Integrated electromechanical unit

Abstract

In integrated electromechanical units, worker safety is ensured. [Solution] The electromechanical unit comprises a motor, an electrical circuit unit electrically connected to the motor, and a case housing the motor and the electrical circuit unit. The case is provided with a service hole configured to allow external access to the electrical circuit unit. The electromechanical unit includes a service cover that covers the service hole and is fixed to the case using fastening members. The electromechanical unit includes a first connector on which a second connector of a power cable supplying power to the electrical circuit unit is detachably connected. The electromechanical unit is mounted on a vehicle by a mount. When mounted on a vehicle, at least a portion of the fastening members is located in the part of the case facing the mount.

Description

Technical Field

[0001] The technology disclosed in this specification relates to an electromechanical unit.

Background Art

[0002] Patent Document 1 discloses an electromechanical unit mounted on a vehicle. This electromechanical unit includes a case having a service hole and a service cover covering the service hole. The service cover is detachably fastened to the case. Also, a connector for a power cable for power supply is detachably attached to the electromechanical unit.

[0003] A clip portion is formed on the service cover. The clip portion engages with a connector attached to the case. Thus, the service cover cannot be removed from the case unless the connector is removed from the case. Therefore, when removing the service cover from the case, the power supply to the electromechanical unit can be surely cut off.

Prior Art Documents

Patent Documents

[0004]

Patent Document 1

Summary of the Invention

Problems to be Solved by the Invention

[0005] In the technology of Patent Document 1, the shapes of the service cover and the connector become complicated. There is a problem that the manufacturing cost increases.

Means for Solving the Problems

[0006] The technology disclosed herein is embodied in a mechatronic unit mounted in a vehicle. In a first embodiment, the mechatronic unit comprises a motor, an electrical circuit unit electrically connected to the motor, and a case housing the motor and the electrical circuit unit. The case is provided with a service hole configured to allow external access to the electrical circuit unit. The mechatronic unit includes a service cover that covers the service hole and is secured to the case using fasteners. The mechatronic unit includes a first connector on which a second connector for a power cable supplying power to the electrical circuit unit is detachably configured. The mechatronic unit is mounted in a vehicle by a mount. In the vehicle-mounted state, at least a portion of the fasteners is located in the portion of the case facing the mount.

[0007] According to the above configuration, when the electromechanical unit is mounted on a vehicle, it becomes difficult for a tool to access the fastening members to release them. Therefore, in order to remove the service cover, it is necessary to remove the electromechanical unit from the vehicle. And in order to remove the electromechanical unit from the vehicle, it is necessary to disconnect the second connector of the power cable from the first connector. This ensures that the power supply to the electromechanical unit is always cut off when the service cover is removed. This makes it possible to ensure worker safety without complicating the mounting structure of the service cover. [Brief explanation of the drawing]

[0008] [Figure 1] A diagram schematically showing the configuration of Vehicle 1 in the embodiment. [Figure 2] Skeleton diagram of the electromechanical unit 3. [Figure 3] Side view of the electromechanical unit 3. [Figure 4] Side view of the electromechanical unit 3. [Figure 5] Rear view of the electromechanical unit 3. [Figure 6] Enlarged view of the area near service hole 7h. [Modes for carrying out the invention]

[0009] In a second aspect of this technology, in the first aspect, the fastening member may be positioned such that, when mounted on a vehicle, a tool for releasing the fastening member cannot access it due to interference with the mount.

[0010] According to the above configuration, when the electromechanical unit is mounted on a vehicle, the mount prevents tools from accessing the fastening members.

[0011] In a third aspect of this technology, in the first or second aspect, the second connector may be located on the trajectory of the movement of the electromechanical unit when the electromechanical unit is removed from the vehicle while mounted on the vehicle.

[0012] According to the above configuration, the electromechanical unit cannot be removed from the vehicle until the second connector has been removed. Therefore, when the electromechanical unit is removed, the power supply to the electromechanical unit can always be shut off.

[0013] In a fourth aspect of this technology, in the third aspect, the electromechanical unit may be configured to be detached from the vehicle downward in the vertical direction of the vehicle. When mounted on the vehicle, the second connector may be located below the first connector in the vertical direction of the vehicle.

[0014] According to the above configuration, the electromechanical unit cannot be removed downward in the vertical direction of the vehicle unless the second connector is removed downward in the vertical direction of the vehicle first.

