JP2013110780A - Rotary electric machine for vehicle - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a rotary electric machine for a vehicle which improves the cooling performance of a power converter including multiple modules respectively having switching elements.SOLUTION: A power converter 11 of an electric generator 1 for a vehicle includes multiple switching modules 5X, each of which has a switching element and a heat radiation heat sink 56, and the like. Each of the multiple switching modules 5X and the like is attached to an axial end surface of a rear frame 24 so that the heat sink 56 faces the axial end surface. A recessed part 242, disposed between the two switching modules located adjacent to each other in a circumferential direction, is formed on the axial end surface of the rear frame 24.

Description

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

  Conventionally, a rotating electrical machine in which a power main circuit having a switching element is mounted on a heat sink and the heat sink is disposed and fixed in a rear bracket is known (for example, see Patent Document 1).

  Conventionally, there is known a motor-integrated power conversion device in which a plurality of annularly arranged inverter modules are mounted on the outer surface of an inward flange projecting radially inward from the end of the intermediate case. (For example, refer to Patent Document 2). The plurality of inverter modules constituting the power conversion device are attached to the flat outer surface of the inward flange, and all of them are covered by the rear case.

JP 2010-268558 A JP 2008-131794 A

  Incidentally, the rotating electrical machine disclosed in Patent Document 1 described above has a problem that it is difficult to ensure a sufficient heat capacity as a heat sink on which the power main circuit is mounted. For this reason, when a large current flows at the time of reverse connection of a battery etc., there exists a possibility that a rapid temperature rise cannot be prevented. Further, six power main circuits and one field circuit are arranged on a disk-shaped heat sink, and a brush device is arranged on the back side of the disk-shaped heat sink. For this reason, there is a problem in that intake from the rear direction cannot be performed and sufficient cooling air is sent to the brush device or the like to discharge the abrasion powder of the brush to prevent accumulation, or the brush cannot be efficiently cooled. there were.

  On the other hand, in the motor-integrated power conversion device disclosed in Patent Document 2 described above, each inverter module is attached to the outer surface of the inward flange, so that sufficient heat capacity is secured as a flange to which the inverter module is attached. However, when the structure of Patent Document 1 and the structure of Patent Document 2 are combined, there is a problem that sufficient cooling performance cannot be obtained because the ventilation resistance of the cooling air sucked to cool the inverter module increases. there were. Specifically, in the structure of Patent Document 2, each inverter module is attached to the flat outer surface of the inward flange, and cooling air flows near the top of each inverter module. Or the cooling efficiency of the inward flange (frame) under it will fall. In particular, in the structure of Patent Document 2, a protruding terminal is disposed between two inverter modules adjacent in the circumferential direction, and the flow of cooling air along the radial direction is blocked, resulting in a decrease in the amount of cooling air. Further, the cooling performance is lowered.

  The present invention was created in view of the above points, and an object thereof is to provide a vehicular rotating electrical machine capable of improving the cooling performance of a power converter including a plurality of modules having switching elements. There is to do.

  In order to solve the above-described problems, a rotating electrical machine for a vehicle according to the present invention rotates with a rotor magnetized by energization of a field winding, a stator disposed opposite to the rotor, and the rotor. A cooling fan that generates cooling air, a frame that holds the rotor and the stator, and an alternating current induced in a stator winding provided in the stator is converted into a direct current and supplied to the battery, or the battery In a vehicular rotating electrical machine including a power converter that converts a direct current supplied from a converter into an alternating current and supplies the converted power to a stator winding, each of the power converters includes a switching element and a heat sink for heat dissipation. Each of the plurality of switching modules is attached to the axial end face of the frame in a direction in which the heat sink faces the axial end face. The axial end surface of recess disposed between the two switching modules adjoining in the circumferential direction is formed. The recess is used as a passage for cooling air generated by the cooling fan.

