JP2007282309A - Vehicle motor drive unit - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicle motor drive unit in which both axial ends of a region of a housing, low in rigidity and liable to generate vibration, can be fixed to an engine, and which can reduce generation of vibration, noise or the like. <P>SOLUTION: The vehicle motor drive unit 1 is an electric compressor, and comprises a motor 2, a compression mechanism 3, the housing 4, and a power conversion control unit 5. A plurality of fixing legs 45 are formed outside the housing 4 toward the same direction intersecting with the axial direction L of the motor 2. A cooling medium passage 41 is formed in the housing 4. The power conversion control unit 5 is composed by accommodating a power conversion board in a case, has a flat-plate shape, and is fixed to the housing 4 in the state in which a plate-face direction in the flat-plate shape is made to match the forming direction D of the plurality of fixing legs 45. Two of the plurality of fixing legs 45 are formed so as to sandwich the power conversion control unit 5 on both sides of the axial length L in the power conversion control unit 5. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a vehicle motor drive device that operates a rotation operation means such as a compressor by using a rotational force of a motor.

In the vehicle, as the motor driving device that operates the rotation operation means using a motor, for example, the rotation operation means is a compression mechanism of an air conditioner in the vehicle, and the refrigerant is compressed by operating the compression mechanism by the motor. There is an electric compressor. Unlike the conventional compressor that operates the compression mechanism by the engine, this electric compressor can drive the motor to operate the compression mechanism even when the engine is stopped.
As such an electric compressor, there exist some which were indicated by patent documents 1-3, for example.

  In the vehicle integrated inverter motor of Patent Document 1, the vehicle inverter horizontal electric compressor of Patent Document 2, and the vehicle integrated inverter electric compressor of Patent Document 3, the motor and the compressor are housed in a housing, and the housing An inverter control unit for driving the motor is disposed on the side wall of the motor. The inverter controller is cooled by the low-pressure refrigerant gas that passes through the housing adjacent to the motor.

The electric compressors and the like are fixed to the engine by inserting bolts into fixing legs provided at three or four sides of the housing and screwing the bolts to the engine. . And in the housing of patent document 1, the said inverter control part is arrange | positioned in a housing in the state which orient | assigned the plate | board surface direction of the inverter control part to the height direction perpendicular | vertical to the direction which provided four fixing legs. is doing.
Further, in the housings of Patent Documents 2 and 3, the inverter control unit is disposed in the housing in a state in which the plate surface direction of the inverter control unit is oriented in a direction parallel to the direction in which the three fixing legs are provided. is doing. Further, in the housings of Patent Documents 2 and 3, fixing legs are provided at two locations, one on the side of the inverter control unit and the other side on the opposite side across the motor housing portion.

However, in the housing, in order to enhance the cooling effect of the inverter control unit by the low-pressure refrigerant gas passing through the housing, the wall portion of the portion where the inverter control unit is disposed is made as thin as possible. And in patent document 1, the site | part where the thickness of a wall part is thin in the housing is located in the opposite side to the attachment side to an engine. Moreover, in patent document 2, 3, the fixing leg part is not provided in the one side part of the site | part with a thin wall part thickness in a housing.
Therefore, in any of Patent Documents 1 to 3, a portion where the wall portion is thin is in a state of being easily vibrated, making it difficult to reduce vibration, noise, and the like generated from the electric compressor.

JP 2003-324903 A JP 2004-162618 A JP 2005-36773 A

  The present invention has been made in view of the above-described conventional problems, and can fix both sides in the axial direction of a portion where the strength of the housing is weak and easily vibrates to the engine, thereby reducing generated vibration, noise, and the like. An object of the present invention is to provide a motor drive device for a vehicle.

The present invention relates to a motor, rotation operating means connected to the motor and operated by receiving rotational force from the motor, a housing for accommodating the rotation operating means and the motor, and a power conversion control unit for driving the motor. In a vehicle motor drive device comprising:
A plurality of fixing legs for fixing the housing to the engine are formed on the outside of the housing in the same direction perpendicular to the axial direction of the motor,
Inside the housing, a coolant channel for allowing the coolant to pass is formed,
The power conversion control unit includes a power conversion substrate in a case and has a flat plate shape, and the plate surface direction in the flat plate shape is made to coincide with the formation direction of the plurality of fixing legs. Is fixed to the housing in the state,
Two of the plurality of fixing legs are formed on both sides of the power conversion control unit in the axial direction so as to sandwich the power conversion control unit. It exists in a drive device (Claim 1).

The motor drive apparatus for vehicles of this invention is equipped with the motor, the rotation action means, the housing, and the power conversion control part, and has devised the arrangement structure of the power conversion control part with respect to a housing.
Specifically, the power conversion control unit of the present invention is fixed to the housing in a state in which the plate surface direction in the flat plate shape matches the forming direction of the plurality of fixing legs in the housing. The refrigerant flow path is formed inside the housing, and in particular, the thickness of the wall portion of the housing where the inverter control unit is disposed is thinner than the thickness of the wall portion of the other portion. Yes.