[0015] In the fifth aspect of the present technology, in any of the first to fourth aspects, the case may have a configuration divided into a first case that houses the motor and a second case that houses the electric circuit unit. In the vehicle-mounted state, the second case may be arranged in the vehicle front-rear direction with respect to the first case. In the vehicle-mounted state, the mount may be fixed to the first case and extend to a position facing the fastening member.

[0016] According to the above configuration, compared with the case where the second case is arranged above the first case, the height of the electromechanical integrated unit can be reduced. Thereby, it becomes possible to increase the packaging freedom of the vehicle.

Embodiment

[0017] Hereinafter, a drive device mounted on a vehicle will be described with reference to the drawings. Here, each direction in some of the drawings conforms to the direction of the vehicle. The direction FR indicates the front in the vehicle front-rear direction, and the direction RR indicates the rear in the vehicle front-rear direction. Also, the direction LH indicates the left in the vehicle left-right direction, and the direction RH indicates the right in the vehicle left-right direction. And the direction UP indicates the upper side in the vehicle up-down direction, and the direction DW indicates the lower side in the vehicle up-down direction.

[0018] (Configuration of Vehicle 1) FIG. 1 shows the configuration of vehicle 1. Note that vehicle 1 is a vehicle having at least a rotary electric machine as one of the drive sources, and may be, for example, an electric vehicle, a hybrid vehicle, or a fuel vehicle.

[0019] Vehicle 1 includes a battery pack 2 mounted below the floor and a pair of electromechanical integrated units 3. The battery pack 2 supplies power to each of the pair of electromechanical integrated units 3. One of the pair of electromechanical integrated units 3 drives the front wheels FW using the supplied power, and the other of the pair of electromechanical integrated units 3 drives the rear wheels RW using the supplied power. Although vehicle 1 is exemplified as a four-wheel drive vehicle, it may be a two-wheel drive vehicle equipped with only one of the pair of electromechanical integrated units 3. The pair of electromechanical integrated units 3 has a common structure. Hereinafter, the pair of electromechanical integrated units 3 will be described without distinction.

[0020] The electromechanical integrated unit 3 includes a motor 4, a transmission device 5, an electric circuit unit 6, and a case 7. The motor 4, the transmission device 5, and the electric circuit unit 6 are housed in the case 7. The electric circuit unit 6 is disposed at a position adjacent to the motor 4 and the transmission device 5 in the longitudinal direction of the vehicle (in this example, the rear of the vehicle). The electric circuit unit 6 converts the power supplied from the battery pack 2 from DC to AC and supplies it to the motor 4. The motor 4 generates a driving force based on the AC power supplied from the electric circuit unit 6. The transmission device 5 distributes the driving force generated by the motor 4 to the left and right wheels after torque amplification.

[0021] (Internal Configuration of Electromechanical Integrated Unit 3) FIG. 2 shows a skeleton diagram of the electromechanical integrated unit 3 including the motor 4 and the transmission device 5 housed in the case 7. In this example, the motor 4 is disposed on the right side within the case 7, and the transmission device 5 is disposed on the left side within the case 7. Instead of this example, the transmission device 5 may be disposed on the right side within the case 7, and the motor 4 may be disposed on the left side within the case 7. Hereinafter, for convenience of explanation, the names of the components may include the left-right direction, but such designations do not limit the positions of the components.

[0022] The motor 4 comprises a stator core 12, a rotor 14, and an output shaft 16. The stator core 12 is fixed to the case 7. The rotor 14 is supported by the case 7 so as to be rotatable around the rotation axis of the motor 4. The output shaft 16 is connected to the rotor 14 and rotates together with the rotor 14. The output shaft 16 is hollow and has a through hole 18 that extends along the rotation axis direction of the rotating electric machine 10.

[0023] The transmission device 5 comprises a planetary gear section 20 and a differential gear 30. The planetary gear section 20 reduces the rotation of the output shaft 16 of the motor 4. The differential gear 30 distributes the driving force of the motor 4 transmitted via the planetary gear section 20 to the right wheel 8 and the left wheel 9. The motor 4, the planetary gear section 20, and the differential gear 30 are arranged coaxially. Note that the configuration of the transmission device 5 described below is just one example, and other types of configurations can be adopted as appropriate.

