured by caulking the cover 250 to the metal housing 240.

  FIG. 2 is a side view showing structures of the power module 210, the DC conductor module 230, and the control module 220 of the control device for electric power steering according to the embodiment of the present invention. FIG. 3 is a perspective view of a power module 210 according to an embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  The power module 210 is mounted with components having a low height such as a semiconductor switching element SSW and a shunt resistor, and components having a high height such as relays (relays) RY2 and RY3 and a jumper lead JL. The DC conductor module 230 is mounted with large and tall components such as electrolytic capacitors C1, C2, C3, and C4, a relay RY1, and a normal filter NF. In order to reduce the height dimension of the motor control device 200, the above-described tall components of the power module 210 and the DC conductor module 230 are arranged so as not to interfere with each other.

  That is, in the power module 210, the above-described tall components such as the relays RY2 and RY3 and the jumper lead JL are mounted in the area A1 that does not interfere with the DC conductor module 230. The DC conductor module 230 is located above the area A <b> 2 where the low-profile parts of the power module 210 are mounted, and is arranged in a loft shape between the power module 210 and the control module 220. In the area A2, no tall component is mounted. By these, the height dimension of the motor control apparatus 200 is made low by avoiding interference between components.

  FIG. 4 is a circuit diagram showing a circuit configuration of an electric power steering control apparatus according to an embodiment of the present invention. The same reference numerals as those in FIG. 1 indicate the same parts.

  The motor control device 200 includes a power module 210, a control module 220, a DC conductor module 230, and an AC conductor module 231.

  In the DC conductor module 230, a bus bar 230B serving as a power line is integrally formed by resin molding. In the figure, a thick solid line portion indicates a bus bar. In the DC conductor module 230, a normal filter (coil) NF, electrolytic capacitors C1, C2, C3, C4, and a relay RY1 are connected to a battery BA that is a power source, and a semiconductor switching element SSW such as a MOSFET of the power module 210. Are connected to a bus bar connecting the drain terminal and the source terminal, that is, a plate-like conductor, via power lead frames 230BP and 230BN as shown in the figure.

  The relay RY1 is for overcurrent protection of the power supply current. In addition, both relays break the circuit in an overcurrent state. Relay RY1 is mounted closer to battery BA than electrolytic capacitors C1, C2, C3, and C4 in order to prevent an inrush current to the electrolytic capacitor. That is, the electrolytic capacitors C1, C2, C3, and C4 can be mounted on the DC conductor module, are less likely to receive heat from the power module, and have a longer life.

  Electrolytic capacitors C2, C3, and C4 are smoothing capacitors that store current supplied from battery BA and supply power to motor 100 in accordance with the operation of semiconductor switching element SSW. The normal filter NF and the capacitor C1 constitute a filter, and serve to reduce the influence of radio noise by suppressing the influence of voltage pulsation of the power supply line due to the emission and entry of noise, particularly the operation of the semiconductor switching element SSW. The radio noise reduction configuration will be described later with reference to FIG. Further, the ceramic capacitors CC1, CC2, and CC3 function to suppress spike noise of the semiconductor switching element SSW and absorb the surge voltage of the semiconductor switching element SSW. The spike noise reduction configuration will be described later with reference to FIG.

  Moreover, the part shown with a double circle in FIG. 4 has shown the welding connection part. For example, the two terminals of the normal filter NF are connected to the bus bar terminals by welding. In addition, two terminals each of the electrolytic capacitors C1, C2, C3, and C4, two terminals of the relay RY1, and terminals on the bus bar 230B side of the power lead frames 230BP and 230BN are also connected to the bus bar terminals by welding. Yes.

  Moreover, the part which surrounded the cross mark in FIG. 4 with the circle | round | yen has shown the screwing location. For example, the power supply wiring of the battery BA and the bus bar 230B of the DC conductor module 230 are electrically connected by screwing. Further, the minus side wiring of the bus bar 230B connected to the minus side wiring of the battery BA is electrically connected to the metal casing 240 of the motor control device 200 by screws.

  In the AC conductor module 231, a bus bar 231B serving as a power line for supplying a motor current to the motor 100 is integrally formed by a resin mold. The AC conductor module 231 is connected to the power module 210 through the power lead frames 231BU, 231BV, and 231BW as illustrated. Similarly to the DC conductor module 230, the terminals on the bus bar 231B side of the power lead frames 231BU, 231BV, and 231BW are also connected to the bus bar terminals by welding. The bus bar 231B is connected to the three-phase power line of the motor by screws. Further, the metal motor casing and the metal casing 240 of the motor control device 200 are also connected by screws.

  The control module 220 includes a CPU 222 and a driver circuit 224. The CPU 222 controls the semiconductor switching element SSW of the power module 210 based on the torque detected by the torque sensor TS and the rotational position of the motor 100 detected by the resolver 156. That is, a control signal for conducting or interrupting is output to the driver circuit 224. The driver circuit 224 controls the semiconductor switching element SSW of the power module 210 based on the control signal supplied from the CPU 222.

  The motor current supplied from the power module 210 to the motor 100 is detected by resistors (shunt resistors) DR1, DR2, and DR3 which are detection elements of the motor current, amplified by the amplifiers AP1, AP2, and AP3, and then sent to the CPU 222. input. The CPU 222 performs feedback control so that the motor current becomes a target value. The all-phase current supplied to the motor 100 is detected by a resistor (shunt resistor) DR4 that is a detection element, amplified by an amplifier AP4, and input to the CPU 222.

  The CPU 222 is connected to an external engine control unit ECU or the like by a CAN or the like, and is configured to exchange information. In addition, the custom IC (ASIC) 224A including the driver circuit 224 has a downsized control module 220 by integrating a booster circuit, a microcomputer power supply circuit, a current sense amplifier, a CAN communication circuit, and the like into one IC. Yes.