  By attaching each switching module to a frame with a large heat capacity, heat generated by the switching element can be transferred to the frame via a heat sink, improving the cooling performance of the switching module and the power converter equipped with this switching module. Can be made. As a result, even when a battery is reversely connected to the switching module and a large current flows, the temperature of the switching module can be prevented from rapidly rising, and damage to the switching element can be avoided. it can. In addition, since a recess is formed on the frame end surface between each switching module, it becomes possible to use this recess as a cooling air passage, and the cooling module and the frame are directly cooled and a larger amount of cooling air is secured. This can further improve the cooling performance of the power converter.

  Moreover, as for the recessed part mentioned above, it is desirable to have a rib-shaped part in a bottom face. Thereby, since the surface area of the axial direction end surface of a flame | frame increases, the coolability of a flame | frame can be improved and the coolability of a switching module or a power converter can be raised further as a result.

  Moreover, it is desirable that convex portions facing the heat sink are radially arranged on the end surface in the axial direction of the frame described above, with the rotation axis of the rotor as the center. As a result, the bearing housing portion that houses the bearing that rotatably supports the rotor can be firmly supported by using the respective convex portions, and the vibration at the time of rotation of the rotor is prevented or vibration is applied from the outside. It becomes possible to suppress the vibration of the rotor at the time.

  Moreover, it is desirable that the convex portions corresponding to each of the plurality of switching modules described above are arranged at equal intervals on an arc centered on the rotation axis of the rotor. By arranging the convex portions evenly, the balance in strength is improved, and it becomes possible to further reduce the vibration of the rotor when the rotor is rotated or when vibration is applied from the outside.

  Moreover, it is desirable that the frame described above has a first air inlet that is an end surface in the axial direction and allows cooling air to pass through the inner diameter side of the recess. By providing the intake port on the inner diameter side, it is possible to increase the amount of cooling air flowing in the recess, and to reliably improve the cooling performance of the frame.

  The brush device further includes a brush device for energizing the field winding described above, and a rear cover that covers the brush device and the power converter. The rear cover emits cooling air toward the brush device at a position corresponding to the brush device. It is desirable to have a second inlet for introduction. As a result, cooling air can be taken in the vicinity of the brush device by taking in from the air inlet of the rear cover, so that the cooling performance of the brush is improved and when the brush wear powder is discharged using the cooling air, the discharge is reduced. The effect can be enhanced.

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 switching module. It is the external appearance perspective view which looked at the generator for vehicles from the rear side slanting back. It is the figure which looked at the generator for vehicles from the rear side. It is the external appearance perspective view which looked at the generator for vehicles which removed the rear cover from the rear side slanting back. It is the figure which looked at the generator for vehicles which removed the rear cover from the rear side. It is a fragmentary sectional view of the rear side of the generator for vehicles. It is a top view which shows the mounting state inside a switching module. It is a top view of a switching module. It is a perspective view of a switching module. It is a perspective view of a switching module. It is a partial expanded side view of a switching module. It is a top view of a terminal block. It is a reverse view of a terminal block. It is a perspective view of a terminal block. It is a reverse view of a power converter. It is a top view of a rear frame. It is a perspective view of a rear frame.

  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 the present embodiment includes two stator windings 2 and 3, a field winding 4, two switching module groups 5 and 6, a power generation control device 7, and a terminal block. 10 is comprised.

  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 20 (FIG. 3) 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 rotor and the stator 20 are concentrically opposed to each other. By passing an exciting current through the field winding 4, the field pole is magnetized. The stator windings 2 and 3 generate an alternating voltage by a rotating magnetic field generated when the field pole is magnetized.

  One switching module group 5 is connected to one stator winding 2 to form a three-phase full-wave rectifier circuit (bridge circuit) as a whole, and the alternating current induced in the stator winding 2 is converted into direct current. Convert to current. The switching module group 5 includes a number of switching 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 switching module 5 </ b> X is connected to the X-phase winding included in the stator winding 2. The switching module 5Y is connected to the Y-phase winding included in the stator winding 2. The switching module 5Z is connected to the Z-phase winding included in the stator winding 2.

