JP6919190B2 - Power converter for railroad vehicles - Google Patents

Description

The present invention relates to a power conversion device for a railroad vehicle, and more particularly to a power conversion device for a railroad vehicle provided with a plurality of heat dissipation fins that dissipate heat of equipment mounted on the railroad vehicle during traveling.

Conventionally, there is known a power conversion device for a railway vehicle provided with a plurality of heat radiating fins that dissipate heat from equipment mounted on the railway vehicle during traveling (see, for example, Patent Document 1).

The above-mentioned Patent Document 1 discloses a power conversion device for a railroad vehicle provided with a plurality of coolers (radiating fins) used for the power conversion device for driving a vehicle installed under the floor of the railroad vehicle. In the electric power conversion device for railroad vehicles described in Patent Document 1, a box-shaped electric power conversion device is provided in a state where a cooler (radiating fin) is divided into three along the traveling direction of the vehicle in the space under the floor of the vehicle. They are arranged side by side on the underside of the main body. Then, the traveling wind accompanying the traveling of the railroad vehicle is supplied to the cooler located on the windward side, and is sequentially supplied to the cooler in the rear stage (downstream side), so that the heat of the cooler is supplied to the outside air (atmosphere). ) Is configured to dissipate heat (discharge).

Japanese Unexamined Patent Publication No. 2007-13223

However, in the power conversion device for railroad vehicles described in Patent Document 1, the heat of the cooler on the upstream side (upwind side in the running wind) in the traveling direction of the vehicle is taken from the three coolers (radiating fins). It is considered that the warmed air is sequentially supplied to the adjacent downstream (post-stage) coolers. In this case, the cooler located on the uppermost wind side exchanges heat with the fresh outside air having a relatively low temperature to exhibit cooling performance, while the two coolers on the downstream side exhibit the cooling performance on the upstream side. Since heat exchange with the air warmed by taking away the heat (air having a temperature higher than that of fresh outside air) is sequentially performed, the cooling performance (heat dissipation performance) is lower than that of the cooler on the upstream side. Therefore, there is a problem that the cooling performance (heat dissipation performance) of each cooler (heat dissipation fin) varies.

The present invention has been made to solve the above problems, and one object of the present invention is to be able to level the cooling performance (heat dissipation performance) of each of the plurality of heat radiation fins. It is to provide a power conversion device for railroad vehicles.

The power conversion device for a railroad vehicle according to the first aspect of the present invention is provided so that a plurality of fin portions extend along the traveling direction of the railroad vehicle, and dissipates heat of the power conversion device main body mounted on the railroad vehicle. The first heat radiating fin and the first heat radiating fin are arranged at a predetermined interval in the traveling direction, and a plurality of fin portions are provided so as to extend along the traveling direction to dissipate heat of the power conversion device main body. A second heat radiating fin is provided, and at least one of the first heat radiating fin and the second heat radiating fin is formed by not providing a part of the fin portions among the plurality of fin portions in the traveling direction. Air taken in from the end of either the first heat radiating fin or the second heat radiating fin in the traveling direction and discharged through the ventilation path, including the ventilation path extending along the line. Is configured to be supplied to the end of either the first heat radiating fin or the second heat radiating fin in the traveling direction, and travels across the forming region of the plurality of fin portions and the forming region of the ventilation path. Further, a heat pipe extending in a direction orthogonal to the direction is provided .

In the electric power conversion device for rolling stock according to the first aspect of the present invention, as described above, at least one of the first heat radiation fin and the second heat radiation fin has a fin portion of a part of the plurality of fin portions. Including a ventilation path extending along a traveling direction formed by not providing the air, air taken in from an end portion of either the first heat radiating fin or the second heat radiating fin in the traveling direction during traveling of a railroad vehicle. The air discharged through the ventilation passage is configured to be supplied to the end of either the first heat radiation fin or the second heat radiation fin in the traveling direction. As a result, for example, when a railroad vehicle is traveling with the first heat radiation fin at the head (windward side), heat exchange with fresh outside air (running wind) having a relatively low temperature is performed by the first heat radiation fin. At the same time that the cooling performance is exhibited, the fresh outside air circulated (bypassed) through the ventilation passage can be supplied to the second heat radiation fin in the subsequent stage (downstream side). That is, unlike the case where the air (high temperature air) warmed by the first heat radiation fin is supplied to the second heat radiation fin in the subsequent stage (downstream side), the fresh outside air (low temperature air) is supplied to the second heat radiation fin. The cooling performance (heat dissipation performance) of the second heat radiation fin can be maintained at the same level as the cooling performance of the first heat radiation fin on the upstream side without deteriorating. As a result, the cooling performance (heat dissipation performance) of each of the first heat dissipation fin and the second heat dissipation fin can be leveled.

In the power conversion device for railway vehicles according to the first aspect, preferably, the ventilation passage is the first ventilation passage of the second heat radiation fin in the direction orthogonal to the traveling direction with the first ventilation passage provided in the first heat radiation fin. The second heat radiating fin includes a second ventilation passage provided at a position different from the road, and the second heat radiating fin is provided with a plurality of fin portions at positions facing the first ventilation passage in the traveling direction and the first heat radiating fin. The fins are provided with a plurality of fin portions at positions facing the second ventilation path in the traveling direction. With this configuration, when the railroad vehicle is traveling with the first heat dissipation fin at the head (windward side), the fresh outside air circulated (bypassed) through the first ventilation path is used as the second stage (downstream side). It can be reliably supplied to a plurality of fin portions (heat exchange regions) of the heat radiation fins. Further, when the railroad vehicle is traveling with the second heat radiating fin at the head (windward side), a plurality of fresh outside air circulated (bypassed) through the second ventilation path in the first heat radiating fin at the rear stage (downstream side). It can be reliably supplied to the fin portion (heat exchange region). Therefore, the cooling performance (heat dissipation performance) of each of the first heat radiation fin and the second heat radiation fin can be leveled regardless of the traveling direction (traveling direction) of the railway vehicle.

In the configuration in which the ventilation passage includes the first ventilation passage and the second ventilation passage, the first ventilation passage is preferably provided in the central region in the direction orthogonal to the traveling direction of the first heat radiation fin, and is a railway vehicle. Is located at a position corresponding to the central region in the direction orthogonal to the traveling direction of the second heat radiating fin when the air discharged through the first ventilation path is traveling with the first heat radiating fin as the leading side in the traveling direction. Air that is supplied to the ends of the plurality of fin portions provided in the traveling direction and that is discharged through the plurality of fin portions other than the first ventilation passage flows through the second ventilation passage of the second heat radiation fin. It is configured to be discharged. With this configuration, when the railroad vehicle is traveling with the first heat radiation fin at the head, the fresh air passage provided in the central region in the direction orthogonal to the travel direction of the first heat radiation fin is circulated. The outside air can be reliably supplied to the plurality of fin portions located in the central region in the direction orthogonal to the traveling direction of the second heat radiation fin in the subsequent stage. Then, the warm air whose heat is exchanged through the plurality of fin portions in the first heat radiation fin is easily discharged to the downstream side of the second heat radiation fin by passing through the second ventilation path provided in the second heat radiation fin. can do. Even when the railroad vehicle is traveling with the second heat radiation fin at the head, the direction of the traveling wind is only in the opposite direction, and the same effect as described above can be obtained.

In the configuration in which the ventilation passage includes the first ventilation passage and the second ventilation passage, the direction orthogonal to the traveling direction of the plurality of fin portions of the second heat radiation fin provided at a position facing the first ventilation passage is preferable. The formation range in is wider than the width in the direction orthogonal to the traveling direction of the first ventilation path, and is orthogonal to the traveling direction of a plurality of fin portions of the first heat radiation fin provided at a position facing the second ventilation path. The forming range in the direction is wider than the width in the direction orthogonal to the traveling direction of the first ventilation path. With this configuration, the fresh outside air (running wind) that circulates through the first ventilation path (or the second ventilation path) and is discharged while diffusing downstream is the first ventilation regardless of the traveling direction of the railway vehicle. It can be effectively supplied to a plurality of fin portions of the second heat radiation fin (first heat radiation fin) having a width (formation range) wider than that of the path (or the second ventilation path). Therefore, it is possible to reliably exchange heat with the fresh outside air even at the second heat radiation fin (first heat radiation fin) on the downstream side.

In the configuration in which the ventilation passage includes the first ventilation passage and the second ventilation passage, preferably, the width of the first heat radiation fin along the direction orthogonal to the traveling direction of the first ventilation passage is other than the first ventilation passage. It is narrower than the formation range of the plurality of fin portions of. With this configuration, even when the first heat dissipation fin is provided with the first ventilation passage without the fin portion, the formation range of the plurality of fin portions (heat exchange regions) other than the first ventilation passage is sufficient. Therefore, fresh outside air (running wind) is applied to a plurality of fin portions of the second heat radiating fin via the first ventilation path without significantly deteriorating the cooling performance (heat radiating performance) of the first heat radiating fin. Can be supplied.

In the configuration in which the ventilation passage includes the first ventilation passage and the second ventilation passage, preferably, in the second heat radiation fin, the second ventilation passage is on the end side in the direction orthogonal to the traveling direction of the second heat radiation fin. It is provided. With this configuration, a plurality of fin portions (heat exchange regions) for receiving fresh outside air (running wind) supplied from the first ventilation path are provided in the central region in the direction orthogonal to the traveling direction of the second heat radiation fins. It can be easily provided.

In this case, preferably, the second ventilation passage is provided in a region near both ends in a direction orthogonal to the traveling direction of the second heat radiation fin. With this configuration, the plurality of fin portions (heat exchange regions) provided in the central region in the direction orthogonal to the traveling direction of the second heat radiating fin are formed at both ends in the direction orthogonal to the traveling direction of the second heat radiating fin. Since it can be sandwiched from both sides by a pair of second ventilation passages provided in the vicinity region of the above, heat with fresh outside air supplied from the first ventilation passage in a plurality of fin portions (heat exchange regions) of the second heat radiation fins. The exchange can be surely performed.

In a configuration in which the second ventilation path is provided on the end side in a direction orthogonal to the traveling direction of the second heat radiating fin, preferably, when the railway vehicle travels with the first heat radiating fin as the leading side in the traveling direction. , The air taken in from the side end portion of the second heat radiation fin in the traveling direction is supplied to a plurality of fin portions provided in the end region in the direction orthogonal to the traveling direction from the second ventilation path. Has been done. With this configuration, not only the fresh outside air (running wind) supplied through the first ventilation passage, but also a plurality of air provided outside the second ventilation passage (end region in the direction orthogonal to the traveling direction). The fin portion (additional heat exchange region) of the second heat radiation fin can also be supplied with air (fresh outside air) taken in from the side end portion in the traveling direction to exchange heat. As a result, the cooling performance (heat dissipation performance) of the second heat dissipation fin can be maintained high.

In the electric power conversion device for railroad vehicles according to the first aspect, preferably, the heat pipe is provided in the connection region with the power conversion device main body at at least one of the first heat radiation fin or the second heat radiation fin including the ventilation path. Is . With this configuration, the heat (exhaust heat) transferred from the power conversion device main body to the first heat radiation fin or the second heat radiation fin is stored in the connection area between the back side of the ventilation path and the power conversion device main body. Instead, the heat of this portion can be transferred to the connection region with the power conversion device main body of a plurality of fin portions other than the air passage through the heat pipe. Therefore, it is possible to effectively prevent the bottom surface of the ventilation path from generating abnormal heat. Further, the heat of the power conversion device main body can be efficiently dissipated by using a plurality of fin portions (heat exchange regions) other than the ventilation passage.

The power conversion device for a railroad vehicle according to the second aspect of the present invention is provided so that a plurality of fin portions extend along the traveling direction of the railroad vehicle, and dissipates heat of the power conversion device main body mounted on the railroad vehicle. The first heat radiating fin and the first heat radiating fin are arranged at a predetermined interval in the traveling direction, and a plurality of fin portions are provided so as to extend along the traveling direction to dissipate heat of the power conversion device main body. A second heat radiating fin is provided, and at least one of the first heat radiating fin and the second heat radiating fin is formed by not providing a part of the fin portions among the plurality of fin portions in the traveling direction. A ventilation path extending along the air passage is provided in the area between the first heat radiating fin and the second heat radiating fin, and the end of either the first heat radiating fin or the second heat radiating fin in the traveling direction when the railroad vehicle is traveling. A guide configured to guide the air taken in from the portion through the ventilation path and discharged to the fin portion at the end of either the first heat radiating fin or the second heat radiating fin in the traveling direction. Further equipped with a wind member. As a result , when the railroad vehicle is traveling with the first heat radiation fin at the head (windward side), the fresh outside air circulated (bypassed) through the ventilation path is passed through the second heat radiation fin at the rear stage (downstream side) to a plurality of fin portions. Can be reliably supplied to. Further, even when the railroad vehicle is traveling with the second heat radiation fin at the head (windward side), the fresh outside air circulated (bypassed) through the ventilation path is used as a plurality of fin portions in the first heat radiation fin at the rear stage (downstream side). Can be reliably supplied to. In addition, the flow of fresh outside air (low temperature air) that flows through the ventilation passage and is supplied to the second heat radiation fin (or the first heat radiation fin) and the first heat radiation fin (or the second heat radiation fin) exchange heat to warm the air. The flow of the generated air (high temperature air) can be separated from each other by the air guide member. As a result, in the second heat radiation fin (or the first heat radiation fin) in the latter stage (downstream side), the role of the ventilation passage and the role of the fin portion (heat exchange region) can be clearly distinguished and each function can be made to function. can.