  Here, in FIG. 4, Δ marks indicate portions connected by soldering using a lead frame. By using a lead frame, the stress is relieved. The shape and the like of the lead frame will be described later with reference to FIG. Solder connection using a lead frame is used for an electrical connection between the control module 220 and the power module 210 or the conductor module 230.

  The power module 210 includes six semiconductor switching elements SSW such as MOSFETs. The semiconductor switching element SSW is connected in series to the upper arm and the lower arm for each of three phases (U phase, V phase, W phase). Here, the power lead frames 230BP, 230BN, 231BU, 231BV, 231BW and the power module 210 are electrically connected by soldering. That is, a motor current is supplied from the DC conductor module 230 to the motor 100 via the power module 210 and the AC conductor module 231, and this current is, for example, a large current of 100A.

  Therefore, a structure capable of flowing a large current and relieving stress is connected by, for example, an annealed copper material. Details of this will be described later with reference to FIG. The power module 210 includes relays RY2 and RY3. The relays RY2 and RY3 generate a large amount of heat because, for example, a large current of 100A flows. The power module 210 uses a substrate with excellent heat dissipation, and the relays RY2 and RY3 have a high heat dissipation, so that a small relay can be mounted.

  The substrate of the power module 210 is excellent in heat dissipation. For example, it is conceivable to mount the relay RY1 mounted on the DC conductor module 230 on the power module 210. However, when the relay RY1 is mounted on the power module 210, the electrolytic capacitors C1, C2, C3, C4 and the normal filter NF are also mounted on the power module 210 as described above. As a result, the power module 210 is exposed to a high temperature environment during reflow soldering of mounted components.

  It is known that the electrolytic capacitors C1, C2, C3, and C4 have a significantly reduced life when exposed to a high temperature environment. Therefore, the relay RY1 of this embodiment is mounted on the DC conductor module 230, and the electrolytic capacitors C1, C2, C3, C4 and the relay RY1 are also mounted on the DC conductor module 230, thereby preventing the life deterioration due to reflow soldering. Can do.

  Next, the structure of the DC conductor module 230 of the control device for electric power steering according to the present embodiment will be described with reference to FIGS. FIG. 5 is a perspective view showing the structure of the DC conductor module 230 of the control device for electric power steering according to the embodiment of the present invention, and FIG. 6 is a top view of the bus bar 230B and the mounted components of the DC conductor module 230. FIG. 1 and FIG. 4 indicate the same parts.

  As shown in FIG. 5, the DC conductor module 230 is molded and has holes for inserting terminals of electrical components such as a normal filter NF, electrolytic capacitors C1, C2, C3, C4, and relay RY1 in advance. Is formed. Electrical components are arranged at these positions, and the terminals of the electrical components and the terminals of the bus bar 230B are welded and connected on the upper surface side in the drawing.

  The signal lead frame 230LF and the second resin material 230PD are laminated on the upper surface of the DC conductor module 230 shown in the drawing. The second resin material 230PD is electrically insulated from the bus bar 230B and the signal lead frame 230LF. The DC conductor module 230 is formed with a convex mold portion 230T. Further, the second resin material 230PD and the signal lead frame 230LF are formed with holes for inserting the convex mold portion 230T, and are fixed to the DC conductor module 230 by being fitted into the convex mold portion 230T. . The power supply terminal block 230PC is supplied with current from the battery BA which is a vehicle-mounted power supply.

  As shown in FIG. 6, electrolytic capacitors C2, C3, and C4 store the current supplied from battery BA and supply power to the motor in accordance with the operation of semiconductor switching element SSW shown in FIG. Electrolytic capacitors C2, C3, and C4 are arranged substantially in parallel with P-side bus bar 230BPP in the order of C2, C3, and C4, assuming that the terminals are on the illustrated surface side. The connection between the P-side bus bar 230BPP and the power lead frame 230BP shown in FIG. 4 is made at the P-side connecting portion (DC output terminal) 230BPT, and the connection between the N-side bus bar 230BNN and the power lead frame 230BN shown in FIG. This is done at the side connection (DC output terminal) 230BNT.

  The N-side bus bar 230BNN is branched into a capacitor connection wiring and a wiring to the N-side connection portion 230BNT at the position of the electrolytic capacitor C2. That is, the inductance from the positive electrode side terminal of each electrolytic capacitor to the P side connection portion 230BPT is smaller as the electrolytic capacitor is closer to the P side connection portion 230BPT, whereas from the negative electrode side terminal of each electrolytic capacitor to the N side connection portion 230BNT. The larger the inductance is, the closer the electrolytic capacitor is to the N-side connecting portion 230BNT.

  With this structure, the length of the bus bar connected to each electrolytic capacitor is substantially equal, and each electrolytic capacitor has less inductance variation between the positive and negative terminals, and less variation in output current of each electrolytic capacitor. Therefore, the amount of temperature increase of each electrolytic capacitor is made uniform, and the life deterioration of a specific electrolytic capacitor is prevented. Note that the distance between the bus bars of the branched N-side bus bar 230BNN described above is preferably arranged so as to reduce the mutual inductance in order to balance the inductance.

  Next, the structure of the power module 210 of the control device for electric power steering according to the present embodiment will be described with reference to FIGS. 3 and 7. FIG. 3 is a perspective view showing the structure of the power module 210 of the control device for electric power steering according to the embodiment of the present invention. FIG. 7 is a connection of the power module 210 with the DC conductor module 230 and the AC conductor module 231. FIG. The same reference numerals as those in FIG. 1 indicate the same parts.

  As shown in FIG. 3 and FIG. 7, the power module 210 is mounted with a semiconductor switching element SSW, shunt resistors DR1, DR2, DR3, DR4, etc., and a metal base MP (such as aluminum or copper) for heat dissipation. FIG. 7) is used. As shown in FIG. 7, a heat conductive grease HCG is interposed between the metal base MP and the metal casing 240, and heat generated from a heating element such as the semiconductor switching element SSW is transferred to the metal base MP-heat conductive grease. The heat is dissipated from the metal casing 240 through the HCG.

