JP2016068900A - Power conversion system and cooling system - Google Patents

Abstract

PROBLEM TO BE SOLVED: To provide a power conversion system having necessary cooling performance even when a vehicle is stopped.SOLUTION: A power conversion system is such as to convert electric power from a power supply line to electric power to be supplied to load of an electric vehicle. A first conversion part supplies electric power to a subsidiary part including at least air conditioning or lighting of the electric vehicle. A second conversion part supplies electric power to a driving part of the electric vehicle. A first radiation fin is mounted on the first conversion part and extends to the outside part of the power conversion system. A second radiation fin is mounted on the second conversion part and extends to the outside part of the power conversion system. An air blower blows air to the first radiation fin during the vehicle is stopped.SELECTED DRAWING: Figure 3

Description

  Embodiments according to the present invention relate to a power conversion device and a cooling device.

  Conventionally, a power converter is used to operate a drive system such as a main motor (motor) of an electric vehicle. The power conversion device converts the power obtained from the overhead line into the power required for the drive system in order to rotate the wheels of the electric vehicle. In addition, in an electric vehicle, low-voltage power used for auxiliary devices such as air conditioning and lighting is also required. In order to obtain such low-voltage power, a power conversion device for an auxiliary device that converts power obtained from an overhead wire into low-voltage power is also required. These power conversion devices are generally configured as individual devices. However, in order to reduce the size and weight, the power conversion device for the auxiliary device is incorporated in the power conversion device for driving the motor, and the power conversion device is integrated. It is hoped that

By the way, a power converter includes a converter and an inverter comprised by a plurality of power semiconductor elements (for example, GTO (Gate Turn Off Thyristor), IGBT (Insulated Gate Bipolar Transistor)), and generates loss (heat) by switching. . For this reason, it is necessary to cool a power converter using a cooler. In order to cool a power converter, some power converters are provided with a radiation fin that extends downward from the bottom surface and is cooled by the traveling wind of a vehicle. The radiating fin efficiently cools the power conversion device while the vehicle is running, but the cooling performance is reduced while the vehicle is stopped. The power conversion device for driving a motor performs switching according to a notch command or the like during traveling, and does not perform switching while the vehicle is stopped. Therefore, the cooling performance may be lowered while the vehicle is stopped.

  However, since auxiliary devices such as air conditioning and lighting are used even when the vehicle is stopped, the power converter for the auxiliary device needs to be constantly cooled. Therefore, when the power conversion device for driving the motor and the power conversion device for the auxiliary device are integrated, the traveling wind cooling method using the radiation fins can sufficiently cool the power conversion device for the auxiliary device. The problem that it is not possible arises.

JP 2013-154758 A

  Provided is a power conversion device having necessary cooling performance even when a vehicle is stopped.

  The power conversion device according to the present embodiment is a power conversion device that converts power from a power line into power supplied to a load of an electric vehicle. The first conversion unit supplies power to an auxiliary unit including at least air conditioning or lighting of the electric vehicle. The second conversion unit supplies power to the drive unit of the electric vehicle. The first heat dissipating fin is provided in the first converter and extends to the outside of the power converter. A 2nd radiation fin is provided in the 2nd conversion part, and is extended outside the power converter. The blower blows air to the first heat radiation fin while the vehicle is stopped.

1 is a block diagram showing an example of the configuration of a power conversion device 1 and the like according to a first embodiment. Sectional drawing which shows an example of schematic structure of the power converter device 1 and its periphery. The perspective view which shows an example of a structure of the power converter device 1 and the radiation fin F. FIG. The block diagram which shows an example of a structure of the power converter device 1 by the modification 1 of 1st Embodiment. The perspective view which shows an example of a structure of the power converter device 1 and the air blower 200 according to the modification 2 of 1st Embodiment. The perspective view which shows an example of a structure of the power converter device 1 and the air blower 210 according to 2nd Embodiment.

  Embodiments according to the present invention will be described below with reference to the drawings. This embodiment does not limit the present invention.

