JP2011151977A - Vehicular rotary-electric machine - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a vehicular rotary-electric machine which has a high degree of freedom when a semiconductor package is mounted on the rotary-electric machine, and thus enables cost reduction. <P>SOLUTION: Rectifier module groups 5 and 6 of a vehicular generator 1 include a plurality of rectifier modules (semiconductor packages) 5X, which are arranged at equal intervals on an arc around the rotating shaft of a rotor. Each rectifier module 5X has communication terminals 44 and 46 and output terminals 45 and 47, which are extended out from two package peripheral side faces 30 and 32 and are symmetrical with respect to a virtual plane at the center between the two package peripheral side faces 30 and 32. The communication terminals 44 and 46 or the output terminals 45 and 47 extended out from two adjacent rectifier modules are brought in contact with each other and are joined together by welding or brazing. <P>COPYRIGHT: (C)2011,JPO&INPIT

Description

  The present invention relates to a vehicular rotating electrical machine mounted on a passenger car, a truck, or the like.

  Conventionally, in an inverter module having a protruding terminal and a fixed terminal, electrical connection is established by connecting the protruding terminal and the fixed terminal between adjacent modules, and each module is annularly arranged around the central axis of the motor. A power conversion device for an electromechanical integrated motor is known (for example, see Patent Document 1).

  Further, each of the six semiconductor switching elements is individually supported in the housing on six substrates arranged symmetrically with respect to the axis of rotation, and the control circuit for driving the elements is arranged at the center of the arrangement of each substrate. There is known a drive circuit arrangement structure for a three-phase motor arranged in (see, for example, Patent Document 2).

JP 2008-131794 A Japanese Patent No. 2690551

  Incidentally, the power conversion device for an electromechanical integrated motor disclosed in Patent Document 1 has the following problems. (1) In a vehicular rotating electrical machine having a field capable rotor, an excitation circuit is mounted on the rear side, so that the modules cannot be arranged in a ring due to interference with the excitation circuit. . (2) If an attempt is made to interconnect by providing a ground terminal, it is necessary to electrically connect the projecting terminal and the fixed terminal in the same manner, increasing the number of parts and man-hours and increasing the cost. (3) The number of fixing parts (for example, screws) for connecting the protruding terminal and the fixed terminal is required as many as the number of connection points, which increases the cost. (4) It is necessary to make the end face of the frame a shape that matches the protruding terminal and the fixed terminal, which complicates the shape of the frame. (5) When there are terminals to be interconnected in addition to the power terminals (for example, the output terminal of the generator), a protruding terminal and a fixed terminal are required for these, too, and costs increase.

  Moreover, the drive circuit of the three-phase motor disclosed in Patent Document 2 has the following problems. (6) In a vehicular rotating electrical machine having a rotor capable of fielding, an excitation circuit is mounted on the rear side. Therefore, when six substrates are arranged point-symmetrically, a space corresponding to the excitation circuit is provided. Will be wasted. (7) When a module incorporating a pair of switching elements on the high side and low side is mounted, it cannot be arranged point-symmetrically when the stator winding has an odd phase (for example, three phases).

  As described above, the conventional techniques disclosed in Patent Documents 1 and 2 have a problem that the degree of freedom in mounting is low and the cost is high due to the terminal shape and type or the connection method.

  The present invention was created in view of the above points, and an object of the present invention is to provide a vehicular rotating electrical machine that has a high degree of freedom in mounting a semiconductor package and can achieve cost reduction. is there.

  In order to solve the above-described problems, a rotating electrical machine for a vehicle according to the present invention is induced in a rotor having a field winding, a stator disposed opposite to the rotor, and a stator winding provided in the stator. To convert the alternating current to be converted into direct current and supply it to the battery, or convert the direct current supplied from the battery into alternating current and supply it to the stator winding, and the excitation flowing through the field winding In a rotating electrical machine for a vehicle including an excitation control circuit that controls current, the power converter is configured to include a plurality of semiconductor packages each having a switching element, and the plurality of semiconductor packages is centered on the rotation axis of the rotor. Each of the plurality of semiconductor packages is drawn from two circumferential side surfaces and symmetrical with respect to a virtual plane at the center of these two circumferential side surfaces. Interconnecting terminals drawn out from the opposing circumferential side surfaces of two semiconductor packages adjacent to each other in the circumferential direction are joined to each other by welding or brazing. ing.