  A wiring pattern WP is formed on the metal base MP via an insulating layer IM. The wiring pattern WP is obtained by patterning a 105 μm thick copper foil by etching. Further, on the upper surface of the wiring pattern WP, in addition to the semiconductor switching element SSW and the resistor, a jumper lead JL that straddles the wiring patterns is provided. In the power module 210, the degree of freedom of the wiring pattern WP is improved by using the jumper lead JL. That is, the power module 210 is downsized, and the motor control device 200 is downsized.

  Next, the detailed structure of the connection part between the power module 210, the DC conductor module 230, and the AC conductor module 231 is shown. FIG. 7 shows a connection between the power module 210 and the P-side bus bar 230BPP, which is a part of the connection. The P-side bus bar 230BPP and the power lead frame 230BP are connected by TIG welding, and the power module 210 and the power lead frame 230BP are connected by soldering.

  As described above, the power module 210 and the DC conductor module 230 are connected to the metal housing 240. Here, in the power module 210 and the DC conductor module 230, since the mounted components and the flowing current are different, the heat generation amount and the heat radiation path are also different. Therefore, a temperature difference is generated between the power module 210 and the DC conductor module 230, and stress due to the thermal expansion difference is applied to the solder joint portion of the power lead frame 230BP.

  Therefore, there is a possibility that the solder joint between the power module 210 and the power lead frame 230BP may be peeled off. In addition, since a large current of, for example, 100 A flows in the power lead frame 230BP, it is desired to use a thick metal with good conductivity. However, since the thick metal is hard and difficult to bend, the effect of relieving thermal stress is low.

Therefore, the power lead frame 230BP of this embodiment uses a copper material that has been annealed in advance, and uses a bend structure in the lower portion to relieve stress applied to the soldered portion. In order to allow a large current to flow, the cross-sectional area of the power lead frame 230BP is set to 2 mm ² or more. Although the power lead frame 230BP has been described here as an example, all the power lead frames used in the present embodiment are subjected to the same treatment.

  Next, the layout structure of the wiring pattern WP of the power module 210 of the control device for electric power steering according to the present embodiment will be described with reference to FIG. FIG. 8 is a top view showing a layout structure of the wiring pattern WP of the power module 210 of the control device for electric power steering according to the embodiment of the present invention. 3 and 7 indicate the same parts.

  The power module 210 includes six semiconductor switching elements SSW such as MOSFETs. The semiconductor switching element SSW is connected in series to the upper arm and the lower arm for each of the three phases (U phase, V phase, W phase). Ceramic capacitors CC1, CC2, and CC3 are connected in parallel to a semiconductor switching element SSW connected in series to the upper arm and the lower arm.

  The semiconductor switching element SSW generates spike noise due to high-speed operation of conduction and interruption controlled by a control signal. An increase in spike noise causes an increase in surge voltage of the semiconductor switching element SSW. The ceramic capacitors CC1, CC2, and CC3 have an effect of absorbing spike noise generated in each of the three phases (U phase, V phase, and W phase) and suppressing a surge voltage. The surge voltage is obtained by L (di / dt).

  Here, the W phase will be described as an example. L represents the upper arm again from the drain of the semiconductor switching element SSWWP on the upper arm side, through the source of the semiconductor switching element SSWWWN on the lower arm side, and via the ceramic capacitor CC3. This is a closed loop inductance returning to the drain of the semiconductor switching element SSWWP on the side. Further, (di / dt) is a speed of current change when the semiconductor switching elements SSWWP and SSWWW are turned on and off. That is, the surge voltage is generated by reducing the closed loop inductance L.

  When the closed loop is formed by the wiring pattern WP of the power module 210, an eddy current in the opposite direction to the closed loop is induced on the metal base of the power module 210. The eddy current generated in the metal base has the effect of canceling the closed-loop magnetic field and reducing the closed-loop inductance L. The wiring pattern WP of the power module 210 is formed so as to be in close contact with the metal base via a thin insulating layer, so that a large eddy current is obtained and the effect of reducing the inductance L is obtained.

  On the other hand, the electrical wiring of the power module 210 is formed by a jumper lead JL that straddles between the wiring pattern WP and the wiring pattern. The jumper lead JL is separated from the metal base so as to float. For this reason, the configuration including the jumper lead JL in the above-described closed loop reduces the eddy current and reduces the inductance L reduction effect. In this embodiment, in order to form a closed loop without using the jumper lead JL, a dedicated wiring pattern WPWC indicated by hatching in FIG. 8 is provided for the connection of the ceramic capacitor CC3. Hereinafter, although the description regarding the V phase and the W phase is omitted, the same effect can be obtained by using the same structure.

  Next, the radio noise reduction configuration of the control device for electric power steering according to the present embodiment will be described with reference to FIG. FIG. 9 is a circuit diagram showing a circuit configuration of an electric power steering control device according to an embodiment of the present invention. 1 and FIG. 4 indicate the same parts.

  The length of the harness BAN shown in FIG. 9 is about 1 meter. When a noise current described later flows through the harness BAN, radio noise is radiated from the harness BAN. That is, the harness BAN serves as an antenna that emits noise. Therefore, in the present embodiment, various measures are taken to reduce the noise current flowing through the harness BAN as a measure against radio noise.

  First, a path of a noise current that becomes a radio noise source and a method of reducing the noise current will be described. Due to the switching operation of the semiconductor switching element SSW shown in FIG. 9, voltage pulsation occurs on the power supply line. Due to this voltage pulsation, the normal mode noise current (A) shown in FIG. 9A is generated. The normal mode noise current (A) flows from the drain side of the semiconductor switching element SSW through the P-side bus bar 230BPP and the P-side harness BAP, and passes through the N-side harness BAN and the N-side bus bar 230BNN of the bus bar 230B. Follow the path back to the source side. The normal mode noise current (A) flows through the P-side harness BAP and the N-side harness BAN, thereby generating the above-described radio noise.