  The other switching module group 6 is connected to the other stator winding 3 to form a three-phase full-wave rectifier circuit (bridge circuit) as a whole, and the alternating current induced in the stator winding 3 is converted into direct current. Convert to current. The switching module group 6 includes a number of switching 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 switching module 6U is connected to a U-phase winding included in the stator winding 3. The switching module 6V is connected to a V-phase winding included in the stator winding 3. Switching module 6 </ b> W is connected to a W-phase winding included in stator winding 3.

The power generation control device 7 is an excitation control circuit that controls the excitation current that flows in the field winding 4 connected via the F terminal, and adjusts the excitation current to adjust the output voltage of the vehicle generator 1 (each output voltage) V _B of switching module is controlled to be regulated voltage Vreg. For example, the power generation controller 7 stops the supply of the exciting current to the field winding 4 when the output voltage V _B is higher than the regulated voltage Vreg, it is lower than the regulated voltage Vreg output voltage V _B When the exciting current is supplied to the field winding 4 at this time, the output voltage V _B is controlled to become the adjustment voltage Vreg. Further, the power generation control device 7 determines the number of rotations of the rotor based on the voltage of one of the stator windings connected to the P terminal (detection terminal for phase voltage detection) (for example, W phase). The excitation current supplied to the field winding 4 when the rotation stop is detected is stopped or reduced. Furthermore, the power generation control device 7 is connected to the ECU 8 (external control device) via an ERR terminal as a control signal terminal and a communication line, and bidirectional serial communication with the ECU 8 (for example, LIN (Local Interconnect)). LIN communication using the Network) protocol) and transmitting or receiving communication messages such as error information.

  The terminal block 10 connects the switching modules 5X, 5Y, and 5Z, connects the switching modules 6U, 6V, and 6W, and connects the switching module 5X and other components (for example, the power generation control device 7). . A specific example of the terminal block 10 will be described later. The terminal block 10 and the two switching module groups 5 and 6 constitute a power converter 11.

  The vehicular generator 1 according to the present embodiment has such a configuration. Next, details of the switching module 5X and the like will be described.

  FIG. 2 is a diagram illustrating a configuration of the switching module 5X. The other switching modules 5Y, 5Z, 6U, 6V, and 6W have the same configuration. As shown in FIG. 2, the switching module 5 </ b> X includes two MOS transistors 50 and 51 and a control circuit 54.

  The MOS transistor 50 has a source connected to the X-phase winding of the stator winding 2 via the P terminal, and a drain connected to the electrical load 18 and the positive terminal of the battery 9 via the BATT terminal (battery terminal). This is a switching element of the upper arm (high side). The MOS transistor 51 is a lower-arm (low-side) switching element whose drain is connected to the X-phase winding via the P terminal and whose source is connected to the negative terminal (earth) of the battery 9 via the GND terminal. . A series circuit composed of these two MOS transistors 50 and 51 is arranged between the positive terminal and the negative terminal of the battery 9, and an X-phase winding is connected to the connection point of these two MOS transistors 50 and 51. A diode is connected in parallel between the source and drain of each of the MOS transistors 50 and 51. This diode is realized by a parasitic diode (body diode) of the MOS transistors 50 and 51, but a diode as another component may be further connected in parallel. Note that at least one of the upper arm and the lower arm may be configured using a switching element other than a MOS transistor.

  The control circuit 54 determines the timing for starting and ending the rectifying operation, setting the on / off timing of the MOS transistors 50 and 51 for performing the rectifying operation, the MOS transistor 50 corresponding to the on / off timing, 51, a self-diagnosis operation for judging the presence or absence of abnormality by monitoring the driving operation, voltage, current or temperature.