In the present invention, two of the plurality of fixing legs are formed on both sides in the axial direction of the power conversion control unit with the power conversion control unit interposed therebetween. Therefore, it is possible to fix to the engine by screwing the bolts inserted into the two fixing legs into both sides in the axial direction of the portion where the wall portion is thin in the housing.
Therefore, according to the motor drive device of the present invention, both sides in the axial direction of the portion that is weak in the housing and easily vibrates can be fixed to the engine, and vibration, noise, etc. generated by the motor drive device are reduced. be able to.
The axial direction of the power conversion control unit means the same direction as the axial direction of the motor.

A preferred embodiment of the present invention described above will be described.
In the present invention, the fixing leg includes two control unit side legs disposed on both sides in the axial direction of the power conversion control unit, and the power conversion control unit disposed in the housing across the motor. It is preferable to comprise two opposite leg portions disposed on the side opposite to the side (Claim 2).
In this case, the housing can be more firmly fixed to the engine by the fixing legs formed at four locations, and vibrations, noises, and the like generated by the motor drive device can be further reduced.

Preferably, the rotation actuating means is a rotary compression mechanism that compresses the refrigerant under the rotational force of the motor.
In this case, an electric compressor that operates the compression mechanism by the rotational force of the motor can be configured by the motor driving device. And the electric compressor which made the vibration, noise, etc. which generate | occur | produced small can be comprised.

The refrigerant flow path has a refrigerant suction port formed at one end portion on the housing side where the motor is accommodated, and a refrigerant discharge port on the housing side where the rotation actuating means is accommodated. Preferably, the refrigerant flow path is configured to allow the refrigerant to pass from one end to the other end of the housing.
In this case, the power conversion control unit disposed in the housing is passed by allowing the refrigerant before compression by the compression mechanism to pass through the refrigerant flow path formed from one end of the housing toward the other end. Cooling can be performed more effectively.

Further, the refrigerant flow path is formed adjacent to the outer periphery of the stator core in the motor, and is formed at a plurality of locations in the circumferential direction of the motor. In the circumferential direction, the flow resistance of the main refrigerant flow path formed on the side facing the power conversion control unit is preferably smaller than the flow resistance of the remaining sub refrigerant flow paths (Claim 5).
In this case, more (more) refrigerant can be allowed to flow in the main refrigerant flow path than in the sub refrigerant flow path, and the power conversion control unit can be more effectively cooled.

The flow resistance of the main refrigerant flow path is made smaller than the flow resistance of the sub refrigerant flow path by making the cross sectional area of the main refrigerant flow path larger than the cross sectional area of the sub refrigerant flow path. (Claim 6).
In this case, the channel resistance of the main refrigerant channel can be easily made smaller than the channel resistance of the sub refrigerant channel.

Further, the stator core in the motor is supported by a support wall that forms a part of the refrigerant flow path in the housing, and the support wall is preferably formed at five or more locations in the circumferential direction of the motor ( Claim 7).
In this case, the stator core can be stably supported on the housing, and the vibration, noise, etc. generated by the motor drive device can be further reduced.
In addition, since the processing of the support wall is complicated when the number of the support wall is too large, the number of the slots is less than the number of slots through which the stator winding is inserted (for example, in the case of 9 slots, the number is 8 or less) and in the circumferential direction It is preferable to arrange them at unequal pitches.

  The power conversion board includes a communication circuit that communicates with a host controller outside the motor driving device, a power conversion circuit that generates power for driving the motor, a ground potential of the communication circuit, and the power. An insulation circuit that bridges communication between the communication circuit and the power conversion circuit in a state in which the ground potential of the conversion circuit is insulated, and the insulation circuit and the communication circuit are connected to the power conversion board. It is preferable that the power conversion circuit is disposed in a region located upstream of the refrigerant flow path as compared with the entire region in which the power conversion circuit is disposed.

In this case, by disposing an insulation circuit and a communication circuit (low voltage circuit portion) having lower heat resistance than the power control circuit (high voltage circuit portion) in a region upstream of the refrigerant flow path in the housing. The insulation circuit and the communication circuit can be effectively cooled. In particular, the temperature around the insulating circuit can be kept low.
As a result, it is possible to use an insulating circuit having a high communication speed while not having a high heat resistance. As this insulating circuit, signal transmission can be performed by optical coupling or magnetic coupling without electrical coupling. Specifically, for example, an isolator such as a photocoupler can be used as the insulating circuit.