  Therefore, in this embodiment, the normal filter NF is inserted into the P-side bus bar 230BPP, and the electrolytic capacitor C1 is connected between the P-side bus bar 230BPP and the N-side harness BAN. As a result, the normal mode noise current (A) can be removed from the P-side bus bar 230BPP to the N-side bus bar 230BNN, so that the noise current can be prevented from flowing through the P-side harness BAP and the N-side harness BAN (FIG. 9 (A ′)). That is, the normal filter (coil) NF and the electrolytic capacitor C1 form a filter that prevents normal mode noise current (A) from flowing to the battery harnesses BAP and BAN. The filter formed in this way prevents normal mode noise from flowing out to the harnesses BAP and BAN.

  Further, a common mode noise current (B) is generated by a voltage pulsation generated by the switching operation of the semiconductor switching element SSW. The common mode noise current (B) is a noise current that follows two paths. One is the common mode noise current (B-1) caused by the potential pulsation of the lower arm side source terminal LS of the semiconductor switching element SSW, and the other is the potential pulsation of the upper arm side source terminal HS of the semiconductor switching element SSW. This is the resulting common mode noise current (B-2) (see (B-1) and (B-2) in FIG. 9). Any of the common mode noise currents (B-1) and (B-2) flows through the N-side harness BAN, thereby generating the above-described radio noise.

  Conventionally, a common filter has been mounted at the position indicated by CF in FIG. 9 so that the common mode noise current (B-1) does not flow through the N-side harness BAN. However, since the common filter is a relatively large electronic component, it has been a problem for an electric power steering apparatus that is required to be downsized.

  Therefore, in this embodiment, (1) the N-side bus bar 230BNN and the PCB control ground 225GS (mounted on the control module 220) are electrically connected by the N-side power supply wiring 225N. The impedance of the N-side power supply wiring 225N is smaller than that of the N-side harness BAN. Therefore, the common mode noise current (B-1) flows into the N-side power supply wiring 225N side. (2) The PCB control ground 225GS and the PCB power ground 225GP are electrically connected via the diode 226D. The diode 226D is connected with the direction from the PCB control ground 225GS to the PCB power ground 225GP as the forward direction. Further, (3) the PCB power ground 225GP and the lower arm side source terminal LS are electrically connected by the gate return line GP.

  Due to the connection relationships (1) to (3), the common mode noise current (B-1) follows the current path (B'-1) shown in FIG. That is, the current path of the N side bus bar 230BNN, the PCB control ground 225GS, the diode 226D, the PCB power ground 225GP, the lower arm side source terminal LS, and the N side bus bar 230BNN is traced. Accordingly, it is possible to prevent the common mode noise current (B-1) from flowing into the N-side harness BAN without mounting a common filter, which is a large electronic component, at the CF position. That is, the entire control device can be reduced in size, and the common mode noise current (B-1) can be confined in the metal casing to reduce noise.

  Note that noise that enters the control module 220 from the lower arm side source terminal LS side by passing the diode 226D (with the forward direction as shown) between the PCB control ground 225GS and the PCB power ground 225GP in (2) above. The current can be reduced. Further, it is desirable not to mount a noise countermeasure component such as a common filter or a normal filter between the P-side power supply wiring 225P and the N-side power supply wiring 225N. This is because the noise countermeasure component increases the impedance of the common mode noise path and makes it impossible to confine noise.

  Furthermore, the present embodiment takes various means for reducing voltage pulsation that causes generation of noise current.

  The first main voltage pulsation is a voltage pulsation in which the voltage pulsation due to the switching operation of the semiconductor switching element SSW is transmitted to the PCB control ground 225GS via the PCB power ground 225GP. In the present embodiment, in order to reduce this voltage pulsation, the PCB control ground 225G and the metal casing 240 are short-circuited by the short-circuiting screw 225GG. The second main voltage pulsation is a voltage pulsation in which the voltage pulsation due to the switching operation of the semiconductor switching element SSW is directly transmitted to the N-side bus bar 230BNN. In the present embodiment, in order to reduce this voltage pulsation, the N-side bus bar 230BNN and the metal casing 240 are short-circuited by the short-circuiting screw 230BC.

  In addition to countermeasures against these voltage pulsations, (1) the normal coil NF2 is mounted before the ignition line IGN and the P-side power supply wiring 225P merge, and (2) the metal casing and the metal casing of the motor 100 The body 240 is electrically connected, for example, by screws 100B or the like. As a result, the above-described common mode noise current (B-2) passes through the parasitic capacitance 100C of the motor 100 and then flows to the metal housing 240 through the electrical connection 100B, and the shorting screw 230BC or the shorting screw. Via 225GG, the control module 220 exits to the PCB control ground 225GS and the PCB power ground 225GP, or exits to the N-side bus bar 230BNN (B'-2).

  This is because the impedance from the metal casing of the motor 100 to the N-side bus bar 230BNN of the DC conductor module 230 and the PCB control ground 225GS of the control module 220 is electrically connected to the electrical connection 100B and the metal through a path via the chassis CS and the harness BAN. This is because the distance is lower on the route through the housing 240. That is, common mode noise current (B-2) easily flows through the electrical connection 100B, the metal casing 240, the shorting screw 230BC, the shorting screw 225GG, the PCB control ground 225GS, the diode 226D, and the PCB power ground 225GP. A path is formed. As a result, the common mode noise current (B-2) is prevented from flowing to the harness BAN, and radiation of radio noise from the harness BAN is prevented.

  The normal coil NF2 can be prevented from intruding into the control module 220 from the chassis CS via the ignition line IGN by making the impedance higher than that of the ignition line IGN.

  Next, the assembly at the time of connecting the control module 220, the lead frame 230LF, and the lead frame SLF of the control device for electric power steering according to the present embodiment will be described with reference to FIGS. FIG. 10 is a perspective view showing an assembly structure when the control module 220, the lead frame 230LF, and the lead frame SLF of the control device for electric power steering according to the embodiment of the present invention are connected. The same reference numerals as those in FIG. 1 indicate the same parts.