In the electric power conversion device for a railroad vehicle according to the second aspect , preferably, the ventilation member is provided at a position facing the outlet of the ventilation path and the ventilation path in the traveling direction in the above region. It is configured to connect to the end of the portion. With this configuration, the fresh outside air (low temperature air) that flows through the ventilation passage and is supplied to the second heat radiation fin (or the first heat radiation fin) is sent from the ends of the plurality of fin portions on the mating side (downstream side). It can be supplied to the end portions of the plurality of fin portions of the second heat radiation fin (or the first heat radiation fin) without leaking to the outside as much as possible. In addition, the flow of fresh outside air (low temperature air) that flows through the ventilation passage and is supplied to the second heat radiation fin (or the first heat radiation fin) is heated by the first heat radiation fin (or the second heat radiation fin) to warm the air. It is possible to more reliably separate the flow of air (high temperature air).

In the electric power conversion device for a railroad vehicle according to the second aspect , preferably, the wind guide member is more than the tip portion in the direction orthogonal to the traveling direction of each of the plurality of fin portions of the first heat radiation fin and the second heat radiation fin. Includes a wind guide wall that extends to the outside. With this configuration, the flow of fresh outside air (low temperature air) that flows through the ventilation passage and is supplied to the second heat radiation fin (or the first heat radiation fin) and the first heat radiation fin (or the second heat radiation fin) It is possible to more reliably prevent the flow of air (high temperature air) that has been heat-exchanged and warmed from leaking out of the region other than the region between the first heat radiation fin and the second heat radiation fin and being mixed with each other. ..

In this case, preferably, the air guide member further includes a bottom surface connecting the outer ends of the pair of air guide walls, and the bottom surface is more than the outlet of the ventilation path in the direction orthogonal to the traveling direction in the above region. It is inclined so as to approach from the outer position toward the position corresponding to the end portions of the plurality of fin portions provided at positions facing the ventilation path in the traveling direction. With this configuration, when the railroad vehicle is traveling with the first heat radiation fin at the head (windward side), not only the fresh outside air flowing through the ventilation passage but also the traveling wind flowing outside the first heat radiation fin can be generated. It can be supplied to the second heat radiation fin in the rear stage (downstream side) in a state of being collected by using the duct-shaped air guiding member. As a result, more fresh outside air can be supplied to the ends of the plurality of fin portions (heat exchange regions) of the second heat radiation fins in the subsequent stage. Even when the railroad vehicle is traveling with the second heat radiation fin at the head, the direction of the traveling wind is only in the opposite direction, and the same effect as described above can be obtained.

In a configuration in which the forming range of the plurality of fin portions of the second heat radiation fin in the direction orthogonal to the traveling direction is wider than the width in the direction orthogonal to the traveling direction of the first ventilation path, the first heat radiation fin and the second heat radiation fin are preferably used. Of the air taken in from the end of either the first heat radiation fin or the second heat radiation fin in the traveling direction, which is provided in the area between the heat radiation fins, the air discharged through the ventilation path is discharged. Further provided with a wind guide member configured to guide to a fin portion at the end of either the 1 heat radiation fin or the second heat radiation fin in the traveling direction, the air guide member is formed of a plurality of fin portions from the outlet of the ventilation path. It is configured so that the width in the direction orthogonal to the traveling direction gradually increases toward the end. With this configuration, when the railroad vehicle is traveling with the first heat radiating fin at the head (windward side), the fresh outside air flowing through the ventilation path is used in the entire formation range of the plurality of fin portions of the second heat radiating fin. Since it can be uniformly supplied over the region (heat exchange region), the cooling performance (heat dissipation performance) of the second heat radiation fin can be maintained high. Even when the railroad vehicle is traveling with the second heat radiation fin at the head, the direction of the traveling wind is only in the opposite direction, and the same effect as described above can be obtained.

In the electric power conversion device for a railroad vehicle according to the first and second aspects, preferably, the arrangement configuration of the plurality of fin portions and the ventilation passage in the first heat radiation fin and the plurality of fin portions and the ventilation passage in the second heat radiation fin are provided. The arrangement configuration has a shape symmetrical with respect to the center line along the traveling direction in the direction orthogonal to the traveling direction. With this configuration, the heat dissipation characteristics of the first heat radiation fin and the second heat radiation fin along the direction orthogonal to the traveling direction can be configured to have symmetry with respect to the center line along the traveling direction. Therefore, when the first heat radiation fin and the second heat radiation fin are viewed as one cooler, it is possible to eliminate the local bias of the heat radiation characteristics in the cooler. Therefore, the overall cooling performance (heat dissipation performance) of the cooler of the railway vehicle can be maintained at a certain level without being significantly affected by the traveling conditions of the railway vehicle and the strength of the traveling wind.

In the configuration in which the ventilation passage includes the first ventilation passage and the second ventilation passage, the second ventilation passage is preferably provided at a position different from the first ventilation passage of the second heat radiation fin in the sleeper direction orthogonal to the traveling direction. Has been done. With this configuration, when the plurality of fin portions provided on each of the first heat radiating fin and the second heat radiating fin extend in the vertical direction of the railway vehicle, the traveling direction (traveling direction) of the railway vehicle ), The cooling performance (heat dissipation performance) of each of the first heat radiation fin and the second heat radiation fin can be leveled.

In this case, preferably, the first heat radiation fin and the second heat radiation fin are installed in the underfloor space of the railway vehicle, and the plurality of fin portions provided in each of the first heat radiation fin and the second heat radiation fin are railway. It extends toward the bottom of the vehicle. With this configuration, in a railway vehicle in which the power conversion device for railway vehicles (power conversion device main body) is installed in the underfloor space, the first heat radiation fin and the second heat radiation fin are installed below the power conversion device main body. When there is sufficient space, the cooling performance (radiation performance) of each of the first heat radiation fin and the second heat radiation fin that cools the main body of the power converter can be effectively leveled. The second heat radiation fin can be easily installed.

In the configuration in which the ventilation passage includes the first ventilation passage and the second ventilation passage, the second ventilation passage is preferably different from the first ventilation passage of the second heat radiation fin in the vertical direction of the railroad vehicle orthogonal to the traveling direction. It is provided at the position. With this configuration, when the plurality of fin portions provided on each of the first heat radiation fin and the second heat radiation fin extend toward the side of the railway vehicle, the traveling direction (traveling direction) of the railway vehicle ), The cooling performance (heat dissipation performance) of each of the first heat radiation fin and the second heat radiation fin can be leveled.

In this case, preferably, the first heat radiation fin and the second heat radiation fin are installed in the underfloor space of the railway vehicle, and the plurality of fin portions provided in each of the first heat radiation fin and the second heat radiation fin are railway. It extends toward the side of the vehicle. With this configuration, in a railway vehicle in which the power conversion device for railway vehicles (power conversion device main body) is installed in the underfloor space, the first heat radiation fin and the second heat radiation fin are installed on the side of the power conversion device main body. When there is sufficient space for the power converter, the first heat radiation fin that cools the main body of the power converter and the first heat radiation fin that can effectively level the cooling performance (heat dissipation performance) of each of the second heat radiation fins. And the second heat dissipation fin can be easily installed. Further, by providing the first heat radiation fin and the second heat radiation fin on the side of the power conversion device main body, the first heat radiation fin and the second heat radiation fin are exposed to the side of the railroad vehicle when the railroad vehicle is running. Become. As a result, it is possible to take in the running wind with less turbulence as compared with the case where the fresh outside air is taken in from under the railroad vehicle to which other devices are attached. And it can be easily taken in by the second heat radiation fin. As a result, the cooling performance (heat dissipation performance) of the cooling unit can be further improved.

According to the present invention, as described above, the cooling performance (heat dissipation performance) of each of the plurality of heat dissipation fins can be leveled.

It is a side view which showed the railroad vehicle by 1st Embodiment of this invention. It is a perspective view which looked at the railroad vehicle by 1st Embodiment of this invention from diagonally below. It is a bottom view which showed the cooling structure of the power conversion apparatus by 1st Embodiment of this invention. It is a side view which showed the cooling structure of the power conversion apparatus by 1st Embodiment of this invention. It is a bottom view which showed the cooling structure of the power conversion apparatus by 2nd Embodiment of this invention. It is a side view which showed the cooling structure of the power conversion apparatus by 2nd Embodiment of this invention. It is a bottom view which showed the cooling structure of the power conversion apparatus according to 3rd Embodiment of this invention. It is a side view which showed the cooling structure of the power conversion apparatus according to 3rd Embodiment of this invention. It is a bottom view which showed the cooling structure of the power conversion apparatus according to 4th Embodiment of this invention. It is a bottom view which showed the cooling structure of the power conversion apparatus according to 5th Embodiment of this invention. It is a side view which showed the railroad vehicle by the 6th Embodiment of this invention. It is a perspective view which looked at the railroad vehicle by 6th Embodiment of this invention from diagonally below. It is a side view which showed the cooling structure of the power conversion apparatus according to 6th Embodiment of this invention. It is a side view which showed the cooling structure of the power conversion apparatus according to 7th Embodiment of this invention. It is a side view which showed the cooling structure of the power conversion apparatus according to 8th Embodiment of this invention. It is a bottom view which showed the main part of the cooling part in the cooling structure of the power conversion apparatus according to 8th Embodiment of this invention.

Hereinafter, embodiments embodying the present invention will be described with reference to the drawings.

[First Embodiment]
First, the configuration of the power conversion device 100 for the railway vehicle 10 according to the first embodiment of the present invention will be described with reference to FIGS. 1 to 4. The power conversion device 100 is an example of a "power conversion device for railway vehicles" within the scope of the claims. In the following, the traveling direction of the railroad vehicle 10 is the X-axis direction, the pillow direction orthogonal to the X-axis direction on the track 1 is the Y-axis direction, and the vertical direction orthogonal to both the X-axis direction and the Y-axis direction is the Z-axis direction. Give an explanation.

As shown in FIGS. 1 and 2, the power conversion device 100 according to the first embodiment of the present invention is installed in the underfloor space 11a of the vehicle body 11 of the railway vehicle 10. Here, the schematic configuration of the railway vehicle 10 will be briefly described. As shown in FIG. 1, the railroad vehicle 10 rotates the drive wheels 13 by using the vehicle body 11, the pantograph 12 that receives (collects) the electric power supplied to the overhead wire 2, and the electric power from the overhead wire 2. It includes an induction motor 14 (shown by a broken line) and a plurality of other devices 15 such as an air conditioner and a control device. The power conversion device 100 has a role of converting the electric power from the overhead wire 2 by switching of a semiconductor element (not shown) during traveling for the railway vehicle 10 to control the rotation of the induction motor 14.

(Configuration of power converter)
The power conversion device 100 includes a semiconductor device 20 that performs power conversion, and a cooling unit 30 that dissipates heat generated from a semiconductor element in the semiconductor device 20 to the outside air. Further, as shown in FIG. 2, the power conversion device 100 is suspended and fixed to the lower surface 11b of the vehicle body 11 in the underfloor space 11a of the vehicle body 11. Further, the semiconductor device 20 is arranged on the lower surface 11b side (Z1 side), and the cooling unit 30 is arranged on the line 1 side (Z2 side). Further, the cooling unit 30 includes heat radiation fins 31 (X1 side) and heat radiation fins 32 (X2 side) arranged at predetermined intervals along the X-axis direction in which the vehicle body 11 extends. The heat radiation fins 31 and 32 each extend vertically downward (on the line 1 side) from the lower surface (Z2 side) of the semiconductor device 20, and a plurality of fin portions 31a extending in a thin plate shape along the X-axis direction, respectively. And 32a are included. The semiconductor device 20 is an example of a “power conversion device main body” within the scope of the claims. Further, the heat radiation fins 31 and 32 are examples of the "first heat radiation fin" and the "second heat radiation fin" in the claims, respectively.

Then, as shown in FIG. 1, when the railroad vehicle 10 travels in the direction of the arrow X1, the air in the vicinity of the track 1 is relatively flowed in the direction of the arrow X2 and is blown to the cooling portion 30 of the underfloor space 11a. In this case, the traveling wind is circulated in the arrow X2 direction through the gap between the heat radiating fins 31 (plurality of fin portions 31a) and the heat radiating fins 32 (plurality of fin portions 32a) (see FIG. 2) extending in the X-axis direction. As a result, the heat of the cooling unit 30 is configured to be exhausted to the atmosphere. In the following description, it is assumed that the railroad vehicle 10 is traveling in the direction of arrow X1, and the heat dissipation fins 31 are arranged on the windward side (X1 side) in the traveling direction (traveling direction), and the latter stage. It is assumed that the heat radiation fins 32 are arranged on the leeward side (X2 side).