The power conversion control unit includes a power connector for connecting the power conversion circuit to the host control device, and a communication connector for connecting the communication circuit to the host control device. The communication connector is preferably disposed at a position upstream of the refrigerant flow path from the position where the power connector is disposed.
In this case, the power control board includes a wiring portion that connects the power conversion circuit (high voltage circuit portion) and the power connector, and a wiring portion that connects the communication circuit (low voltage circuit portion) and the communication connector. In the above, it is possible to prevent the crossing. Therefore, it is possible to more effectively insulate the ground potential of the power conversion circuit and the ground potential of the communication circuit.

Further, it is preferable that the power connector and the communication connector are disposed at an end of the power conversion control unit opposite to the end facing the engine.
In this case, by arranging the power connector and the communication connector as far as possible from the engine, each connection portion drawn from the host controller is connected to the power connector and the communication connector. Is easy. Therefore, it is easy to attach and detach each connector and each connection part, and the assembly property and maintenance property in a motor drive device can be improved.

The power conversion circuit includes a switching element that supplies power to the motor, and a coil and a capacitor that smooth the power waveform supplied to the motor by the switching element. Preferably, the power conversion control unit is disposed at an end opposite to the end facing the engine, and a part of the capacitor is disposed in a recess formed in the housing. .
In this case, a capacitor that occupies a particularly large space in the power conversion board is disposed in a portion of the housing that faces the opposite end of the power conversion control unit, and a part of the capacitor is placed in a recess in the housing. By arranging, the capacitor can be arranged using the arrangement space of the housing. Therefore, the motor drive device can be made compact.

Further, the power conversion control unit and the lead wire in the motor are connected by a motor connection terminal disposed in the housing, and the motor connection terminal allows the refrigerant in the housing to flow out to the outside. It is preferable to have an airtight structure to prevent and to be disposed at the end of the housing facing the engine.
In this case, the motor connection terminal can be arranged by utilizing the part of the housing facing the engine. Therefore, the arrangement of the motor connection terminals is easy.

The plurality of fixing legs are fixed to the engine protrusions that are formed to protrude from the engine via bolts, and the housing is disposed between the engine protrusions in a cross section orthogonal to the axial direction. It is preferable to have a housing protruding portion that protrudes into the engine recess positioned, and the motor connection terminal is disposed using the housing protruding portion.
In this case, the motor connection terminal can be disposed by using the housing protrusion disposed in the engine recess. Therefore, the arrangement of the motor connection terminals can be further facilitated.

  In this case, the housing for housing the motor can be as close to the engine as possible, and the height of the fixing leg for fixing the housing to the engine can be made as small as possible. Therefore, the fixing strength of the housing with respect to the engine can be improved, and vibrations, noises, and the like generated by the motor drive device can be further reduced.

Further, the motor is a three-phase AC motor, and the motor connection terminal includes three motor connection terminals for connecting three-phase motor windings, respectively, and the three motor connection terminals are provided in the housing. It is preferable that the end portion on the opposite side of the engine is arranged side by side in the axial direction of the motor.
In this case, the three motor connection terminals can be arranged in a space-efficient manner by utilizing the portion of the housing facing the engine.

Further, the switching element is integrated and packaged with six element parts for supplying power to the three-phase motor windings, and the packaged switching element is connected to the motor in the power conversion control part. It is preferable to arrange it adjacent to the connection terminal (claim 15).
In this case, the arrangement space of the switching elements in the power conversion control unit can be reduced. Further, by arranging the packaged switching element adjacent to the motor connection terminal, the connection between the switching element and the motor connection terminal can be efficiently performed at as short a distance as possible.

Hereinafter, embodiments of a motor driving apparatus for a vehicle according to the present invention will be described with reference to the drawings.
Example 1
As shown in FIGS. 1 to 4, the motor drive device 1 for a vehicle of this example includes a motor 2, a rotation operation unit 3 that is connected to the motor 2 and operates by receiving the rotational force of the motor 2, and the rotation operation unit 3. And a housing 4 that houses the motor 2 and a power conversion control unit 5 that drives the motor 2.
A plurality of fixing legs 45 for fixing the housing 4 to the engine 8 are formed on the outer side of the housing 4 in the same direction orthogonal to the axial direction L of the motor 2. Further, as shown in FIG. 5, a coolant channel 41 for allowing the coolant C to pass therethrough is formed inside the housing 4.

As shown in FIG. 2 and FIG. 3, the power conversion control unit 5 includes a power conversion board 52 in a case 51 and has a flat plate shape. Further, the power conversion control unit 5 is fixed to the housing 4 in a state where the plate surface direction in the flat plate shape coincides with the formation direction D of the plurality of fixing leg portions 45. Two of the plurality of fixing legs 45 are formed on both sides of the power conversion control unit 5 in the axial direction L with the power conversion control unit 5 interposed therebetween.
In addition, a plate | board surface direction means the plane direction orthogonal to the thickness direction.

