CN100581036C - 逆变器装置以及使用它的车辆驱动装置 - Google Patents
逆变器装置以及使用它的车辆驱动装置 Download PDFInfo
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- CN100581036C CN100581036C CN200510087646A CN200510087646A CN100581036C CN 100581036 C CN100581036 C CN 100581036C CN 200510087646 A CN200510087646 A CN 200510087646A CN 200510087646 A CN200510087646 A CN 200510087646A CN 100581036 C CN100581036 C CN 100581036C
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- switch element
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- H—ELECTRICITY
- H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
- H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
- H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
- H02M7/003—Constructional details, e.g. physical layout, assembly, wiring or busbar connections
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Abstract
一种逆变器装置,具有导通以及遮断电流的多个臂,各臂具有开关元件(SW)和用于连接开关元件的第一以及第二配线层(182、186)。将各臂的第一以及第二配线层分别形成在绝缘基板(180、180A)之上,在所述第一配线层上固定所述开关元件的一方的面,用板状导体实现所述第二配线层和所述开关元件的另一方的面的电连接,所述板状导体具有第一和第二连接部,所述板状导体的第一连接部被固定在所述开关元件的另一方的面上,所述板状导体的第二连接部被固定在所述第二配线层上。由此可以提高逆变器装置或者车辆驱动装置的组装性。
Description
技术领域
本发明涉及逆变器装置以及使用它的车辆驱动装置。
背景技术
以往,在仅用电机驱动的电动汽车、或者使用发动机或者电机双方驱动的混合型电动汽车中,使用逆变器装置将从直流电源供给的直流变换为供给给车辆驱动用电机的交流。例如在日本特开2001-258267号公报、日本特开2002-369550号公报中记载的那样,逆变器装置由称为电源模块或者逆变器电桥电路的半导体装置、和搭载有电容器、驱动电路、接口电路、传感器电路、计算机、控制电源等电子部件的控制基板等构成。
电源模块具备安装在绝缘基板上的由IGBT或者MOSFET构成的开关元件。开关元件的表面电极、和固定在收纳电源模块的外包装壳体上的配线的端子之间,采用由接合用铝线进行连接的结构。
[专利文献1]日本特开2001-258267号
[专利文献2]日本特开2002-369550号
用于连接上述开关元件的接合用导线有必要增加用于连接的导线根数、或者增大各导线直径,以便在由开关元件控制的电流量增加时防止电流引起的发热导致导线的熔断。
具体例示如下,即,例如在用逆变器装置控制的电流为150A并作为接合导线使用铝线的情况下,如果铝线线径300μm的接合导线的容许电流是10A,则必须使用至少15根接合用导线。以上例示的导线存在比通常使用的导线粗,且用于各导线的接合的时间变长的问题。此外,随着使用的导线的数目增加,其作业时间也变长。这里仅以时间为例子进行了说明,但不仅是在时间方面,在所需的机械或者技术性方面也存在很大的作业性问题。
此外,如果使用的接合用导线变粗或者用于接合的时间变长,则接合时对开关元件的损害也变大,导致可靠性降低的问题。
发明内容
本发明的一个目的是谋求提高逆变器装置或者车辆驱动装置的组装性。
本发明中为达到上述目的,提供一种逆变器装置,将来自搭载在车辆上的直流电源的直流变换成用于驱动搭载在车辆上的回转机构的交流,其特征是:所述逆变器装置具有导通以及遮断电流的多个臂,各臂具有并列连接的多个开关元件和用于连接所述多个开关元件的第一以及第二配线层,将所述各臂的第一以及第二配线层分别形成在绝缘基板之上,在所述第一配线层上分别固定所述多个开关元件的一方的面,用板状导体进行所述第二配线层和所述多个开关元件的另一方的面的电连接,所述板状导体直至该板状导体的途中呈一体形状,且从该板状导体的途中分支为多个,在所述板状导体的分支为多个的部分分别形成第一连接部,在所述板状导体的呈一体形状的部分形成第二连接部,在分支为多个的部分形成的各第一连接部分别被固定在所述多个开关元件的另一方的面,所述板状导体的第二连接部被固定在所述第二配线层上。
根据该构成,通过将能够流过大电流的板状导体连接到上述半导体元件的电极上而实现电连接,与采用导线接合时相比提高了组装性,同时提高了逆变器装置的可靠性。
根据本发明,不仅能实现大电流化,还能提高组装性。
附图说明
图1是表示包含车辆驱动装置的驱动系统的概略构成的系统方框图,其中,所述车辆驱动装置使用本发明实施方式一的电源模块。
图2是包含本发明实施方式一的电源模块的逆变器装置的电路图。
图3是包含本发明实施方式一的电源模块的逆变器装置的详细电路图。
图4是表示本发明实施方式一的电源模块的外观构成的立体图。
图5是表示本发明实施方式一的电源模块中的臂(arm)模块的构成的放大立体图。
图6是本发明实施方式一的电源模块的配线状态图。
图7是包含本发明实施方式一的电源模块的逆变器装置的另外的构成的电路图。
图8是包含本发明实施方式一的电源模块的逆变器装置的另外的构成的详细电路图。
图9是表示本发明实施方式一的电源模块中的开关元件SWUH的上面的发射电极和导体186之间的采用引线状导体LC的连接构造的截面图。
图10是表示本发明实施方式一的电源模块中的二极管DUH的上面的发射电极和导体186之间的采用引线状导体LC的连接构造的截面图。
图11是表示本发明实施方式二的电源模块中的臂模块的构成的放大立体图。
图12是表示本发明实施方式三的电源模块中的臂模块的构成的放大立体图。