  The signal lead frame SLF of the power module 210 and the lead frame 230 LF of the DC conductor module are connected to the terminals of the control module 220. The control module 220 is screwed to the metal housing 240. The signal lead frame SLF and the lead frame 230LF are arranged at both ends of the control module 220 in a line along each side. The lead frames arranged in a line can be easily positioned when the lead frame is inserted into the terminal hole of the control module 220, and the assembly can be facilitated. Further, the structure according to the present embodiment can efficiently perform the connection work when the control module 220 and the lead frame are connected by soldering.

  The control module 220 is connected to the column 240T of the metal casing 240 by screws. The power module 210 is also connected to the power module 210 via a signal lead frame SLF soldered to the control module 220. Stress due to thermal expansion of the entire control device and the control module 220 is applied to the soldered portion of the signal lead frame SLF. Therefore, by making the signal lead frame SLF have a bend structure (FIG. 7), the stress of the soldered portion of the signal lead frame SLF can be relieved.

  Next, the assembly of the motor control device 200 and the motor 100 of the control device for electric power steering according to the present embodiment will be described with reference to FIGS. FIG. 11 is a perspective view showing the motor control device 200 and the motor 100 of the control device for electric power steering according to the embodiment of the present invention. The motor control device 200 is configured to hold the motor 100 integrally. The same reference numerals as those in FIG. 1 indicate the same parts.

  The metal casing 240 of the motor control device 200 is electrically and mechanically connected to the motor 100 by screws. Next, the bus bar 231B of the AC conductor module 231 of the motor control device 200 is electrically connected to the three-phase input portion of the motor 100 by screws. Next, the connection portion of the bus bar 231B is closed with a metal shield cover 250M. Finally, the shield cover 250M is fixed to the metal housing 240 with at least one screw. As described above, the motor control device 200 and the motor 100 are assembled.

  In this case, the rotating shaft of the motor 100 is assembled so as to be substantially parallel to the mounting surface of the switching element of the power module. Further, the cylindrical side portion of the motor 100 is disposed adjacent to the power module. However, the cylindrical side portion of the motor 100 is not necessarily arranged so as to be in contact with the power module, and may be arranged with a slight gap. The width of the electric power steering control device in the direction orthogonal to the rotation axis direction of the motor is reduced by adopting the configuration of the present embodiment, so that it is smaller than the cylinder outer diameter of the motor. It became possible until.

  The metal shield cover 250 </ b> M serves as an electrostatic shield that absorbs radiation noise generated from the three-phase input portion of the motor 100. The shield cover 250M absorbs radiation noise of 1 MHz or less and can mainly reduce radiation noise in the smart band (135 kHz).

  Next, a system configuration using the electric power steering control device according to the present embodiment will be described with reference to FIG. FIG. 12 is a system configuration diagram showing the configuration of the electric power steering using the electric power steering control device according to the embodiment of the present invention. The electric power steering is mounted on the vehicle. This vehicle includes all vehicles having a steering wheel such as a passenger car, a truck, and a work vehicle.

  When the steering ST is rotated, the rotational driving force is decelerated by the manual steering gear STG via the rod RO, transmitted to the left and right tie rods TR1, TR2, and transmitted to the left and right wheels WH1, WH2. Steer the wheels WH1, WH2.

  The motor 100 according to the present embodiment is attached in the vicinity of the rod RO, and transmits the driving force to the manual steering gear STG via the gear GE. A torque sensor TS is attached to the rod RO, and a rotational driving force (torque) applied to the steering ST is detected.

  The control device 200 calculates a target torque of the motor 100 based on the output of the torque sensor TS and the output of a vehicle speed sensor (not shown) of the vehicle. In this calculation, the target torque of the motor 100 may be calculated in consideration of the rotation speed and the rotation acceleration of the motor 100, and this allows more optimal or excellent control of feeling. In addition, the temperature and current value of the motor 100 are detected from the safety aspect, and the energization current to the motor 100 is controlled so that the current value as the output torque of the motor 100 becomes a current value corresponding to the target torque. The power supply for the control device 200 and the motor 100 is supplied from the battery BA.

  In the above configuration, the torque sensor and the motor 100 for assisting the torque are placed in the portion of the steering column immediately below the steering wheel. However, the rack type power steering equipped with the motor 100 in the vicinity of the rack and pinion gear. However, the motor control device 200 including the motor 100 of the present embodiment and the above-described inverter can be used as it is.

  As mentioned above, the invention made by the present inventor has been specifically described based on the embodiment. However, the present invention is not limited to the above embodiment, and various modifications can be made without departing from the scope of the invention. Needless to say.

  For example, in the present embodiment, as shown in FIG. 6, the N-side bus bar 230BNN branches into a capacitor connection wiring and a wiring to the N-side connection portion 230BNT at the position of the electrolytic capacitor C2, and the positive and negative ends of each electrolytic capacitor Although the inductance variation between the elements is reduced, as shown in FIG. 13, the P-side bus bar 230BPP may be branched at the position of the electrolytic capacitor C2.

  Next, another configuration for reducing radio noise of the electric power steering control device according to the present embodiment will be described with reference to FIGS. The same reference numerals as those in FIG. 9 denote the same parts. FIG. 14 shows a configuration for countermeasures against radio noise caused by a sensor, such as a torque sensor.

  In order to prevent sensor malfunction due to noise, the torque sensor TS has a configuration in which a sensor internal circuit and a metal casing of the torque sensor TS are connected by a capacitor TCC and noise is dropped to the chassis CS. However, since the capacitor TCC resonates at a specific frequency due to the inductance of the signal line of the torque sensor TS, the inductance of the ground line TSL, etc., noise current at the resonance frequency passes through the chassis CS. As described above, the noise current that has passed through the chassis CS radiates strong noise by wrapping around the other harness.