Hereinafter, the motor drive device 1 of this example will be described in detail with reference to FIGS.
As shown in FIG. 2, the rotation actuating means 3 of this example is a rotary compression mechanism (compression pump) 3 that compresses the refrigerant C by receiving the rotational force of the motor 2. The motor drive device 1 of this example is an electric compressor 1 in which a motor 2 and a compression mechanism 3 are accommodated in a housing 4. The electric compressor 1 is used to compress the refrigerant C and produce a high-pressure compressed refrigerant C in an air conditioner in a vehicle.

  As shown in FIG. 6, the power conversion control unit 5 of this example drives the motor 213 using a high-voltage DC power source 64 (high-voltage battery, approximately 280 V) used to operate the drive motor in the hybrid vehicle. It is configured as follows. The motor 2 of this example is a three-phase AC motor 2, and the power conversion control unit 5 is an inverter configured to apply a three-phase AC voltage formed by performing pulse width modulation to the motor 2.

  As shown in FIGS. 1 and 2, the fixing leg portion 45 of this example is a housing that sandwiches the motor 2 with two control portion side leg portions 45 </ b> A disposed on both sides in the axial direction L of the power conversion control portion 5. 4 includes two opposite leg portions 45B disposed on the side opposite to the side where the power conversion control unit 5 is disposed. The housing 4 is fixed to the engine 8 by fixing legs 45 formed at four locations.

  As shown in FIGS. 3 and 5, the engine 8 of this example is a horizontal engine in which a plurality of cylinders are arranged in the horizontal direction of the vehicle. The engine 8 has engine protrusions 81 formed to protrude from the side surfaces of the engine 8 at positions facing the four fixing legs 45 in the housing 4. The engine protrusion 81 is formed at the lower part of the engine 8. The housing 4 in the electric compressor 1 is fixed to the side surface of the lower part of the engine 8 by screwing the bolts 46 inserted into the fixing leg portions 45 into the engine protrusions 81.

  As shown in FIGS. 2 and 5, the electric compressor 1 of the present example is fixed to the front side surface of the engine 8 by four bolts 46 inserted into the four fixing legs 45. The formation direction D of the four fixing legs 45 is directed in the horizontal direction, and the power conversion control unit 5 is disposed on the upper side in the vertical direction of the electric compressor 1.

  As shown in the figure, the housing 4 is provided with a disposition surface 43 for facing the power conversion control unit 5, and the power conversion control unit 5 is disposed via a waterproof seal 431. 43. Further, the waterproof seal 431 prevents the refrigerant C in the housing 4 from entering the power conversion control unit 5, and effects the heat of the heating element (a switching element 612 described later) in the power conversion control unit 5 on the housing 4. It is intended to escape.

As shown in FIGS. 3 and 4, the power conversion control unit 5 of this example is attached to the arrangement surface 43 in the housing 4 by screws 512 respectively inserted into a plurality of attachment holes 511 provided in the case 51. .
The two mounting holes 511 positioned on the engine facing side are provided between the two fixing leg portions 45 (control unit side leg portions 45A). In the power conversion board 52, three-phase (three) motor connection terminals 23 to be described later are arranged in the axial direction L of the motor 2 at corresponding positions between the two mounting holes 511 located on the opposite side of the engine. It is arranged.

  As shown in FIGS. 1 and 3, the refrigerant suction port 413 of the refrigerant flow path 41 of this example is formed at one end of the housing 4 on the side where the motor 2 is accommodated. Further, the refrigerant discharge port 414 of the refrigerant channel 41 of this example is formed at the other end of the housing 4 on the side where the compression mechanism 3 is accommodated. The refrigerant channel 41 of this example is formed from one end of the housing 4 toward the other end. In FIG. 3, the flow direction of the refrigerant C is indicated by S.

As shown in FIG. 5, a stator support portion 42 that supports the stator core 21 in the motor 2 is formed in the housing 4. The stator support portion 42 holds the stator core 21 by a plurality of support walls 421. The refrigerant channel 41 in this example is formed so as to be surrounded by the support wall 421. The refrigerant flow path 41 is formed adjacent to the outer periphery of the stator core in the motor 2 and is formed at a plurality of locations in the circumferential direction of the motor 2.
Further, in order to stably support the stator core 21, the support wall 421 of this example is formed at five locations in the circumferential direction of the stator core 21, and the refrigerant channel 41 of this example is formed at five locations. .

Further, as shown in the figure, the refrigerant flow path 41 of this example includes a main refrigerant flow path 411 formed on the side facing the power conversion control unit 5 in the circumferential direction of the motor 2 and the remaining plurality of sub refrigerant flow paths. 412. The cross-sectional area of the main refrigerant flow path 411 is larger than the total cross-sectional area of the plurality of sub refrigerant flow paths 412. The flow resistance of the main refrigerant flow path 411 is smaller than the total flow resistance of the plurality of sub refrigerant flow paths 412.
The flow resistance of the main refrigerant flow path 411 is also made smaller than the total flow resistance of the plurality of sub refrigerant flow paths 412 by disposing a resistance member that serves as a flow resistance in the sub refrigerant flow path 412. can do.