图13是表示本发明实施方式四的电源模块中的臂模块的构成的放大立体图。
图14是表示本发明实施方式五的电源模块中的臂模块的构成的放大立体图。
图15是图10的A-A截面图。
图中:BW-接合导线,SWUH-开关元件,DUH-二极管,LC-引线状导体,170、172-突起端子。
具体实施方式
图1表示包含车辆的驱动装置的驱动系统,具体表示电动汽车的驱动系统。在该实施方式中说明的是使用燃料电池的电动汽车,但以下说明的逆变器装置还可以使用于由发动机和电机的双输出进行车轮驱动的所谓混合型的电动汽车。其中,图1中使用的符号和其他图中表示的符号相同的情况下表示同一部分。
逆变器装置100将从DC/DC变换器330或者蓄电池310供给过来的直流变换成交流,供给给作为回转机构的电机300。电机300是作为车载用的回转机构的一例表示的例如同步电机300。电机300在该实施例中在转子内部具有永久磁铁,由被供给的交流产生旋转磁场而转动上述转子,产生用于车辆行驶的转矩。电机300的输出转矩经由作为动力分配机构的差动齿轮DEF传达给左右车轮WH1和WH2。向逆变器装置供给的电力由燃料电池系统(FCS)320生成。其中,在上述混合型电动汽车中,替代燃料电池系统(FCS),还可以从对于从由发动机驱动的发电机供给的电力进行存储的充电电池进行供给。在该混合型电动汽车中,用上述发动机和电机300双方的输出,进行车辆行驶。
燃料电池系统(FCS)320由燃料电池(FC)322、存储氢等燃料的箱体324、引入空气的机构326、存储通过反应产生的水的排水箱328构成。在燃料箱324中存储有被加压的气体的氢气,并由来自控制装置350的控制信号,对从燃料箱324向燃料电池322供给的燃料量进行控制。此外,包含用于与燃料反应的氧气的空气从空气引入机构326引入,供给给燃料电池(FC)322。
燃料电池322具备反应幕和燃料极和空气极,使用来自燃料箱324的氢气和从空气引入机构326供给过来的氧,产生直流电压,并且氢和氧反应的结果生成水。氢分子在燃料电池322中被离子化,由此燃料电池的燃料极成为负电位,且带正电的氢离子聚集在燃料电池322的空气极,使空气极成为正电位。通过使电流从燃料电池系统320向外部的电负载供给,而借助上述负载等外部电路从燃料电池向空气极流动电流,从而供给电子。在空气极供给氧,而如果电子从外部电路供给给空气极,则在空气极,氢离子和氧进行反应而生成水。该水存储在上述排水箱328中。作为上述燃料,除了可以使用氢外,还可以使用甲醇、汽油、天然气(Natural gas)。
燃料电池系统320产生的电力量是基于供给给燃料电池322的燃料量即氢量大致决定。控制单元350用未图示的用于检测加速器踏下量的传感器等,检测燃料电池系统320的负载状态,基于负载状态控制向燃料电池322供给的燃料供应量。上述负载状态例如还可以通过检测燃料电池系统320的输出端子电压而检测出,例如可以以使所述输出端子电压成为目标电压的方式对所述燃料供给量进行反馈控制。
可以从燃料电池系统320直接向蓄电池310供给电力,也可以经由作为直流电压变换装置的DC/DC变换器330,将电压变换成适当的值,再向蓄电池310供给。在本实施例中,是采用了将电压用DC/DC变换器330变换成适当的值,再存储在蓄电池中的方式。
蓄电池310经由开关312与直流电源线连接。蓄电池310的端子电压是例如300伏特(V),向逆变器装置200供给直流电压300V,变换成三相交流,经由供给线UVW,供给给电机300。
蓄电池310的额定电压为例如300V,燃料电池320的额定电压是24V~96V,例如为48V。在此情况下,燃料电池320的输出电压是由升压型DC/DC变换器330升压,供给到蓄电池310并充电。但是,可以设定成各种额定电压,例如可以将逆变器装置200和蓄电池310的额定电压设定为600伏特、燃料电池系统320的输出电压设定为300伏特。此外,作为其他实例,还可以用燃料电池产生约400伏特的电压,用DC/DC变换器330降低电压,向逆变器装置200和蓄电池310供给额定300伏特的电压。
从蓄电池310经由逆变器装置200,向电机300供给电力。逆变器装置200由电机控制单元MCU212、和以下要说明的电源模块100、和用于产生对构成该电源模块100的半导体开关元件进行驱动的栅极(gate)信号的驱动电路单元210构成。控制单元350将检测未图示的加速器操作量的传感器所产生的车辆的加速器操作量作为输入信息接收,基于加速器操作量算出电机300的产生目标转矩,作为电机转矩指令向电机控制单元212发送。电机控制单元212根据电机所应产生的转矩指令控制驱动电路单元210所产生的栅极信号的产生。
逆变器装置在电源模块100中具有多个臂,上述臂的导通或者非导通是由所述栅极信号控制,逆变器装置将基于所述栅极信号产生的三相交流电流供给给上述电机300。更详细地说,电机控制单元212将电机的转子位置或者在电机中流过的电流值、电机的温度作为输入信息接收,进行已考虑进电机安全性的维持的控制。
此外,上述电机的温度或者电流值送往作为上位控制装置的控制单元350。当车辆是混合型车辆的情况下,控制单元350由加速器的操作量等算出车辆行驶所必需的转矩,对以怎样的方式将算出的所需转矩用发动机和电机分担进行运算,求出电机的分担转矩。将该电机的分担转矩作为指令值发送到电机控制单元212。如上所述,电机控制单元212控制驱动电路单元210,并控制电源模块100的半导体开关元件的栅极信号的产生,电机产生上述电机的分担转矩。
DC/DC变换器330由以下部分构成,即:对输入的直流电压进行升压或者降压,具有周期性遮断电流的半导体开关元件的变换器电路332;为控制所述变换器电路332的开关元件,产生向所述开关元件的栅极供给的控制信号的驱动电路单元334。
控制单元350进一步检测蓄电池充放电状态或者电机的负载状态,基于检测结果控制DC/DC变换器330,控制蓄电池310的充电,或者控制向电机的供给电压。当应向电机300供给的电流变多时,在由蓄电池310供给的电流基础上,从燃料电池系统320经由DC/DC变换器330供给电流。此外,当车辆处于低速行驶状态、即电机300的旋转速度处于低状态时,由于电机300的内部感应电压低,因此能供给大电流。此时,DC/DC变换器330输出与蓄电池310的额定电压对应的电压。车辆速度快的状态表示电机300的旋转速度快的状态,此时电机内部的感应电压高。为抑制感应电压变高,一般进行磁场削弱控制,但即使这样也不能抑制感应电压上升,很难将必要的电流供给给电机。为应对内部感应电压的上升,最好提高向电机供给的电源电压。在电机300的高速旋转状态中,进行以下控制,即:控制单元350以提高DC/DC变换器330的输出电压的方式控制DC/DC变换器330,同时打开蓄电池310的端子和逆变器300的输入端子之间的开关312,将蓄电池310从逆变器的直流电力供给线切离。由此可以提高向电机供给的输入电压,即使电机的内部感应电压升高,也能用比它更高的电压供给电力,抑制向电机的电流供给量的降低现象。