  For example, the F terminal as a control signal terminal provided in the switching module 5X is connected to the F terminal of the power generation control device 7, and the control circuit 54 supplies the field winding 4 from the F terminal of the power generation control device 7. The presence or absence of the PWM signal (excitation current) is monitored, and when the output of the PWM signal continues for a predetermined time (for example, 30 μsec), the MOS transistors 50 and 51 are turned on / off to start the rectification operation. The control circuit 54 turns off the MOS transistors 50 and 51 when the output of the PWM signal supplied from the F terminal of the power generation control device 7 to the field winding 4 is interrupted for a predetermined time (for example, 1 second). The rectifying operation is terminated. Further, when an abnormality occurs, the control circuit 54 outputs a signal notifying the occurrence of an abnormality from an ERR terminal (error terminal) as a control signal terminal. For example, the ERR terminal of each switching module 5X or the like is connected to one common signal line, and when a signal notifying the occurrence of abnormality is output from any one of the switching modules 5X or the like to the power generation control device 7 performs a predetermined process (for example, notification to the ECU 8) in response to the occurrence of an abnormality.

  Next, specific structures of the vehicle generator 1, the power converter 11, and the switching module 5X will be described. The switching modules 5Y, 5Z, 6U, 6V, and 6W other than the switching module 5X have the same structure, and detailed description thereof is omitted.

  FIG. 3 is an external perspective view of the vehicular generator 1 as viewed obliquely from the rear side. FIG. 4 is a view of the vehicle generator 1 as seen from the rear side. FIG. 5 is an external perspective view of the vehicular generator 1 with the rear cover removed, as viewed from the rear side obliquely rearward. FIG. 6 is a view of the vehicle generator 1 with the rear cover removed as seen from the rear side. FIG. 7 is a partial cross-sectional view of the rear side of the vehicle generator 1.

  As shown in these figures, the vehicle generator 1 includes a stator 20, a rotor 30 (FIG. 7), a front frame 22, a rear frame 24, a rear cover 26, a power generation control device 7, a power converter 11, and a brush device. 12 is comprised.

  The front frame 22 and the rear frame 24 hold the stator 20 sandwiched from both sides, and accommodate a rotor 30 that is disposed facing the inner side of the stator 20 so as to be rotatably supported. The brush device 12 supplies an excitation current from the battery 9 or the power converter 11 to the field winding 4 of the rotor 30.

  The rear cover 26 covers and protects the power generation control device 7, the power converter 11, and the brush device 12 that are attached to the outside of the rear frame 24. In the rear cover 26, a plurality of air inlets 27 arranged radially and concentrically at positions facing the power converter 11 on the axial end surface are positions corresponding to the brush device 12 (example shown in FIG. 4). Then, an intake port 28 is formed at a position adjacent to the brush device 12 and at an intermediate position between the brush device 12 and the voltage control device 7.

  Further, the power converter 11 is mounted on the end face in the axial direction of the rear frame 24 in a state in which the opposing surface is in direct contact, and the rear frame 24 is used as a heat radiating member that radiates heat generated by the power converter 11. . For this reason, the axial direction end surface of the rear frame 24 is formed in a shape suitable for heat dissipation, and details thereof will be described later.

  The rotor 30 includes a cooling fan 32 on an end surface in the axial direction. When the cooling fan 32 rotates together with the rotor 30, cooling air is taken in from a plurality of air intakes 27 provided in the rear cover 26 and gaps between the rear cover 26 and the rear frame 24. The cooling air passes between the rear frame 24 and the power converter 11 (recess 242), and is then introduced into the rear frame 24 through the air inlet 246 formed on the inner diameter side of the recess 242, and is wound by the stator. After the wires 2 and 3 are cooled, they are discharged to the outside of the rear frame 24. When the cooling fan 32 rotates together with the rotor 30, the cooling air is taken into the rear cover 26 from the intake port 28 provided in the rear cover 26. Since this cooling air flows in the vicinity of the brush device 12 and the voltage control device 7, these can be efficiently cooled, and when the brush wear powder is discharged using the cooling air, the discharge effect can be enhanced. .

  Next, details of the structure of the switching module 5X and the like will be described. FIG. 8 is a plan view showing a mounting state inside the switching module 5X. FIG. 9 is a plan view of the switching module 5X. 10 and 11 are perspective views of the switching module 5X. FIG. 12 is a partially enlarged side view of the switching module 5X. The reference numerals (P, BATT, GND, F, ERR) attached to the terminals shown in FIGS. 8 to 12 correspond to the terminals assigned the same reference numerals in FIG.