In addition, each sub refrigerant flow path 412 of this example has a large flow path resistance so that the refrigerant C hardly flows. In the electric compressor 1 of this example, most of the refrigerant C flowing in the housing 4 is The main refrigerant channel 411 is configured to flow.
In the housing 4, a lead wire arrangement space 415 for arranging the three-phase lead wires 22 drawn from the three-phase motor windings 211 arranged on the stator core 21 is formed. The lead wire arrangement space 415 communicates with one of the plurality of sub refrigerant flow paths 412.

Further, as shown in FIG. 5, the end portion of the three-phase (three) lead wire 22 is connected to the switching element 612 of the power conversion circuit 61 in the power conversion control unit 5 by the three-phase motor connection terminal 23. (See FIG. 6). The three-phase motor connection terminal 23 has an airtight structure that prevents the refrigerant C in the housing 4 from flowing out. The three-phase motor connection terminal 23 in this example is disposed at the end of the housing 4 facing the engine.
The three-phase motor connection terminal 23 is arranged on the side portion of the motor 2 in parallel with the axial direction L of the motor 2. Therefore, as shown in FIG. 2, the coil end portion 212 of the motor winding 211 in the stator core 21 of the motor 2 can be overlapped with a part of the compression mechanism 3, and the capacity of the motor 2 can be increased.

  Further, as shown in FIG. 5, the housing 4 has a housing protrusion 44 that protrudes and is disposed in an engine recess 82 located between the engine protrusions 81 in a cross section orthogonal to the axial direction L of the motor 2. ing. The three-phase motor connection terminals 23 are arranged side by side in the axial direction L of the motor 2 using the housing protrusions 44. A part of the power conversion control unit 5 of this example is disposed in the engine recess 82 adjacent to the housing protrusion 44.

  In this way, by disposing a part of the housing 4 in the engine recess 82, the amount of protrusion of the electric compressor 1 relative to the engine 8 can be reduced. In particular, when the transverse engine 8 of this example is mounted on an FF vehicle (front engine / front drive vehicle) and the electric compressor 1 is disposed at the lower part on the front side of the vehicle, the crushable space at the time of a vehicle front collision is reduced. It is possible to increase the vehicle safety.

  As shown in FIG. 6, the power conversion control unit 5 of this example includes a power conversion substrate 52 in a case 51 made of an aluminum alloy or the like. The power conversion board 52 includes a communication circuit 62 that performs communication with a host control device (host ECU, electronic control unit) 66 outside the motor drive device 1, and a power conversion circuit 61 that generates power for driving the motor 2. Is formed. The power conversion board 52 is also formed with an insulating circuit 63 that bridges communication between the communication circuit 62 and the power conversion circuit 61 in a state where the ground potential of the communication circuit 62 and the ground potential of the power conversion circuit 61 are insulated. Has been.

  Then, the output signal transmitted from the host control device 66 to the communication circuit 62 is transmitted to the control circuit 611 in the power conversion circuit 61 via the insulating circuit 63. On the other hand, the input signal detected by the control circuit 611 can be transmitted to the host controller 66 via the insulation circuit 63 and the communication circuit 62.

As shown in FIG. 6, the power conversion circuit 61 supplies the motor 2 with a switching element 612 that supplies power to the motor 2, a diode element 613 for protecting the switching element 612 that circulates the motor current, and the switching element 612. A coil 614 and a capacitor 615 for smoothing the power waveform, and a control circuit 611 for transmitting a switching signal subjected to pulse width modulation to the switching element 612 are configured.
The control circuit 611 is configured to detect the current flowing through the motor 2 and perform so-called sensorless control to control the rotation of the motor 2.
Further, the switching element 612 of the present example is packaged by integrating six element portions for supplying power to the three-phase motor winding 211.

The power conversion circuit 61, that is, the control circuit 611, the switching element 612, the diode element 613, the coil 614, the capacitor 615, and the like are configured to operate using the high-voltage DC power supply 64 as a power source. In the three-phase AC motor 2, the terminals of the three lead wires 22 drawn out from the motor winding 211 are connected to the switching element 612.
Further, in the power conversion board 52 of this example, a plurality of capacitors 615 are arranged, and each capacitor 615 is connected in parallel between the plus side and the minus side of the high voltage DC power supply 64.

As shown in FIG. 6, the communication circuit 62 is configured to deliver data such as the rotational speed command, power limit, and operating status of the motor 2 between the host controller 66 and the control circuit 611. The communication circuit 62 is configured to operate using a low voltage DC power supply 65 (low voltage battery, approximately 12 V) as a power source.
The insulating circuit 63 is constituted by an isolator such as a photocoupler. The insulating circuit 63 is configured to transmit a signal between the circuit unit configuring the low voltage side and the circuit unit configuring the high voltage side by light. The insulating circuit 63 includes an output circuit unit that bridges an output signal from the host controller 66 to the control circuit 611 in an insulated state, and a bridge in an insulated state of an input signal from the control circuit 611 to the host controller 66. And an input circuit unit for performing the above.