图2是图1所示的逆变器装置200的电路图。逆变器装置200的电源模块100由六个臂构成,将从作为车载用直流电源的蓄电池310供给的电流变换成交流,向作为回转机构的电机300供给电力。在本实施方式中,电机300是在转子上具有永久磁铁的同步电机。电源模块的上述六个臂是U相的上臂100UH、U相的下臂100UL、V相的上臂100VH、V相的下臂100VL、W相的上臂100WH、W相的下臂100WL。在如图2所示的实施方式中,上述各相的各臂作为半导体的开关元件使用IGBT(InsulatedGate Bipolar Transistor:绝缘栅极双极型晶体管)。作为半导体的开关元件,除了IGBT以外,还可以使用MOS-FET(Metal Oxide Semiconductor-Field Effect Transistor)。
IGBT具有动作速度快的优点。在以往,由于电力用MOS-FET能使用的电压很低,因此高压用的逆变器是由IGBT制成。但最近,电力用MOS-FET能使用的电压变高,从而在车辆用逆变器中哪一个都能作为半导体开关元件使用。在采用电力用MOS-FET的情况下的半导体构造相比IGBT简单,具有半导体的制造工序比IGBT更少的优点。
在图2中,相UVW各相的上臂和下臂分别串联连接。U相和V相和W相的各上臂100UH、100VH、100WH的各自的集电极端子(在使用电力用MOS-FET时为漏极端子)连接在直流电源的正极侧的配线LH上。另一方面,U相和V相和W相的各下臂100UL、100VL、100WL的各自的发射极端子(在使用电力用MOS-FET时为源极端子)连接在直流电源的负极侧的配线LL上。在配线LH和配线LL之间,如在图1中说明的那样,连接着搭载在车辆上的蓄电池310或者作为电压变换器的DC/DC变换器330那样的直流电源,直流电压向逆变器装置的电源模块100供给。
U相上臂100UH的发射极端子(在使用电力用MOS-FET时为源极端子)和U相下臂100UL的集电极端子(在使用电力用MOS-FET时为漏极端子)的连接点连接在电机的U相端子上,流通U相电流。当电枢线圈(永久磁铁型同步电机的定子线圈)为Y接线的情况下,流通U相线圈的电流。V相上臂100VH的发射极端子(在使用电力用MOS-FET时为源极端子)和V相下臂100VL的集电极端子(在使用电力用MOS-FET时为漏极端子)的连接点连接在电机的V相电枢线圈的(定子线圈)的V相端子上,流通V相电流。当定子线圈为Y接线的情况下,流通V相线圈的电流。W相上臂100WH的发射极端子(在使用电力用MOS-FET时为源极端子)和W相下臂100WL的集电极端子(在使用电力用MOS-FET时为漏极端子)的连接点连接在电机的W相端子上。当定子线圈为Y接线的情况下,流通W相线圈的电流。
在图2中,如上述的那样,在电源模块100上经由正极侧配线LH和负极侧配线LL外加来自蓄电池310等直流电源的直流电压。正极侧配线LH和负极侧配线LL在安装电路中分别存在电感114。而且,在正极侧配线LH和负极侧配线LL之间设有电容器112,由该电容器以及电感114,进行电源模块100产生的噪声去除或者防止电压变动经电源线影响其他组件。
由电机控制单元212控制产生栅极信号的驱动单元210,从各相的驱动单元UDU、VDU、WDU向各层的半导体开关元件供给栅极信号。基于该栅极信号,控制各臂的导通、非导通(遮断)。其结果,被供给的直流变换成三相交流。三相交流的产生是已知的技术,因此这里省略详细的动作说明。
构成逆变器的各臂100UH、100UL、100VH、100VL、100WH、100WL的半导体的开关元件,分别通过多个开关元件的并列连接构成。图3表示了该状况。图3表示了臂100UH和100UL的详细情况。如同用臂100UH代表性地表示的那样,各个臂是通过将由如IGBT这样的开关元件SWUH1和与此并列连接的二极管DUH1构成的电路并列连接多个而构成,关于并列连接数目,在本实施方式中并列连接了四组。即,并列连接了以下四组开关电路:由开关元件SWUH1和二极管DUH1构成的开关电路;由开关元件SWUH2和二极管DUH2构成的开关电路;由开关元件SWUH3和二极管DUH3构成的开关电路;由开关元件SWU4和二极管DUH4构成的开关电路。当用电力用MOS-FET替代IGBT使用的情况下,由于各电力用MOS-FET已经具备二极管功能,因此省掉二极管DUH1~DUH4。
在图3中并列了四组开关电路,但要采用几组并列是根据向电机供给的最大供给电流值决定。如上所述,在本实施例中,构成逆变器的各臂分别由四组开关电路构成。向这些开关电路的各栅极,从驱动单元210的UDU并列供给栅极控制信号。与驱动单元210的UDU相同的电路,也设在VDU和WDU中,向构成各开关电路的各开关元件并列供给栅极信号。
并列连接各开关元件的理由不仅仅是为了应对电机的最大电流,同时还是为了解决提高汽车安全性的问题。当安装IGBT或者电力用MOS-FET的情况下,相对热循环的防损伤是极其重要的问题。逆变器电路的损伤的很大的原因在于,在每次使逆变器电路工作时安装着的开关元件的芯片由热膨胀引起应力,并由反复操作引起破损。破损的结果,使元件的电导通受损。在本实施例中,由于并列连接多个元件,因此即使其内的一个发生电导通障碍,也能通过降低电机的最大转矩等紧急应对方法,维持行驶到修理厂或者附近的城镇。此外,还可以避免在高速行驶时电机转矩的产生突然停止引起的危险性。如果使用多个开关元件的并列电路,以替代能流过大电流的一个开关元件,则虽然部件数增加,而且与此相伴的制造方面工作量也增加,但这样能降低异常时的危险性。
图4和图5表示图2或者图3中表示的电源模块100的安装构造。图4是表示电源模块100的外观的立体图,图5是臂部的放大图。由图4和图5可知,在树脂制的框体190的内部设有构成逆变器的电源模块100的各臂,U相、V相、W相的各相的上臂集电极端子TUHC、TVHC、TWHC、和各相的下臂集电极端子TULC、TVLC、TWLC、和各相的上臂发射极端子TUHE、TVHE、TWHE、和各相的下臂发射极端子TULE、TVLE、TWLE、和各相的上臂栅极端子TUHG、TVHG、TWHG、和各相的下臂栅极端子TULG、TVLG、TWLG,设在框体190的侧壁上。在该实例中,各臂100UH、100UL、100VH、100VL、100WH、100WL由作为并列连接的四个IGBT的半导体开关元件SW、和分别与这些各半导体开关元件并列连接的二极管构成。所述各相的上臂栅极端子TUHG、TVHG、TWHG、和所述各相的下臂栅极端子TULG、TVLG、TWLG具有与上述并列连接的四个各半导体开关元件对应的四个栅极端子。将上臂100UH作为六个臂的代表例进行说明。