Here, in the first embodiment, as shown in FIGS. 2 and 3, the heat radiating fin 31 includes a ventilation passage 41 formed by not providing a part of the plurality of fin portions 31a. Further, the ventilation passage 41 extends along the X-axis direction. Further, the heat radiation fin 32 includes ventilation passages 42 and 43 formed by not providing a part of the plurality of fin portions 32a. Further, the ventilation passages 42 and 43 extend along the X-axis direction.

(Detailed configuration of heat dissipation fins)
As shown in FIG. 3, the heat radiating fin 31 has a width W1 in the Y-axis direction (sleeper direction) about the center line 150 and extends in the X-axis direction with respect to a region on the Y1 side thereof. A plurality of fin portions 31a are provided in the regions on the Y2 side and the Y2 side, respectively. In FIG. 3, hatching is attached to each of the thin plate-shaped fin portions 31a in order to make it easy to understand the arrangement state of the plurality of fin portions 31a. When the ventilation passage 41 is not provided, a total of 36 fin portions 31a are present, but by providing the ventilation passage 41, 10 fin portions 31a are originally removed. Therefore, 13 fin portions 31a are provided in the Y1 side and Y2 side regions of the ventilation passage 41, respectively. Further, the 13 thin plate-shaped fin portions 31a have fin pitches P1 and are arranged adjacent to each other. The ventilation passage 41 is an example of the "first ventilation passage" in the claims.

The heat radiating fin 32 is provided with a ventilation passage 42 on the Y1 side of a plurality of fin portions 32a having a width W4 in the Y-axis direction and extending in the X-axis direction about the center line 150, and Y2 thereof. A ventilation passage 43 is provided on the side. When there are no ventilation passages 42 and 43, a total of 36 fin portions 32a exist, but the provision of the ventilation passages 42 and 43 originally removes five fin portions 32a, respectively. .. Therefore, five fin portions 32a are provided in the Y1 side region of the ventilation passage 42 and the Y2 side region of the ventilation passage 43, respectively. Further, a total of 16 fin portions 32a are provided in the region sandwiched between the ventilation passages 42 and 43 (the central region of the heat radiation fins 32). In FIG. 3, in order to make it easy to understand the arrangement state of the plurality of fin portions 32a, the individual thin plate-shaped fin portions 32a are shown with hatching. Further, the thin plate-shaped fin portions 32a are arranged so as to have the same fin pitch P1 as the side of the heat radiation fin 31. The ventilation passages 42 and 43 are examples of the "second ventilation passage" in the claims.

Further, when viewed with reference to the heat radiation fin 31 on the X1 side, the heat radiation fin 32 on the X2 side is provided with 16 fin portions 32a at positions facing the traveling direction (X-axis direction) with respect to the ventilation path 41. ing. On the other hand, when viewed with reference to the heat radiation fin 32 on the X2 side, the heat radiation fin 31 on the X1 side is provided with 13 fin portions 31a at each position facing the ventilation passages 42 and 43 in the X axis direction. Has been done. That is, when the heat radiation fins 31 and 32 are viewed as a whole, the arrangement configuration of the ventilation passage 41 in the heat radiation fin 31 and the fin portions 31a on both sides thereof, and the fin portion 32a near the center of the heat radiation fin 32 and the ventilation passages on both sides thereof. The arrangement configurations of 42 and 43 are staggered along the Y-axis direction (sleeper direction). That is, the positions of the ventilation passages 42 and 43 of the heat radiation fins 32 are different from the positions of the ventilation passages 41 of the heat radiation fins 31 in the sleeper direction (Y-axis direction).

Further, the ventilation passage 41 in the heat radiating fin 31 is provided in the central region of the heat radiating fin 31 in the Y-axis direction (the central region where the center line 150 exists), and the railroad vehicle 10 makes the heat radiating fin 31 the leading side in the traveling direction. The air (fresh outside air of the traveling wind) discharged through the ventilation passage 41 when traveling as (upwind side) is provided at a position corresponding to the central region of the heat radiation fin 32 in the Y-axis direction. It is configured to be supplied to the end 32c of the 16 fin portions 32a in the traveling direction. Then, the air discharged through the 13 fin portions 31a other than the ventilation passage 41 (high temperature air warmed by heat exchange) circulates through the ventilation passages 42 and 43 of the heat dissipation fin 32 to dissipate the heat radiation fin. It is configured to be discharged downstream of 32.

Further, in the first embodiment, the width W4 of the formation range of the 16 fin portions 32a of the heat radiation fins 32 along the Y-axis direction is wider than the width W1 of the ventilation passage 41. Further, when viewed with reference to the heat radiation fin 32, the width W2 of the formation range (two locations) of the 13 fin portions 31a in the heat radiation fin 31 along the Y-axis direction is the width W5 of each of the ventilation passages 42 and 43. Wider than. In the heat radiation fin 31, the width W1 of the ventilation passage 41 along the Y-axis direction is narrower than the width W2 of the formation range (two locations) of 13 fin portions 31a other than the ventilation passage 41.

Further, in the heat radiation fin 32, the ventilation passage 42 is provided in the vicinity (inside) of the end portion 32e on the Y2 side of the heat radiation fin 32 in the Y axis direction, and the ventilation passage 43 is on the Y1 side of the heat radiation fin 32. It is provided in the vicinity (inside) of the end portion 32f. That is, the ventilation passages 42 and 43 are provided in the vicinity of both ends of the heat radiation fins 32 in the sleeper direction (Y-axis direction).

Further, in the first embodiment, as shown in FIG. 3, when the railway vehicle 10 travels with the heat radiating fin 31 as the leading side in the traveling direction, the radiation fin 32 travels in the traveling direction (X1 side) and the side end on the Y2 side. The air (running wind) taken in from the portion 32g is supplied to the five fin portions 32a provided in the region of the end portion 32e in the Y-axis direction from the ventilation path 42, and the traveling direction of the heat radiating fin 32 (running direction). The air (running wind) taken in from the side end portion 32h on the X1 side and the Y1 side is supplied to the five fin portions 32a provided in the region of the end portion 32f in the pillow direction from the ventilation path 43. It is configured in. As a result, the air taken in from both sides (Y1 side and Y2 side) of the heat radiation fin 32 is directly supplied to the five fin portions 32a at both ends of the heat radiation fin 32. There is.

Further, when the heat radiation fins 31 and 32 are viewed as a whole, the arrangement configuration of the ventilation passage 41 in the heat radiation fin 31 and the fin portions 31a on both sides thereof, the fin portion 32a near the center of the heat radiation fin 32, and the ventilation passages on both sides thereof. The arrangement of 42 and 43 and the fin portion 32a on the outer side thereof has a shape symmetrical with respect to the center line 150 in the Y-axis direction.

As a result, in the first embodiment, when the railroad vehicle 10 is traveling in the direction of the arrow X1, the air taken in from the end 31d in the traveling direction of the heat radiating fin 31 which is the leading side in the traveling direction is ventilated. The air discharged through the road 41 (bypassing) is supplied to the end portion 32c of the heat radiation fin 32 in the traveling direction. At the same time, the air discharged through the fin portions 31a on both sides other than the ventilation passage 41 flows through the ventilation passages 42 and 43 of the heat radiation fin 32, respectively, and is discharged in the direction of the arrow X2. On the other hand, when the railroad vehicle 10 is traveling in the direction of arrow X2, the air passages 42 and 43 are circulated among the air taken in from the end 32d in the traveling direction of the heat radiation fin 32 which is the leading side in the traveling direction. The air discharged by (bypassing) is supplied to the end 31c of the heat radiation fin 31 in the traveling direction. At the same time, the air discharged through the fin portion 32a in the central region other than the ventilation passages 42 and 43 passes through the ventilation passage 41 of the heat radiation fin 31 and is discharged in the direction of the arrow X1. The end portion 31c and the end portion 32c are examples of the "end portion in the traveling direction" in the claims.

In the heat radiation fin 31, since the ventilation passage 41 does not have a fin portion, the flow velocity of the air flowing through the ventilation passage 41 is larger than the flow velocity of the air passing through the fin portion 31a. Therefore, the heat transfer coefficient to the air in the fin portion 31a facing (forming the boundary) the Y1 side and the Y2 side of the ventilation passage 41 is the heat transfer coefficient to the air in the region of the inner fin portion 31a arranged adjacent to each other. Will be larger (higher) than. This point is the same for the heat radiating fin 32. That is, the heat transfer coefficient to the air at the fin portions 32a forming both sides of the ventilation passage 42 and the heat transfer coefficient to the air at the fin portions 32a forming both sides of the ventilation passage 43 are arranged adjacent to each other. It becomes larger (higher) than the heat transfer coefficient to air in the region of the fin portion 32a. Further, the air (fresh outside air) that has passed through the ventilation passage 41 at a high flow velocity is supplied to the end portion 32c of the fin portion 32a, and the air (fresh outside air) that has passed through the ventilation passages 42 and 43 at a high flow velocity is supplied to the fin portion 31a. Is supplied to the end 31c of the. This also improves the heat transfer coefficient of the entire fin portions 31a and 32a to the air. As a result, in the cooling unit 30, the heat dissipation performance of each of the heat dissipation fins 31 and 32 is maintained high by providing the ventilation passages 41 to 43.

As a result, when the rolling stock 10 is traveling in the direction of arrow X1, heat exchange with fresh outside air (running wind) having a relatively low temperature is performed by the heat radiation fins 31 (13 fin portions 31a on each side). At the same time that the cooling performance is exhibited, it is possible to supply the fresh outside air circulated (bypassed) through the ventilation passage 41 to the 16 fin portions 32a in the central region of the heat radiating fins 32 in the subsequent stage (downstream side). become. That is, unlike the case where the air (high temperature air) warmed by the heat radiation fins 31 is uniformly supplied to the heat radiation fins 32 in the subsequent stage (downstream side), the fresh outside air bypassing the ventilation passage 41 is in the center of the heat radiation fins 32. Since it is supplied to the 16 fin portions 32a in the region, it is possible to maintain the same level as the cooling performance of the heat radiation fin 31 on the upstream side without deteriorating the cooling performance (heat radiation performance) of the heat radiation fin 32. ing.

Further, as shown in FIGS. 3 and 4, the heat radiation fins 31 are provided with a total of 12 heat pipes 5. More specifically, as shown in FIG. 4, the wick type heat pipe 5 is embedded in the connection region 31j of the heat radiation fin 31 with the semiconductor device 20. Here, a wick (core material) having a wire mesh-like capillary structure is inserted into the heat pipe 5 along the inner wall of the metal pipe, and the inside is exhausted to a vacuum with both ends of the metal pipe sealed. After that, a working liquid such as water, alcohol or alternative flons is sealed. Further, by giving a temperature difference to both ends of the sealed metal pipe, the hydraulic fluid is circulated in the metal pipe while repeating evaporation and condensation, so that the heat pipe 5 has latent heat due to evaporation and condensation of the hydraulic fluid. It has the role of a heat transport device that transports a large amount of heat from the high temperature part to the low temperature part by moving.

Then, in the first embodiment, as shown in FIG. 3, each heat pipe 5 (shown by a broken line) straddles the forming region of the plurality of fin portions 31a and the forming region of the ventilation passage 41 in the Y-axis direction. It is extending. In this case, six heat pipes 5 extend from the back side portion of the ventilation passage 41 in the direction of arrow Y1 and reach the back side portion of the fin portion 31a on the Y1 side, and from the back side portion of the ventilation passage 41 in the direction of arrow Y2. It is divided into 6 pieces that extend to reach the part on the back side of the fin part 31a on the Y2 side. As a result, the heat (exhaust heat) transferred from the semiconductor device 20 to the heat radiating fins 31 does not stay in the connection region 31j between the back side portion of the ventilation passage 41 and the semiconductor device 20, and is passed through the heat pipe 5. The heat of this portion is between the connection region 31j between the 13 fin portions 31a on the Y1 side and the semiconductor device 20 other than the air passage 41, and the semiconductor device 20 of the 13 fin portions 31a on the Y2 side. It is configured to move to each of the connection areas 31j. Therefore, the bottom surface of the ventilation passage 41 is configured to prevent abnormal heat generation.

The same applies to the heat radiation fins 32, and 12 heat pipes 5 (6 on the Y1 side and 6 on the Y2 side) are embedded in the connection area 32j. As a result, the heat (exhaust heat) transferred from the semiconductor device 20 to the heat radiating fins 32 does not stay in the connection region 32j between the back side portion of the ventilation passage 42 (and 43) and the semiconductor device 20, and each heat is generated. It is configured to transfer the heat of this portion via the pipe 5 to the connection region 32j between the 16 fin portions 32a on the Y2 side (and Y1 side) and the semiconductor device 20, respectively. ing. The power conversion device 100 according to the first embodiment is configured as described above.

(Effect of the first embodiment)
In the first embodiment, the following effects can be obtained.