  Even when other components such as an excitation control circuit are arranged on the mounting surface of the semiconductor package, it becomes possible to mount each semiconductor package by effectively using the remaining area, thereby improving the degree of freedom of mounting. be able to. In addition, since the interconnection terminals are joined by welding or the like in a state where they are in contact with each other, the joining end portion can be made into a simple shape, and other parts such as screws are not required for joining. Costs can be reduced by reducing the number of parts. Further, since the interconnection terminals are joined together, it is not necessary to match the shape of the frame or the like on which the semiconductor package is mounted to the terminal shape, and the shape of the frame or the like on which the semiconductor package is mounted can be simplified.

  The semiconductor package described above is directly fixed to a frame that holds the stator, or is fixed to a cooling member that is electrically connected to the frame and cools the switching element. It is desirable to have a fixed terminal that is electrically connected to the terminal. When fixing the semiconductor package, it is possible to simultaneously connect the ground side terminals (one end side of the current detection element 53 indicated by “GND” in the example shown in FIG. 2). The number can be reduced.

  Further, the semiconductor package described above includes a control circuit that controls the on / off timing of the switching element, and the interconnection terminal has a control circuit connection terminal for interconnection with a control circuit provided in another semiconductor package. The control circuit connection terminal is configured by two lead frames protruding from each of the two circumferential side surfaces, and a control circuit is disposed between the two lead frames, and the two lead frames It is desirable to electrically connect the control circuit with a single bonding wire. By arranging the control circuit between the two lead frames, it becomes possible to perform the interconnection between the two lead frames and the control circuit using a single bonding wire, thereby simplifying the wire bonding process. In addition, the number of pads on the control circuit can be reduced and space can be saved.

  Further, it is desirable that the semiconductor package described above is mounted with an inclination with respect to a plane perpendicular to the rotation axis of the rotor. Thereby, the mounting area along the radial direction can be reduced. In general, the direction along the rotation axis where the pulley or the like is arranged often has a relatively large mounting space. However, in the direction along the radial direction, various types of auxiliary units connected using the same drive belt are used. In many cases, there is no room for mounting space because the machine is installed. In such a case, it is particularly effective to reduce the mounting area along the radial direction.

  Further, the above-described interconnection terminal includes a current supply terminal through which a current flowing between the switching element and the stator winding flows, and the control circuit connection terminal is preferably thinner than the current supply terminal. Since the current does not flow in the control circuit connection terminal as much as the current supply terminal, there is no problem even if the control circuit connection terminal is thinned, thereby realizing space saving and material reduction.

  Moreover, it is desirable that the above-described current supply terminal is disposed on the inner peripheral side with respect to the control circuit connection terminal. By arranging on the inner peripheral side, the length of the current supply terminal can be shortened, and the material can be reduced and the resistance can be reduced.

It is a figure which shows the structure of the generator for vehicles of one Embodiment. It is a figure which shows the structure of a rectifier module. It is a figure which shows the detailed structure of a control circuit. It is a top view which shows the mounting state inside a rectifier module. It is the VV sectional view taken on the line of FIG. It is a figure which shows arrangement | positioning in the mounting state of six rectifier modules. It is a top view which shows the external appearance shape of a rectifier module. It is a figure which shows the modification of the mounting state of a rectifier module. It is a figure which shows the modification of a rectifier module.

  Hereinafter, a vehicular generator according to an embodiment to which a vehicular rotating electrical machine of the present invention is applied will be described with reference to the drawings. FIG. 1 is a diagram illustrating a configuration of a vehicle generator according to an embodiment. As shown in FIG. 1, the vehicle generator 1 according to this embodiment includes two stator windings 2 and 3, a field winding 4, two rectifier module groups 5 and 6, and a power generation control device 7. It is configured. Two rectifier module groups 5 and 6 correspond to a power converter.