(First embodiment)
FIG. 1 is a block diagram illustrating an example of the configuration of the power conversion device 1 and the like according to the first embodiment. The power conversion device 1 is a device used for power control of an electric vehicle such as a railroad, and is disposed under the floor or roof of the vehicle. The load which the power converter device 1 supplies electric power is, for example, the motor 3 and the auxiliary device 90 as described later.

  The pantograph PG is in electrical contact with the overhead line 2 serving as a power source, and supplies power from the overhead line to the power conversion device 1 or supplies regenerative power to the overhead line 2. The power from the pantograph PG is, for example, single-phase AC power and is supplied to the power conversion device 1 via the transformer 4. The power conversion device 1 converts the frequency, voltage, and the like of AC power from the transformer 4 to generate three-phase AC power, and supplies this three-phase AC power to the motor 3. The motor 3 as a drive unit drives the wheels of the electric vehicle to run the electric vehicle. The motor 3 is, for example, a three-phase AC motor, and is a permanent magnet synchronous motor (PMSM) using a ferromagnetic material such as a neodymium magnet.

  Further, the power conversion device 1 converts the frequency, voltage, and the like of the AC power from the transformer 4 into low voltage AC power and supplies it to the auxiliary device 90. The auxiliary device 90 as an auxiliary unit is an electric device such as an air conditioner and a lighting device necessary for the vehicle separately from the driving device such as the motor 3.

  The power conversion apparatus 1 includes a converter 10, inverters 20 and 80, a controller 30, a breaker 40, current detectors 50 and 55, voltage detectors 60 and 65, and a contactor 70. In addition, when the motor 3 is not PMSM, the contactor 70 may not be provided.

  Converter 10 converts single-phase AC power from overhead line 2 into DC power. Inverter 20 converts the DC power from converter 10 into three-phase AC power. The three-phase AC power converted in the inverter 20 is supplied to the motor 3 via the contactor 70. Inverter 80 converts the DC power from converter 10 into a single-phase or three-phase AC power having a low voltage (for example, 100 V to 200 V). The AC power converted in the inverter 80 is supplied to the auxiliary device 90. Converter 10 and inverters 20 and 80 include a plurality of gates (for example, power semiconductor elements such as IGBT and GTO), and convert AC power into DC power by switching these gates, or DC power To AC power.

  The contactor 70 is an electromagnetic switch that electrically connects or opens the motor 3 and the inverter 20. For example, the contactor 70 may be a motor open contactor (MCOK).

  The controller 30 receives a current value from the current detectors 50 and 55, a voltage value from the voltage detectors 60 and 65, a control signal, and the like, and switches the converter 10 and the inverters 20 and 80 based on those values and signals. As well as the connection / release of the contactor 70.

  Current detector 50 detects a current flowing between transformer 4 and converter 10. The current detector 55 detects a current flowing between the inverter 20 and the contactor 70. The voltage detector 60 detects the voltage of power supplied to the converter 10. The voltage detector 65 detects the voltage of power supplied to the inverter 80.

  The circuit breaker 40 includes a main power switch, a high-speed circuit breaker that cuts off power when a serious failure occurs, and a circuit breaker that cuts off power when the notch is turned off.

  In addition, although the said structure has shown the case where the electric power supplied via pantograph PG is alternating current, the supplied electric power may be direct current. In this case, the power converter is configured without the converter 10. Alternatively, DC power is supplied between the converter 10 and the inverters 20 and 80 via another panda graph (for example, PG2 in FIG. 4) as in the second embodiment.

  The power conversion apparatus 1 according to the present embodiment receives single-phase AC power from the overhead wire 2 obtained via the pantograph PG and the transformer 40. This electric power is transmitted to the converter 10 via the circuit breaker 40 and the current detector 50. Converter 10 converts single-phase AC power into DC power.

