JP5532984B2 - Rotating electric machine for vehicles - Google Patents

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).

  In addition, an AC generator for a vehicle (for example, see Patent Document 2) in which the output terminal of the rectifier and the GND terminal are interconnected by using heat radiation fins, and a power supply terminal and a GND terminal are interconnected by using a bus bar. The vehicle inverter-integrated motor (for example, refer to Patent Document 3) and a case housing a motor generator and a case housing a PCU for controlling the motor generator are connected via a connector. An electrical connection structure of a rotating electrical machine (for example, see Patent Document 4) is known.

JP 2008-131794 A JP 2000-341919 A JP 2003-324903 A JP 2009-195080 A

  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) Since it is necessary to draw out each of the protruding terminal and the fixed terminal from each of the two circumferential side surfaces, the conductor connecting these terminals in the semiconductor package crosses each other, and the degree of freedom in chip layout is increased. As it becomes lower, the package area increases.

  Moreover, in the vehicle alternator disclosed in Patent Document 2, since the interconnection between the output terminal of the rectifier and the GND terminal is performed using the heat radiation fin, a large mounting area is required and a communication line with a small current is required. There was a problem that it was unsuitable for interconnections.

  Further, in the vehicle integrated inverter motor disclosed in Patent Document 3, since there are various wirings for phase windings and control terminals in addition to the bus bar, the shape of the bus bar becomes complicated, and the bus bar and various wirings There is a problem that it is difficult to process and mold a resin case containing these, and the cost is increased accordingly.

  In addition, the electrical connection structure for a rotating electrical machine disclosed in Patent Document 4 requires a connector for interconnection, which is expensive, and the amount of relative displacement between the two cases to be interconnected increases under a high vibration environment. As a result, the terminal in the connector is likely to be worn out, resulting in a decrease in reliability.

  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 thereof, and the reliability is lowered. there were.

  The present invention has been 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 and improved reliability. It is to provide.

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 An excitation control circuit for controlling current. The power converter includes a plurality of semiconductor packages each having a switching element, and a terminal block for connecting the switching element and the stator winding. 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. Terminal block, as well as connecting the respective interconnection terminals of the two semiconductor packages that are adjacent on an arc, having a plurality of interconnecting terminal electrode having a length corresponding to the spacing of these interconnect terminals. The interconnecting terminal electrode and the interconnecting terminal are joined by welding or brazing while being in contact with each other.

  Even when other components such as a power generation 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, and the degree of freedom of mounting is improved. be able to. In addition, since the interconnecting terminal electrode and the interconnecting terminal are joined by welding or the like in a state where they are in contact with each other, the joining end can be formed into a simple shape, and other parts such as screws can be used for joining. There is no need for parts, and the cost can be reduced by reducing the number of parts. Further, by performing joining by welding or brazing, the interconnecting terminal electrode and the interconnecting terminal can be securely joined, and vibration resistance and reliability can be ensured. In addition, a plurality of interconnection terminal electrodes used for mutually connecting interconnection terminals of adjacent semiconductor packages can be formed in the same shape, and the cost can be reduced by reducing the number of components. In addition, since the interconnection is performed via the terminal electrode for interconnection without using the radiation fins, it is suitable for the interconnection of a communication line with a small current, and the mounting area required for the interconnection is reduced. be able to.

  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.

  In addition, the above-described interconnection terminals are arranged in a radial direction with the rotation axis as a center, and a plurality of them are drawn out from one circumferential side surface, and the interconnection terminal electrodes are three-dimensional with respect to the semiconductor package. It is desirable to cross Since the interconnection terminals need only be drawn out from one side surface in the circumferential direction, the degree of freedom of layout of elements inside the semiconductor package can be increased. Further, by arranging the interconnecting terminals and the interconnecting terminal electrodes arranged in the radial direction in three dimensions, the interconnecting terminal electrodes can be arranged linearly, and the length of the interconnecting terminal electrode In addition to shortening the length, it is possible to simplify the part shape and reduce the material.