  Thus, as shown in the figure, the power conversion circuit 61 (the control circuit 611, the switching element 612, the diode element 613, the coil 614, the capacitor 615, and the like) and the circuit part constituting the high voltage side in the insulating circuit 63 are as follows. The communication circuit 62 and the circuit part constituting the low voltage side of the insulating circuit 63 constitute the low voltage circuit part of the power conversion board 52.

As shown in FIGS. 4 and 6, in the power conversion board 52 of this example, the insulating circuit 63 and the communication circuit 62 (low voltage circuit portion) are connected to the power conversion circuit 61 (high voltage circuit) in the power conversion board 52. Compared to the entire region where the portion) is disposed, it is disposed in a region located upstream of the refrigerant flow path 41. In FIG. 4, the flow direction of the refrigerant C is indicated by S.
In the power conversion board 52 of the present example, the packaged switching element 612 has a rectangular shape, and the long side direction is arranged in the axial direction L of the motor 2. The plurality of capacitors 615 are arranged in the axial direction L of the motor 2.

As shown in FIG. 5, the plurality of capacitors 615 are disposed at the end of the power conversion controller 5 opposite to the end facing the engine. A part of each capacitor 615 is disposed in a recess 47 formed in the housing 4.
In addition, as shown in FIG. 4, the coil 614 is arranged in a region located on the downstream side of the refrigerant flow path 41 in the power conversion board 52, and the insulating circuit 63 and the communication circuit 62 are arranged from the arrangement region of the coil 614. Are also arranged in an arrangement region located upstream.
The packaged switching element 612 of this example is disposed at the end of the power conversion board 52 facing the engine, and is disposed adjacent to the three-phase motor connection terminal 23.

  As described above, the insulating circuit 63 and the communication circuit 62 that have lower heat resistance than the power conversion circuit 61 are arranged in the upstream region of the refrigerant flow path 41 in the housing 4, so that the refrigerant C passing through the housing 4. Thus, the insulating circuit 63 and the communication circuit 62 can be effectively cooled. In particular, the temperature around the insulating circuit 63 can be kept low.

1, 3, and 6, the power conversion control unit 5 includes a power connector 53 for connecting the power conversion circuit 61 to the host control device 66 and a communication circuit 62 as the host control device 66. And a communication connector 54 for connection to the network.
As shown in FIGS. 3 and 4, the communication connector 54 of this example is arranged at a position upstream of the refrigerant flow path 41 with respect to the arrangement position of the power connector 53. The power conversion circuit 61 (high voltage circuit portion) and the power connector 53 are connected to the wiring portion, and the communication circuit 62 (low voltage circuit portion) and the communication connector 54 are connected to the communication connector 54. On the board | substrate 52, it does not cross. In the figure, the flow direction of the refrigerant C is indicated by S.
In addition, the power connector 53 and the communication connector 54 of this example are on the opposite side of the power conversion control unit 5 from the end facing the engine in order to improve the assembly and maintenance of the electric compressor 1. Arranged at the end.

The electric compressor 1 for a vehicle according to this example includes a motor 2, a compression mechanism 3, a housing 4, and a power conversion control unit 5, and the arrangement structure of the power conversion control unit 5 with respect to the housing 4 is devised.
Specifically, the power conversion control unit 5 of the present example is arranged on the housing 4 in a state where the plate surface direction in the flat plate shape coincides with the formation direction D of the plurality of fixing legs 45 in the housing 4. 43 is fixed. The main refrigerant flow path 411 is formed on the inner side of the housing 4 at a position corresponding to the arrangement surface 43, and the thickness of the wall portion 432 of the arrangement surface 43 is equal to the thickness of the wall portion of the other part. It is thinner than that.

In this example, two of the plurality of fixing legs 45 (the two control unit side legs 45A) are connected to the power conversion control unit 5 on both sides in the axial direction L of the power conversion control unit 5. It is formed so as to be sandwiched between them. Therefore, in this example, the bolts 46 that are inserted in the two control unit side legs 45A on both sides in the axial direction of the formation portion of the wall portion 432 of the disposing surface 43 in the housing 4 are provided to the engine 8. It can fix to this engine 8 by screwing.
Therefore, according to the electric compressor 1 of the present example, both sides in the axial direction of the formation portion of the arrangement surface 43 that is weak in the housing 4 and easily vibrates can be positively fixed to the engine 8. The vibration, noise, etc. generated by 1 can be reduced.