  In FIG. 8, the high-side MOS transistor 50 and the low-side MOS transistor 51 are formed in the same size by the same manufacturing method. Each of the MOS transistors 50 and 51 and the control circuit 54 are mounted on a lead frame, and a heat sink 56 for heat dissipation is provided immediately below the MOS transistors 50 and 51 that generate a large amount of heat. The switching module 5X is formed as a semiconductor package in which all components other than the heat sink 56 are sealed with a mold resin. From the module body 60 attached with the heat sink 56 exposed, a P terminal, a BATT terminal, and a GND terminal A part of the connection terminal 58 corresponding to the F terminal and the ERR terminal protrudes. Among them, the connection terminal 58 corresponding to the GND terminal has the same terminal shape as the heat sink 56, and is screwed at the same time when the heat sink 56 is screwed to the rear frame 24 to be electrically connected to the rear frame 24. Connection is made.

  As shown in FIG. 10 or FIG. 11, in addition to the connection terminal 58, a plurality of electrodes 59 are exposed on the side surface of the module body 60 (hereinafter, these electrodes 59 are referred to as “exposed electrodes”). . When the connection terminal 58 is insert-molded, an electrode protruding from the module main body 60 is used for positioning and fixing, and a trace of cutting the protruding portion after the resin molding ends remains as a part of the exposed electrode 59. In addition, when the switching module 5X is manufactured, an electrode protruding from the module main body 60 is used to perform a function test or the like, and a trace of cutting the protruding portion after the test ends remains as another exposed electrode 59.

  Incidentally, the connection terminal 58 corresponding to the P terminal protruding from the module main body 60 has a shape that relieves stress generated by connecting the lead wire 55 drawn from the X-phase winding of the stator winding 2. Hereinafter, the connection terminal 58 corresponding to the P terminal will be described as “connection terminal 58P” in order to distinguish it from other connection terminals 58.

  As shown in FIGS. 9 to 12, the connection terminal 58 </ b> P includes a connection portion 580 for connecting to a lead wire 55 as a lead portion drawn from the X-phase winding of the stator winding 2, and the connection portion 580. It has the connection part 582 which connects these between the module main bodies 60. The connecting portion 580 and the connecting portion 582 include a portion embedded in the module main body 60 and are formed by press-molding a metal plate material.

  The connecting portion 580 has a wide rectangular shape in which the length along the extending direction of the lead wire 55 is longer in the direction perpendicular to the extending direction. In FIG. 12, when the height direction of the connecting portion 58 is “vertical direction” and the direction perpendicular to the height direction is “horizontal direction”, the direction along the extending direction of the lead line 55 is the vertical direction. The part 580 has a horizontally long rectangular shape. The length in the horizontal direction of the connection portion 580 is set to a value longer than a plurality of times the width of the lead line 55. Further, the flat connecting portion 580 having a horizontally long rectangular shape is folded back in the middle in the longitudinal direction to sandwich the lead wire 55, and then the space between them is welded.

  The connecting portion 582 has a rectangular shape connected to a part of the connecting portion 580, and includes a bend structure that is bent in an S shape along the longitudinal direction. By providing the bend structure, it is possible to absorb and relieve repetitive stress mainly applied in the extending direction of the lead wire 55.

  The above-described process of welding the lead wire 55 to the connection terminal 58P is performed when the power converter 11 is assembled to the rear frame 24 after the switching module 5X and the like are assembled to the terminal block 10 to complete the power converter 11. Done.

  Next, a detailed example of the terminal block 10 and a specific example in which the switching module 5X and the like are assembled to the terminal block 10 will be described. FIG. 13 is a plan view of the terminal block 10. FIG. 14 is a rear view of the terminal block 10. FIG. 15 is a perspective view of the terminal block 10. FIG. 16 is a rear view of the power converter 11 and shows the power converter 11 as an assembly in which six switching modules 5X and the like are assembled to the terminal block 10 shown in FIG.