在图4中,U相的上臂栅极端子TUHG由与构成上臂100UH的各半导体开关元件SW对应的四个栅极端子TUHG1、TUHG2、TUHG3、TUHG4构成。后面将用图5说明其详细构造。其中,由于各臂的开关元件是电并列连接,因此如果采用在框体190内部连接四个栅极端子的构造,则逆变器装置整体的构造变得简单。但是,为了对每个元件进行是否异常的诊断,最好对每个元件独立施加栅极信号,诊断元件的动作。在此情况下,分别进行直到安装有电机控制单元212和驱动单元210的电路板为止的各自的栅极的配线,在各电路板上对是同时施加还是分别施加上述并列连接的元件的栅极信号,进行控制。在本实施方式中,各元件的栅极从上述电路板分别独立地设置。关于该点,在图3中省略了说明,而且电路也概念性地画成栅极电路未分离的形式,但这只是为了简化说明。实际上,驱动单元的输出还分别经过在各栅极上设置的开关电路而相连,在电机的动作模式下这些开关导通,在测试模式下仅导通成为测试对象的开关并将其他遮断。
各臂100UH、100VH、100WH、100UL、100VL、100WL具有分别并列连接的四个半导体开关元件,上述四个开关元件SW的上侧电极(在本例中是IGBT的发射极电极)通过引线状导体LC进行连接。作为引线状导体LC,例如可以使用在铜或者铝的薄板状芯材的表面实施镀镍以及镀金的导体、或者在同样的芯材表面实施镀镍以及镀锡的导体、或者使用对“铜”和“铁-镍合金”进行复合化的芯材并进行镀镍以及镀金或者镀锡的导体。
此外,引线状导体LC例如还可以使用在氮化铝或者氮化硅等陶瓷上连接铜或铝、或者“铜”和“铁-镍合金”的复合材料并实施镀镍以及镀金或者镀锡的导体。
图4和图5表示取下电源模块100的上盖后的状态,而后述的图6的配线盘作为树脂190的盖设于上方。在电源模块100中,为了防止运转时的导线振动、或者有可能从外部混入的水分或者异物的影响,在框体190的内部注入有硅等的凝胶体。
如图3所示,例如U相上臂100UH由以下部分构成,它们是:由四个IGBT构成的U相上臂半导体开关元件SWUH1、SWUH2、SWUH3、SWUH4;与这些半导体开关元件并列连接的二极管DUH1、DUH2、DUH3、DUH4。
接着,使用图5,对本实施方式的电源模块100的各臂的安装构造进行说明。在图5中,是作为六个臂的代表选择了臂100UH,并说明其构造的立体图。这里虽然以U相上臂100UH作为代表例进行了说明,但其他臂的安装构造也一样。
上臂100UH具有四个半导体开关元件SWUH1、SWUH2、SWUH3、SWUH4。开关元件SWUH分别是例如12mm×12mm、厚度550μm的IGBT元件的芯片。绝缘基板180由氮化铝构成,其下面具有能由水或者空气冷却的构造。在绝缘基板180的上面,厚度0.3mm的铜配线182以层的形式形成。在铜配线182的表面(图示的上侧的面)形成有镀镍膜。开关元件SWUH的一方的电极,通过由锡和铅构成的熔点约330℃的焊料184,固定在铜配线182上。该铜配线与端子TUHC电连接。在本实施方式中,开关元件SWUH1~SWUH4的芯片的下面侧是集电极电极、上面侧是发射极电极。但也可以相反安装所述芯片,将下侧作为发射极、上侧作为集电极。
在图4和图5的实例中,由于在开关元件的硅芯片的下侧配置有集电极,因此四个开关元件的集电极电极并列配置、连接在作为共同地使用的铜配线182的配线层上。所述铜配线182在树脂制的框体190的内部与U相上臂集电极端子TUHC电连接。此外,在所述铜配线182上,并列配置、连接有构成上臂100UH的四个二极管DUH1、DUH2、DUH3、DUH4。在这里,二极管DUH1、DUH2、DUH3、DUH4分别是5mm×5mm×0.4mmt大小的芯片,并以二极管的阴极成为铜配线182侧的方式设置。在将开关元件的硅芯片逆向固定在配线层上的情况下,即在将发射极朝所述铜配线182侧而连接的情况下,将上述二极管以其阳极成为上述铜配线182侧的方式配置、连接。
在本构造中,在作为共同配线板的铜配线182上分别固定有并列连接的半导体开关元件,而通过该构造,配线作业变得更容易。此外,由于在作为共同配线板的铜配线182上设有并列连接的半导体开关元件,因此有以下效果,即,配线层自然变大,能减少电感或者电机电阻,或者作为抑制各元件的极端的电流偏置,其结果能抑制热的局部集中,即通过绝缘基板180散热的散热面积增大,能使温度均匀化。由于配线层增大,因此机械强度也增大。由于在该配线板上设有并列连接的二极管,因此构造变简单且二极管的安装变容易。在本实施方式中,与各开关元件分别对应地设置二极管,但例如对两个开关元件设置一个二极管等,至少设置一个二极管即可。考虑到要确保安全性,即使一个以上引起故障,也可以通过设置两个以上而与该情况对应,因此如果设置两个以上,能进一步提高安全性。
在绝缘基板180上,固定有板状(也可以是层)的导体186。该板状导体186在树脂制的框体190的内部与U相上臂发射极端子TUHE电连接。在并列连接的开关元件SWUH1~SWUH4的上面分别设置的发射极电极EE及二极管DUH1~DUH4的阳极、和导体186,通过引线状导体LC连接。引线状导体LC是如图所示的板状导体,其以与开关元件SWUH1~SWUH4和二极管DUH1~DUH4、以及其他连接用端子的位置以及高度相适应地预先切断,通过挤压弯曲,在其中间形成弯曲部LC-C。在本实施方式中,该引线状导体LC,在与导体186的连接部侧作为一体形成,而在与四个开关元件SWUH的连接部侧,前端与开关元件SWUH分别对应地分割,且被分割的每个前端部与开关元件SWUH1、SWUH2、SWUH3、SWUH4分别连接。如后述的那样,在引线状导体LC的端子170的下面侧,预先形成有多个突起。端子170的突起由以锡、银以及铜构成的熔点约230℃的焊料构成。通过焊料的熔融,设在开关元件SWUH的上面的发射极电极及二极管DUH的上侧电极、和导体186,通过板形状的引线状导体LC进行连接。