  In addition, it is desirable that the above-described interconnection terminal electrode has a shape that guides the interconnection terminal to the joining position when the terminal block and the semiconductor package are assembled. Thereby, workability | operativity at the time of terminal block assembly | attachment can be improved.

  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 semiconductor package described above includes a control circuit that controls the ON / OFF timing of the switching element, and the interconnection terminal is a control circuit connection terminal for interconnection with a control circuit provided in another semiconductor package . the semiconductor package is separate from the control circuit connection terminal has a current supply terminal to which a current flowing to flow between the stator winding and the switching element, a current supply terminal, the inner peripheral side of the control circuit connection terminals It is desirable to be arranged. By arranging the current supply terminal 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.

  Further, the terminal block described above has a current supply terminal terminal electrode for mutually connecting current supply terminals provided in a plurality of semiconductor packages arranged on an arc, and the control circuit connection terminal is narrower than the current supply terminal. The terminal electrode for interconnection is preferably thinner than the terminal electrode for current supply terminal. There is no problem even if the control circuit connection terminal and the interconnection terminal electrode with a small amount of flowing current are thinned, and space saving and material reduction can be realized.

  Further, it is preferable that the above-described terminal electrode for current supply terminal is constituted by one bus bar, and the current supply terminals provided in a plurality of semiconductor packages are connected to this one bus bar. In order to join a plurality of current supply terminals to each other, the wiring resistance of the terminal electrode for current supply terminals can be reduced by using one bus bar without welding or brazing.

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 schematic shape of a terminal block. It is a circumferential direction sectional view of a terminal block. It is a figure which shows the modification of a rectifier module and a terminal block.

  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 rectifier module groups 5 and 6, a power generation control device 7, and a terminal block. 10 is comprised. The two rectifier module groups 5 and 6 and the terminal block 10 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 terminal block 10 is a connection between the stator winding 2 and the rectifier modules 5X, 5Y, and 5Z, a connection between the stator winding 3 and the rectifier modules 6U, 6V, and 6W, and an interconnection between communication lines such as the rectifier modules 5X. The output terminals of the rectifier modules 5X and the like are interconnected. A specific example of connection by the terminal block 10 will be described later.

  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, Application of a large surge voltage from the vehicle generator 1 to the electric load 12 or the like can be prevented. 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.

  4 and 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. It has been. These fixed terminals 40 and 42 also serve as the GND terminals shown in FIG. 2, and are fastened to the rear frame 60 (FIG. 6) with screws, thereby fixing the semiconductor package and electrically connecting the rear frame 60 as a body ground. Connections are made simultaneously. 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.

A communication terminal 46 (L1, L2, L3) is drawn out from one of the two package circumferential side faces 34, 36, and an output terminal 45 is drawn from the package inner circumferential side face 30. Has been pulled out. The three communication terminals 46 are arranged side by side in the radial direction around the rotation axis of the rotor. The communication terminal 46 is thinner than the output terminal 45. 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. The communication terminal 46 described above corresponds to an interconnection terminal and a control circuit connection terminal, and the output terminal 45 corresponds to a current supply terminal.

  The communication terminals 46 described above are connected to each other in the six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W. Similarly, the output terminal 45 is mutually connected in the six rectifier modules 5X, 5Y, 5Z, 6U, 6V, and 6W. These interconnections are made using the terminal block 10. Next, details of the terminal block 10 will be described.

  FIG. 8 is a diagram showing a schematic shape of the terminal block, and shows a state in which the terminal block 10 is mounted at a position covering each rectifier module 5X. Actually, a rear cover is attached so as to further cover the terminal block 10, the power generation control device 7, and the brush device 20, but this rear cover is omitted in FIG. 8.