  One stator winding 2 is a multiphase winding (for example, a three-phase winding composed of an X-phase winding, a Y-phase winding, and a Z-phase winding), and is wound around a stator core (not shown). It is disguised. Similarly, the other stator winding 3 is a multi-phase winding (for example, a three-phase winding composed of a U-phase winding, a V-phase winding, and a W-phase winding). The stator winding 2 is wound at a position shifted by 30 degrees in terms of electrical angle. In the present embodiment, a stator is constituted by these two stator windings 2 and 3 and the stator core.

  The field winding 4 is wound around a field pole (not shown) disposed opposite to the inner peripheral side of the stator core to constitute a rotor. The field pole is magnetized by passing an exciting current. The stator windings 2 and 3 generate an alternating voltage by a rotating magnetic field generated when the field pole is magnetized.

  One rectifier module group 5 is connected to one stator winding 2 and constitutes a three-phase full-wave rectifier circuit as a whole, and converts an alternating current induced in the stator winding 2 into a direct current. . The rectifier module group 5 includes rectifier modules 5X, 5Y, and 5Z corresponding to the number of phases of the stator winding 2 (three in the case of a three-phase winding). The rectifier module 5 </ b> X is connected to the X-phase winding included in the stator winding 2. The rectifier module 5 </ b> Y is connected to a Y-phase winding included in the stator winding 2. The rectifier module 5Z is connected to the Z-phase winding included in the stator winding 2.

  The other rectifier module group 6 is connected to one stator winding 3 to constitute a three-phase full-wave rectifier circuit as a whole, and converts an alternating current induced in the stator winding 3 into a direct current. . The rectifier module group 6 includes a number of rectifier modules 6U, 6V, and 6W corresponding to the number of phases of the stator winding 3 (three in the case of a three-phase winding). The rectifier module 6U is connected to a U-phase winding included in the stator winding 3. The rectifier module 6V is connected to a V-phase winding included in the stator winding 3. The rectifier module 6 </ b> W is connected to the W-phase winding included in the stator winding 3.

  The power generation control device 7 is an excitation control circuit that controls the excitation current that flows through the field winding 4 and controls the power generation voltage of the vehicle generator 1 (the output voltage of each rectifier module) by controlling the excitation current. To do. The power generation control device 7 is connected to the ECU 8 (external control device) via a communication terminal and a communication line, and uses bidirectional serial communication (for example, a LIN (Local Interconnect Network) protocol) with the ECU 8. LIN communication) and transmit or receive a communication message.

  The vehicle generator 1 of the present embodiment has such a configuration, and details of the rectifier module 5X and the like will be described next.

  FIG. 2 is a diagram illustrating a configuration of the rectifier module 5X. The other rectifier modules 5Y, 5Z, 6U, 6V, and 6W have the same configuration. As shown in FIG. 2, the rectifier module 5X includes three MOS transistors 50, 51, 52, a current detection element 53, and a control circuit 54. The MOS transistor 50 is a high-side switching element having a source connected to the X-phase winding of the stator winding 2 and a drain connected to the positive terminal of the battery 9 via the MOS transistor 52. The MOS transistor 51 is a low-side switching element whose drain is connected to the X-phase winding and whose source is connected to the negative terminal (earth) of the battery 9 via the current detection element 53.

  The MOS transistor 52 is a switching element that is inserted between the high-side MOS transistor 50 and the positive terminal of the battery 9, and has a drain connected to the drain side of the MOS transistor 50. Used for protection for deterrence. In the conventional configuration including only the MOS transistors 50 and 51, a large current flows through the body diode of the MOS transistors 50 and 51 when the battery 9 is reversely connected. By turning off, current flowing through the body diodes of the MOS transistors 50 and 51 can be blocked. In addition, when the battery 9 connected to the vehicle generator 1 is disconnected, a large load dump surge occurs in the X-phase winding of the stator winding 2, but at this time, by turning off the MOS transistor 52, It is possible to prevent a large surge voltage from being applied from the vehicle generator 1 to the electric loads 10, 12 and the like. If attention is paid only to the rectification operation, the above-described MOS transistor 52 may be omitted.