[0024] The planetary gear section 20 comprises a sun gear 22, a plurality of stepped pinion gears 24, a ring gear 26, and a carrier 28. The sun gear 22 is connected to the output shaft 16 of the motor 4 and rotates together with the output shaft 16. Each of the plurality of stepped pinion gears 24 has a large-diameter pinion gear P1 and a small-diameter pinion gear P2 which is smaller in diameter than the large-diameter pinion gear P1. The large-diameter pinion gear P1 meshes with the sun gear 22. The small-diameter pinion gear P2 meshes with the ring gear 26. The ring gear 26 is fixed to the case 7. The carrier 28 rotatably supports each of the plurality of stepped pinion gears 24. Thus, in the planetary gear section 20, the sun gear 22 is the input element, the ring gear 26 is the reaction element, and the carrier 28 is the output element.

[0025] The differential gear 30 comprises a differential case 31 and a differential gear mechanism 32. The differential case 31 is supported by the case 7 so as to be rotatable around the rotation axis of the motor 4. The differential case 31 is connected to the carrier 28 of the planetary gear section 20 and rotates together with the carrier 28. The differential gear mechanism 32 is housed inside the differential case 31.

[0026] The differential gear mechanism 32 comprises a pinion shaft 33, a pair of differential pinion gears 34 and 35, a right-side gear 36, and a left-side gear 37.

[0027] The pinion shaft 33 is connected to the differential case 31 and rotates together with the differential case 31. The pinion shaft 33 extends inside the differential case 31 in a direction perpendicular to the rotation axis of the motor 4. Each of the pair of differential pinion gears 34 and 35 is supported on the pinion shaft 33 so as to be rotatable around the axis of the pinion shaft 33. The right side gear 36 is a component that outputs driving force to the right wheel 8 and meshes with each of the pair of differential pinion gears 34 and 35. The left side gear 37 is a component that outputs driving force to the left wheel 9 and meshes with each of the pair of differential pinion gears 34 and 35.

[0028] The electromechanical unit 3 further includes an intermediate shaft 40, a right drive shaft 50 connected to the right wheel 8, and a left drive shaft 60 connected to the left wheel 9.

[0029] The intermediate shaft 40 extends through the through hole 18 of the output shaft 16 along the rotation axis of the motor 4. The left end of the intermediate shaft 40 is connected to the right side gear 36 of the differential gear 30, and the right end of the intermediate shaft 40 is connected to the right drive shaft 50.

[0030] The right drive shaft 50 has a drive shaft inboard 52, an intermediate drive shaft 54, and a drive shaft outboard 56. The driving force output by the right side gear 36 is transmitted to the right drive shaft 50 via the intermediate shaft 40. The left drive shaft 60 has a drive shaft inboard 62, an intermediate drive shaft 64, and a drive shaft outboard 66. The driving force output by the left side gear 37 is transmitted to the left drive shaft 60.

[0031] As described above, the motor 4 and the transmission device 5 are arranged coaxially. This reduces the vertical size of the case 7 housing the motor 4 and the transmission device 5. As a result, the case 7 is positioned so that, when viewed from the left-right direction of the vehicle, it fits within the range of the corresponding front wheel FW and rear wheel RW. Consequently, as shown in Figure 1, for example, the front of the vehicle 1 offers greater flexibility in the placement of various mechanical components (e.g., radiator and air conditioning control system), allowing for a larger user space. Furthermore, at the rear of the vehicle 1, for example, a larger trunk space can be secured. Additionally, a wider range of rear seat reclining angles can be achieved.

[0032] (External structure and mounting structure of the electromechanical unit 3) Figures 3 and 4 show a side view of the mechatronics unit 3. Figure 5 shows a rear view of the mechatronics unit 3. Figure 3 shows the state in which the first mount 110 to the third mount 130 are not attached. Figures 4 and 5 show the state in which the first mount 110 to the third mount 130 and the second connector 142 are attached. In other words, Figure 3 shows the state in which the mechatronics unit 3 is not mounted on a vehicle and exists as a standalone unit. Figures 4 and 5 show the state in which the mechatronics unit 3 is mounted on a vehicle. In Figures 3 and 5, the motor 4, transmission device 5, and electrical circuit unit 6 housed inside are shown by dotted lines. In Figure 4, the first connector 141, second connector 142, service cover 131, fastening members 132a and 132b, which are hidden by the first mount 111, are also shown by dotted lines.