(Example 2)
This example is an example which shows the other embodiment in the said motor drive device 1, as shown in FIGS.
As shown in FIGS. 7 and 8, the three-phase motor connection terminals 23 are arranged orthogonally to the axial direction L of the motor 2, and are located on the engine installation side with respect to the power conversion control unit 5 and the refrigerant flow. It can also be arranged at a position downstream of the path 41. This structure is effective when the output of the compression mechanism 3 is small and the length of the motor 2 in the axial direction L is short. In the figure, the flow direction of the refrigerant C is indicated by S.

In addition to the electric compressor 1, the motor driving device 1 is moved into the refrigerant flow path 41 of the housing 4 in which the motor 2 is accommodated by the pump mechanism 3 </ b> A as the rotational operation means 3 as shown in FIG. 9. A water pump 1A configured to rotate the fan 71 that sucks the refrigerant C may be used.
Further, as shown in FIG. 10, the motor drive device 1 is an auxiliary device 1B for a hybrid vehicle in which functions of an alternator that generates electric power using the rotational force of the engine 8 and a starter motor that starts the engine 8 are integrated. It can also be. In this case, a pulley 72 connected to the crank of the engine 8 via a belt or the like is connected to the motor 2 and the fan 3B as the rotational operation means 3 for sucking the refrigerant C into the refrigerant flow path 41 in the housing 4. It can connect and the motor drive device 1 can be comprised.

  Further, as shown in FIG. 11, the motor driving device 1 can be configured by adding a starter function for starting the engine 8 to the electric compressor 1. In this case, the motor 2 that operates the compression mechanism 3 serving as the rotation operation means 3 is coupled to a pulley 72 that is connected to the crank of the engine 8 via a belt or the like via the clutch 73, thereby 1 can be configured.

When the motor 2 and the pulley 72 are connected by the clutch 73, the motor driving device 1 can function as a starter by the rotation of the motor 2. On the other hand, when the connection state between the motor 2 and the pulley 72 by the clutch 73 is released, the motor driving device 1 can function as the electric compressor 1 by the rotation of the motor 2.
Moreover, in this case, the engine 8 can be started gently by the motor drive device 1, and the life of the starter can be improved.
Also in this example, other configurations are the same as those of the first embodiment, and the same effects as those of the first embodiment can be obtained.

Explanatory drawing shown in the state which looked at the electric compressor in Example 1 from the front direction. Cross-sectional explanatory drawing shown in the state which looked at the electric compressor in Example 1 from the front direction. Explanatory drawing in the state which looked at the electric compressor in Example 1 from the upper surface direction. In the example 1, it is a figure shown in the state which looked at the electric compressor from the upper surface direction, and is explanatory drawing which shows the arrangement | positioning state of the components in a power conversion board | substrate. Cross-sectional explanatory drawing shown in the state which looked at the electric compressor in Example 1 from the horizontal direction. FIG. 3 is an explanatory diagram illustrating a circuit configuration of a power conversion board of the electric compressor according to the first embodiment. Cross-sectional explanatory drawing shown in the state which looked at the electric compressor in Example 2 from the front direction. Sectional explanatory drawing shown in the state which looked at the electric compressor in Example 2 from the upper surface direction. Sectional explanatory drawing shown in the state which looked at the water pump in Example 2 from the front direction. Cross-sectional explanatory drawing which shows the auxiliary machine for hybrid vehicles in the state seen from the front direction in Example 2. FIG. Sectional explanatory drawing which shows the electric compressor which added the function of the starter in Example 2 in the state seen from the front direction.

Explanation of symbols

1 Motor drive device (electric compressor)
2 Motor 21 Stator 22 Lead wire 23 Motor connection terminal 3 Rotation operation means (compression mechanism)
DESCRIPTION OF SYMBOLS 4 Housing 41 Refrigerant flow path 411 Main refrigerant flow path 412 Sub refrigerant flow path 42 Stator support part 421 Support wall 43 Installation surface 44 Housing protrusion part 45 Fixing leg part 45A Control part side leg part 45B Opposite side leg part 5 Power conversion Control unit 51 Case 52 Power conversion board 53 Power connector 54 Communication connector 61 Power conversion circuit 611 Control circuit 612 Switching element 615 Capacitor 62 Communication circuit 63 Insulation circuit 66 Host controller 8 Engine 81 Engine projection 82 Engine recess C Refrigerant L Axial direction D Formation direction

Claims (15)