  FIG. 3 is a diagram showing a detailed configuration of the control circuit 54. As shown in FIG. 3, the control circuit 54 includes a control unit 100, a power supply 102, a battery voltage detection unit 110, operation detection units 120, 130, 140, a temperature detection unit 150, a current detection unit 160, drivers 170, 172, 174. The communication circuit 180 is provided.

  The power supply 102 starts operation when a predetermined phase voltage is generated in the X-phase winding of the stator winding 2 as the engine is started, and supplies the operating voltage to each element included in the control circuit 54. This operation itself is the same as the operation conventionally performed in the power generation control device 7, and can be realized by using the same technique.

  The driver 170 has an output terminal (G1) connected to the gate of the high-side MOS transistor 50, and generates a drive signal for turning on and off the MOS transistor 50. Similarly, the driver 172 has an output terminal (G2) connected to the gate of the low-side MOS transistor 51, and generates a drive signal for turning the MOS transistor 51 on and off. The driver 174 has an output terminal (G3) connected to the gate of the protection MOS transistor 52, and generates a drive signal for turning the MOS transistor 52 on and off.

  The battery voltage detection unit 110 (battery voltage detection means) includes a differential amplifier and an analog-digital converter (AD) that converts its output into digital data, and data corresponding to the voltage at the positive terminal of the battery 9. Is output. The control unit 100 detects the occurrence of a high voltage surge such as a load dump based on this data.

  The operation detection unit 120 includes a differential amplifier and an analog-to-digital converter (AD) that converts the output into digital data, and the source-drain voltage of the high-side MOS transistor 50 (FIGS. 2 and 2). 3 corresponding to the voltage between the B and C terminals 3). Based on this data, the control unit 100 monitors the operating state of the MOS transistor 50 corresponding to the driving state of the driver 170, and appropriately controls the MOS transistor 50 and detects a failure.

  The operation detection unit 130 includes a differential amplifier and an analog-digital converter (AD) that converts the output into digital data. The operation detection unit 130 includes a source-drain voltage (FIGS. 2 and 3) of the MOS transistor 51 on the low side. Data corresponding to the voltage between the C and D terminals). Based on this data, the control unit 100 monitors the operating state of the MOS transistor 51 corresponding to the driving state of the driver 172, and appropriately controls the MOS transistor 51 and detects a failure.

  The operation detector 140 includes a differential amplifier and an analog-to-digital converter (AD) that converts its output into digital data. The voltage between the source and drain of the MOS transistor 52 used for protection (FIG. 2, FIG. 2). Data corresponding to the voltage between the A and B terminals in FIG. 3 is output. Based on this data, the control unit 100 monitors the operating state of the MOS transistor 52 corresponding to the driving state of the driver 174, and appropriately controls the MOS transistor 52 and detects a failure.

  The temperature detection unit 150 includes a constant current source, a diode, a differential amplifier, and an analog-digital converter (AD) that converts the output into digital data, and copes with a forward voltage drop of the diode that changes with temperature. Output data. The control unit 100 detects the temperature of the rectifier module 5X based on this data.

  The current detection unit 160 includes a differential amplifier and an analog-digital converter (AD) that converts the output into digital data. The voltage across the current detection element 53 (for example, a resistor) (see FIGS. 2 and 3). D-GND terminal voltage) is output. The control unit 100 detects a current flowing between the source and drain of the low-side MOS transistor 51 based on this data.

  The communication circuit 180 is a communication means similar to the power generation control device 7, and is commonly connected to a communication terminal and a communication line that connect between the power generation control device 7 and the ECU 8, and is bidirectional with the ECU 8. Serial communication (for example, LIN communication using the LIN protocol) is performed, and a communication message is transmitted or received.

  For example, considering a case where a communication message is transmitted / received to / from the ECU 8 at a communication frequency of about 20 ms per communication, communication can be performed 50 times per second. Therefore, even if six communication modules 5X and the like are added in this embodiment and the transmission / reception of communication messages therefor increases, communication messages and diagnostic information including the power generation state between the power generation control device 7 and the ECU 8 are displayed. It can be said that there is no problem in power generation control for transmitting and receiving communication messages.