  The inverter 20 converts the DC power from the converter 10 into three-phase AC power and outputs it to the motor 3 via the current detector 55 and the contactor 70. Inverter 80 converts the DC power from converter 10 into low-voltage AC power and outputs it to auxiliary device 90. That is, the converter 10 converts the power to both the motor 3 and the auxiliary device 90, but the inverter 20 has a function of converting the power to the motor 3 without converting the power to the auxiliary device 90. The inverter 80 has a function of converting electric power to the auxiliary device 90 without converting electric power to the motor 3.

  Controller 30 receives feedback signals from current detectors 50 and 55 and voltage detectors 60 and 65 and outputs a gate signal to converter 10 and inverters 20 and 80 in accordance with a notch command from the cab. Each power semiconductor element (for example, IGBT, GTO) of the converter 10 and the inverters 20 and 80 switches in response to the gate signal.

  In the present embodiment, the power conversion device 1 supplies AC power to the auxiliary device 90. However, when supplying a DC voltage to the auxiliary device 90, the inverter 80 is omitted, and the power conversion device 1 is connected to the auxiliary device 90. Direct current power from the converter 10 may be directly supplied to the auxiliary device 90 to the device 90.

  By the way, the power semiconductor elements constituting the converter 10 and the inverters 20 and 80 generate conduction loss and switching loss when in use. The conduction loss is a loss that occurs when the power semiconductor element is in an on state or an off state. The switching loss is a loss that occurs when the power semiconductor element is switched from the on state to the off state, or when the power semiconductor element is switched from the off state to the on state. Since the power conversion device 1 used in the railway vehicle has a relatively high switching frequency, the switching loss is dominant in the loss of the converter 10 and the inverters 20 and 80. These losses are caused by the resistance of the power semiconductor elements of the converter 10 and the inverters 20 and 80 and cause heat generation of the converter 10 and the inverters 20 and 80. If the converter 10 and the inverters 20 and 80 generate heat, and the converter 10 and the inverters 20 and 80 are continuously used in a high temperature state, for example, in a temperature range of a set use limit, their lifetime is shortened, and a failure such as a short circuit is caused Cause it to cause. Therefore, the converter 10 and the inverters 20 and 80 need to be cooled by the cooling device.

  As the cooling device, for example, as shown in FIG. 2, heat radiating fins F provided in the converter 10 and the inverters 20 and 80 are used. FIG. 2 is a cross-sectional view illustrating an example of a schematic configuration of the power conversion device 1 and its periphery. In the present embodiment, the power conversion device 1 is disposed under the floor of the vehicle 100. The power semiconductor elements of the converter 10 and the inverters 20 and 80 are provided on the heat receiving plate 110, and the heat radiating fins F extend downward from the bottom of the heat receiving plate 110 through the bottom of the power converter 1. The radiation fin F protrudes outside the power conversion device 1 and is in contact with the outside air. The plurality of radiating fins F are each extended in the traveling direction of the vehicle (direction D1 in FIG. 3) on the bottom surface of the power conversion device 1, and are arranged in a direction perpendicular to the traveling direction of the vehicle. . Thereby, the radiation fin F does not receive much air resistance when the vehicle travels, and can efficiently dissipate heat. The heat plate 110 and the heat radiating fins F are made of a material having high thermal conductivity, for example, a metal such as aluminum. The heat dissipating fins F thus configured conducts heat from the converter 10 and the inverters 20 and 80, and dissipates heat by traveling wind passing under the floor when the vehicle is traveling.

FIG. 3 is a perspective view showing an example of the configuration of the power conversion device 1 and the radiation fin F. As shown in FIG. The heat radiation fins are provided to the converter 10 and the inverter 80 of the heat radiation fins F (first converter) and F _10. The heat radiation fins provided in the inverter 20 (second converter) of the radiation fin F and F _20. Radiating fin _{F 10} and _{F 20,} as described above, it is extended in the same direction as the traveling direction D1 of the vehicle.