  As shown in FIG. 8, the terminal block 10 includes a plurality of interconnection terminal electrodes 200 that mutually connect a plurality of communication terminals 46 drawn from two rectifier modules adjacent in the circumferential direction, and each rectifier module 5X. And a terminal electrode 210 for a current supply terminal that interconnects the output terminals 45 drawn from the same. The terminal block 10 is formed of insulating resin by insert molding using the interconnect terminal electrode 200 and the current supply terminal electrode 210. In FIG. 8, the interconnection terminal electrode 200 and the current supply terminal electrode 210 are shown by solid lines for easy understanding of the shape, but include a portion joined to the communication terminal 46 and the output terminal 45. Except for a part of the region, it is embedded in the terminal block 10 made of a resin material.

  In addition, the interconnecting terminal electrode 200 uses a total of 5 sets (15 sets in total) of 3 sets having a length corresponding to the interval between two adjacent rectifier modules. In this way, by using five sets of the interconnecting terminal electrodes 200 having the same shape and sharing the components, it is possible to reduce the cost by reducing the number of components. Each rectifier module 5X and the like is provided with three communication terminals 46 arranged in three radial directions, but communication terminals 46 having the same radial position are connected to each other.

  FIG. 9 is a sectional view in the circumferential direction of the terminal block 10 and shows the vicinity of the tip of the communication terminal 46. As shown in FIG. 9, the communication terminal 46 drawn out from each rectifier module has a tip portion that is bent and extended in a direction parallel to the rotation axis of the rotor. These are joined by welding or brazing in a state where they are sandwiched and brought into contact by the interconnecting terminal electrodes 200 provided so as to cross each other. Prior to this joining, when the rectifier modules 5X and the like and the terminal block 10 are assembled, the terminal electrode 200 for interconnection is formed in a shape that guides the communication terminal 46 to the joining position. Specifically, as shown in FIG. 9, two interconnecting terminal electrodes 200 adjacent to each other in the circumferential direction have a shape bent in the same manner as the tip portion of the communication terminal 46, and are assembled. The side where the communication terminal 46 enters at the time of attachment is wide, and the distance is narrowed toward the tip.

  In the present embodiment, focusing on one communication terminal 46 drawn from one rectifier module, since the two are connected by two interconnecting terminal electrodes 200 from both sides, the connection between them is performed. These one communication terminal 46 and two interconnecting terminal electrodes 200 can be sandwiched with a welding jig (or brazing jig) in a state in which the respective tip portions thereof are in contact with each other. It becomes possible to carry out the work reliably.

  As shown in FIG. 8, the current supply terminal electrode 210 is composed of a single bus bar. The terminal electrode 210 for current supply terminal constituted by the bus bar is thicker than the terminal electrode 200 for interconnection, and is arranged on the inner peripheral side with the rotation axis of the rotor as the center. The output terminal 45 of each rectifier module 5X etc. is joined to this bus bar by welding or brazing.

  The terminal electrode 210 for the current supply terminal on the inner circumference side is formed by using a wide (thick) conductor for the output terminal 45 connected thereto, thereby shortening the circumferential length when interconnecting. The resistance value of the conductor through which a large current flows is lowered. On the contrary, the communication terminal 46 and the interconnecting terminal electrode 200 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 a power generation control circuit are arranged on the mounting surface of the rectifier module 5X or the like (semiconductor package), the remaining area is effectively used. Thus, each semiconductor package can be mounted, and the degree of freedom of mounting can be improved. Further, since the connecting terminal electrode 200 and the communication terminal 46 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 can be used for joining. There is no need for parts, and the cost can be reduced by reducing the number of parts. Further, by performing welding or brazing, the interconnecting terminal electrode 200 and the communication terminal 46 can be reliably joined, and vibration resistance and reliability can be ensured. In addition, a plurality of interconnecting terminal electrodes 200 used for mutually connecting the communication terminals 46 of two adjacent rectifier modules can be formed in the same shape with respect to other adjacent rectifier modules, thereby reducing the number of components. The cost can be reduced. Furthermore, since the interconnection is performed via the interconnection terminal electrode 200 and the current supply terminal electrode 210 without using the heat radiation fins, it is suitable for interconnection of a communication line with a small current. Therefore, it is possible to reduce the mounting area necessary for this.