  The terminal block 10 has six storage recesses 100 for storing six switching modules 5X, 5Y, 5Z, 6U, 6V, and 6W on one side (rear power converter on the rear frame 24). 11 on the side facing the axial end surface of the rear frame 24). Further, from the terminal block 10, one wiring terminal 102 protrudes from the inner diameter side and two wiring terminals 104 protrude from the bottom surface of the housing recess 100 corresponding to each switching module 5 </ b> X and the like.

  As described above, the connection terminal 58 corresponding to the P terminal, BATT terminal, GND terminal, F terminal, and ERR terminal protrudes from the module body 60 such as the switching module 5X, and the connection terminal 58 corresponding to the BATT terminal is provided. A connection terminal 58 connected to the wiring terminal 102 and corresponding to the F terminal and the ERR terminal is connected to each of the two wiring terminals 104. These connections are made by welding, but some may be made by soldering.

  By the way, the switching module 5X and the like are assembled to the terminal block 10 after the module main body 60 is assembled in each storage recess 100, and the corresponding connection terminal 58 and the wiring terminals 102 and 104 are joined. This is performed by filling the formed filling recess with a thermosetting sealing material and curing it.

  As shown in FIG. 14, each storage recess 100 of the terminal block 10 has three locations where a part of the module main body 60 comes into contact when the module main body 60 such as the switching module 5 </ b> X is incorporated in the storage recess 100. Positioning portions S1, S2, and S3 are included. These three positioning portions S 1, S 2, S 3 abut against a part of the module main body 60, so that the position of the module main body 60 in the housing recess 100 is constrained. As a result, the connection terminal 58 to be joined and the wiring terminals 102 and 104 are aligned, and welding or the like in the next process becomes easy.

  Further, in the state in which the module main body 60 is incorporated in the storage recess 100 in this way, as shown in FIG. 16, the filling recesses 106 and 108 are formed at two locations by the side surface of the module main body 60 and the side surface of the storage recess 100. Is formed. The two filling recesses 106 and 108 are formed when the three positioning portions S 1, S 2 and S 3 of the terminal block 10 are brought into contact with a part of the module main body 60.

  The internal space of one filling recess 106 includes an F terminal protruding from one side of the module body 60, a connection terminal 58 corresponding to the ERR terminal, and an exposed electrode 59 (FIG. 11). In this filling recess 106, a closed space in which the sealing material can be held before curing is formed by the side surface of the module body 60 and the side surface of the housing recess 100, and is heated after filling the sealing material. Thus, both the exposed portion including the joint portion between the connection terminal 58 and the wiring terminals 102 and 104 and the exposed electrode 59 are covered with the sealing material.

  The other filling recess 108 includes an exposed electrode 59 (FIG. 10) protruding from the other side surface of the module body 60. The filling recess 108 is similar to the filling recess 106 in that a closed space capable of holding the sealing material before curing is formed by the side surface of the module body 60 and the side surface of the storage recess 100. The exposed electrode 59 is covered with a sealing material by heating and curing after filling with the stopper.

  In this manner, the power converter 11 is formed by assembling the six switching modules 5X and the like to the terminal block 10. After the power converter 11 is assembled to the rear frame 24, the lead wires 55 drawn from the phase windings of the stator windings 2 and 3 are connected to the connection terminals 58 corresponding to the P terminals of the switching modules 5X and the like. The

  In the above description, all the switching modules 5X and the like are wired in the same way, but actually, the P terminal of the switching module 6W arranged at the end as shown in FIG. Connection is made. Specifically, the terminal block 10 includes three wiring terminals 101A, 101B, and 101C that are mutually connected inside. Among these, the wiring terminal (third connection terminal) 101 </ b> A is connected to a lead wire 55 drawn from the W-phase winding of the stator winding 6. The wiring terminal (first connection terminal) 101B is arranged at a position corresponding to the connection terminal 58 corresponding to the P terminal of the switching module 6W, and is connected to the connection terminal 58. Furthermore, the wiring terminal 101C (second connection terminal) is connected to the P terminal of the power generation control device 7 when the power generation control device 7 is assembled.