In the first embodiment, as described above, the heat radiating fin 31 is formed by not providing a part of the plurality of fin portions 31a, and the ventilation passage 41 extending along the traveling direction is provided. Then, when the railway vehicle 10 is traveling, the air taken in from the end 31d of the heat radiating fin 31 in the traveling direction and discharged through the ventilation passage 41 is sent to the end 32c of the heat radiating fin 32 in the traveling direction. Configure to supply. As a result, when the railroad vehicle 10 is traveling with the heat radiation fin 31 at the head (windward side), heat exchange with fresh outside air (running wind) having a relatively low temperature is performed by the heat radiation fin 31 to cool the cooling performance. At the same time, the fresh outside air circulated (bypassed) through the ventilation passage 41 can be supplied to the heat radiating fins 32 in the subsequent stage (downstream side). That is, unlike the case where the air (high temperature air) warmed by the heat radiation fins 31 is supplied to the heat radiation fins 32 in the subsequent stage (downstream side), the fresh outside air (low temperature air) is supplied to the heat radiation fins 32. It is possible to maintain the same level as the cooling performance of the heat radiation fin 31 on the upstream side without deteriorating the heat radiation performance of the 32. As a result, the cooling performance (heat dissipation performance) of each of the heat dissipation fins 31 and 32 can be leveled.

Further, in the first embodiment, the ventilation fins 31 are provided with the ventilation passages 41, and the ventilation passages 42 and 43 are provided at positions different from the ventilation passages 41 of the heat radiation fins 32 in the sleeper direction (Y-axis direction) orthogonal to the traveling direction. .. A plurality of (16) fin portions 32a are provided on the heat radiating fins 32 at positions facing the ventilation passages 41 in the traveling direction, and the heat radiating fins 31 are provided at positions facing the ventilation passages 42 and 43 in the traveling direction. A plurality of fin portions 31a (13 pieces each) are provided in the fin portion 31a. As a result, when the railroad vehicle 10 is traveling with the heat radiating fins 31 at the head (windward side), a plurality (16) of fresh outside air circulated (bypassed) through the ventilation passage 41 in the heat radiating fins 32 in the subsequent stage (downstream side). It can be reliably supplied to the fin portion 32a (heat exchange region) of the sheet). Further, when the railroad vehicle 10 is traveling with the heat radiating fins 32 at the head, the fresh outside air circulated (bypassed) through the ventilation passages 42 and 43 is circulated (bypassed) to the plurality of (13 each) fin portions 31a in the heat radiating fins 31 in the subsequent stage. Can be reliably supplied to (heat exchange region). Therefore, the cooling performance (heat dissipation performance) of each of the heat radiation fins 31 and 32 can be leveled regardless of the traveling direction (traveling direction) of the railway vehicle 10.

Further, in the first embodiment, the ventilation path 41 is provided in the central region of the heat radiating fin 31 in the pillow direction (Y-axis direction), and when the railway vehicle 10 travels with the heat radiating fin 31 as the leading side in the traveling direction, the ventilation path The air discharged through the 41 is supplied to the end 32c of the plurality of (16) fin portions 32a provided at the positions corresponding to the central region in the pillow direction (Y-axis direction) of the heat radiation fins 32 in the traveling direction. At the same time, the air discharged through the plurality of fin portions 31a other than the ventilation passages 41 (13 pieces each) is circulated and discharged through the ventilation passages 42 and 43 of the heat radiation fins 32. As a result, when the railway vehicle 10 is traveling with the heat radiation fins 31 at the head, the fresh outside air flowing through the ventilation passage 41 provided in the central region of the heat radiation fins 31 in the sleeper direction (Y-axis direction) is dissipated in the subsequent stage. It is possible to reliably supply the 16 fin portions 32a located in the central region of the fins 32 in the sleeper direction (Y-axis direction). Then, the warm air that has been heat-exchanged through the fin portion 31a in the heat radiating fin 31 can be easily discharged to the downstream side of the heat radiating fin 32 by passing through the ventilation passages 42 and 43 provided in the heat radiating fin 32. can. Even when the railroad vehicle 10 travels with the heat radiation fins 32 at the head, the direction of the traveling wind is only in the opposite direction, and the same effect as described above can be obtained.

Further, in the first embodiment, the formation range (width W4) of the fin portion 32a of the heat radiation fin 32 provided at a position facing the ventilation passage 41 in the sleeper direction (Y-axis direction) is set to the sleeper direction of the ventilation passage 41 (width W4). Wider than the width W1 in the Y-axis direction). Further, the formation range (width W2) of the fin portion 31a of the heat radiation fin 31 provided at the position facing the ventilation passages 42 and 43 in the sleeper direction (Y-axis direction) is set to the sleeper direction (width W2) of each of the ventilation passages 42 and 43. Wider than the width W5 in the Y-axis direction). As a result, the fresh outside air (running wind) that circulates through the ventilation passages 41 (or ventilation passages 42 and 43) and is discharged while diffusing downstream is discharged through the ventilation passage 41 (or ventilation passages 42 and 43) regardless of the traveling direction of the railway vehicle 10. It is possible to effectively supply to a plurality of fin portions 32a (fin portions 31a) of the heat radiating fins 32 (radiating fins 31) having a width (formation range) wider than those of the roads 42 and 43). Therefore, the heat exchange with the fresh outside air can be surely performed even at the heat radiation fin 32 (heat radiation fin 31) on the downstream side (rear stage side).

Further, in the first embodiment, in the heat radiation fin 31, the width W1 along the sleeper direction (Y-axis direction) of the ventilation passage 41 is made narrower than the width W2 of the formation range of the fin portion 31a other than the ventilation passage 41. As a result, even when the heat radiation fin 31 is provided with the ventilation passage 41 without the fin portion 31a, the formation range of the fin portion 31a (heat exchange region) other than the ventilation passage 41 can be sufficiently secured. Fresh outside air can be supplied to a plurality of (16) fin portions 32a of the heat radiating fins 32 via the ventilation passage 41 without significantly deteriorating the cooling performance of the heat radiating fins 31.

Further, in the first embodiment, in the heat radiation fin 32, the ventilation passages 42 and 43 are provided on the side of the end portions 32e and 32f of the heat radiation fin 32 in the sleeper direction (Y-axis direction). As a result, 16 fin portions 32a (heat exchange regions) for receiving fresh outside air (running wind) supplied from the ventilation passage 41 are easily provided in the central region of the heat radiation fins 32 in the sleeper direction (Y-axis direction). be able to.

Further, in the first embodiment, the ventilation passages 42 and 43 are provided in the vicinity of both ends of the heat radiation fins 32 in the sleeper direction (Y-axis direction). As a result, a plurality of (16) fin portions 32a (heat exchange regions) provided in the central region of the heat radiation fins 32 in the pillow direction (Y-axis direction) are provided at both ends of the heat radiation fins 32 in the pillow direction (Y-axis direction). Since it can be sandwiched from both sides by a pair of ventilation passages 42 and 43 provided in the vicinity region of the portion, the fresh outside air supplied from the ventilation passage 41 in the 16 fin portions 32a (heat exchange region) of the heat radiation fin 32 The heat exchange can be surely performed.

Further, in the first embodiment, when the railroad vehicle 10 travels with the heat radiating fins 31 as the leading side in the traveling direction, the air taken in from the side ends 32g and 32h of the heat radiating fins 32 in the traveling direction is taken in by the ventilation passage 42. And 43 is configured to supply to a plurality of fin portions 31a provided in the end portions 32e and the region near 32f in the sleeper direction (Y-axis direction). As a result, not only the fresh outside air (running wind) supplied through the ventilation passage 41, but also a plurality of fin portions provided on the outside of the ventilation passages 42 and 43 (end regions in the sleeper direction (Y-axis direction)). The heat exchange can be performed by supplying the air (fresh outside air) taken in from the side end portions 32g and 32h of the heat radiation fin 32 in the traveling direction to the 32a (additional heat exchange region). As a result, the cooling performance of the heat radiation fins 32 can be maintained high.

Further, in the first embodiment, the region is provided in the connection region 31j with the semiconductor device 20 in the heat radiation fin 31 including the ventilation passage 41, and the formation region of a plurality of (13 each) fin portions 31a and the formation region of the ventilation passage 41 are provided. A heat pipe 5 extending in the sleeper direction (Y-axis direction) straddling and is provided. Further, it is provided in the connection region 32j with the semiconductor device 20 in the heat radiation fin 32 including the ventilation passages 42 and 43, and straddles the formation region of the plurality of (16) fin portions 32a and the formation region of the ventilation passages 42 and 43. A heat pipe 5 extending in the direction of the sleepers (Y-axis direction) is provided. As a result, the heat (exhaust heat) transferred from the semiconductor device 20 to the heat radiating fins 31 or 32 is stored in the connection region 31j (32j) between the back side portion of the ventilation passages 41 (42 and 43) and the semiconductor device 20. Instead, the heat of this portion can be transferred to the connection region 31j (32j) of the plurality of fin portions 31a (32a) other than the ventilation passages 41 (42 and 43) with the semiconductor device 20 via the heat pipe 5. .. Therefore, it is possible to effectively prevent the bottom surfaces of the ventilation passages 41 (42 and 43) from generating abnormal heat. Further, the heat of each semiconductor device 20 can be efficiently dissipated by utilizing the plurality of fin portions 31a and fin portions 32a (heat exchange regions) other than the ventilation passages 41 (42 and 43).

Further, in the first embodiment, the arrangement configuration of the plurality of (13 pieces each) fin portions 31a and the ventilation passages 41 in the heat radiation fins 31 and the plurality of (16 pieces) fin portions 32a and the ventilation passages 42 and 43 in the heat radiation fins 32. Is configured to have a shape symmetrical with respect to the center line 150 in the sleeper direction (Y-axis direction). As a result, the heat dissipation characteristics of the heat radiation fins 31 and 32 along the pillow direction (Y-axis direction) can be configured to have symmetry with respect to the center line 150 along the traveling direction. When 32 is viewed as one cooler (cooling unit 30), it is possible to eliminate the local bias of the heat dissipation characteristics in this cooler. Therefore, the overall cooling performance (heat dissipation performance) of the cooler of the railway vehicle 10 can be maintained at a constant level without being significantly affected by the traveling conditions of the railway vehicle 10 and the strength of the traveling wind.

Further, in the first embodiment, the ventilation passages 42 and 43 are provided at positions different from the ventilation passage 41 of the heat radiation fin 32 in the sleeper direction (Y-axis direction). As a result, when the fin portions 31a and 32a provided on the heat radiation fins 31 and 32 extend in the vertical direction (Z-axis direction) of the railway vehicle 10, the traveling direction (traveling direction) of the railway vehicle 10 Regardless of the above, the cooling performance (heat dissipation performance) of each of the heat radiation fins 31 and 32 can be leveled together.

Further, in the first embodiment, the heat radiation fins 31 and 32 are installed in the underfloor space 11a of the railway vehicle 10, and the fin portions 31a and 32a provided in the heat radiation fins 31 and 32 are located below the railway vehicle 10 (direction of arrow Z2). ). As a result, in the railway vehicle 10 in which the power conversion device 100 (semiconductor device 20) is installed in the underfloor space 11a, there is sufficient space for installing the heat radiation fins 31 and 32 below the semiconductor device 20 (in the direction of arrow Z2). In a certain case, the heat radiating fins 31 and 32 capable of effectively leveling the cooling performance (radiation performance) of each of the heat radiating fins 31 and 32 for cooling the semiconductor device 20 can be easily installed.

[Second Embodiment]
The second embodiment will be described with reference to FIGS. 1, 5 and 6. In this second embodiment, an example in which the air guiding member 50 is further provided in the space S between the heat radiating fins 31 and the heat radiating fins 32 will be described. In the figure, the same reference numerals are given to the parts having the same configuration as that of the first embodiment.

The power conversion device 200 (see FIG. 1) according to the second embodiment of the present invention includes a cooling unit 230 as shown in FIG. Then, the air guiding member 50 is installed on the heat radiating fins 31 and 32 which are a set of the cooling unit 230. That is, as shown in FIGS. 5 and 6, the air guiding member 50 is provided in the space S between the heat radiation fins 31 and the heat radiation fins 32. Further, the wind guide member 50 is configured to have four side walls 51 to 54. The side walls 51 to 54 are examples of "wind guide walls" in the claims.

Here, as shown in FIG. 5, when viewed along the arrow X2 direction, the side wall 51 is on the Y2 side in the traveling direction with respect to the end portion 31c (X1 side) of the fin portion 31a and the fin portion 31a. It is connected to the inlet 6 (X2 side) of the ventilation passage 42 provided at the opposite position. Further, the side wall 52 connects the end portion 31c of the fin portion 31a and the inlet 6 of the ventilation passage 42 on the Y1 side. The side wall 52 has a function of connecting the outlet 7 (X1 side) of the ventilation passage 41 and the end portion 32c (X2 side) of the fin portion 32a provided at a position facing the ventilation passage 41 in the traveling direction. Also has. Further, the side wall 53 connects the outlet 7 of the ventilation passage 41 on the Y2 side and the end portion 32c of the fin portion 32a provided at a position facing the ventilation passage 41 in the traveling direction. The side wall 53 has a function of connecting the end portion 31c (X1 side) of the fin portion 31a and the inlet 8 (X2 side) of the ventilation passage 43 provided at a position facing the fin portion 31a in the traveling direction. Also has. Further, the side wall 54 connects the end portion 31c of the fin portion 31a and the inlet 8 of the ventilation passage 43 on the Y1 side. The side walls 51 and 52 form a ventilation passage 61, the side walls 52 and 53 form a ventilation passage 62 adjacent to the Y2 side of the ventilation passage 61, and the side walls 53 and 54 form a ventilation passage 62 adjacent to the Y2 side of the ventilation passage 62. Road 63 is configured.