  FIG. 14 shows the configuration of the countermeasure against resonance noise of the torque sensor TS using the shielded cable TSC. The shielded cable TSC has a structure in which the signal line of the torque sensor and the ground line TSL are covered with a metal mesh. As shown in the figure, the metal mesh includes a metal casing of the torque sensor TS and a metal casing of the motor control device 200. Is electrically connected. With the above configuration, the resonance noise that has passed through the capacitor TCC returns to the motor control device 200 through the metal mesh of the shielded cable TSC that is a lower impedance path than that that passes through the chassis CS. Suppress wraparound.

  Further, due to the electrostatic shielding effect of the metal mesh, radiation noise due to potential pulsation generated in the signal line of the torque sensor TS and the ground line TSL can be suppressed. In the present embodiment, the shielded cable TSC has been described as an example, but other configurations may be used as long as a low impedance path is provided. For example, instead of the shielded cable TSC, a harness that electrically connects the metal casing of the torque sensor TS and the metal casing of the motor control device 200 may be used. A coaxial line may be used.

  FIG. 15 shows another configuration for the resonance noise of the torque sensor TS. In the illustrated countermeasure, instead of the shielded cable TSC shown in FIG. 14, for example, a signal line or ground line TSL of the torque sensor TS is wound around a ferrite core to increase the inductance of the signal line or ground line. Since the inductance has a larger impedance as the frequency becomes higher, the resonance noise itself becomes difficult to flow, and radiation noise can be reduced. Further, as long as the inductance of the torque sensor TS is increased, a magnetic material or an inductance element may be used in addition to the countermeasure using the ferrite core. Further, a chip inductor or the like may be mounted on the control module 220 of the motor control device 200.

  FIG. 16 shows another configuration of the resonance noise countermeasure for the torque sensor TS. In the illustrated countermeasure, for example, a damping resistor is inserted in series with the capacitor TCC which is a resonance source. The resonance noise consumes energy by the damping resistor TCR when passing through the capacitor TCC, so that the radiation noise is reduced. In addition to the damping resistor TCR, an inductance element may be used to shift the resonance noise frequency to the low frequency side.

  FIG. 17 shows another configuration of a filter that can reduce normal mode noise. The filter shown in FIG. 9 includes a normal filter NF and an electrolytic capacitor C1. In the configuration shown in FIG. 17, the electrolytic capacitor C1 is removed, and a ceramic capacitor 225C is mounted between the P-side power supply wiring 225P and the N-side power supply wiring 225N of the control module 220 instead. The ceramic capacitor 225 </ b> C needs a sufficiently large capacity, but the electrolytic capacitor C <b> 1 can be reduced, and the DC conductor module 230 can be downsized.

According to the present embodiment described above, the following operational effects can be obtained.
(1) A power module (power board) on which a switching element for driving a motor is mounted and a control module (control board) for transmitting a control signal to the switching element to control switching of the switching element are arranged to face each other. A DC conductor module having a bus bar and having a smoothing capacitor attached to the bus bar is arranged between the power module and the control module. Thereby, miniaturization of the control device for electric power steering and miniaturization of the electric power steering device can be realized.

(2) The power module is provided with a DC input terminal to which a DC power lead frame is attached at one end, and an AC output terminal to which an AC power lead frame is attached at the other end. The bus bar of the DC conductor module has an input terminal from the power source at one end and a DC output terminal at the other end, and the smoothing electrolytic capacitor is between the input terminal and the DC output terminal of the bus bar. It was made to attach to. The bus bars of the power module and the DC conductor module are arranged to face each other by connecting the DC input terminal of the power module and the DC output terminal of the bus bar via the power lead frame.

  With such a configuration, the smoothing electrolytic capacitor can be provided in the DC conductor module without being provided in the power module. The power module mounts various components in a soldering reflow process. On the other hand, electrolytic capacitors are vulnerable to heat. However, in this embodiment, the smoothing electrolytic capacitor is provided in the DC conductor module without being provided in the power module. In the manufacture of the DC conductor module, the soldering reflow process is not performed, for example, the electrolytic capacitor is attached by welding. Thereby, it is possible to prevent the life of the electrolytic capacitor from deteriorating due to the heat of the reflow process when soldering.

  Further, the electrolytic capacitors can be arranged in a line from the input terminal of the bus bar to the DC output terminal by the configuration as described above. Thereby, it becomes easy to arrange | position a DC conductor module so that it may not interfere with the tall components of a power module.

(3) The power module has a region for mounting tall components such as a relay (relay) or jumper lead provided between the AC output terminal and the switching element, and a short component such as a semiconductor switching element SSW or a shunt resistor. Is divided into areas for mounting, that is, areas where tall components are not mounted. The smoothing capacitor attached to the bus bar of the DC conductor module is arranged so as to come to the region side where the tall component is not mounted. Thereby, the tall components of the power module and the DC conductor module are arranged so as not to interfere with each other, and the electric power steering control device can be reduced in size.

(4) As described above, the smoothing electrolytic capacitor is fixed to the bus bar of the DC conductor module by welding. As a result, the smoothing electrolytic capacitor can achieve a long life without being affected by high heat during reflow soldering.

(5) On the power module, an upper arm switching element and a lower arm switching element constituting each of the three phases are connected in series, and a capacitor is connected in parallel to the two switching elements connected in series. A small closed loop was formed. Wiring at this time is performed by printed wiring on the power module substrate. Since this printed wiring forms a closed loop so as to be in close contact with the substrate of the power module without using a jumper lead, an eddy current in a direction opposite to the closed loop is greatly induced in the metal base of the power module. The eddy current generated in the metal base has the effect of canceling the closed-loop magnetic field and reducing the closed-loop inductance L. Thereby, a surge voltage is reduced and spike noise is reduced.