  By using such wiring terminals 101A, 101B, 101C, the phase voltage of the W phase of the stator winding 6 can be taken into both the switching module 6W and the power generation control device 7, and the terminal of the switching module 6W. The shape and arrangement can be made the same as other switching modules 5X and the like, and the number of parts can be reduced.

  Next, the shape suitable for heat dissipation of the axial end surface of the rear frame 24 to which the power converter 11 is assembled will be described. FIG. 17 is a plan view of the rear frame 24. FIG. 18 is a perspective view of the rear frame 24. As shown in these drawings, the rear frame 24 includes six convex portions 240 arranged at predetermined intervals in the circumferential direction, and a concave portion 242 formed between two convex portions 240 adjacent in the circumferential direction. The rib-shaped portion 244 formed on the bottom surface of the recess 242 is provided on the axial end surface.

  When the power converter 11 is assembled, the flat top surface portion of the convex portion 240 contacts the heat sinks 56 such as the six switching modules 5X so as to face the entire surface. Moreover, the recessed part 242 is arrange | positioned between the two switching modules 5X etc. which adjoin the circumferential direction. The recess 242 is used as a passage for cooling air generated by the cooling fan 32 (FIG. 7). By disposing the rib-shaped portion 244 in the passage, the surface area of the rear frame 24 in the passage is increased. The convex part 240, the concave part 242 and the rib-shaped part 244 described above are arranged so that the extending direction is radial with the rotation axis (FIG. 7) of the rotor 30 as the center. By arranging the convex portions 240 radially, the bearing housing portion 248 of the rear frame 24 that houses the bearing 36 that rotatably supports the rotor 30 is firmly supported by using the respective convex portions 240. Further, it is desirable that the convex portions 240 are arranged at equal intervals on an arc centered on the rotation axis of the rotor 30.

  As described above, in the vehicle generator 1 according to the present embodiment, the heat generated in the MOS transistors 50 and 51 is transferred to the rear frame 24 via the heat sink 56 by attaching the switching modules 5X and the like to the rear frame 24 having a large heat capacity. Therefore, the cooling performance of the switching module 5X and the power converter 11 including the switching module 5X and the like can be improved. Thereby, even if the battery 9 is reversely connected to the switching module 5X and the like and a large current flows, it is possible to prevent the temperature of the switching module 5X and the like from rapidly rising, and the MOS transistor 50, 51 can be prevented from being damaged. In addition, since the recess 242 is formed in the axial end surface of the rear frame 24 between the switching modules 5X and the like, the recess 242 can be used as a cooling air passage, and the switching module 5X and the rear frame can be used. 24 can be directly cooled and a larger amount of cooling air can be secured, and the cooling performance of the power converter 11 can be further improved.

  Further, by forming the rib-shaped portion 244 on the bottom surface of the recess 242, the surface area of the axial end surface of the rear frame 24 is increased, so that the cooling performance of the rear frame 24 can be improved, and as a result, the switching module 5X and the like. In addition, the cooling performance of the power converter 11 can be further increased.

  In addition, convex portions 240 facing the heat sink 56 such as the switching module 5X are arranged radially on the end face in the axial direction of the rear frame 24 so that the rotor 30 can rotate. The bearing housing portion 248 that houses the bearing 36 that is supported by the rotor can be firmly supported by using the convex portions 240 to prevent the rotor 30 from shaking during rotation or when the rotor is subjected to vibration from the outside. 30 vibrations can be suppressed.

  In addition, since each of these convex portions 240 is arranged at equal intervals on an arc centered on the rotation axis of the rotor 30, the balance of strength is improved, and the vibration at the time of rotation of the rotor 30 is improved. It is possible to further reduce the vibration of the rotor 30 when vibration is applied from the outside.

  Further, since the rear frame 24 is provided with an intake port 246 through which the cooling air is passed on the inner end side of the concave portion 242 on the axial end surface, the amount of the cooling air flowing through the concave portion 242 can be increased. In addition, the cooling performance of the rear frame 24 can be improved.