Here, when the vehicle is traveling, both the motor 3 and the auxiliary device 90 are used. Therefore, converter 10 and inverters 20 and 80 are all operating, and the power semiconductor elements of converter 10 and inverters 20 and 80 generate a lot of heat. At this time, since the vehicle is traveling, the radiating fins F ₁₀ and F ₂₀ provided in the converter 10 and the inverters 20 and 80 radiate heat by the traveling wind, and the temperature of the power semiconductor elements of the converter 10 and the inverters 20 and 80 is increased. The rise can be suppressed. That is, the heat radiation fins F ₁₀ and F ₂₀ is able to perform heat radiation with a high efficiency (heat exchange) by the traveling wind.

If the vehicle is stopped at a station or the like, since the traveling wind can not be obtained, the heat dissipation efficiency of the heat radiation fins F ₁₀ and F ₂₀ (heat exchange efficiency) is lowered. At this time, since the vehicle is stopped, the motor 30 is not operating. For this reason, the inverter 20 is in a state in which the switching operation is stopped and does not generate much heat. Accordingly, the radiating fin F ₂₀ (second radiating fin) provided in the inverter 20 (second conversion unit) needs to receive sufficient traveling wind during traveling, but does not receive traveling wind during stopping. It doesn't matter.

On the other hand, even when the vehicle is stopped, the auxiliary device 90 such as air conditioner and lighting operates in the same manner as traveling and requires electric power. For this reason, converter 10 and inverter 80 are in a state where a switching operation is being performed, and generate heat in the same manner as during travel. Therefore, it is necessary to forcibly blow the radiating fins F ₁₀ (first radiating fins) provided in the converter 10 and the inverter 80 (first conversion unit) even when the vehicle is stopped.

Therefore, the power conversion device 1 according to the present embodiment includes a blower 200. Blower 200 is provided in the vicinity of the heat radiating fin F ₁₀ at the bottom of the power conversion apparatus 1 is configured so as to blow air to the heat radiation fin F ₁₀ during stop of the vehicle. S blowers 200 is provided in the vicinity of or near both ends of the direction D1 of the end of the radiation fin F _10, forcibly blown along the extending direction of the heat radiating fins F ₁₀ (direction D1). The blower 200 may blow while the vehicle is stopped, and may stop blowing while the vehicle is running. In this case, it is preferable that the blower 200 is small (thickness is thin) so as not to disturb the traveling wind. Of course, the blower 200 may continue the blowing when it blows in the same direction as the traveling wind while the vehicle is running.

  It is preferable that the blower 200 is detachably provided outside the power conversion device 1. By making the blower 200 detachable, the blower 200 can be attached to some of the power conversion devices 1 among the plurality of power conversion devices 1 having the same configuration as necessary. For example, although the power converter device 1 is provided in each of the some vehicle which comprises a train, the power converter device 1 which supplies electric power to the auxiliary | assistant apparatus 90 may be a part of them. In this case, the blower 200 may be provided in the power conversion device 1 that supplies power to the auxiliary device 90, and does not need to be provided in other power conversion devices 1. More specifically, it is assumed that eight power conversion devices 1 are provided for a 10-car train, and two of the power conversion devices 1 supply power to the auxiliary device 90 of each vehicle. To do. In this case, it is only necessary to provide the blower 200 in the two power conversion devices 1 that supply power to the auxiliary device 90, and it is not necessary to provide the remaining 200 power conversion devices 1.

  In this way, by making the blower 200 detachable from the power conversion apparatus 1, the configuration (hardware) of the power conversion apparatus 1 can be shared. That is, in the above specific example, the eight power converters 1 provided on the train may all have the same configuration. Of the eight power conversion devices 1, the blower 200 may be attached to only two power conversion devices 1 that supply power to the auxiliary device 90.

When the auxiliary device 90 operates by receiving DC power, the inverter 80 in FIG. 1 may be omitted and the auxiliary device 90 may receive DC power from the converter 10. In this case, since the inverter 80 is not provided, the blower 200 is provided on the first heat radiation fin F ₁₀ provided by the converter 10 (first converter). While the vehicle is stopped, the blower 200 may forcibly blow the air to the first radiating fin F ₁₀ provided only in the converter 10 (first conversion unit). Thus, the first heat radiation fin F ₁₀ serving as a forced air target is changed according to the converter and / or inverter for supplying power to the auxiliary device 90.