  Further, when each rectifier module 5X or the like is fixed using the fixed terminals 40 and 42, it becomes possible to connect the ground side terminals at the same time, and the number of interconnection terminals can be reduced.

  Further, since the communication terminal 46 has only to be drawn out from one package circumferential side surface 36, the degree of freedom of layout of the internal elements such as each rectifier module 5X can be increased. Further, by arranging the communication terminal 46 and the interconnecting terminal electrode 200 arranged in the radial direction in three dimensions, the interconnecting terminal electrode 200 can be linearly arranged as shown in FIG. The length of the interconnecting terminal electrode 200 can be shortened, and the part shape can be simplified and the material can be reduced.

  In addition, since the interconnecting terminal electrode 200 has a shape that guides the communication terminal 46 to the joining position when the terminal block 10 and each rectifier module 5X and the like are assembled, workability when the terminal block 10 is assembled is improved. be able to.

  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 be a trapezoidal shape.

  In the above-described embodiment, the stator terminal 48 is connected to the lead wire drawn from the stator windings 2 and 3 by welding or brazing. However, the connection of the stator terminal 48 to the terminal block 10 is performed. It is also possible to embed a terminal for connecting the service terminal and the lead wire, and to connect these connection terminals to the stator terminal 48 and the lead wire by welding or brazing, respectively.

  As described above, according to the present invention, even when other components such as the power generation control circuit 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 mounted, and the degree of freedom of mounting can be improved. Further, since the connecting terminal electrode 200 and the communication terminal 46 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 can be used for joining. There is no need for parts, and the cost can be reduced by reducing the number of parts. Further, by performing welding or brazing, the interconnecting terminal electrode 200 and the communication terminal 46 can be reliably joined, and vibration resistance and reliability can be ensured.

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 Terminal block 12 Electric load 20 Brush device 22 Terminal block 30 Package inner peripheral side surface 32 Package outer peripheral side surface 40, 42 Fixed terminal 34, 36 Package peripheral side surface 45 Output terminal 46 Communication terminal 48 Stator terminal 50, 51, 52 MOS transistor 53 Current detection element 54 Control circuit 60 Rear frame 180 Communication circuit 200 Terminal electrode for interconnection 210 Terminal electrode for current supply terminal

Claims (8)

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, and a terminal block that connects the switching element and the stator winding,
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,
The terminal block is configured to connect each of the interconnecting terminals of two of said semiconductor package adjacent to the arc, a plurality of interconnecting terminals having a length corresponding to the spacing of these said interconnection terminals Having electrodes,
A rotating electrical machine for a vehicle, wherein the interconnecting terminal electrode and the interconnecting terminal are joined by welding or brazing while being in contact with each other. 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 interconnecting terminals are arranged side by side in the radial direction centered on the rotation axis by pulling out a plurality from one circumferential side surface,
The vehicular rotating electrical machine characterized in that the interconnecting terminal electrode intersects the semiconductor package three-dimensionally. In claim 3,
The interconnecting terminal electrode has a shape for guiding the interconnecting terminal to a joining position when the terminal block and the semiconductor package are assembled. In any one of Claims 1-4,
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 any one of Claims 1-5,
The semiconductor package includes a control circuit that controls on / off timing of the switching element,
The interconnect terminal is a control circuit connection terminal for interconnecting with the control circuit provided in another semiconductor package , and the semiconductor package is separated from the control circuit connection terminal and the switching element and the fixed circuit has a current supply terminal through which a current flowing between the child windings,
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. In claim 6,
The terminal block has terminal electrodes for current supply terminals that mutually connect the current supply terminals provided in the plurality of semiconductor packages arranged on an arc.
The rotating electrical machine for a vehicle according to claim 1, wherein the control circuit connection terminal is narrower than the current supply terminal, and the terminal terminal for interconnection is thinner than the terminal electrode for current supply terminal. In claim 7,
The vehicular rotating electrical machine according to claim 1, wherein the terminal electrode for current supply terminal is constituted by a single bus bar, and the current supply terminals provided in the plurality of semiconductor packages are connected to the single bus bar.

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