  Further, the rear cover 26 is provided with an intake port 28 for introducing cooling air toward the brush device 12 at a position corresponding to the brush device 12, and the cooling air is taken into the rear cover 26 from the intake port 28. Since cooling air can be made to flow in the vicinity of the brush 12, the cooling performance of the brush provided in the brush device 12 is improved, and when discharging brush wear powder using the cooling air, the effect of discharging can be enhanced. it can.

  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 switching module groups 5 and 6 are provided. However, the vehicle including one stator winding 2 and one switching module group 5 is provided. The present invention can also be applied to power generators. In the above-described embodiment, three switching modules are included in each of the two switching module groups 5 and 6, but the number of switching modules may be other than three. 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.

  In the above-described embodiment, the case where the rectifying operation (power generation operation) is performed using each switching module 5X or the like has been described. However, by applying the on / off timing of the MOS transistors 50 and 51, the voltage is applied from the battery 9. The present invention can be applied to a vehicular rotating electrical machine that converts a direct current to be converted into an alternating current and supplies it to the stator windings 2 and 3 to perform an electric operation.

  In the above-described embodiment, the switching module 5X and the like are assembled to the terminal block 10 to form the power converter 11 as an assembly, and the power converter 11 is assembled to the axial end surface of the rear frame 24. The present invention can also be applied to the case where each of the switching modules 5X and the like is separately attached to the axial end surface of the rear frame 24.

  As described above, according to the present invention, since each switching module is attached to a frame having a large heat capacity, heat generated in the switching element can be transmitted to the frame via the heat sink. The cooling property of the power converter provided with can be improved.

DESCRIPTION OF SYMBOLS 1 Vehicle generator 2, 3 Stator winding 4 Field winding 5, 6 Switching module group 5X, 5Y, 5Z, 6U, 6V, 6W Switching module 7 Power generation control apparatus 9 Battery 10 Terminal block 11 Power converter 12 Brush device 24 Rear frame 26 Rear cover 27, 28, 246 Air inlet 30 Rotor 32 Cooling fan 50, 51 MOS transistor 54 Control circuit 55 Lead wire 56 Heat sink 58 Connection terminal 60 Module body 100 Housing recess 102, 104 Wiring terminal 106, 108 filling recess 580 connecting portion 582 connecting portion

Claims (7)

A rotor magnetized by energizing a field winding; a stator disposed opposite to the rotor; a cooling fan that rotates together with the rotor to generate cooling air; and the rotor and stator And a frame that holds and the alternating current induced in the stator winding provided in the stator is converted into a direct current and supplied to the battery, or the direct current supplied from the battery is converted into an alternating current In a vehicular rotating electrical machine comprising a power converter for supplying to the stator winding,
The power converter includes a plurality of switching modules each having a switching element and a heat sink for heat dissipation,
Each of the plurality of switching modules is attached to the axial end surface of the frame in a direction in which the heat sink faces the axial end surface,
A rotating electrical machine for a vehicle, wherein a recess disposed between two switching modules adjacent in the circumferential direction is formed on an end face in the axial direction of the frame. In claim 1,
The vehicular rotating electrical machine, wherein the recess is used as a passage for cooling air generated by the cooling fan. In claim 1 or 2,
The rotary electric machine for vehicles, wherein the concave portion has a rib-shaped portion on a bottom surface. In any one of Claims 1-3,
The rotating electrical machine for a vehicle according to claim 1, wherein convex portions facing the heat sink are radially arranged on the end surface in the axial direction centering on a rotating shaft of the rotor. In claim 4,
The vehicular rotating electrical machine, wherein the convex portions corresponding to each of the plurality of switching modules are arranged at equal intervals on an arc centered on the rotation axis of the rotor. In any one of Claims 1-5,
The rotating electrical machine for a vehicle according to claim 1, wherein the frame has a first air inlet that allows cooling air to flow on an inner end side of the concave portion on the axial end surface. In any one of Claims 1-6,
A brush device for energizing the field winding; and a rear cover that covers the brush device and the power converter;
The vehicular rotating electrical machine, wherein the rear cover has a second air inlet for introducing cooling air toward the brush device at a position corresponding to the brush device.

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