Further, in the second embodiment, as shown in FIG. 6, the side walls 51 to 54 extend to the outside (downward) of the tip (lower end) 31b of the fin portion 31a of the heat radiation fin 31 in the Z-axis direction. The fin portion 32a of the heat radiating fin 32 extends to the outside (lower side) of the tip portion (lower end portion) 32b in the Z-axis direction. Further, as shown in FIG. 5, the ventilation passage 62 is formed so that the width W6 in the sleeper direction (Y-axis direction) gradually increases from the outlet 7 of the ventilation passage 41 toward the end portion 32c of the fin portion 32a. ing. Similarly, in the ventilation passages 61 and 63, the width W7 in the sleeper direction (Y-axis direction) gradually increases from the outlet 6 of the ventilation passage 42 and the outlet 8 of the ventilation passage 43 toward the end portion 31c of the fin portion 31a, respectively. It is formed to do.

As a result, as a function of the air guiding member 50, as shown in FIG. 5, when the railway vehicle 10 travels with the heat radiation fin 31 as the leading side in the traveling direction, the air taken in from the end portion 31d of the heat radiation fin 31 The ventilation passage 62 is configured so as to guide the air discharged through the ventilation passage 41 to the 16 fin portions 32a at the end portion 32c of the heat radiation fin 32. In addition to this, the ventilation passages 61 and 63 are configured so that the air taken in from the end portion 31d of the heat radiation fin 31 is discharged from the end portion 31c and guided to the ventilation passages 42 and 43 of the heat radiation fin 32, respectively.

On the other hand, although the wind flow in this case is not shown in FIG. 5, when the railroad vehicle 10 is traveling in the direction of the arrow X2, it is from the end 32d of the heat radiation fin 32 which is the leading side in the traveling direction. Of the taken-in air, the air discharged through the ventilation passages 42 and 43 is guided to the 13 fin portions 31a of the heat dissipation fins 31 via the ventilation passages 61 and 63, respectively, and 16 of the heat dissipation fins 32. The air discharged through the fin portion 32a of the above is configured to be guided to the ventilation passage 41 of the heat radiation fin 31 via the ventilation passage 62. In addition to this, the air discharged through the five fin portions 32a in each region of the heat radiation fin 32 on the Y1 side and the Y2 side is not guided to the fin portion 31a of the heat radiation fin 31 and is not guided to the fin portion 31a of the heat radiation fin 31. It is discharged to the outside from the outer wall surface of the above and the outer wall surface of the side wall 51. The other configurations of the power conversion device 200 according to the second embodiment are the same as those of the first embodiment.

(Effect of the second embodiment)
In the second embodiment, as described above, of the air taken in from the end 31d of the heat radiating fin 31 and discharged through the ventilation passage 41, the air discharged through the ventilation passage 41 is discharged from the end of the heat radiating fin 32. The ventilation member 50 is provided by the ventilation passage 62 that guides the air passage 62 to the fin portion 32a in 32c and the ventilation passages 61 and 63 that guide the air taken in from the end portion 31d of the heat radiation fin 31 to the ventilation passages 42 and 43 of the heat radiation fin 32, respectively. Constitute. As a result, when the railroad vehicle 10 is traveling with the heat dissipation fins 31 at the head (windward side), the fresh outside air circulated (bypassed) through the ventilation passage 41 is passed through the 16 fins in the heat dissipation fins 32 in the rear stage (downstream side). It can be reliably supplied to the portion 32a. Further, even when the railroad vehicle 10 is traveling with the heat radiating fins 32 at the head (windward side), a plurality (13) sheets of fresh outside air circulated through the ventilation passages 42 and 43 in the heat radiating fins 31 in the rear stage (downstream side). It can be reliably supplied to each fin portion 31a. Further, heat exchange between the flow of fresh outside air (low temperature air) flowing through the ventilation passages 41 (or 42 and 43) and supplied to the heat radiation fins 32 (or heat radiation fins 31) and the heat radiation fins 31 (or heat radiation fins 32). The flow of warmed air (high temperature air) can be separated from each other by the air guide members 50 (side walls 52 and 53). As a result, in the heat radiation fin 32 (or heat radiation fin 31) in the subsequent stage (downstream side), the roles of the ventilation passages 42 and 43 (or the ventilation passage 41) and the fin portion 32a (or fin portion 31a) (heat exchange region) The roles can be clearly distinguished and each can function.

Further, in the second embodiment, in the space S, the outlet 7 of the ventilation passage 41 and the end portion 32c of the fin portion 32a provided at a position facing the ventilation passage 41 in the traveling direction are guided to be connected to each other. The wind member 50 is formed. Further, the air guide is connected so as to connect the outlet 6 of the ventilation passage 42 and the outlet 8 of the ventilation passage 43 with the end portion 31c of the fin portion 31a provided at a position facing the ventilation passages 42 and 43 in the traveling direction. It constitutes a member 50. As a result, the fresh outside air (low temperature air) that flows through the ventilation passage 41 and is supplied to the heat radiating fin 32 is not leaked from the end portion 32c of the fin portion 32a on the mating side (downstream side) to the outside as much as possible. It can be supplied to the end portion 32c of 32a. Further, the fresh outside air (low temperature air) that flows through the ventilation passages 42 and 43 and is supplied to the heat radiation fin 31 is not leaked from the end portion 31c of the fin portion 31a on the mating side (downstream side) to the outside as much as possible. Can be supplied to the end portion 31c of the fin portion 31a of the above. Further, heat is exchanged between the flow of fresh outside air (low temperature air) flowing through the ventilation passage 41 (42 or 43) and supplied to the heat radiation fins 32 (or heat radiation fins 31) by the heat radiation fins 31 (or heat radiation fins 32). It is possible to more reliably separate the flow of warmed air (high temperature air).

Further, in the second embodiment, the side walls 51 to 54 are configured so as to extend below the lower ends 31b and 32b of the fin portions 31a and 32a of the heat radiation fins 31 and 32, respectively. That is, the side walls 51 to 54 extend outward from the tip portion in the direction orthogonal to the traveling direction (Z-axis direction) of the fin portions 31a and 32a of the heat radiating fins 31 and 32 with respect to the air guiding member 50. Constitute. As a result, the low-temperature air flowing through the ventilation passages 41 (42 and 43) and supplied to the heat radiation fins 32 (or heat radiation fins 31) is heat-exchanged by the heat radiation fins 31 (or heat radiation fins 32) to be warmed. It is possible to more reliably prevent the flow of the hot air from leaking out of the region other than the region between the heat radiating fins 31 and the heat radiating fins 32 and being mixed with each other.

Further, in the second embodiment, the width W6 of the ventilation passage 62 in the direction orthogonal to the traveling direction (Y-axis direction) from the outlet 7 of the ventilation passage 41 toward the end portion 32c of the fin portion 32a is gradually increased to ventilate. The widths W7 of the ventilation passages 61 and 63 in the pillow direction (Y-axis direction) are gradually increased from the outlet 6 of the road 42 and the outlet 8 of the ventilation passage 43 toward the end portion 31c of the fin portion 31a, respectively. As a result, when the railroad vehicle 10 is traveling with the heat radiating fin 31 at the head (windward side), the fresh outside air flowing through the ventilation passage 41 is used in the entire region (heat exchange) of the fin portion 32a of the heat radiating fin 32. Since it can be uniformly supplied over the region), the cooling performance (heat dissipation performance) of the heat dissipation fins 32 can be maintained high. Even when the railroad vehicle 10 is traveling with the heat radiation fins 32 at the head, the direction of the traveling wind is only opposite, and the same effect as described above can be obtained. The other effects of the second embodiment are the same as those of the first embodiment.

[Third Embodiment]
A third embodiment will be described with reference to FIGS. 1, 7, and 8. In this third embodiment, an example in which the wind guide member 350 is configured to have bottom surfaces 61a to 63a will be described. In the figure, the same reference numerals are given to the parts having the same configuration as that of the second embodiment.

The power conversion device 300 (see FIG. 1) according to the third embodiment of the present invention includes a cooling unit 330 as shown in FIGS. 7 and 8. Then, the air guiding member 350 is installed on the heat radiating fins 31 and 32 which are a set of the cooling unit 330.

Here, in the third embodiment, as shown in FIG. 7, the wind guide member 350 has bottom surfaces 61a to 63a (regions hatched for convenience). Specifically, the duct-shaped ventilation passage 361 has a bottom surface 61a that connects the lower end portions 51b and 52b of the pair of side walls 51 and 52. The duct-shaped ventilation passage 362 has a bottom surface 62a that connects the lower ends 52b and 53b of the pair of side walls 52 and 53. Further, the duct-shaped ventilation passage 363 has a bottom surface 63a connecting the lower end portions 53b and 54b of the pair of side walls 53 and 54.

Then, as shown in FIG. 8, the bottom surface 62a (indicated by the broken line) travels in the space S from a position below (Z2 side) the outlet 7 of the ventilation path 41 with respect to the ventilation path 41 (see FIG. 7). It is inclined upward (upward to the right) so as to approach the height position corresponding to the end portion 32c of the fin portion 32a provided at a position facing the direction. Further, the bottom surface 61a (indicated by a broken line) is a fin portion provided in the space S at a position facing the ventilation path 42 in the traveling direction from a position below the outlet 6 of the ventilation path 42 (see FIG. 7). It is inclined upward (upward to the left) so as to approach the height position corresponding to the end portion 31c of 31a. Further, the bottom surface 63a (indicated by a broken line) is a fin portion provided in the space S at a position facing the ventilation path 43 in the traveling direction from a position below the outlet 8 of the ventilation path 43 (see FIG. 7). It is inclined upward (upward to the left) so as to approach the height position corresponding to the end portion 31c of 31a. Therefore, in the air guide member 350, the lower surfaces (bottom surfaces 61a to 63a) of the ventilation passages 361 to 363 are formed on the bottom surfaces 61a to 63a in a state where the directions of the gradients are staggered.

As a result, when the railroad vehicle 10 is traveling with the heat radiating fins 31 at the head, not only the fresh outside air flowing through the ventilation passages 41 but also the traveling wind flowing below the heat radiating fins 31 is ducted into the ventilation passage 362. It becomes possible to supply the heat radiation fins 32 (fin portions 32a) in the subsequent stage in a state of being collected using (see FIG. 7). Further, although FIG. 7 does not show the flow of wind in this case, when the railroad vehicle 10 is traveling in the direction of arrow X2 with the heat radiation fin 32 at the head, the fresh outside air circulated through the ventilation passages 42 and 43. Not only the running wind flowing below the heat radiating fin 32 is also collected by using the duct-shaped ventilation passages 361 and 363 (see FIG. 7) and supplied to the heat radiating fin 31 (fin portion 31a) in the subsequent stage. Will be possible. The other configurations of the power conversion device 300 are the same as those in the second embodiment.

(Effect of Third Embodiment)
In the third embodiment, as described above, the vehicle travels with respect to the ventilation passage 41 from a position outside (below) the outlet 7 of the ventilation passage 41 in the direction orthogonal to the traveling direction (Z-axis direction) in the space S. The ventilation passage 362 of the air guide member 350 is provided with a bottom surface 62a that is inclined so as to approach a position corresponding to the end portion 32c of the fin portion 32a provided at a position facing the direction. As a result, when the railroad vehicle 10 is traveling with the heat dissipation fins 31 at the head, not only the fresh outside air flowing through the ventilation passages 41 but also outside the position of the outlet 7 of the ventilation passages 41 in the Z-axis direction of the heat dissipation fins 31. The traveling wind flowing (below) can also be supplied to the heat radiation fins 32 in the subsequent stage in a state of being collected by using the ventilation passage 362 of the air guiding member 350 having a duct shape. As a result, more fresh outside air can be supplied to the end portion 32c of the fin portion 32a (heat exchange region) of the heat radiation fin 32 in the subsequent stage. Even when the railroad vehicle 10 is traveling with the heat radiation fins 32 at the head, the direction of the traveling wind is only in the opposite direction, and the same effect as described above can be obtained. The other effects of the third embodiment are the same as those of the second embodiment.

[Fourth Embodiment]
The fourth embodiment will be described with reference to FIGS. 1, 3 and 9. In the fourth embodiment, an example in which the heat radiation fins 431 (432) having a fin pitch P2 narrower than the fin pitch P1 (see FIG. 3) of the heat radiation fins 31 (32) in the first embodiment will be described. In the figure, the same reference numerals are given to the parts having the same configuration as that of the first embodiment.

As shown in FIG. 9, the power conversion device 400 (see FIG. 1) according to the fourth embodiment of the present invention includes a cooling unit 430. Further, heat radiation fins 431 and 432 which are a set of the cooling unit 430 are installed.