[0033] Case 7 has a first side 7s1 and a second side 7s2. When mounted on a vehicle, the first side 7s1 is the right side of the vehicle, and the second side 7s2 is the left side of the vehicle. Case 7 is divided into a first case 7A and a second case 7B. The first case 7A is a case that houses the motor 4 and the transmission device 5. The second case 7B is a case that houses the electrical circuit unit 6. When mounted on a vehicle, the second case 7B is positioned in the rearward direction relative to the first case 7A. The first case 7A is provided with a shaft hole 7a. The shaft (not shown) of the motor 4 protrudes from the shaft hole 7a.

[0034] As shown in Figure 3, the first case 7A is provided with a service hole 7h. In Figure 3, the service hole 7h is shown by a dotted line. The service hole 7h is covered by a service cover 131. The service cover 131 is fixed to the first case 7A by fastening members 132a and 132b. Bolts are an example of fastening members 132a and 132b.

[0035] Figure 6 shows an enlarged view of the vicinity of the service hole 7h. In Figure 6, the service cover 131 is shown in a removed state. The area where the service cover 131 is located is indicated by a dotted line. Fastening holes 133a and 133b are located near the service hole 7h. Fastening members 132a and 132b are fastened to fastening holes 133a and 133b, respectively. Inside the service hole 7h are the terminal block 6T and motor terminals 4u, 4v, and 4w. Motor terminals 4u, 4v, and 4w are terminals drawn from the motor 4. Unit terminals 6u, 6v, and 6w drawn from the electrical circuit unit 6 are located on the terminal block 6T. In other words, the terminal block 6T constitutes part of the electrical circuit unit 6.

[0036] During the assembly of the electromechanical unit 3, the worker accesses the terminal block 6T through the service hole 7h. Then, the motor terminals 4u, 4v, and 4w are fixed to the unit terminals 6u, 6v, and 6w, respectively, using bolts 134. In other words, the electrical circuit unit 6 is accessible from the outside through the service hole 7h.

[0037] As shown in Figure 3, a plurality of first connectors 141 are provided on the first side surface 7s1 of the second case 7B. The first connectors 141 are male PN connectors. The first connectors 141 have pins 141p that protrude downward toward the vehicle.

[0038] As shown in Figure 4, the second connector 142 is detachably connected to the first connector 141. The second connector 142 is a female PN connector. The second connector 142 has a socket that engages with pin 141p. When mounted in a vehicle, the second connector 142 is located below the first connector 141 in the vehicle's vertical direction. Therefore, the direction for attaching and detaching the second connector 142 is the vehicle's vertical direction, as indicated by arrow A1. The second connector 142 is connected to a power cable 143. The power cable 143 is a cable that supplies power from a battery (not shown) to the electrical circuit unit 6.

[0039] As shown in Figure 3, a plurality of bosses 7b and ribs 7r are arranged on the first side surface 7s1 of the first case 7A. The plurality of bosses 7b have a substantially cylindrical shape and protrude in the vehicle width direction. The plurality of bosses 7b are connected to each other by ribs 7r. The bosses 7b and ribs 7r may be integrally formed with the first case 7A by casting.

[0040] As shown in Figures 4 and 5, when the electromechanical unit 3 is mounted on a vehicle, the case 7 is fitted with a first mount 111, a second mount 112, and a third mount 113. These three mounts allow the electromechanical unit 3 to be fixedly supported on the vehicle 1. The direction in which the electromechanical unit 3 is attached to and detached from the vehicle 1 is the vertical direction of the vehicle, as indicated by arrow A1. Therefore, when removing the electromechanical unit 3 from the vehicle 1, it is removed downwards in the vertical direction of the vehicle. Each mount will be described below.

[0041] The first mount 111 is attached to the first side surface 7s1 of the first case 7A. The first mount 111 comprises a unit-side member 111a, a vehicle-side member 111b, and a vibration-damping member 111c. The unit-side member 111a is a plate-shaped member. The unit-side member 111a includes a rod member 111r that protrudes in the vehicle width direction. As shown in Figure 4, a plurality of bolts 120 are screwed into the plurality of bosses 7b described above. In this way, the unit-side member 111a is fixed to the first side surface 7s1 of the first case 7A by the plurality of bolts 120. As described above, the plurality of bosses 7b protrude from the first side surface 7s1. Therefore, a gap GA is formed between the unit-side member 111a and the first side surface 7s1 (see Figure 5).

[0042] The vehicle body side member 111b is a substantially cylindrical member. A vibration damping member 111c is positioned inside the vehicle body side member 111b. The vibration damping member 111c is made of an elastic material. The rod member 111r of the unit side member 111a is fitted into the vibration damping member 111c.