  Next, the structure and arrangement of the rectifier module 5X will be described. The other rectifier modules 5Y, 5Z, 6U, 6V, and 6W have the same structure and arrangement, and detailed description thereof is omitted.

  FIG. 4 is a plan view showing a mounting state inside the rectifier module 5X. 5 is a cross-sectional view taken along line VV in FIG. The reference numerals (X, BATT, GND, L1, L2, L3) attached to the terminals used in these figures correspond to the terminals assigned the same reference numerals in FIG.

  4 and 5, the high-side MOS transistor 50, the low-side MOS transistor 51, and the protection MOS transistor 52 are formed in the same size by the same manufacturing method. The MOS transistor 50 and the MOS transistor 52 having a common drain are mounted on the same island a of the lead frame, and the MOS transistor 51 is mounted on the island b. The areas of these two islands a and b are set so that the area ratio is proportional to the number of mounted MOS transistors, that is, the area of the island a is twice the area of the island b. Furthermore, the islands a and b on which the MOS transistors 50, 51 and 52 are mounted all have the same heat dissipation structure (such as the arrangement of a heat sink) in the cross-sectional direction. It is formed as a semiconductor package to be sealed with.

  FIG. 6 is a diagram illustrating an arrangement of the six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W in a mounted state. FIG. 7 is a plan view showing the external shape of the rectifier module 5X.

  As shown in FIG. 6, the six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W are equipped with the power generation control device 7 and the brush device 20 on the axial end surface of the rear frame 60 of the vehicle generator 1. Except for the region formed, they are equally (equally spaced) arranged on an arc centered on the rotation axis of the rotor. FIG. 6 shows the case where the rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W are arranged in this order, but this order is determined according to the positions of the lead wires of the stator windings 2 and 3 and the like. Are appropriately changed. By arranging the six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W on a circular arc instead of an annular shape, other power generation control devices 7 and the like are placed in the remaining areas that are not used as the mounting areas of the rectifier modules. Parts can be arranged.

  As shown in FIG. 7, each of the rectifier modules 5X and the like has a rectangular planar shape, and fixed terminals 40 and 42 are provided on the package inner peripheral side surface 30 and the package outer peripheral side surface 32, respectively. . These fixed terminals 40 and 42 also serve as the GND terminals shown in FIG. 2, and by fastening them to the rear frame 60 with screws, the semiconductor package can be fixed and the electrical connection to the rear frame 60 as a body ground can be performed simultaneously. Is called. Instead of attaching the rectifier module 5X or the like directly to the rear frame 60, the fixing terminals 40 and 42 are screwed to cooling members (radiation fins) that are electrically connected to the rear frame 60 and cool the MOS transistors 50 and the like. You may make it do.

  Further, the communication terminal 44 (L1, L2, L3) and the output terminal 45 (BATT) are drawn from one package circumferential side surface 34, and the communication terminal 46 (L1, L2) is drawn from the other package circumferential side surface 36. , L3), an output terminal 47 (BATT), and a stator terminal 48 (X). The communication terminal 44 and the communication terminal 46, or the output terminal 45 and the output terminal 47 are symmetrically shaped with respect to the center plane (virtual center plane along the circumferential direction) S of the package circumferential direction side surfaces 34 and 36, and Has an arrangement. The communication terminals 44 and 46 and the output terminals 45 and 47 described above correspond to the interconnection terminals. Communication terminals 44 and 46 correspond to control circuit connection terminals, and output terminals 45 and 47 correspond to current supply terminals, respectively.

  As shown in FIG. 5, the communication terminal 44 and the communication terminal 46 are configured by separate lead frames, and each other and a control circuit 54 (precisely, using one bonding wire in the semiconductor package). The communication circuit 180) in the control circuit 54 is connected. The output terminal 45 and the output terminal 47 are constituted by a common lead frame, which is realized by separately projecting both ends of the lead frame from the semiconductor package. Further, the stator terminal 48 is connected to a lead line drawn from the X-phase winding included in the stator winding 2 by welding or brazing.