Here, in the fourth embodiment, the heat radiation fins 431 have a width W1 in the Y-axis direction about the center line 150 and extend on the Y1 side and the Y2 side of the ventilation passage 41 extending in the X-axis direction. A fin portion 431a is provided. When there is no ventilation passage 41, a total of 36 fin portions 431a are present, but in the fourth embodiment, the fin pitch P2 narrower than the fin pitch P1 of the heat radiation fins 31 (32) in the first embodiment is provided. Since the fin portion 431a is provided, the fin portion 431a maintains the same 36 fins as the heat radiating fins 32 (see FIG. 3) in the first embodiment even if the ventilation passage 41 is provided. Similarly, even if the heat radiating fins 432 are also provided with the ventilation passages 42 and 43, the fin portion 432a maintains the same 36 fins as the heat radiating fins 32 (see FIG. 3) in the first embodiment.

It should be noted that 18 fin portions 431a are provided on the Y1 side and the Y2 side of the ventilation passage 41 of the heat radiation fins 431, respectively. Further, 24 fin portions 432a are provided in the central region of the heat radiation fin 432 facing the ventilation passage 41, and 6 in the Y2 side region of the ventilation passage 42 and the Y1 side region of the ventilation passage 43, respectively. Each fin portion 432a is provided. As a result, in the fourth embodiment, the total number of fin portions 431a (432a) is maintained at the same number as the heat radiation fins 31 (32), and the fin pitch P2 is changed to a narrower fin pitch P2 (fin formation). The cooling unit 430 is configured (with close intervals). The other configurations of the power conversion device 400 according to the fourth embodiment are the same as those of the first embodiment.

(Effect of Fourth Embodiment)
In the fourth embodiment, by forming the fin pitch P2 narrower than the fin pitch P1 in the case of the first embodiment, the remaining fin portions 431a (432a) are partially maintained in a state of 36 pieces. The ventilation passages 41 (42 and 43) in a state where the fin portions of the above are not provided are provided to form the heat radiation fins 431 and 432. As a result, when the ventilation passages 41 (42 and 43) are provided as in the first embodiment, the number of fin portions is reduced and an effective heat transfer area (total heat transfer area of the fin portions 31a (32a)). The effective heat transfer area (total heat transfer area of the fin portions 431a (432a)) of each of the heat radiation fins 431 and 432 even if the ventilation passages 41 (42 and 43) are provided, as compared with the case where It can be prevented from decreasing. Therefore, the cooling performance (heat dissipation performance) of the heat dissipation fins 431 and 432 can be improved as compared with the heat dissipation fins 31 (32). The other effects of the fourth embodiment are the same as those of the first embodiment.

[Fifth Embodiment]
A fifth embodiment will be described with reference to FIGS. 1, 9, 9 and 10. In the fifth embodiment, an example in which the wind guide member 50 (see FIG. 2) of the second embodiment is provided for the configuration of the heat radiation fins 431 and 432 (see FIG. 9) of the fourth embodiment will be described. ..

The power conversion device 500 (see FIG. 1) according to the fifth embodiment of the present invention includes a cooling unit 530 as shown in FIG. Then, in the cooling unit 530, a wind guiding member 50 is installed for a set of heat radiation fins 431 and 432.

Therefore, also in the fifth embodiment, when the railroad vehicle 10 travels with the heat radiating fins 431 as the leading side in the traveling direction, the air taken in from the end 31d of the heat radiating fins 431 is circulated and discharged through the ventilation passage 41. The ventilation passage 62 is configured so as to guide the generated air to the 24 fin portions 432a at the end portion 32c of the heat radiation fin 432. In addition, the ventilation passages 61 and 63 are configured so as to guide the air taken in from the end 31d of the heat radiation fin 431 to the ventilation passages 42 and 43 of the heat radiation fin 432, respectively. On the other hand, although the wind flow in this case is not shown in FIG. 10, when the railroad vehicle 10 is traveling in the direction of arrow X2, from the end portion 32d of the heat radiation fin 432 which is the leading side in the traveling direction. Of the taken-in air, the air discharged through the ventilation passages 42 and 43 is guided to the fin portion 431a of the heat radiation fin 431 through the ventilation passages 61 and 63, and flows through the fin portion 432a of the heat radiation fin 432. The air discharged in this way is guided to the ventilation passage 41 of the heat radiation fin 431 via the ventilation passage 62.

The effects of the fifth embodiment are the same as those of the second and fourth embodiments.

[Sixth Embodiment]
The sixth embodiment will be described with reference to FIGS. 11 to 13. In the sixth embodiment, an example will be described in which the heat radiation fins 631 and 632 having the same configuration as the heat radiation fins 31 and 32 of the first embodiment are provided so as to extend laterally to the semiconductor device 620. In the figure, the same reference numerals are given to the parts having the same configuration as that of the first embodiment.

As shown in FIGS. 11 and 12, the power conversion device 600 according to the sixth embodiment of the present invention includes a semiconductor device 620 and a cooling unit 630. Further, the cooling unit 630 is arranged on the side surface (the surface on the Y2 side) of the semiconductor device 620 fixed to the lower surface 11b of the vehicle body 11. Further, the cooling unit 630 includes heat radiation fins 631 (X1 side) and heat radiation fins 632 (X2 side) arranged at predetermined intervals along the X-axis direction in which the vehicle body 11 extends. The heat radiation fins 631 and 632 extend from the side surface of the semiconductor device 620 on the Y2 side toward the outside (direction of arrow Y2), and a plurality of fin portions 631a and 632a extending in a thin plate shape along the X-axis direction, respectively. Includes. The semiconductor device 620 is an example of the "power conversion device main body" in the claims. Further, the heat radiation fins 631 and 632 are examples of the "first heat radiation fin" and the "second heat radiation fin" in the claims, respectively.

As shown in FIG. 11, when the railroad vehicle 610 travels in the direction of the arrow X1, the air near the track 1 is relatively flowed in the direction of the arrow X2 and is blown to the cooling portion 630 of the underfloor space 11a. In this case, the traveling wind is circulated in the arrow X2 direction through the gap between the heat radiating fins 631 (plurality of fin portions 631a) and the heat radiating fins 632 (plurality of fin portions 632a) (see FIG. 12) extending in the X-axis direction. As a result, the heat of the cooling unit 630 is configured to be exhausted to the atmosphere. In the following description, it is assumed that the railroad vehicle 610 is traveling in the direction of arrow X1, and the heat dissipation fins 631 are arranged on the windward side (X1 side) in the traveling direction (traveling direction), and the latter stage. It is assumed that the heat radiation fin 632 is arranged on the leeward side (X2 side).

Here, in the sixth embodiment, as shown in FIGS. 12 and 13, the heat radiation fin 631 includes a ventilation passage 641 formed by not providing a part of the plurality of fin portions 631a. Further, the ventilation passage 641 extends along the X-axis direction. Further, the heat radiation fin 632 includes ventilation passages 642 and 643 formed by not providing a part of the plurality of fin portions 632a. Further, the ventilation passages 642 and 643 extend along the X-axis direction. The ventilation passage 641 is an example of the "first ventilation passage" in the claims. Further, the ventilation passages 642 and 643 are examples of the "second ventilation passage" in the claims.

Further, as in the first embodiment, when the heat radiating fins 631 and 632 are viewed as a whole, the arrangement configuration of the ventilation passage 641 in the heat radiating fin 631 and the fin portions 631a on both sides thereof, and the fins near the center in the heat radiating fin 632. The arrangement configuration of the portion 632a and the ventilation passages 642 and 643 on both sides thereof are arranged in a staggered manner along the Z-axis direction (vertical direction of the railroad vehicle 610). That is, the positions of the ventilation passages 642 and 643 of the heat radiation fins 632 are different from the positions of the ventilation passages 641 of the heat radiation fins 631 in the vertical direction (Z-axis direction) of the railroad vehicle 610.

As a result, in the sixth embodiment, when the railroad vehicle 610 is traveling in the direction of the arrow X1, the air taken in from the end 631d in the traveling direction of the heat radiating fin 631 which is the leading side in the traveling direction is ventilated. The air discharged through the road 641 (bypassing) is supplied to the end portion 632c of the heat radiation fin 632 in the traveling direction. At the same time, the air discharged through the fin portions 631a on both sides other than the ventilation passage 641 circulates through the ventilation passages 642 and 643 of the heat radiation fin 632, respectively, and is discharged in the direction of arrow X2. On the other hand, when the railroad vehicle 610 is traveling in the direction of arrow X2, the air passages 642 and 643 are circulated among the air taken in from the end 632d in the traveling direction of the heat radiation fin 632 which is the leading side in the traveling direction. The air discharged by (bypassing) is supplied to the end 631c of the heat radiation fin 631 in the traveling direction. At the same time, the air discharged through the fin portion 632a in the central region other than the ventilation passages 642 and 643 is discharged through the ventilation passage 641 of the heat radiation fin 631 in the direction of the arrow X1. The end portion 631c and the end portion 632c are examples of the "end portion in the traveling direction" in the claims.

The configuration of the power conversion device 600 according to the sixth embodiment is the same as that of the power conversion device 100 of the first embodiment in which the cooling unit 30 is provided below the semiconductor device 20, and the cooling unit 630 is located on the side of the semiconductor device 620. It was replaced so that it would be provided on the side. Therefore, in the other configuration of the power conversion device 600 according to the sixth embodiment, the Y-axis direction and the Z-axis direction of the power conversion device 100 of the first embodiment are changed to the Z-axis direction and the Y-axis direction, respectively. It is the same except for.

(Effect of the sixth embodiment)
In the sixth embodiment, the following effects can be obtained.

In the sixth embodiment, as described above, the ventilation fins 631 are provided with the ventilation passages 641, and the ventilation passages 642 and 643 are located at positions different from the ventilation passages 641 of the heat radiation fins 632 in the direction orthogonal to the traveling direction (Z-axis direction). Is provided. Then, the heat radiating fins 632 are provided with a plurality of fin portions 632a at positions facing the ventilation passage 641 in the traveling direction, and the heat radiating fins 631 are provided with a plurality of fins at positions facing the ventilation passages 642 and 643 in the traveling direction. A portion 631a is provided. As a result, when the railroad vehicle 610 is traveling with the heat dissipation fins 631 at the head (windward side), the fresh outside air circulated (bypassed) through the ventilation passage 641 is used as a plurality of fins in the heat dissipation fins 632 at the rear stage (downstream side). It can be reliably supplied to the portion 632a (heat exchange region). Further, when the railroad vehicle 610 is traveling with the heat radiation fin 632 at the head, the fresh outside air circulated (bypassed) through the ventilation passages 642 and 643 is passed through the plurality of fin portions 631a (heat exchange region) in the heat radiation fin 631 in the subsequent stage. Can be reliably supplied to. Therefore, the cooling performance (heat dissipation performance) of each of the heat dissipation fins 631 and 632 can be leveled regardless of the traveling direction (traveling direction) of the railway vehicle 610.

Further, in the sixth embodiment, the ventilation fins 631 are provided with the ventilation passages 641, and the ventilation passages 642 and 643 are provided at positions different from the ventilation passages 641 of the heat radiation fins 632 in the direction orthogonal to the traveling direction (Z-axis direction). Then, the heat radiating fins 632 are provided with a plurality of fin portions 632a at positions facing the ventilation passage 641 in the traveling direction, and the heat radiating fins 631 are provided with a plurality of fins at positions facing the ventilation passages 642 and 643 in the traveling direction. A portion 631a is provided. As a result, when the railroad vehicle 610 is traveling with the heat dissipation fins 631 at the head (windward side), the fresh outside air circulated (bypassed) through the ventilation passage 641 is used as a plurality of fins in the heat dissipation fins 632 at the rear stage (downstream side). It can be reliably supplied to the portion 632a (heat exchange region). Further, when the railroad vehicle 610 is traveling with the heat radiation fin 632 at the head, the fresh outside air circulated (bypassed) through the ventilation passages 642 and 643 is passed through the plurality of fin portions 631a (heat exchange region) in the heat radiation fin 631 in the subsequent stage. Can be reliably supplied to. Therefore, the cooling performance (heat dissipation performance) of each of the heat dissipation fins 631 and 632 can be leveled regardless of the traveling direction (traveling direction) of the railway vehicle 610.

Further, in the sixth embodiment, the ventilation passages 642 and 643 are provided at positions different from the ventilation passages 641 of the heat radiation fins 632 in the vertical direction (Z-axis direction) of the railway vehicle 610. As a result, when the fin portions 631a and 632a provided on the heat radiation fins 631 and 632 extend toward the side (Y-axis direction) of the railway vehicle 610, the traveling direction (traveling direction) of the railway vehicle 610 Regardless of the above, the cooling performance (heat dissipation performance) of each of the heat radiation fins 631 and 632 can be leveled together.