[0043] The second mount 112 is attached to the second side surface 7s2 of the case 7. The second mount 112 comprises a unit-side member 112a, a vehicle-side member 112b, and a vibration-damping member 112c. The structure of the second mount 112 is the same as that of the first mount 111 described above, so a detailed explanation is omitted. As shown in Figure 5, the unit-side member 112a is in contact with and fixed to the second side surface 7s2. In other words, in the second mount 112, there is no gap between the unit-side member 112a and the second side surface 7s2.

[0044] The third mount 113 is attached to the front end of the first case 7A (see Figure 4). A well-known structure can be applied to the third mount 113, so a detailed explanation is omitted.

[0045] (Functions obtained by the first mount 111) When mounted on a vehicle, the first connector 141 is covered by the first mount 111 when viewed from the vehicle width direction (see Figure 4). In other words, the first connector 141 is located in the area facing the first mount 111 in the vehicle width direction.

[0046] When mounted on a vehicle, the fastening members 132a and 132b are covered by the first mount 111 when viewed from the vehicle width direction (see Figure 4). In other words, the fastening members 132a and 132b are located in the range facing the first mount 111 in the vehicle width direction.

[0047] The first mount 111 is fixed to the first case 7A by bolts 120. The first mount 111 protrudes from the fixing portion of the first case 7A toward the second case 7B. The first connector 141 and fastening members 132a and 132b are covered by the first mount 111 that protrudes toward the second case 7B. In other words, the first mount 111 extends to a position opposite the first connector 141 and fastening members 132a and 132b in the vehicle width direction.

[0048] As mentioned above, a gap GA is formed between the first side surface 7s1 of case 7 and the first mount 111. This gap GA is connected to the outside. The second connector 142 can access the first connector 141 from the outside by passing through the gap GA. In other words, the gap GA forms a passage for the second connector 142. In this embodiment, the direction of attachment and detachment of the second connector 142 is the vertical direction of the vehicle (see arrow A1 in Figures 4 and 5). That is, the gap GA is formed so that the second connector 142 can pass through from the lower side of the electromechanical unit 3.

[0049] (effect) In the technology described herein, the first connector 141 can be covered by the first mount 111 when mounted in a vehicle (see Figure 4). This allows the first connector 141 to be protected by the first mount 111. In other words, the first mount 111, which supports the electromechanical unit 3, can also function as a component to protect the first connector 141 in the event of a collision or the like. This eliminates the need to provide a separate component to protect the first mount 111. It is possible to protect the first connector 141 without increasing the number of parts or the weight of the vehicle.

[0050] In the technology described herein, the second connector 142 can access the first connector 141 from the outside by passing through the gap GA between the first side surface 7s1 of the case 7 and the first mount 111. This allows the second connector 142 to be attached to and detached from the first connector 141 while the first mount 111 is attached to the case 7. This improves the ease of attachment and detachment of the second connector 142.

[0051] By positioning the second case 7B in the longitudinal direction of the vehicle relative to the first case 7A, the height of the mechatronics unit 3 can be reduced compared to when the second case 7B is positioned above the first case 7A. This increases the package flexibility of the vehicle 1. However, in this configuration, the side of the second case 7B is covered by the first mount 111, resulting in dead space on the side of the second case 7B. Therefore, in the technology described herein, a gap GA is formed between the side of the second case 7B and the first mount 111. By positioning the first connector 141 in this gap GA, the first mount 111 and the first connector 141 overlap. This allows for effective use of the dead space, making it possible to reduce the size of the mechatronics unit 3.

[0052] The problem will be explained using the first and second comparative examples. In the first comparative example, a clip portion is formed on the service cover that covers the service hole. The clip portion engages with the connector for power supply. This configuration prevents the service cover from being removed from the case until the connector is removed from the case. In the second comparative example, a lock striker is attached to a dedicated fastening seat provided on the service cover. The lock striker is positioned on the tool trajectory when a tool accesses the fastening member that secures the service cover. This prevents the fastening member from being released without removing the electromechanical unit 3 from the vehicle. In the first and second comparative examples, when the service cover is removed, the power supply to the electromechanical unit 3 can be reliably cut off. This ensures the safety of the worker. However, the shape of the service cover and connector becomes complex, which increases manufacturing costs. Therefore, in the technology of this specification, the fastening members 132a and 132b can be covered by the first mount 111 when mounted on the vehicle (see Figure 4). As a result, when the electromechanical unit 3 is mounted on the vehicle, it becomes difficult for a tool to access the fastening members 132a and 132b to release the fastenings. Therefore, in order to remove the service cover 131, it is necessary to remove the electromechanical unit 3 from the vehicle 1. In order to remove the electromechanical unit 3 from the vehicle 1, it is necessary to disconnect the second connector 142 from the first connector 141. This ensures that when the service cover 131 is removed, the power supply to the electromechanical unit 3 is always cut off. This makes it possible to ensure worker safety without complicating the mounting structure of the service cover 131.