Power conversion apparatus 1 according to this embodiment as described above is provided with a blower 200, the blower 200 is forcibly blown to the first heat radiation fin F ₁₀ during stop of the vehicle. Thereby, the blower 200 dissipates heat from the converter 10 and / or the inverter 80 (first conversion unit) that supplies power to the auxiliary device 90 even when the vehicle is stopped, and cools the converter 10 and / or the inverter 80. can do. As a result, the power semiconductor element of converter 10 and / or inverter 80 can be prevented from being deteriorated or broken down by heat.

  Moreover, the air blower 200 is provided in the exterior of the power converter device 1 so that attachment or detachment is possible. Thereby, the hardware configuration of the plurality of power conversion devices 1 can be made common. As a result, the manufacturing cost of the power conversion device 1 can be reduced. Similarly, the hardware configuration of the blower 200 can be made common to reduce the manufacturing cost.

(Modification 1)
FIG. 4 is a block diagram illustrating an example of the configuration of the power conversion device 1 according to the first modification of the first embodiment. The power conversion apparatus 1 according to this modification includes a panda graph PG1 for AC power and a panda graph PG2 for DC power. The AC power panda graph PG <b> 1 is supplied to the power conversion device 1 via the transformer 4. The DC power panda graph PG <b> 2 is connected between the converter 10 and the inverter 20, and supplies DC power from the overhead line 2 to the converter 10 and / or the inverter 20.

  The transformer 4 includes a primary coil 4a, a secondary coil 4b, and a tertiary coil 4c. The electric power from the panda graph PG1 may be supplied after being transformed from the primary coil 4a to the secondary coil 4b and / or the tertiary coil 4c. Moreover, the electric power from the converter 10 can be transformed and supplied from the secondary coil 4b to the tertiary coil 4c via the primary coil 4a.

First radiating fin _{F 10} is provided in converter 10 as the first conversion unit. The second radiating fin is provided in the inverter 20 as the second conversion unit. As shown in FIG. 3, the blower 200 is detachably provided on the outside of the power conversion device 1 so as to blow air to the first radiating fins F <b> ₁₀ . Other configurations of this modification may be the same as the corresponding configurations of the first embodiment.

  In this modification, the overhead wire 2 supplies DC power to the power conversion device 1 via the panda graph PG2. In this case, DC power is supplied to the inverter 20 while the vehicle is traveling, and the inverter 20 converts the DC power into three-phase AC power. Three-phase AC power from the inverter 20 is supplied to the motor 3 via the contactor 70.

On the other hand, DC power is also supplied to converter 10, and converter 10 converts this DC power into single-phase AC power. Single-phase AC power from the converter 10 is output from the secondary coil 4b and boosted by the primary coil 4a. The single-phase AC power boosted by the primary coil 4a is transformed by the tertiary coil 4c and supplied to the auxiliary device 90. At this time, since the vehicle is traveling, the heat radiation fin F ₂₀ provided in the heat radiating fins F ₁₀ and an inverter 20 provided in converter 10 is cooled both on the vehicle wind. Note that the blower 200 may or may not be operating while the vehicle is running.

When the vehicle is stopped, the inverter 20 stops the switching operation and does not supply power to the motor 3. However, converter 10 performs a switching operation to supply power to auxiliary device 90 even when the vehicle is stopped. The blower 200 is attached to correspond to the first heat radiation fins F ₁₀ provided in the converter 10. Accordingly, the blower 200 in order to forcibly cool the heat radiating fins F ₁₀ provided in the converter 10, can be blown into radiating fin F _10. Thereby, this modification can acquire the same effect as a 1st embodiment.

  As described above, according to the present modification, even when DC power is supplied to the power conversion device 1, the same effects as those of the first embodiment can be obtained. Moreover, since this modification is also provided with the panda graph PG1 for AC power and the transformer 4, even when the overhead wire 2 supplies single-phase AC power, it is a case where DC power is supplied. Can also respond.