  In this embodiment, paying attention to two rectifier modules adjacent in the circumferential direction, communication terminals 44 and output terminals 45 projecting from one package circumferential side surface 34 and communications projecting from the other package circumferential side surface 36. The terminal 46 and the output terminal 47 are welded or brazed while being in surface contact with each other at an intermediate position therebetween, and are electrically connected to each other. In order to increase the contact area of the welding and brazing points and to facilitate these operations, the end portions of these terminals are bent along the axial direction. Since the bent ends can be held in contact with each other with a welding jig (or brazing jig), work such as welding can be reliably performed.

  In the present embodiment, the output terminals 45 and 47 are arranged on the inner peripheral side, the communication terminals 44 and 46 are arranged on the outer peripheral side, and the output terminals 45 and 47 on the inner peripheral side are communication on the outer peripheral side. It is formed using a conductor that is wider (thick) than the terminals 44 and 46. By arranging the output terminals 45 and 47 on the inner peripheral side, the length in the circumferential direction when interconnecting is shortened, and the width is further increased, so that the resistance values of the output terminals 45 and 47 through which a large current flows are obtained. Is lowered. On the other hand, the communication terminals 44 and 46 through which a large current does not flow are reduced in width (thinned) to realize space saving and material reduction.

  By the way, the six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W arranged on the axial end surface of the rear frame 60 are arranged on the axial end surface (surface perpendicular to the rotation axis) of the rear frame 60 as shown in FIG. The main surface of the semiconductor package (for example, the lower surface on which the heat sink is disposed) may be disposed so as to have a predetermined inclination. Thereby, the mounting area along the radial direction around the rotation axis can be reduced. In general, the direction along the rotation axis where the pulley or the like is arranged often has a relatively large mounting space. However, in the direction along the radial direction, various types of auxiliary units connected using the same drive belt are used. In many cases, there is no room for mounting space because the machine is installed. In such a case, it is particularly effective to reduce the mounting area along the radial direction.

  As described above, in the vehicular generator 1 according to the present embodiment, even when other components such as the power generation control device 7 and the brush device are arranged on the mounting surface of each rectifier module 5X as a semiconductor package, the remaining power remains. Thus, it is possible to mount each rectifier module by effectively using this area, and the degree of freedom of mounting can be improved. Also, since the communication terminals and output terminals are in contact with each other by welding or the like, the ends to be joined can have a simple shape, and other parts such as screws are not required for joining. Thus, the cost can be reduced by reducing the number of parts. Further, when each rectifier module 5X or the like is fixed to the rear frame 60, it becomes possible to connect the ground side terminals at the same time, and the number of interconnection terminals can be reduced.

  Further, by arranging the control circuit 54 between the two lead frames, it becomes possible to perform the interconnection between the two lead frames and the control circuit 54 using one bonding wire, and wire bonding. In addition to simplification of the process, the number of pads on the control circuit 54 can be reduced and space can be saved.

  Also, by making the communication terminals 44 and 46 thinner than the output terminals 45 and 47, space saving and material reduction can be realized. On the other hand, by arranging the output terminals 45 and 47 on the inner peripheral side, the lengths of the output terminals 45 and 47 connected to each other can be shortened, and the material can be reduced and the resistance can be reduced.

  In addition, this invention is not limited to the said embodiment, A various deformation | transformation implementation is possible within the range of the summary of this invention. For example, in the above-described embodiment, the two stator windings 2 and 3 and the two rectifier module groups 5 and 6 are provided. However, the vehicle including one stator winding 2 and one rectifier module group 5 is provided. The present invention can also be applied to power generators. In the above-described embodiment, the vehicle generator 1 including the two Y-connected stator windings 2 and 3 has been described. However, the vehicle generator including the Δ-connected stator winding is also described. The present invention can be applied.

  Further, in the above-described embodiment, the case where the rectifying operation (power generation operation) is performed using each rectifier module 5X or the like has been described. However, it is applied from the battery 9 by changing the on / off timing of the MOS transistors 50 and 51. The generated DC current may be converted into an AC current and supplied to the stator windings 2 and 3 to cause the vehicle generator 1 to perform an electric operation.