Further, in the sixth embodiment, the heat radiation fins 631 and 632 are installed in the underfloor space 11a of the railway vehicle 610, and the fin portions 631a and 632a provided in the heat radiation fins 631 and 632 are provided on the side of the railway vehicle 610 (arrow Y2). Extend in the direction). As a result, in the railroad vehicle 610 in which the power conversion device 600 (semiconductor device 620) is installed in the underfloor space 11a, there is sufficient space for installing the heat radiation fins 631 and 632 on the side (arrow Y2 direction) of the semiconductor device 620. When the above is the case, the heat radiation fins 631 and 632 that can effectively level the cooling performance (heat radiation performance) of each of the heat radiation fins 631 and 632 that cool the semiconductor device 620 can be easily installed. Further, as in the sixth embodiment, by providing the heat radiation fins 631 and 632 on the side of the semiconductor device 620 (direction of arrow Y2), the heat radiation fins 631 and 632 are on the side of the railroad vehicle 610 when the railroad vehicle 610 is running. It is exposed in the direction (arrow Y2 direction). As a result, it is possible to take in the running wind with less turbulence as compared with the case where the fresh outside air is taken in from under the railroad car 610 to which other devices are attached, so that the running wind from the side of the railroad car 610 (arrow Y2 direction) can be taken in. Fresh outside air can be easily taken in by the heat radiation fins 631 and 632. As a result, the cooling performance (heat dissipation performance) of the cooling unit 630 can be further improved. The other effects of the sixth embodiment are the same as those of the first embodiment.

[7th Embodiment]
The seventh embodiment will be described with reference to FIGS. 11 and 14. In the seventh embodiment, an example in which a wind guide member 750 is further provided in the space S7 between the heat radiation fins 631 and the heat radiation fins 632 will be described. In the figure, the same reference numerals are given to the parts having the same configuration as that of the sixth embodiment.

The power conversion device 700 (see FIG. 11) according to the seventh embodiment of the present invention includes a cooling unit 730 as shown in FIG. Then, a wind guide member 750 is installed on the heat radiation fins 631 and 632 which are a set of the cooling unit 730. That is, as shown in FIG. 14, a wind guide member 750 is provided in the space S7 between the heat radiation fins 631 and the heat radiation fins 632. Further, the wind guide member 750 is configured to have four wind guide walls 751 to 754.

Here, as shown in FIG. 14, when viewed along the direction of the arrow X2, the wind guide wall 751 travels on the Z1 side with respect to the end portion 631c (X1 side) of the fin portion 631a and the fin portion 631a. It is connected to the inlet 76 (X2 side) of the ventilation passage 642 provided at a position facing the direction. Further, the ventilation wall 752 connects the end portion 631c of the fin portion 631a and the inlet 76 of the ventilation passage 642 on the Z2 side. The ventilation wall 752 connects the outlet 77 (X1 side) of the ventilation passage 641 and the end portion 632c (X2 side) of the fin portion 632a provided at a position facing the ventilation passage 641 in the traveling direction. It also has a function to do. Further, the ventilation wall 753 connects the outlet 77 of the ventilation passage 641 on the Z1 side and the end portion 632c of the fin portion 632a provided at a position facing the ventilation passage 641 in the traveling direction. The air guide wall 753 connects the end 631c (X1 side) of the fin portion 631a and the inlet 78 (X2 side) of the ventilation passage 643 provided at a position facing the fin portion 631a in the traveling direction. It also has a function to do. Further, the ventilation wall 754 connects the end portion 631c of the fin portion 631a and the inlet 78 of the ventilation passage 643 on the Z2 side. The ventilation walls 751 and 752 form the ventilation passage 761, the ventilation walls 752 and 753 form the ventilation passage 762 adjacent to the Z1 side of the ventilation passage 761, and the ventilation walls 753 and 754 form the ventilation passage 762. A ventilation passage 763 adjacent to the Z1 side is configured.

As a result, as a function of the air guide member 750, as shown in FIG. 14, when the railway vehicle 610 travels with the heat radiation fin 631 as the leading side in the traveling direction, the air taken in from the end 631d of the heat radiation fin 631 The ventilation passage 762 is configured so as to guide the air discharged through the ventilation passage 641 to the plurality of fin portions 632a at the end portion 632c of the heat radiation fin 632. In addition to this, the ventilation passages 761 and 763 are configured so as to discharge the air taken in from the end portion 631d of the heat radiation fin 631 from the end portion 631c and guide the air to the ventilation passages 642 and 643 of the heat radiation fin 632, respectively.

The configuration of the power conversion device 700 according to the seventh embodiment is the same as that of the power conversion device 200 of the second embodiment in which the cooling unit 230 is provided below the semiconductor device 20, and the cooling unit 730 is located on the side of the semiconductor device 620. It was replaced so that it would be provided on the side. Therefore, in the other configuration of the power conversion device 700 according to the seventh embodiment, the Y-axis direction and the Z-axis direction of the power conversion device 200 of the second embodiment are changed to the Z-axis direction and the Y-axis direction, respectively. It is the same except for.

(Effect of the 7th Embodiment)
In the seventh embodiment, as described above, of the air taken in from the end 631d of the heat radiation fin 631 provided in the space S7, the air discharged through the ventilation passage 641 is discharged from the end of the heat radiation fin 632. The ventilation member 750 is provided by the ventilation passage 762 that leads to the fin portion 632a in the 632c and the ventilation passages 761 and 763 that guide the air taken in from the end 631d of the heat radiation fin 631 to the ventilation passages 642 and 643 of the heat radiation fin 632, respectively. Constitute. As a result, when the railroad vehicle 610 is traveling with the heat radiation fin 631 at the head (windward side), the fresh outside air circulated (bypassed) through the ventilation path 641 is used as the 16 fins in the heat radiation fin 632 at the rear stage (downstream side). It can be reliably supplied to the portion 632a. Further, even when the railroad vehicle 610 is traveling with the heat radiation fin 632 at the head (windward side), the fresh outside air flowing through the ventilation passages 642 and 643 is used as a plurality of fin portions 631a in the heat radiation fin 631 at the rear stage (downstream side). Can be reliably supplied to. Further, heat exchange between the flow of fresh outside air (low temperature air) flowing through the ventilation passages 641 (or 642 and 643) and supplied to the heat radiation fins 632 (or heat radiation fins 631) and the heat radiation fins 631 (or heat radiation fins 632). The flow of warmed air (high temperature air) can be separated from each other by the air guide members 750 (air guide walls 752 and 753). As a result, in the heat radiation fin 632 (or heat radiation fin 631) in the subsequent stage (downstream side), the roles of the ventilation passages 642 and 643 (or ventilation passage 641) and the fin portion 632a (or fin portion 631a) (heat exchange region) The roles can be clearly distinguished and each can function. Further, by providing the heat radiation fins 631 and 632 on the side of the semiconductor device 620 (direction of arrow Y2) as in the seventh embodiment, the heat radiation fins 631 and 632 are on the side of the railroad vehicle 610 when the railroad vehicle 610 is running. It is exposed in the direction (arrow Y2 direction). As a result, it is possible to take in the running wind with less turbulence as compared with the case where the fresh outside air is taken in from under the railroad car 610 to which other devices are attached, so that the running wind from the side of the railroad car 610 (arrow Y2 direction) can be taken in. Fresh outside air can be easily taken in by the heat radiation fins 631 and 632. As a result, the cooling performance (heat dissipation performance) of the cooling unit 730 can be further improved. The other effects of the seventh embodiment are the same as those of the second and sixth embodiments.

[8th Embodiment]
An eighth embodiment will be described with reference to FIGS. 11, 15 and 16. In the eighth embodiment, an example in which the wind guide member 850 is configured to have bottom surfaces 861a to 863a will be described. In the figure, the same reference numerals are given to the parts having the same configuration as that of the seventh embodiment.

The power conversion device 800 (see FIG. 11) according to the eighth embodiment of the present invention includes a cooling unit 830 as shown in FIGS. 11 and 15. Then, the air guiding member 850 is installed on the heat radiating fins 631 and 632 which are a set of the cooling unit 830.

Here, in the eighth embodiment, as shown in FIG. 15, the wind guide member 850 has bottom surfaces 861a to 863a (regions hatched for convenience). Specifically, the duct-shaped ventilation passage 861 has a bottom surface 861a connecting the tip portions 751b and 752b of the pair of ventilation walls 751 and 752 in the Y-axis direction. The duct-shaped ventilation passage 862 has a bottom surface 862a connecting the tip portions 752b and 753b of the pair of air guide walls 752 and 753 in the Y-axis direction. Further, the duct-shaped ventilation passage 863 has a bottom surface 863a that connects the tip portions 753b and 754b of the pair of air guide walls 753 and 754 in the Y-axis direction.

Then, as shown in FIG. 16, the bottom surface 862a (indicated by the broken line) is located in the space S7 from a position lateral (outside, Y2 side) of the outlet 77 of the ventilation path 641 to the ventilation path 641 (see FIG. 15). On the other hand, the fin portion 632a provided at a position facing the traveling direction is inclined (in the direction of arrow Y1) toward a position corresponding to the end portion 632c. Further, the bottom surface 861a (indicated by a broken line) is located in the space S7 from a position sideways (Y2 side) with respect to the outlet 76 of the ventilation path 642 (see FIG. 15) to a position facing the ventilation path 642 in the traveling direction. It is inclined (in the direction of arrow Y1) toward a position corresponding to the end 631c of the provided fin portion 631a. Further, the bottom surface 863a (indicated by the broken line) is located in the space S7 from a position lateral (Y2 side) to the exit 78 of the ventilation path 643 (see FIG. 15) to a position facing the ventilation path 643 in the traveling direction. It is inclined (in the direction of arrow Y1) so as to approach the position corresponding to the end portion 631c of the provided fin portion 631a. Therefore, in the air guide member 850, the bottom surfaces 861a to 863a are formed with the lower surfaces (bottom surfaces 861a to 863a) of the ventilation passages 861 to 863 in a state where the directions of the gradients are staggered.

As a result, when the railroad vehicle 610 is traveling with the heat radiating fin 631 at the head, not only the fresh outside air flowing through the air passage 641 but also the side (Y2 side) of the outlet 77 of the air passage 641 of the heat radiating fin 631. The traveling wind flowing at the position can also be supplied to the heat radiation fin 632 (fin portion 632a) in the subsequent stage in a state of being collected by using the duct-shaped ventilation passage 862 (see FIG. 15). Further, although FIG. 15 does not show the flow of wind in this case, when the railroad vehicle 610 is traveling in the direction of arrow X2 with the heat radiation fin 632 at the head, the fresh outside air circulated through the ventilation passages 642 and 643. Not only that, the running air flowing at the position side (Y2 side) from the outlet 77 of the ventilation passage 641 of the heat radiation fin 632 is also collected by using the ventilation passages 861 and 863 (see FIG. 16) having a duct shape. Therefore, it becomes possible to supply the heat radiation fin 631 (fin portion 631a) in the subsequent stage.

The configuration of the power conversion device 800 according to the eighth embodiment is the configuration of the power conversion device 300 of the third embodiment in which the cooling unit 330 is provided below the semiconductor device 20, and the cooling unit 830 is located on the side of the semiconductor device 620. It was replaced so that it would be provided on the side. Other configurations of the power conversion device 800 according to the eighth embodiment except that the Y-axis direction and the Z-axis direction of the power conversion device 300 of the third embodiment are changed to the Z-axis direction and the Y-axis direction, respectively. Is the same.

(Effect of Eighth Embodiment)
In the eighth embodiment, as described above, in the space S7, from the position outside (side) of the outlet 77 of the ventilation path 641 in the direction orthogonal to the traveling direction (Y-axis direction), with respect to the ventilation path 641. A bottom surface 862a inclined so as to approach a position corresponding to the end portion 632c of the fin portion 632a provided at a position facing the traveling direction is provided in the ventilation passage 862 of the air guide member 850. As a result, when the railroad vehicle 610 is traveling with the heat dissipation fins 631 at the head, not only the fresh outside air flowing through the ventilation passages 641 but also the ventilation passages 641 in the direction orthogonal to the traveling direction of the heat dissipation fins 631 (Y-axis direction). The traveling wind flowing outside (sideways) from the outlet 77 of the above can be supplied to the heat radiation fin 632 in the subsequent stage in a state of being collected by using the ventilation passage 862 of the duct-shaped air guide member 850. .. As a result, more fresh outside air can be supplied to the end portion 632c of the fin portion 632a (heat exchange region) of the heat radiation fin 632 in the subsequent stage. Even when the railroad vehicle 610 is traveling with the heat radiation fin 632 at the head, the direction of the traveling wind is only in the opposite direction, and the same effect as described above can be obtained. Further, by providing the heat radiation fins 631 and 632 on the side of the semiconductor device 620 (direction of arrow Y2) as in the seventh embodiment, the heat radiation fins 631 and 632 are on the side of the railroad vehicle 610 when the railroad vehicle 610 is running. It is exposed in the direction (arrow Y2 direction). As a result, it is possible to take in the running wind with less turbulence as compared with the case where the fresh outside air is taken in from under the railroad car 610 to which other devices are attached, so that the running wind from the side of the railroad car 610 (arrow Y2 direction) can be taken in. Fresh outside air can be easily taken in by the heat radiation fins 631 and 632. As a result, the cooling performance (heat dissipation performance) of the cooling unit 830 can be further improved. The other effects of the eighth embodiment are the same as those of the third and seventh embodiments.

[Modification example]
The embodiments disclosed this time should be considered as exemplary in all respects and not restrictive. The scope of the present invention is shown not by the description of the above embodiment but by the scope of claims, and further includes all modifications (modifications) within the meaning and scope equivalent to the scope of claims.