[0053] In the technology described herein, the direction of attachment and detachment of the electromechanical unit 3 to the vehicle 1 is the vertical direction of the vehicle (see Figures 4 and 5, arrow A1). Similarly, the direction of attachment and detachment of the second connector 142 to the first connector is also the vertical direction of the vehicle, as shown by arrow A1. This allows the second connector 142 to be positioned on the trajectory when the electromechanical unit 3 is removed to the underside of the vehicle. Therefore, the electromechanical unit 3 cannot be removed until the second connector 142 has been removed. Thus, when the electromechanical unit 3 is removed, the power supply to the electromechanical unit 3 can always be shut off. There is no need to provide additional safety components such as a rock striker. It is possible to ensure worker safety without increasing the number of parts or the weight of the vehicle.

[0054] Although several specific examples have been described in detail above, these are merely illustrative and do not limit the scope of the claims. The technology described in the claims includes various modifications and changes to the specific examples illustrated above. The technical elements described in this specification or in the drawings exhibit technical usefulness individually or in combination.

[0055] (modified version) The effects of the technology described herein can be achieved if at least a portion of the first connector 141 is covered by the first mount 111. Furthermore, the effects of the technology described herein can be achieved if at least one of the fastening members 132a and 132b is covered by the first mount 111.

[0056] In this embodiment, the second connector 142 is described as being inserted into the first connector 141 from the lower side of the electromechanical unit 3 through the gap GA, but the embodiment is not limited to this. As long as it is possible to access the first connector 141 through the gap GA, it may be inserted from any direction.

[0057] In this embodiment, a configuration in which the service hole 7h is formed on the side surface of the case 7 in the vehicle width direction has been described, but the embodiment is not limited to this. For example, the service hole 7h may be formed on the front-rear surface of the case 7. In this case, the fastening members 132a and 132b may be covered by the third mount 113.

[0058] The service hole 7h may be provided in the second case 7B. In this case as well, the effects of the technology described herein can be achieved by extending the first mount 111 to a position opposite to the fastening members 132a and 132b. [Explanation of Symbols]

[0059] 1: Vehicle 3: Mechatronic unit 4: Motor 6: Electrical circuit unit 7: Case 7h: Service hole 7s1: First side 111: First mount 131: Service cover 132a, 132b: Fastening members 141: First connector 142: Second connector 143: Power cable

Claims

1. An integrated electromechanical unit mounted on a vehicle, Motor and, The motor is electrically connected to an electrical circuit unit, A case for housing the motor and the electrical circuit unit, wherein the case is provided with a service hole configured to allow external access to the electrical circuit unit, A service cover that covers the service hole and is fixed to the case using fastening members, The second connector of the power cable that supplies power to the aforementioned electrical circuit unit is configured to be detachable from the first connector, Equipped with, The aforementioned electromechanical unit is mounted on the vehicle by a mount, When mounted on a vehicle, at least a portion of the fastening member is located within the case in the area facing the mount. An integrated electromechanical unit.

2. The electromechanical unit according to claim 1, wherein, when mounted on a vehicle, the fastening member is positioned in a location where a tool for releasing the fastening member cannot be accessed due to interference with the mount.

3. The electromechanical unit according to claim 2, wherein, when mounted on a vehicle, the second connector is located on the movement trajectory of the electromechanical unit when the electromechanical unit is removed from the vehicle.

4. The aforementioned electromechanical unit is configured to be removed from the vehicle downwards in the vertical direction of the vehicle. The electromechanical unit according to claim 3, wherein, when mounted on a vehicle, the second connector is located below the first connector in the vertical direction of the vehicle.

5. The case has a configuration divided into a first case for housing the motor and a second case for housing the electrical circuit unit. When mounted on a vehicle, the second case is positioned relative to the first case in the longitudinal direction of the vehicle. When mounted on a vehicle, the mount is fixed to the first case and extends to a position opposite to the fastening member. The electromechanical unit according to any one of claims 1 to 4.

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