A motor, a rotation operation unit connected to the motor and operated by receiving a rotational force from the motor, a housing for accommodating the rotation operation unit and the motor, and a power conversion control unit for driving the motor. In a motor drive device for a vehicle,
A plurality of fixing legs for fixing the housing to the engine are formed on the outside of the housing in the same direction perpendicular to the axial direction of the motor,
Inside the housing, a coolant channel for allowing the coolant to pass is formed,
The power conversion control unit includes a power conversion substrate in a case and has a flat plate shape, and the plate surface direction in the flat plate shape is made to coincide with the formation direction of the plurality of fixing legs. Is fixed to the housing in the state,
Two of the plurality of fixing legs are formed on both sides of the power conversion control unit in the axial direction so as to sandwich the power conversion control unit. Drive device.   2. The fixing leg according to claim 1, wherein the fixing leg includes two control unit side legs disposed on both sides in the axial direction of the power conversion control unit, and the power conversion control unit in the housing with the motor interposed therebetween. A motor drive device for a vehicle, comprising two opposite leg portions disposed on the opposite side to the installation side.   3. The motor drive apparatus for a vehicle according to claim 1, wherein the rotation actuating means is a rotary compression mechanism that compresses the refrigerant by receiving the rotational force of the motor. 4. The refrigerant flow path according to claim 3, wherein the refrigerant flow path has a refrigerant suction port formed at one end of the housing on the side where the motor is accommodated, and the refrigerant discharge port is formed in the housing. Formed on the other end of the housing side,
The vehicle motor drive device according to claim 1, wherein the refrigerant flow path is configured to allow the refrigerant to pass from one end of the housing toward the other end. In any one of Claims 1-4, while the said refrigerant | coolant flow path is formed adjacent to the outer periphery of the stator core in the said motor, it forms in the several location in the circumferential direction of the said motor,
Among the plurality of refrigerant flow paths, the flow resistance of the main refrigerant flow path formed on the side facing the power conversion control unit in the circumferential direction of the motor is greater than the flow resistance of the remaining sub refrigerant flow paths. A motor drive device for a vehicle characterized in that the motor drive device is small.   6. The flow resistance of the main refrigerant flow path is made larger than the flow resistance of the sub refrigerant flow path by making the cross sectional area of the main refrigerant flow path larger than the cross sectional area of the sub refrigerant flow path. A motor drive device for a vehicle, characterized in that it is reduced in size. In any 1 paragraph of Claims 1-6, the stator core in the above-mentioned motor is supported by the support wall which forms a part of the above-mentioned refrigerant channel in the above-mentioned housing,
The vehicle motor driving device according to claim 1, wherein the supporting wall is formed at five or more locations in the circumferential direction of the motor. In any one of Claims 1-7, the said power conversion board | substrate is a communication circuit which communicates with the high-order control apparatus in the exterior of the said motor drive device,
A power conversion circuit for generating electric power for driving the motor;
In a state in which the ground potential of the communication circuit and the ground potential of the power conversion circuit are insulated, the communication circuit and the power conversion circuit have an insulation circuit that bridges communication,
The insulation circuit and the communication circuit are arranged in a region located upstream of the refrigerant flow path as compared with the entire region where the power conversion circuit is arranged in the power conversion board. Motor drive device. 9. The power conversion control unit according to claim 8, wherein the power conversion control unit includes a power connector for connecting the power conversion circuit to the host control device, and a communication connector for connecting the communication circuit to the host control device. And
The motor drive device for a vehicle according to claim 1, wherein the communication connector is arranged at a position upstream of the refrigerant flow path with respect to the arrangement position of the power connector.   10. The vehicle motor according to claim 9, wherein the power connector and the communication connector are disposed at an end portion of the power conversion control unit opposite to an end portion on the engine facing side. Drive device. The power conversion circuit according to any one of claims 8 to 10, wherein the power conversion circuit includes a switching element that supplies power to the motor, and a coil and a capacitor that perform smoothing of a power waveform supplied to the motor by the switching element. Have
The capacitor is disposed at an end of the power conversion control unit opposite to the end facing the engine, and a part of the capacitor is disposed in a recess formed in the housing. A motor drive device for a vehicle characterized by the above. In any one of Claims 1-11, the said power conversion control part and the lead wire in the said motor are connected by the motor connection terminal arrange | positioned in the said housing,
The motor connection terminal has an airtight structure that prevents the refrigerant in the housing from flowing out to the outside, and is disposed at an end of the housing on the side facing the engine. Motor drive device. 13. The plurality of fixing leg portions according to claim 12, wherein each of the plurality of fixing leg portions is fixed to an engine protrusion portion that protrudes from the engine via a bolt, and the housing has a cross section orthogonal to the axial direction. A housing protrusion that protrudes into the engine recess located between
The motor drive device for a vehicle according to claim 1, wherein the motor connection terminal is disposed using the housing protrusion. The motor according to claim 12 or 13, wherein the motor is a three-phase AC motor.
The motor connection terminal consists of three motor connection terminals for connecting three-phase motor windings, respectively.
The motor drive device for a vehicle according to claim 3, wherein the three motor connection terminals are arranged side by side in the axial direction of the motor at an end of the housing facing the engine. The switching element according to any one of claims 12 to 14, wherein six element parts for supplying power to a three-phase motor winding are integrated and packaged.
The packaged switching element is disposed adjacent to the motor connection terminal in the power conversion control unit.

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