  In the above-described embodiment, each of the two rectifier module groups 5 and 6 includes three rectifier modules. However, the number of rectifier modules may be other than three. For example, even when the rectifier module is 5 or 7 corresponding to the 5-phase or 7-phase stator windings, these may be evenly arranged on the arc.

  In the above-described embodiment, each of the rectifier modules 5X and the like has been described with respect to a case where the planar shape is a rectangular shape, but may also be a trapezoidal shape as shown in FIG. In the case of the trapezoidal shape, the exposed length of the lead frame is reduced, and the corrosion resistance and the earthquake resistance can be improved.

  As described above, according to the present invention, even when other components such as the power generation control device 7 are arranged on the mounting surface of the semiconductor package (rectifier module), each rectifier module is effectively used in the remaining area. Can be implemented. In addition, since the interconnection terminals such as the communication terminal and the output terminal are joined together by welding or the like, the ends to be joined can be formed into a simple shape, and other than screws or the like for joining. This eliminates the need for these parts, thereby reducing the cost by reducing the number of parts.

DESCRIPTION OF SYMBOLS 1 Vehicle generator 2, 3 Stator winding 4 Field winding 5, 6 Rectifier module group 5X, 5Y, 5Z, 6U, 6V, 6W Rectifier module 7 Power generation control apparatus 8 ECU
9 Battery 10, 12 Electric load 30 Package inner peripheral side 32 Package outer peripheral side 40, 42 Fixed terminal 34, 36 Package circumferential side 44, 46 Communication terminal 45, 47 Output terminal 48 Stator terminal 50, 51, 52 MOS transistor 53 Current detection element 54 Control circuit 60 Rear frame 180 Communication circuit

Claims (6)

A rotor having a field winding; a stator disposed opposite to the rotor; and an alternating current induced in the stator winding provided in the stator is converted into a direct current and supplied to the battery, or A rotating electrical machine for a vehicle, comprising: a power converter that converts a direct current supplied from a battery into an alternating current and supplies the alternating current to the stator winding; and an excitation control circuit that controls an excitation current flowing in the field winding In
The power converter includes a plurality of semiconductor packages each having a switching element,
The plurality of semiconductor packages are arranged at equal intervals on an arc centered on the rotation axis of the rotor,
Each of the plurality of semiconductor packages has an interconnection terminal that is drawn from two circumferential side surfaces and symmetrical with respect to a virtual plane at the center of the two circumferential side surfaces,
Rotation for a vehicle, characterized in that the interconnection terminals drawn out from the opposing circumferential side surfaces of the two semiconductor packages adjacent in the circumferential direction are joined together by welding or brazing while being in contact with each other Electric. In claim 1,
The semiconductor package is directly fixed to a frame that holds the stator, or is fixed to a cooling member that is electrically connected to the frame and cools the switching element, and is connected to a ground side of the switching element. A rotating electrical machine for a vehicle having a fixed terminal electrically connected to the terminal. In claim 1 or 2,
The semiconductor package includes a control circuit that controls on / off timing of the switching element,
The interconnection terminal includes a control circuit connection terminal for interconnection with the control circuit provided in another semiconductor package,
The control circuit connection terminal is constituted by two lead frames protruding from each of the two circumferential side surfaces,
A rotating electrical machine for a vehicle, wherein the control circuit is disposed between the two lead frames, and the two lead frames and the control circuit are electrically connected by a single bonding wire. In any one of Claims 1-3,
The rotating electrical machine for a vehicle according to claim 1, wherein the semiconductor package is mounted to be inclined with respect to a plane perpendicular to a rotation axis of the rotor. In claim 3,
The interconnection terminal includes a current supply terminal through which a current flowing between the switching element and the stator winding flows.
The rotating electrical machine for a vehicle according to claim 1, wherein the control circuit connection terminal is thinner than the current supply terminal. In claim 5,
The rotating electrical machine for a vehicle according to claim 1, wherein the current supply terminal is arranged on an inner peripheral side of the control circuit connection terminal.

Images