(6) A pair of lead groups in which a plurality of signal system lead frames that exchange control signals between the control module and the power module are respectively disposed along the other side facing one side of the power module. I did it. As a result, first, the lead frames arranged in a line along one side are inserted into the terminal holes provided along one side of the control module, and then arranged in a line along the other side. The lead frame can be inserted into a terminal hole provided along the other side of the control module. As a result, the positioning of the lead frame and the terminal hole is easy, the assemblability can be facilitated, and the connection work when connecting by soldering can be performed efficiently.

(7) The control module is held by a metal support column erected from a metal casing that holds the power module. The signal lead frame that is connected to exchange signals between the control module and the power module is made of metal, and the members that hold the control module are also made of metal posts. Thereby, there is no great difference in thermal expansion or the like, and the reliability of electrical connection between the control module and the power module can be improved.

(8) The power supply lead frame (terminal) and the signal lead frame (terminal) are provided with a bend-shaped (U-shaped) stress relaxation portion as shown in FIG. Stress is applied to the soldered portions of the power supply lead frame (terminal) and the signal lead frame (terminal) due to thermal expansion of the entire control device and the control module. However, by adopting the configuration as described above, the stress can be relaxed and the connection reliability can be improved.

(9) An annealing material is used for the power supply system lead terminal in addition to the stress relaxation portion. This realizes further relaxation of stress and enhances the reliability of the connecting portion.

(10) The motor rotating shaft is assembled so as to be substantially parallel to the mounting surface of the switching element of the power module. Further, the motor is assembled so that the cylindrical side portion of the motor is disposed adjacent to the power module. Thereby, it can be made compact as the whole electric power steering device.

(11) The electric power steering control device of the present embodiment can be made smaller than the cylinder outer diameter of the motor in the width in the direction orthogonal to the rotation axis direction of the motor.

(12) The operational effects of the control device for electric power steering according to the present embodiment will be described with slightly different expressions. A wiring portion for supplying a direct current supplied from a power source to a switching element, wherein a molded bus bar portion provided with a smoothing capacitor is disposed between the power module and a control module disposed opposite to the power module. Arranged in a loft. Thereby, the whole motor control apparatus can be reduced in size.

  The molded bus bar is reduced in size by mounting the phase relay on the power module. In addition, the power module is reduced in area by relay mounting due to the hollow wiring by jumper leads. The relays and jumper leads mounted on the power module and the components mounted on the molded bus bar (smoothing capacitors, etc.) are large, but the mold bus bar is placed in a loft to prevent interference between the components. Avoid and be shortened. The loft shape mentioned here is a structure in which the power module and the control module have a two-story structure, and the mold bus bar part is provided on the middle second floor in the middle so that it projects over a part rather than over the entire surface. I mean.

  Further, the parts mounted on the control module are reduced in size by custom IC, so that the control module mounting area is also reduced. Since the vehicle mounting area of electric power steering is narrow and it is required to flexibly support a wide range of vehicle mounting positions, it is important to reduce the size.

  Further, in the above embodiment, the life of the electrolytic capacitor, which is a deteriorated part, can be extended, and the noise can be reduced with respect to radio noise, and a highly reliable electric power steering can be obtained.

  Further, in the above-described embodiment, the electric power steering is easy to manufacture, and the manufacturing workability is excellent. In the manufacturing process, it has a structure that can use machines and instruments for automatically connecting the wiring terminals of the electric circuit inside the device to be manufactured, and the circuit element of the product to be manufactured considers the connection work. It must be arranged. In the above embodiment, the structure and the arrangement of the circuit elements are suitable for mechanization of manufacturing work.

  Note that the present invention is not limited to the configurations in the above-described embodiments as long as the characteristic functions of the present invention are not impaired.

1 is an exploded perspective view showing the structure of an electric power steering control device according to an embodiment of the present invention. The side view which shows the structure of the power module, DC conductor module, and control module of the control apparatus for electric power steering by one Embodiment of this invention The perspective view which shows the structure of the power module of the control apparatus for electric power steering by one Embodiment of this invention. The circuit diagram which shows the circuit structure of the control apparatus for electric power steering by one Embodiment of this invention. The perspective view which shows the structure of the DC conductor module of the control apparatus for electric power steering by one Embodiment of this invention The figure which looked at the bus bar and mounting component of the DC conductor module of the control apparatus for electric power steering by one Embodiment of this invention from the top. Sectional drawing which shows the connection of the power module, DC conductor module, and AC conductor module of the control apparatus for electric power steering by one Embodiment of this invention The top view which shows the layout structure of the wiring pattern of the power module of the control apparatus for electric power steering by one Embodiment of this invention The circuit diagram which shows the circuit structure of the control apparatus for electric power steering by one Embodiment of this invention. The perspective view which shows the assembly structure at the time of connection of the control module and lead frame of the control apparatus for electric power steering by one Embodiment of this invention The perspective view which shows the motor control apparatus and motor of the control apparatus for electric power steering by one Embodiment of this invention The system block diagram which shows the structure of the electric power steering using the control apparatus for electric power steering by one Embodiment of this invention. Top view showing another DC conductor module configuration Circuit diagram showing other noise countermeasure configurations Circuit diagram showing other noise countermeasure configurations Circuit diagram showing other noise countermeasure configurations Circuit diagram showing other noise countermeasure configurations