图4的关于臂100UH的上述说明,对于其他的臂100UL、100VH、100VL、100WH、100WL也相同。在臂100VH的公共电极182(未图示)上固定有四个半导体开关元件的集电极侧,该公共电极182(未图示)与端子TVHC电连接。此外,臂100VH的公共电极186(未图示),通过作为板状导体的引线状导体LC,与臂100VH的半导体开关元件的发射极侧电连接,同时与端子TVHE连接。同样,在臂100WH的公共电极182(未图示)上固定有四个半导体开关元件的集电极侧,该公共电极182(未图示)与端子TWHC电连接。此外,臂100WH的公共电极186(未图示),通过作为板状导体的引线状导体LC,与臂100WH的半导体开关元件的发射极侧电连接,同时与端子TWHE连接。此外上述板状部分,只要是设在绝缘基板上的导体的层即可。
在臂100UL的公共电极182(未图示)上固定有四个半导体开关元件的集电极侧,该公共电极182(未图示)与两个端子TULC1和TULC2分别电连接。此外,臂模块100UL的公共电极186,通过作为板状导体的引线状导体LC,与臂模块100UL的半导体开关元件的发射极侧电连接,同时与端子TULE连接。
在臂100VL的公共电极182(未图示)上固定有四个半导体开关元件的集电极侧,该公共电极182(未图示)与两个端子TVLC1和TVLC2分别电连接。此外,臂模块100VL的公共电极186(未图示),通过作为板状导体的引线状导体LC,与臂100VL的半导体开关元件的发射极侧电连接,同时与端子TVLE连接。
此外,在臂100WL的公共电极182(未图示)上固定有四个半导体开关元件的集电极侧,该公共电极182(未图示)与两个端子TWLC1和TWLC2分别电连接。此外,臂100WL的公共电极186(未图示),通过作为板状导体的引线状导体LC,与臂100WL的半导体开关元件的发射极侧电连接,同时与端子TWLE连接。
在图4和图5所示的实施方式中,在板状导体182上安装并列连接的半导体芯片,且上述并列的半导体芯片的相反方向的端子由共同的板状导体连接,因此是耐振动性强的构造,从而对于搭载在振动强烈的汽车上是非常理想的。此外,由于省掉接合线,因此制造容易。此外,与接合线相比,能够防止电流的集中化,因此能改善相对大电流的热应力集中。
设在开关元件SWUH的上面的栅极电极EG和设在绝缘基板180上的栅极端子电极TG,通过接合线BW连接。四个栅极端子电极TG分别连接到图4所示的U相上臂栅极端子TUHG1、TUHG2、TUHG3、TUHG4。
在绝缘基板180的下面固定有由铜等热传导性优良的部件构成的散热板。散热板与冷却水等制冷剂接触,能够对源自开关元件SWUH的发热进行散热。
下面使用图6,对电源模块100的配线状态进行说明。图6是配线盘,其通过以覆盖如图4以及图5所示的框体的上面的方式配置,使图4和图5所示的臂的端子TUHC、TVHC、TWHC形成分别穿过设在由铜板构成的配线LH上的孔的构造,配线LH和上述各端子通过焊接连接。此外,为保护如图5或者6所示的电路部件,采用以下构造,即,在框体190的内部置入防湿用的凝胶体,用图6的配线盘堵塞框体190的上面。
上述配线HL与作为集电极的正端子相连。而且,在由铜板构成的配线LL上,与上述配线LH相同地形成有孔。通过将图6的配线盘配置在图4的模块上,可以使三个端子TULE、TVLE、TWLE的前端分别从所述孔突出。通过利用焊接方法将所述突出的端子和所述配线LL连接,能够实现电连接。所述配线LL与负端子相连。所述正端子和所述负端子与直流电源的正端子以及负端子相连。
在图6所示的配线盘上设有由铜板构成的配线612U、612V、612W,所述板状的配线612U从两个孔分别突出端子TUHE和TULC1的前端,并通过焊接将这些前端和上述配线612U进行固定。同样,从配线612V或者配线612W的孔分别突出端子TVHE和TVLC1的前端、或者端子TWHE和TWLC1的前端,并通过焊接固定。在图6中,端子TULC1和TULC2、TVLC1和TVLC2、TWLC1和TWLC2分别由图5中说明的公共电极182相互电连接,TULC2和TVLC2和TWLC2与端子TU、TV、TW电相连。端子TU、TV、TW固定在配线盘上,并从这些端子向电机300供给作为逆变器输出的三相交流电力。
图7是图2的代替方案,在图2中作为构成电源模块100的开关元件使用IGBT,但在图7中使用电力用MOS-FET(Metal Oxide Semiconductor-Field Effect Transistor)。与图2相同的符号表示相同功能、相同作用。电源模块100由进行与图2中的100UH、100UL、100VH、100VL、100WH、100WL相同动作的臂700UH、700UL、700VH、700VL、700WH、700WL构成。如图8所示,这些臂由并列电路构成,该并列电路是由多个作为电力用MOS-FET的SWUH1~SWUH2构成。并列连接的它们的开关元件可以考虑为与先前说明的IGBT相同,它们的芯片也以与图4或者5中说明的构造相同的构造固定、配线在框体中。与IGBT的不同点在于,在使用IGBT的情况下,二极管是必不可少的,但在电力用MOS-FET中不需要的。其理由是,电力用MOS-FET芯片自身就具备所述二极管能发挥的功能。
下面使用图9,对发射极电极和导体186之间的由引线状导体LC构成的连接构造进行说明,其中,所述发射极电极是使用于电源模块上的开关元件SWUH的上面电极。图9表示构成如图5中所示的电源模块的开关元件SWUH上面的发射极电极和导体186之间的基于引线状导体LC的连接构造,是图5的A-A截面图。其中,与其他图中的相同的符号表示同一对象。
在由陶瓷构成的绝缘基板180上形成有铜配线182的层。在铜配线182的表面(图示的上侧的面),形成有镀镍膜。形成在开关元件SWUH的下面侧的集电极电极ED借助由锡或者铅构成的熔点约330℃的焊料184,固定在铜配线182上。而且,在由陶瓷制成的绝缘基板180A之上,导体186以层状形成。导体186的表面形成有镀金膜188。在该图中,设有与绝缘基板180的厚度不同的绝缘基板180A,在该绝缘基板180A上以层的形式形成导体186,形成使导体186和开关元件SWUH的芯片的上侧的电极之间的高度关系大致相等的构造。作为另外的方法,不用特别设置绝缘基板180A,可在绝缘基板180的延长部分上形成导体186。在此情况下,导体LC的端子174和端子176形成不同高度的关系,连接变得稍微复杂。但是,开关元件的发热经过导体LC和导体186传导的热阻抗减小,从而有抑制元件的温度上升的效果。
引线状导体LC是在厚度0.3~0.6mm的铜板的表面实施了镀镍处理的导体。引线状导体LC在位于开关元件SWUH之上的部分的宽度是与开关元件SWUH的宽度大致相等的约15mm。在开关元件SWUH和导体186之间的引线状导体LC上,形成有用于吸收应力的弯曲部LC-C。弯曲部LC-C的高度H1是3~7mm。弯曲部LC-C发挥作为应力降低部(应力减缓部)的功能,即,通过各部分的线膨胀系数的不同,防止应力在开关元件SWUH上面的连接部集中而产生连接部的剥离或者在连接部上产生龟裂(裂纹)。如果通过线膨胀系数的不同而产生应力,则弯曲部LC-C变形,缓解应力。