(Modification 2)
FIG. 5 is a perspective view illustrating an example of the configuration of the power conversion device 1 and the blower 200 according to the second modification of the first embodiment. Blower 200a of this modification is provided in an one side of the extending direction of the first heat radiation fin _{F 10} (the traveling direction D1 of the vehicle), and a windshield plate 201a. The wind avoiding plate 201a is provided on the blower opening side of the blower 200a and is rotatably provided with the bottom of the blower 200a as a fulcrum. As a result, the wind avoiding plate 201 a rotates so that its tip comes into contact with the bottom of the power conversion device 1 or its tip is separated from the bottom of the power conversion device 1. As a result, windshield plate 201a closes the air blowing port of the blower 200a which opens toward the first heat radiation fin _{F 10,} or can be opened. Reference numeral 200b denotes a duct or a cover of another electrical product.

During traveling of the vehicle, the wind avoiding plate 201a is positioned so as to incline from the bottom of the blower 200a toward the bottom of the power converter 1, and closes the blower opening of the blower 200a. Thus, windshield plate 201a can be caused to flow the running wind to the first heat radiation fin F ₁₀ smoothly with low resistance.

On the other hand, when the vehicle is stopped, the wind avoiding plate 201a rotates in the direction away from the bottom of the power converter 1 with the bottom of the blower 200a as a fulcrum, and opens the blower opening of the blower 200a (see the broken line 201a in FIG. 5). ). Thus, windshield plate 201a can smoothly flow the forced air from the blower 200a to the first heat radiation fin _{F 10.} At this time, windshield plate 201a also functions as a duct, it is possible to efficiently blow the forced air from the blower 200a to the first heat radiation fin F _10.

  The wind avoiding plate 201 a may be configured to press the tip of the wind avoiding plate 201 a against the bottom surface of the power conversion device 1 using the accumulation of an elastic body such as a spring. In this case, the wind avoiding plate 201a opens the blower opening of the blower 200a with the forced wind force from the blower 200a. Alternatively, a motor for operating the wind avoiding plate 201a may be provided, and the motor may rotate the wind avoiding plate 201 based on a notch signal indicating that the vehicle has stopped, and open the air blowing port of the blower 200a.

  Alternatively, a mechanism for transmitting the rotational motion of the vehicle wheel to the wind avoiding plate 201a is provided, and the mechanism operates the wind avoiding plate 201a in accordance with the rotational motion of the vehicle wheel and opens the air outlet of the blower 200a. You may do it.

  Further alternatively, a motor that operates the wind avoiding plate 201a without using the accumulated energy of the elastic body may bring the tip of the wind avoiding plate 201a closer to the bottom surface of the power converter 1. In this case, the motor closes the air outlet of the blower 200a by bringing the tip of the wind avoiding plate 201a closer to the bottom surface of the power conversion device 1 based on a notch signal indicating that the vehicle is running. On the other hand, a motor rotates the wind avoidance board 201a based on the notch signal which shows a stop of a vehicle, and open | releases the ventilation opening of the air blower 200a.

Thus, according to this modification can be sent to the first heat radiation fin F ₁₀ forced air from the traveling wind and blowers 200a during traveling of the vehicle smoothly. Furthermore, this modification can obtain the same effects as those of the first embodiment.

The above-mentioned first embodiment, Modification 1 and Modification 2, the duct is not provided between the blower 200 and the first heat radiation fin F _10. However, when the distance between the blower 200 and the first heat radiation fin _{F 10} are separated, the blower 200 and between the first heat radiating fin _{F 10,} the first heat radiation fin _{F 10} a forced air blower 200 You may provide the duct which leads to. Thereby, the freedom degree of the arrangement position of the air blower 200 and the power converter device 1 increases.

The above description has been described as providing a blower 200a on one side of the extending direction (the traveling direction D1 of the vehicle) of the first heat radiation fin F _10, one on each side of the extending direction of the first heat radiation fin F ₁₀ provided In this case, it is also possible to use one as a regular system and the other as a standby system, and to operate the standby system when the regular system fails.