Explanation of symbols

DESCRIPTION OF SYMBOLS 100 ... Motor, 156 ... Resolver, 200 ... Motor controller, ST ... Steering, RO ... Rod, STG ... Manual steering gear, TR1 ... Tie rod, TR2 ... Tie rod, WH1 ... wheel, WH2 ... wheel, GE ... gear, TS ... torque sensor, BA ... battery, 210 ... power module, SSW ... semiconductor switching element, CC1, ..Ceramic capacitor, CC2 ... Ceramic capacitor, CC3 ... Ceramic capacitor, RY2 ... Relay, RY3 ... Relay, DR1 ... Shunt resistor, DR2 ... Shunt resistor, DR3 ... Shunt Resistance, DR4 ... Shunt resistance, 220 ... Control module, 220C ... Signal connector, 222 ... CPU, 224 ... driver circuit, 224A ... custom IC (ASIC), AP1 ... amplifier, AP2 ... amplifier, AP3 ... amplifier, AP4 ... amplifier, 230 ... DC conductor module, 230B ... bus bar, 230BP ... power lead frame, 230BN ... power lead frame, 231 ... AC conductor module, 231B ... bus bar, 231BU ... power lead frame, 231BV ... Power lead frame, 231BW ... Power lead frame, 230PC ... Power supply terminal block, 230PD ... Second resin material, 230LF ... Lead frame, 230T ... Convex mold part, 231SC ...・ Motor terminal block, SLF ... Signal lead frame, 230BDC ..Power lead frame, 230BAC: Power lead frame, C1 ... Electrolytic capacitor, C2 ... Electrolytic capacitor, C3 ... Electrolytic capacitor, C4 ... Electrolytic capacitor, RY1 ... Relay, NF ..Normal filter, 240 ... Metal housing, 230BPP ... P side bus bar, BAP ... P side harness, BAN ... N side harness, 230BNN ... N side bus bar, LS ... Lower arm side source terminal, HS ... Upper arm side source terminal, CF ... Common filter mounting position, 225P ... P side power supply wiring, 225N ... N side power supply wiring, 225GS ... PCB control ground GP ... gate return line, 225GP ... PCB power ground, 226D ... diode, 225GG ... screw for short circuit, 30BC ... Short-circuiting screw, UVW ... three-phase wire, 100C ... parasitic capacitance, CS ... chassis, IGN ... ignition line, NF2 ... normal coil, 100B ... electrical connection , 250 ... Cover, JL ... Jumper lead, MP ... Metal base, HCG ... Thermal conductive grease, IM ... Insulating layer, WP ... Wiring pattern, 240P ... Heat dissipation surface, 240T ... support, 240F ... fin, 230BPT ... P side connection, 230BNT ... N side connection, A1 ... area, A2 ... area, 100C ... parasitic capacitance, TCC ... Capacity, TSC ... Shielded cable, TSL ... Torque sensor line, FC ... Ferrite core, TCR ... Damping resistor, 225C ... Ceramic Click capacitor

Claims (14)

A control device for electric power steering that integrally holds an electric motor,
A power board on which a switching element for driving the electric motor is mounted;
A control board that is disposed opposite to the power board, transmits a control signal to the switching element, and controls switching of the switching element;
A direct current is supplied from a power source, and a direct current system conductor for supplying the direct current to the switching element;
A smoothing capacitor electrically connected to the direct current system conductor;
The direct current system conductor and the smoothing capacitor are disposed between the power board and the control board ,
The power board has a DC input terminal at one end and an AC output terminal at the other end,
The DC current system conductor includes an input terminal from a power source at one end, and a DC output terminal at the other end.
The smoothing capacitor is attached to the DC current system conductor between the input terminal and the DC output terminal of the DC current system conductor,
The power board and the DC current system conductor are arranged to face each other by connecting the DC input terminal of the power board and the DC output terminal of the DC current system conductor via a power supply system lead terminal. An electric power steering control device. In the control device for electric power steering according to claim 1,
The control device for electric power steering, wherein the DC current system conductor is a plate-like conductor and is molded with resin. In the control device for electric power steering according to claim 1 ,
The power board is divided into a region where a tall component including a relay provided between the AC output terminal and the switching element is mounted, and a region where the tall component is not mounted,
The control device for electric power steering, wherein the DC current system conductor is arranged so that the smoothing capacitor attached to the DC current system conductor comes to a region side where the tall component is not mounted. In the control device for electric power steering according to claim 3 ,
The control device for electric power steering, wherein the smoothing capacitor is an electrolytic capacitor, and is fixed to the direct current system conductor by welding. In the control device for electric power steering according to claim 1 ,
The power board is divided into a region where a tall component including a jumper lead used for connection between a plurality of switching elements constituting three phases is mounted, and a region where the tall component is not mounted,
The control device for electric power steering, wherein the DC current system conductor is arranged so that the smoothing capacitor attached to the DC current system conductor comes to a region side where the tall component is not mounted. In the control device for electric power steering according to claim 5 ,
On the power board, two switching elements connected in series constituting each of the three phases and a capacitor provided in parallel to the two switching elements are closely attached to the power board without the jumper leads. Connect to form a loop by wiring to
A control device for electric power steering, wherein a metal member is provided in contact with a surface opposite to a surface on which the switching element of the power board is mounted. In the control device for electric power steering according to claim 1,
Provide a plurality of signal system lead terminals for sending and receiving control signals between the control board and the power board,
The control device for electric power steering, wherein the plurality of signal system lead terminals are a pair of leads arranged respectively along the other side facing the one side of the power board. In the control device for electric power steering according to claim 7 ,
The control board for electric power steering is characterized in that the control board is held by a metal support erected from a member for holding the power board. In the control device for electric power steering according to claim 1 or 7 ,
A control device for electric power steering, wherein a stress relaxation portion is provided in the power supply system lead terminal or the signal system lead terminal. In the control device for electric power steering according to claim 1 ,
The power supply system lead terminal is made of an annealed material and further provided with a stress relieving part. Control device for electric power steering according to any one of claims 1 to 10 ,
An electric power steering device comprising: an electric motor integrally held by the electric power steering control device. The electric power steering apparatus according to claim 11 ,
An electric power steering apparatus characterized in that a rotating shaft of the electric motor is substantially parallel to a mounting surface of the switching element of the power board. The electric power steering apparatus according to claim 12 ,
An electric power steering apparatus, wherein a cylindrical side portion of the electric motor is disposed adjacent to the power board. The electric power steering apparatus according to any one of claims 11 to 13 ,
The electric power steering apparatus according to claim 1, wherein a width of the electric power steering control device in a direction orthogonal to a rotation axis direction of the electric motor is smaller than a cylindrical outer diameter of the electric motor.

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