在引线状导体LC的两端形成用于连接的端子170和172。该端子170,172在其下面具有连接面。在这些连接面上分别设有多个突起。这些突起按以下方式形成。在引线状导体LC的作为端子部的连接面的下面,以环氧树脂作为主成分的阻焊层174、176以大约30~100μm的厚度形成。对于阻焊层174、176,通过光刻法,与端子170、172的连接面的突起对应地形成直径500μm的开口部。从该开口部,在导体LC的连接面上形成镀金膜。此外,在这些镀金膜上,将由锡、银和铜构成的熔点约230℃的焊料,作为直径500μm的焊球安装。如果将在开关元件SWUH的上面形成的发射极电极ES的尺寸设为12mm×8mm,则端子的连接面的突起以7行×7列形成49个。端子170的突起的个数与端子172的突起的个数大致相同。
将引线状导体LC相对于导体186以及开关元件SWUH的上面的发射极电极ES进行定位,使用碳制的按压夹具保持引线状导体LC之后,将其导入到比在端子170、172中使用的焊料的熔点更高的气氛的加热炉中。由此,能够将引线状导体LC相对于导体186以及开关元件SWUH的上面的发射极电极ES固定。
在上述突起之外,通过使用直径500μm的焊球,可以使引线状导体LC的端子部的下面和开关元件SWUH的上面之间的间距H2成为500μm以上。开关元件SWUH具有以下的绝缘耐压的构造,即,在其端面的地电位(在这里是集电极电位)的位置和上面的发射极电极ES之间,即使施加规定电压V1(如果将开关元件SWUH的常用最大电压定为600V,则电压V1是其两倍的1200V),也不会引起绝缘破坏。在该构造中,通过将引线状导体LC的下面和开关元件SWUH的上面的间距H2设为500μm以上,能够防止引线状导体LC的下面和开关元件SWUH的上面之间的绝缘耐压的降低。
其中,作为端子170、172的材料,可以使用锡或者在锡中配合有铜、银、锌、镍等金属的合金。此外,当用这些连接用材料形成突起部的情况下,为了在引线状导体上的连接用材料的润湿扩张量保持在一定程度,使连接材料不在引线状导体整体上扩大,在引线状导体的元件连接侧形成有环氧系树脂或者聚酰亚胺锡树脂构成的层,形成由高度成大致一定的接合材料构成的突起部。此外,当元件的电极材质为金的情况下,作为形成于突起状连接部上的连接材料,可以使用锡。此外,可以将铟、铋、锌、锑、银、锡、铜单独地、或者配合两种以上而成的合金,作为连接材料使用。
如上所述,必须维持导体LC和元件的芯片之间的绝缘耐压。如上所述,如果向逆变器供给的直流电压为600伏特,则必须有其两倍的耐压。在图9中,能够由设在导体LC的元件侧端子的连接面上的突起,保持与芯片侧面之间的距离。而且,不仅用上述突起,还通过使用焊球等,能进一步获得距离,从而能提高耐压。此外,导体LC的连接面以与元件的电极对齐从而与电极面平行设置的方式制成,但当结束连接面之后,朝离开元件的方向弯曲。该弯曲不仅对应力吸收有效,对于绝缘耐压的维持也起到重要作用。从而,该弯曲最好从芯片的端部或者从端部的内侧开始。
上述导体LC的元件侧与元件对应而被分割,而导体186侧未被分割,但是也可以按照每个元件进行分割。如果按照每个元件分割,则能够对位到每个元件上。但是,由于这样会使部件数增加,从而使作业工时增加。通过对每两个元件进行分割,容易调整位置偏差,而且部件数也不会增加太多。
在图9中,将用于开关模块100的开关元件和引线状导体LC之间的连接部的构造,以元件SWUH1为代表例进行了说明。构成臂100UH的其他元件也相同,且其他臂的元件也是相同构造。
接着,使用图10,对由电源模块100的二极管DUH的上面电极和导体186之间的引线状导体LC构成的连接构造进行说明。图10是表示由使用于电源模块100上的二极管DUH的上面的发射极电极和导体186之间的引线状导体LC构成的连接构造的截面图。图10表示图5的B-B截面图。其中,与其他图中相同的符号表示同一对象。
图10的基本构成和作用与图9所示的相同。在由陶瓷构成的绝缘基板180上形成有铜配线182。在铜配线182的表面(图示的上侧的面),形成有镀镍膜。形成在二极管DUH的下面侧的电极ED1借助由锡或者铅构成的熔点约330℃的焊料184,固定在铜配线182上。而且,与二极管的阳极电极电连接的导体186设在由陶瓷构成的绝缘体180A之上。
导体LC的作为端子170和173的连接面的下面,与上述说明的端子170、172一样,预先形成有突起。将引线状导体LC相对于导体186以及二极管DUH的上面的电极(阴极)ED2进行定位,使用碳制的按压夹具保持引线状导体LC之后,将其导入到比在端子170和173中使用的焊料的熔点更高的气氛的加热炉中。由此,能够将引线状导体LC相对于导体186以及二极管DUH的上面的电极ED2固定。
如果以以上说明的方式使用引线状导体LC,则当考虑一个臂模块时,可以将四对开关元件和二极管的组合一次性连接,能提高作业性。此外,可以将向半导体开关元件SW的栅极端子输入的控制信号以外的连接部的截面积,与使用接合线时相比更扩大,由此能够适用于如汽车用逆变器这样的流过大电流量的逆变器中。而且,能够散发热量,这一点在如汽车那样的严格的使用条件下也具有良好的效果。
此外,在以上说明中,对作为半导体开关元件使用IGBT的情况进行了说明,但在作为半导体开关元件使用MOS-FET的情况下,可省掉二极管。在此情况下,也可以将单一的MOS-FET的上面电极和导体用引线状导体连接,或者在一个臂模块由多个MOS-FET构成的情况下,可以用一个引线状导体一次性连接这些上面电极。
此外,在上述说明中,在突起端子170、172使用熔点230℃的焊料,作为焊料184使用熔点330℃的材料,但通过将两者使用熔点大致相同的材料,能够同时进行开关元件SW1的上下面的连接,而且能提高作业性。此时,作为焊料184,可使用薄片状焊料。其中,作为焊料材料,还可以使用熔点180℃的低熔点焊料。
如以上说明的一样,根据本实施方式,通过使用引线状导体,不仅能大电流化,而且能提高组装性,并适合在作为用搭载在汽车上的电源产生电机驱动用电力的逆变器的构造中使用。即,即使在单一的开关元件的电流容量变大的情况下,而且,在开关元件和二极管的对数增加的情况下,也不会损坏组装性,而且通过接合部分的截面积的增加,能防止大电流时的熔断,提高可靠性。由开关元件的并列构造构成可靠性高的臂的情况下,也可以防止作业性降低。