(Second Embodiment)
FIG. 6 is a perspective view showing an example of the configuration of the power conversion device 1 and the blower 210 according to the second embodiment.

A blower 210 as a cooling device includes a blower 211 and a duct 213. Duct 213 is provided at the bottom of the power conversion apparatus 1, covering the first heat radiation fin F _10. The duct 213 forms a housing of the blower 210 and is detachably provided outside the power conversion device 1. Blower 211 as the air blowing portion is provided at one end of the duct 213 is blown to the radiating fin _{F 10} via the duct 213.

The blower 211 has an intake port 215 on both side surfaces thereof, and takes in outside air from the intake port 215 in the direction of arrow Ain. Outside air taken in from the air inlet 215 is blown into the radiating fin _{F 10} via the duct 213 by blower 211. An exhaust port 217 is provided at the other end of the duct 213, and the exhaust port 217 exhausts the air in the duct 215 in the direction of the arrow Aout. The radiating fin F ₁₀ is located between the air inlet 215 and the air outlet 217 provided at one end and the other end of the duct 213.

Configuration of the power conversion apparatus 1 and the radiating fins F ₁₀ can be the same as those of the configuration of the first embodiment.

Blower 210, so provided to cover the first radiation fin F _10, forcibly blown to the first heat radiation fin F ₁₀ both during running of the vehicle and stop. Thus, blower 210 can cool the heat radiating fins _{F 10.} Further, the blower 210 is detachably provided outside the power conversion device 1. Therefore, the second embodiment can obtain the same effects as those of the first embodiment.

The second heat radiation fin F ₂₀ is, similar to that of the first embodiment, it may be cooled by running wind is obtained by the running of the vehicle.

  Although several embodiments of the present invention have been described, these embodiments are presented by way of example and are not intended to limit the scope of the invention. These embodiments can be implemented in various other forms, and various omissions, replacements, and changes can be made without departing from the spirit of the invention. These embodiments and their modifications are included in the scope and gist of the invention, and are also included in the invention described in the claims and the equivalents thereof.

DESCRIPTION OF SYMBOLS 1 ... Power converter device, 3 ... Motor, 10 ... Converter, 20, 80 ... Inverter, 30 ... Controller, 40 ... Circuit breaker, 50, 55 ... Current detector , 60, 65 ... voltage detector, 70 ... contactors, 90 ... auxiliary _apparatus, F _{10, F 20} ... radiator fins, 200, 210 ... blower, avoiding 201 ... wind Plate, 211 ... Blower, 213 ... Duct

Claims (6)

A power conversion device that converts power from a power line into power supplied to a load of an electric vehicle,
A first converter for supplying power to an auxiliary unit including at least air conditioning or lighting of the electric vehicle;
A second conversion unit for supplying power to the drive unit of the electric vehicle;
A first heat dissipating fin provided in the first converter and extending to the outside of the power converter;
A second heat dissipating fin provided in the second converter and extending to the outside of the power converter;
A power conversion device comprising: a blower that blows air to the first radiating fin while the vehicle is stopped.   The power conversion device according to claim 1, further comprising a duct that blows wind of the blower to the first radiation fin.   The power converter according to claim 1 or 2, wherein the blower is detachably provided outside the power converter. The first conversion unit converts power to both the auxiliary unit and the drive unit,
4. The power conversion device according to claim 1, wherein the second conversion unit converts the power to the driving unit without converting the power to the auxiliary unit. 5.   5. The apparatus according to claim 1, further comprising a wind-avoiding plate that is provided at a blower port of the blower, closes the blower port while the electric vehicle is running, and opens the blower port while the electric vehicle is stopped. The power converter device as described in any one of. A cooling device provided in a power conversion device that converts power from a power line into power supplied to a load of an electric vehicle,
Covering the heat dissipating fins extending to the outside of the power converter, and a duct detachably provided outside the power converter;
The cooling device provided with the ventilation part provided in the said duct and ventilating to the said radiation fin.

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