For example, in the first to eighth embodiments, the present invention has been applied to the power conversion devices 100, 200, 300, 400, 500, 600, 700 and 800 installed in the underfloor space 11a of the vehicle body 11. The present invention is not limited to this. For example, the present invention may be applied to the cooling of the "power conversion device main body" installed on the roof of the vehicle body 11.

Further, in the first to fifth embodiments, the ventilation fins 31 (431) are provided with the ventilation passages 41, and the heat dissipation fins 32 (432) are provided with the ventilation passages 42 and 43, but the present invention is not limited to this. .. For example, the ventilation passage 41 may be provided only in the heat radiation fin 31, and the ventilation fin 32 may not be provided with the ventilation passage.

Further, in the sixth to eighth embodiments, the heat radiating fins 631 are provided with the ventilation passages 641 and the heat radiating fins 632 are provided with the ventilation passages 642 and 643, but the present invention is not limited to this. For example, the ventilation passage 641 may be provided only in the heat radiation fin 631 and the ventilation passage may not be provided in the heat radiation fin 632.

Further, in the first to fifth embodiments, one ventilation passage 41 is provided in the heat radiation fin 31 (431) and ventilation passages 42 and 43 are provided in the heat radiation fin 32 (432), but the present invention is limited to this. I can't. For example, when the heat radiation fins 31 and 32 are longer in the pillow direction (Y-axis direction), the heat radiation fins 31 are provided with two "first ventilation passages" that translate at predetermined intervals, and the heat radiation fins 32 are provided with 2 The fin portions 32a are provided at positions where the two "first ventilation passages" face each other, while the three "second ventilation passages" are provided at positions deviated from these fin portions 32a in the pillow direction (Y-axis direction). You may.

Further, in the sixth to eighth embodiments, the heat radiating fins 631 are provided with one ventilation passage 641 and the heat radiating fins 632 are provided with ventilation passages 642 and 643, but the present invention is not limited to this. For example, when the heat radiation fins 631 and 632 are longer in the vertical direction (Z-axis direction) of the railcar 10, the heat radiation fins 631 are provided with two "first ventilation passages" that translate at predetermined intervals, and the heat radiation fins are provided. The 632 is provided with fin portions 632a at positions where the two "first ventilation passages" face each other, while three "second" are provided at positions deviated from these fin portions 632a in the vertical direction (Z-axis direction) of the railcar 10. It may be configured to provide a "ventilation path".

Further, in the first to third embodiments, a total of 26 fin portions 31a and 32a are provided to form the heat radiation fins 31 and 32, and in the fourth and fifth embodiments, a total of 36 fin portions are formed. The radiating fins 431 and 432 are provided with 431a and 432a, but the present invention is not limited to this. The total number of fin portions included in the first heat radiation fin and the second heat radiation fin may be other than the above depending on the cooling capacity of the cooling units 30, 230, 330, 430 and 530.

Further, in the fifth embodiment, the bottom surface is not provided on the wind guide member 50, but the present invention is not limited to this. That is, the cooling unit 530 may be configured by using the air guiding member 350 shown in the third embodiment instead of the air guiding member 50.

Further, in the sixth to eighth embodiments, the heat radiation fins 631 and 632 are configured to be provided on one side (Y2 side) of the semiconductor device 620, but the present invention is not limited to this. The heat radiation fins 631 and 632 may be provided on the other side (Y1 side) of the semiconductor device 620. Further, it may be provided on both side surfaces of the semiconductor device 620.

Further, in the first to eighth embodiments, the heat radiation fins 31 (431, 631) and 32 (432, 632) are configured to be provided on either the side surface or the lower surface of the semiconductor device 20 (620). The present invention is not limited to this. A plurality of heat dissipation fins may be provided on both the side surface and the lower surface of the power conversion device main body.

Further, in the first to eighth embodiments, the power conversion devices 100, 200, 300, 400, 500, 600 of the overhead train line type railway vehicle 10 (610) traveling by using the electric power from the overhead line 2. The present invention has been applied to 700 and 800, but the present invention is not limited thereto. That is, a third power feeding rail (third rail) is laid in parallel with the traveling rail, and the current collecting shoes (collector shoes) provided on the vehicle body 11 side rub against the third rail. The present invention may be applied to the cooling of the power conversion device of the third rail type railway vehicle 10 (610) that collects electricity.

Further, in the first to eighth embodiments, the power conversion devices 100, 200, 300, 400, 500, 600 of the overhead train line type railway vehicle 10 (610) traveling by using the electric power from the overhead line 2. The present invention has been applied to 700 and 800, but the present invention is not limited thereto. That is, cooling of equipment mounted on a diesel railcar using a diesel engine as a direct drive source, and cooling of a power conversion device of a railroad vehicle 10 (610) such as an electric railcar that rotates an induction motor 14 by power generation of the diesel engine. However, the present invention may be applied.

6, 7, 8, 76, 77, 78 Exit 10, 610 Railroad vehicle 11a Underfloor space 20, 620 Semiconductor device (power conversion device body)
30, 230, 330, 430, 530, 630, 730, 830 Cooling unit 31, 431, 631 Heat dissipation fins (first heat dissipation fins)
31a, 32a, 431a, 432a, 631a, 632a Fin portions (plural fin portions)
31c, 32c, 631c, 632c end (end in the running direction)
31b, 32b, 631b, 632b Tip 32, 432, 632 Heat dissipation fins (second heat dissipation fins)
50, 350, 750, 850 Wind guide members 51, 52, 53, 54 Side walls (wind guide walls)
61, 62, 63, 361, 362, 363, 761, 762, 763, 861, 862,863 Ventilation passages 61a, 62a, 63a, 861a, 862a, 863a Bottom surface 100, 200, 300, 400, 500, 600, 700 , 800 power converter (power converter for railway vehicles)
751, 752, 753, 754 Wind guide wall

Claims (19)

A first heat dissipation fin, which is provided so that a plurality of fin portions extend along the traveling direction of the railway vehicle and dissipates heat of the power conversion device main body mounted on the railway vehicle,
The first heat radiating fins are arranged at predetermined intervals in the traveling direction and a plurality of fin portions are provided so as to extend along the traveling direction to dissipate heat of the power conversion device main body. Equipped with 2 heat dissipation fins,
At least one of the first heat radiating fin and the second heat radiating fin has a ventilation path extending along the traveling direction formed by not providing a part of the fin portions among the plurality of fin portions. Including
When the railway vehicle is traveling, the air taken in from the end of either the first heat radiation fin or the second heat radiation fin in the traveling direction and discharged through the ventilation passage is the air. is configured to be supplied to the end portion of the first heat radiation fin or the other of the traveling direction of the second heat radiating fins,
A power conversion device for a railroad vehicle further comprising a heat pipe extending in a direction orthogonal to the traveling direction across the formation region of the plurality of fin portions and the formation region of the ventilation path. The ventilation passages are a first ventilation passage provided in the first heat radiation fin and a second ventilation passage provided at a position different from the first ventilation passage of the second heat radiation fin in a direction orthogonal to the traveling direction. Including and
The second heat radiating fin is provided with the plurality of fin portions at positions facing the first ventilation path in the traveling direction, and also has the plurality of fin portions.
The power conversion device for a railway vehicle according to claim 1, wherein the first heat radiation fin is provided with a plurality of fin portions at positions facing the second ventilation path in the traveling direction. The first ventilation passage is provided in a central region of the first heat radiation fin in a direction orthogonal to the traveling direction.
When the railroad vehicle travels with the first heat radiating fin as the head side in the traveling direction, the direction in which the air discharged through the first ventilation path is orthogonal to the traveling direction of the second heat radiating fin. The air is supplied to the end portions of the plurality of fin portions provided at positions corresponding to the central region in the traveling direction, and is discharged through the plurality of fin portions other than the first ventilation passage. The power conversion device for a railroad vehicle according to claim 2, wherein the second heat radiation fin is configured to flow through the second ventilation passage and be discharged. The formation range of the plurality of fin portions of the second heat radiation fins provided at positions facing the first ventilation passage in a direction orthogonal to the traveling direction is a direction orthogonal to the traveling direction of the first ventilation passage. Wider than the width in
The formation range of the plurality of fin portions of the first heat radiation fins provided at positions facing the second ventilation passage in a direction orthogonal to the traveling direction is a direction orthogonal to the traveling direction of the first ventilation passage. The power conversion device for a railroad vehicle according to claim 2 or 3, which is wider than the width of the above. Claims 2 to 4 in which the width of the first heat radiation fin along the direction orthogonal to the traveling direction of the first ventilation path is narrower than the forming range of the plurality of fin portions other than the first ventilation path. The power conversion device for a railroad vehicle according to any one of the above items. The second heat radiating fin, according to any one of claims 2 to 5, wherein the second ventilation passage is provided on the end side of the second heat radiating fin in a direction orthogonal to the traveling direction. Power converter for railroad vehicles. The power conversion device for a railroad vehicle according to claim 6, wherein the second ventilation passage is provided in a region near both ends of the second heat radiation fin in a direction orthogonal to the traveling direction. When the railroad vehicle travels with the first heat radiating fin as the head side in the traveling direction, the air taken in from the side end portion of the second heat radiating fin in the traveling direction is more than the second ventilation path. The power conversion device for a railroad vehicle according to claim 6 or 7, which is configured to be supplied to the plurality of fin portions provided in an end region in a direction orthogonal to a traveling direction. The heat pipe, the is provided in the connection area between the power conversion device main body in at least one of said first heat dissipating fins or the second radiating fin includes a ventilation passage, one of the preceding claims 1 The power conversion device for railway vehicles described in the section. A first heat dissipation fin, which is provided so that a plurality of fin portions extend along the traveling direction of the railway vehicle and dissipates heat of the power conversion device main body mounted on the railway vehicle,
The first heat radiating fins are arranged at predetermined intervals in the traveling direction and a plurality of fin portions are provided so as to extend along the traveling direction to dissipate heat of the power conversion device main body. Equipped with 2 heat dissipation fins,
At least one of the first heat radiating fin and the second heat radiating fin has a ventilation path extending along the traveling direction formed by not providing a part of the fin portions among the plurality of fin portions. Including
It is provided in the region between the first heat radiation fin and the second heat radiation fin, and is provided from the end portion of either the first heat radiation fin or the second heat radiation fin in the travel direction when the railway vehicle is traveling. Of the taken-in air, the air discharged through the ventilation passage is configured to be guided to the fin portion at the end of either the first heat radiation fin or the second heat radiation fin in the traveling direction. It has been further comprising a baffle member, the power converter system for a railway vehicle. The ventilation member is configured to connect the outlet of the ventilation passage and the end portions of the plurality of fin portions provided at positions facing the ventilation passage in the traveling direction in the region. The electric power conversion device for a railroad vehicle according to claim 10. 10. The wind guide member includes a wind guide wall extending to the outside of the tip portion of each of the first heat radiation fin and the second heat radiation fin portion in a direction orthogonal to the traveling direction. Alternatively, the electric power conversion device for a railroad vehicle according to 11. The wind guide member further includes a bottom surface that connects the outer ends of the pair of wind guide walls to each other.
The bottom surface is a plurality of fin portions provided in the region at positions facing the ventilation path in the traveling direction from a position outside the outlet of the ventilation path in a direction orthogonal to the traveling direction. The power conversion device for a railroad vehicle according to claim 12, which is inclined so as to approach a position corresponding to the end portion of the device. Of the air taken in from the end of either the first heat radiation fin or the second heat radiation fin in the traveling direction, which is provided in the region between the first heat radiation fin and the second heat radiation fin. Further, a ventilation member configured to guide the air discharged through the ventilation path to the fin portion at the end of either the first heat radiation fin or the second heat radiation fin in the traveling direction is further provided. Prepare,
The fourth aspect of the present invention, wherein the air guide member is configured such that the width in a direction orthogonal to the traveling direction gradually increases from the outlet of the ventilation passage toward the ends of the plurality of fin portions. Power converter for railroad vehicles. The arrangement configuration of the plurality of fin portions and the ventilation passage in the first heat radiation fin and the arrangement configuration of the plurality of fin portions and the ventilation passage in the second heat radiation fin are located on the center line along the traveling direction. The power conversion device for a railroad vehicle according to any one of claims 1 to 14, which has a shape symmetrical to a direction orthogonal to the traveling direction. The second ventilation path is provided at a position different from that of the first ventilation path of the second heat radiation fin in the sleeper direction orthogonal to the traveling direction, according to any one of claims 2 to 8 or 14. Power converter for railroad vehicles. The first heat radiation fin and the second heat radiation fin are installed in the underfloor space of the railway vehicle, and the plurality of fin portions provided in each of the first heat radiation fin and the second heat radiation fin are described. The power conversion device for a railroad vehicle according to claim 16, which extends downward of the railroad vehicle. The second ventilation path is provided at a position different from that of the first ventilation path of the second heat radiation fin in the vertical direction of the railroad vehicle orthogonal to the traveling direction. Alternatively, the power conversion device for a railroad vehicle according to any one of 14. The first heat radiation fin and the second heat radiation fin are installed in the underfloor space of the railway vehicle, and the plurality of fin portions provided in each of the first heat radiation fin and the second heat radiation fin are described. The power conversion device for a railroad vehicle according to claim 18, which extends toward the side of the railroad vehicle.

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