此外,通过使用能够将引线状导电材料和开关元件、二极管、导体等各元件等的接合部分一起连接的突起状电极,与使用以往的接合线时相比,能增大连接部的截面积,能应对电流量增加,且能提高组装性。由于与使用接合线时相比能增大开关元件的电极和配线之间的接触面积,因此能减少接触部的电压下降,从而在如车载设备那样,利用比较低的电源电压、存在一方回转机构的转速高的动作状态的回转机构中使用的逆变器中,具有改善以下问题的效果,即能改善与高转速引起的回转机构的感应发电上升相伴的回转机构的端子电压不足、以及与此相伴的供给电流不足的问题。
此外,在电流量增加,单一的臂使用多个开关元件和二极管的组合的情况下,通过连结引线状导电材料,能够不对开关元件和二极管的组合个别连接,而是一起连接,因此能够同时谋求应对装置的大电流化、以及组装的简单化。
如以上说明的那样,通过使用引线状导体,与使用接合线时相比能够大幅扩大连接截面积,能大幅增大在各元件之间或者端子之间控制的电流量。而且,在使用多个开关元件和二极管的组合的情况下,通过连接引线状的导电材料,能够同时进行开关元件和二极管以及设在外壳的各端子之间的连接,并且,即使电流量增加且开关元件和二极管的组合增加,也能够一起组装,提高组装性。
此外,通过使用将导体186和开关元件SW及二极管D之间一体化的引线状导体进行连接,能够减小连接部件的电感。此外,由于能够使来自半导体开关元件SW的热传导更均匀,因此能使得并列连接的各半导体开关元件SW之间不容易产生温度差,从而能提高可靠性。此外,由于用引线状导体一体连接半导体开关元件SW,因此能够使外加在各半导体开关元件SW上的电位均匀。由于能够使电位均匀且使热传导也均匀化,因此能减小与随时间变化而引起的不均。
此外,通过使用被一体化的引线状导体,能够抑制共振,提高耐振动性。
接着,使用图11,对本发明的实施方式二的电源模块的构成进行说明。在该实例中,电源模块装置是使用于三相交流电机驱动装置的逆变器装置上的装置。本实施方式的电源模块的外观构成与图4所示的相同。此外,本实施方式的电源模块的电路图与图2和图3相同。
图11是对本实施方式的电源模块中的臂构成放大显示的图。在这里,以U相上臂模块100UH为例进行说明,但其他臂模块的构成也相同。其中,与其他图中的相同的符号表示同一对象。
在臂100UH-A中,开关元件SWUH’与图5所示的配置相比以上下相反的方式配置。从而,上面侧有集电极电极,下面侧有发射极电极和栅极电极。
开关元件SWUH’的下面侧的发射极电极通过焊料凸块172A,与设在绝缘基板180上的配线182连接。此外,开关元件SWUH’的栅极端子经由焊料凸块172B与设在绝缘基板180上的配线160连接。配线连接在如图2所示的栅极用端子TUHG上。开关元件的上面侧的集电极电极,用同样具有突起的端子和接合材料兼用的焊料凸块172C,连接在引线状导体LC-A上。引线状导体、端子的突起和接合材料的兼用焊料凸块等,可以采用图5所示的相应对象。
在本实施方式中,在对开关元件进行控制的栅极电极的连接中,也使用具有突起的端子或者焊料凸块。四对开关元件和二极管的组合一次性连接的同时,能够扩大控制信号以外的连接部的截面积,能够进一步对应电流量的增加。
接着,使用图12,对本发明的实施方式三的电源模块的构成进行说明。在该实例中,电源模块装置是使用于三相交流电机驱动装置的逆变器装置上的装置。本实施方式的电源模块的外观构成与图4所示的相同。此外,本实施方式的电源模块的电路图与图2相同。图12是对本实施方式的电源模块中的臂模块的构成放大显示的图。在这里,以U相上臂模块100UH为例进行说明,但其他臂模块的构成也相同。其中,与其他图中的相同的符号表示同一对象。
在臂模块100UH-B中,开关元件SWUH’向绝缘基板180的搭载方法、引线状导体LC-A的形状、借助焊料凸块172A、172B、172C与各电极的连接方法,都与图7中相同。
在本实施方式中,在引线状导体LC-A的上面连接有陶瓷制的绝缘基材150。引线状导体LC-A和基材150的合成热膨胀系数成为两者的中间的值,因此与引线状导体LC-A单体时相比能够减小,能够减小与开关元件SWUH’之间的热膨胀系数差,从而减少在与开关元件SWUH’的接合部分产生的热变形,进一步提高接合部的可靠性。
其中,作为基材150的材料,除了陶瓷以外,还可以使用由铁和镍构成的殷钢(invar)、由铁和镍以及钴构成的科瓦铁镍钴合金等低热膨胀的合金。
接着,使用图13,对本发明的实施方式四的电源模块的构成进行说明。在该实例中,电源模块装置是使用于三相交流电机驱动装置的逆变器装置上的装置。本实施方式的电源模块的外观构成与图4所示的相同。此外,本实施方式的电源模块的电路图与图2相同。
图13是本发明实施方式四的电源模块中的臂模块的截面图。表示相当于图5的A-A截面的截面构造。其中,与其他图中的相同的符号表示同一对象。
引线状导体LC-B具有铜芯部,因此在与开关元件SWUH’以及壳体内端子186之间的接合部,形成有与引线状导体LC-B的端子部一体形成的突起172D、172A。突起172D、172A是通过压力加工预先在引线状导体的端子部的连接面上由加工成突起而形成的。此外,还可以通过蚀刻去除不要的部分而形成突起,也可以通过电镀在必要部分形成突起而实现突起形状。此外,在突起172D、172A的表面,形成了镀锡膜172F、170B。
在开关元件SWUH’以及壳体内端子186的表面,分别形成通过镀金形成的凸块172E以及镀金膜189。将设在引线状导体LC-B上的镀锡膜172F、174B、和镀金膜189或者金凸块182E置于分别对应的位置,边施加适当载荷边加热至280℃以上,从而使设在引线状导体上的锡和镀金或者金凸块部反应,形成金/锡合金,完成引线状导体LC-B和开关元件SWUH’以及壳体内端子186之间的接合。此外,二极管和引线状导体的连接也可以同样地进行。
在突起和各元件的连接部上形成的连接材料根据各元件的连接部的电极材质而有各种不同,但在电极材料是镍层或者在其表面进行了镀金处理的材料情况下,作为接合材料可以使用锡或者在锡中配合了铜、银、锌、镍等金属的合金。
接着,使用图14和图15,对本发明的实施方式五的电源模块的构成进行说明。在该实例中,电源模块装置是使用于三相交流电机驱动装置的逆变器装置上的装置。本实施方式的电源模块的外观构成与图4所示的相同。此外,本实施方式的电源模块的电路图是与图2相同。
图14是对本实施方式的电源模块中的臂模块的构成放大显示的图。在这里,以U相上臂模块100UH为例进行说明,但其他臂模块的构成也相同。图14是表示本发明的实施方式五的电源模块中的臂模块的构成的放大立体图。图15是图14的A-A截面图。其中,与其他图中的相同的符号表示同一对象。
在本实例的臂模块100UH-D中,基本构成与图9所示的相同。在本实例中,在引线状导体LC-D’和开关元件SWUH’的接合部分,在引线状导体LC-D’的突起状端子172D的周围的部分设有缝隙SL,在引线状导体当中,分离了与元件的接合部分。缝隙SL的平面形状是コ字状,且如图15所示,缝隙SL贯穿引线状导体LC-D’。从而,突起状端子172D仅在一边与引线状导体LC.-D’连接,因此成为容易变形的形状。其结果,即使元件或者引线状导体的尺寸或者连接部位置由元件的动作或者使用环境温度的变化而引起变化,也能通过缝隙部容易使引线状导体变形,不对引线电极整体造成变形,从而能减少在连接部位生成的变形,进一步提高电源模块的可靠性。
图13或者15中所示的导体LC的连接部,通过突起保持与芯片侧面的距离,确保绝缘耐压。进一步,在芯片端部、或者在从端部靠向内侧的位置,导体LC具有向从芯片侧面远离的方向弯曲的形状。由此能维持绝缘耐压。
其中,在分割部(缝隙部),为了在元件连接时不使变形很大,可以在与元件的连接部背面粘接聚酰亚胺制的薄膜,而且还可以在被分割的引线状导电材料和聚酰亚胺制薄膜之间设置弹性模量为0.1Mpa以上100Mpa以下的树脂所构成的缓和层,以使被分割的引线部容易利用器件动作时的温度变化而变位。
此外,在引线状导体中,可以将与各元件的接合部以外的部分设为网眼状,缓解元件接合部和元件等之间产生的变形,且能防止由电流量增加引起的接合部熔断。
在上述实施方式中,导体LC仅在元件侧被分割而在另一侧是一体,而这是为了减少部件数。但也可以不将作为元件侧的相反侧的另一方成为一体,而是也可以以每两个元件进行完全分割。这样则与元件的位置对齐容易。此外还可以完全分开每个元件。
为吸收应力,在导体LC的上述形状的基础上,还可以在LC-C或者LC-B部分形成朝向从绝缘体180离开的方向的山形状而吸收应力。此外,还可以减小该部分厚度,使容易吸收应力。比起用导线进行的连接,由于能充分确保导体LC的宽度,因此即使使一部分很薄,在电流流动上也不会有问题。
Claims (12)
1.一种逆变器装置,将来自搭载在车辆上的直流电源的直流变换成用于驱动搭载在车辆上的回转机构的交流,其特征是:
所述逆变器装置具有导通以及遮断电流的多个臂,
各臂具有并列连接的多个开关元件和用于连接所述多个开关元件的第一以及第二配线层,
将所述各臂的第一以及第二配线层分别形成在绝缘基板之上,在所述第一配线层上分别固定所述多个开关元件的一方的面,
用板状导体进行所述第二配线层和所述多个开关元件的另一方的面的电连接,
所述板状导体直至该板状导体的途中呈一体形状,且从该板状导体的途中分支为多个,
在所述板状导体的分支为多个的部分分别形成第一连接部,
在所述板状导体的呈一体形状的部分形成第二连接部,
在分支为多个的部分形成的各第一连接部分别被固定在所述多个开关元件的另一方的面,
所述板状导体的第二连接部被固定在所述第二配线层上。
2.如权利要求1所述的逆变器装置,其特征是:
所述多个开关元件是IGBT或者MOS晶体管。
3.如权利要求2所述的逆变器装置,其特征是:
在所述板状导体的分支为多个的部分分别形成的第一连接部分别具有形成有突起的连接面,具有所述各突起的连接面分别被固定在所述各开关元件的另一方的面。
4.如权利要求2所述的逆变器装置,其特征是:
在所述板状导体的分支为多个的部分分别形成的第一连接部和所述并列连接的各开关元件的另一方的面借助焊球进行连接。
5.如权利要求1~4中任一项所述的逆变器装置,其特征是:
所述板状导体的各第一连接部分别被固定在所述各开关元件的另一方的面,
所述板状导体在所述各开关元件的另一方的面附近呈向远离固定有所述各开关元件的第一配线层的方向弯曲的形状。
6.如权利要求5所述的逆变器装置,其特征是:
所述板状导体具有一体形状部分和分支为多个的部分,向远离固定有所述各开关元件的第一配线层的方向弯曲的形状的部分分别被设置在所述分支为多个的部分。
7.一种逆变器装置,将来自搭载在车辆上的直流电源的直流变换成用于驱动搭载在车辆上的回转机构的交流,其特征是:
所述逆变器装置具有3组臂的串联电路,所述臂的串联电路通过将2个臂串联连接而形成,
所述3组串联电路作为产生U相、V相和W相的交流的电路,相对于所述直流电源并列电连接,
构成所述串联电路的各臂分别具有并列连接的多个开关元件和用于连接所述多个开关元件的第一以及第二配线层,
所述第一以及第二配线层分别形成在绝缘基板上,在所述第一配线层分别固定所述并列连接的多个开关元件的一方的面,
用板状导体进行所述第二配线层和所述多个开关元件的另一方的面的电连接,
所述板状导体直至该板状导体的途中呈一体形状,且从该板状导体的途中分支为多个,
在所述板状导体的分支为多个的部分分别形成第一连接部,
在所述板状导体的呈一体形状的部分形成第二连接部,
在所述分支为多个的部分形成的各第一连接部分别被固定在所述多个开关元件的另一方的面,
所述板状导体的第二连接部被固定在所述第二配线层上。
8.如权利要求7所述的逆变器装置,其特征是:
所述多个开关元件是IGBT或者MOS晶体管。
9.如权利要求8所述的逆变器装置,其特征是:
在所述板状导体的分支为多个的部分分别形成的第一连接部分别具有形成有突起的连接面,具有所述各突起的连接面分别被固定在所述各开关元件的另一方的面。
10.如权利要求8所述的逆变器装置,其特征是:
在所述板状导体的分支为多个的部分分别形成的第一连接部和所述并列连接的各开关元件的另一方的面借助焊球进行连接。
11.如权利要求7~10中任一项所述的逆变器装置,其特征是:
所述板状导体的各第一连接部分别被固定在所述各开关元件的另一方的面,
所述板状导体在所述各开关元件的另一方的面附近呈向远离固定有所述各开关元件的第一配线层的方向弯曲的形状。
12.如权利要求11所述的逆变器装置,其特征是:
所述板状导体具有一体形状部分和分支为多个的部分,向远离固定有所述各开关元件的第一配线层的方向弯曲的形状的部分分别被设置在所述分支为多个的部分。
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EP1643625A1 (en) | 2006-04-05 |
JP4566678B2 (ja) | 2010-10-20 |
JP2006109576A (ja) | 2006-04-20 |
EP1643625A8 (en) | 2006-11-22 |
US7589400B2 (en) | 2009-09-15 |
US20060071860A1 (en) | 2006-04-06 |
CN1758522A (zh) | 2006-04-12 |
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