JP7132091B2 - Power converter and railway vehicle - Google Patents

Description

TECHNICAL FIELD Embodiments of the present invention relate to power converters and railcars.

2. Description of the Related Art A railway vehicle is equipped with a power conversion device that converts power supplied from an overhead wire into desired power and controls driving of a traction motor and the like. This type of power conversion device has a semiconductor element and a cooler that cools the semiconductor element.

As the above-mentioned cooler, a natural air-cooling type cooler is known that cools with running wind when a railroad vehicle is running from the viewpoints of noise reduction, energy saving, maintenance-free, and the like.

A natural air cooling cooler includes a heat receiving block on which a semiconductor element is mounted, and a plurality of fins connected to the heat receiving block. The plurality of fins are positioned along the assumed traveling direction and arranged at predetermined intervals in a direction orthogonal to the assumed traveling direction and the direction of gravity.

When the railroad vehicle is running, heat is exchanged between the running wind and the fins by passing the running wind through the flow passages between the adjacent fins. In this way, the natural air-cooling cooler dissipates the heat generated in the semiconductor device via the fins.

In general, there is a large pressure loss when running wind passes through the flow passage. Therefore, there is a risk that the running wind that flows into the flow passage from the front in the running direction of the railcar may flow out of the flow passage without reaching the end on the rear side in the running direction in the flow passage.

Japanese Patent No. 4476132 Japanese Patent No. 4435718

The problem to be solved by the present invention is to provide a power conversion device and a railway vehicle that can effectively supply running wind to a flow passage between a plurality of fins and ensure desired cooling performance and strength.

According to an embodiment, a power converter includes a semiconductor element, a heat receiving block, a plurality of fins, and a wind receiving member. The semiconductor device can output electric power for driving the vehicle. The semiconductor element is mounted on the heat receiving block. A plurality of fins are provided on the heat receiving block, and are arranged with a predetermined gap in a direction orthogonal to an assumed running direction of the vehicle. The wind receiving member includes a pair of base portions respectively joined to the lower surfaces of both ends of the plurality of fins in the assumed running direction, and the wind of the vehicle extending from each of the pair of base portions below the plurality of fins. includes a pair of collars for receiving

BRIEF DESCRIPTION OF THE DRAWINGS The side view which shows typically the structure of the rail vehicle which concerns on embodiment. Sectional drawing which shows typically the structure of the power converter device used for the same rail vehicle. The perspective view which shows the structure of the heat sink used for the same power converter from the downward direction. Sectional drawing which shows typically the structure of the power converter device which concerns on other embodiment. Sectional drawing which shows typically the structure of the power converter device which concerns on other embodiment.

A power conversion device 4 and a railway vehicle 1 according to an embodiment will be described below with reference to FIGS. 1 to 3. FIG. In addition, in each figure, for convenience of explanation, the scale of each configuration is appropriately changed, and some parts are omitted or simplified for explanation. In the figure, arrows X, Y, and Z respectively indicate three directions orthogonal to each other. In the present embodiment, the X direction in the drawing indicates the longitudinal direction of the railcar 1, the Y direction indicates the width direction of the railcar, and the Z direction indicates the direction of gravity. Further, the front-rear direction of the railroad vehicle 1 is the expected running direction of the railroad vehicle 1 .

FIG. 1 is a side view schematically showing the configuration of a railroad vehicle 1 according to the embodiment, and FIG. 2 is a cross-sectional view schematically showing the configuration of a power conversion device 4 used in the railroad vehicle 1. As shown in FIG. FIG. 3 is a perspective view showing the configuration of the heat sink 31 used in the power converter 4 from below.

As shown in FIG. 1 , the railcar 1 includes a vehicle body 2 , a bogie 3 , and a power conversion device 4 . The railway vehicle 1 is configured to be able to run on a dedicated passage (track) on which rails 100 and the like are laid. In addition, the railcar 1 can be appropriately set as long as it is configured to include the power conversion device 4 .

The vehicle body 2 is elongated in the front-rear direction. For example, the vehicle body 2 is formed in a substantially rectangular parallelepiped shape elongated in the front-rear direction. The shape of the vehicle body 2 is not limited to this shape, and can be set as appropriate. The vehicle body 2 has a pantograph 2a provided on the ceiling facing upward in the direction of gravity. The pantograph 2a is configured to be able to come into contact with an overhead wire 101 set on the rail 100 with a certain distance therebetween.

The bogie 3 includes, for example, a bogie spring 11 , a bogie frame 12 , a plurality of axles 13 , a plurality of wheels 14 , and a traction motor 15 . The carriages 3 are provided, for example, at both ends of the underfloor of the vehicle body 2 in the assumed running direction.

The truck spring 11 is, for example, an air spring. The bogie frame 12 is connected to the underfloor of the vehicle body 2 via bogie springs.

A plurality of axles 13 are rotatably supported by the bogie frame 12 . For example, a pair of axles 13 are provided at both ends of the bogie frame 12 in the assumed running direction. Axle 13 extends in the width direction of railway vehicle 1 .

Wheels 14 are attached to both ends of axle 13 . In this embodiment, four wheels 14 are provided on one truck 3 .

The traction motor 15 rotates the axle 13 . The traction motor 15 is supported by the bogie frame 12, for example. For example, a pair of traction motors 15 are provided so that each of the pair of axles 13 can rotate. As a specific example, the main motor 15 has a rotating shaft that rotates with AC power and a transmission mechanism that transmits the rotation of the rotating shaft to the axle 13 .

As shown in FIG. 1, the power conversion device 4 is provided under the floor of the vehicle body 2 and between the pair of trucks 3 in the assumed traveling direction. The power conversion device 4 converts electric power supplied from the overhead wire 101 via the pantograph 2a outside the railroad vehicle 1 in this embodiment. As shown in FIG. 2 , the power conversion device 4 includes a semiconductor element 21, a housing 22, and a cooler 23.

The semiconductor element 21 is configured to be capable of outputting electric power for driving the railroad vehicle 1 . As a specific example, the semiconductor element 21 converts DC power input from the overhead wire 101 via the pantograph 2a into AC power. The semiconductor element 21 also supplies the converted AC power to the main motor 15 and the like. Such a semiconductor element 21 constitutes a power conversion unit together with a control section and the like (not shown).

For example, the power conversion units are collectively accommodated within the housing 22 . Also, for example, the control unit transmits and receives switching signals to and from the semiconductor element 21 .

The housing 22 accommodates the semiconductor element 21 . The housing 22 is formed, for example, in the shape of a rectangular parallelepiped box. For example, the housing 22 has an attachment piece connected to the underfloor of the vehicle body 2 at its upper portion. The housing 22 is connected to the underfloor of the vehicle body 2 via mounting pieces.

Cooler 23 cools semiconductor element 21 . Specifically, the cooler 23 includes a heat sink 31 that dissipates heat generated by the semiconductor element 21 and a wind receiving member 32 that is joined to the heat sink 31 . In such a cooler 23, the plurality of fins 42 and the wind receiving member 32 of the heat sink 31, which will be described later, are arranged outside the housing 22, so that the plurality of fins 42 and the wind receiving member 32 receive the running wind. compose the department.

The heat sink 31 is made of a material with high thermal conductivity such as aluminum. A part of the heat sink 31 protrudes downward in the direction of gravity from the bottom wall portion 22a of the housing 22 in a state where the power conversion device 4 is provided under the floor of the vehicle body 2, and the other part is arranged inside the housing 22. be done. In other words, the heat sink 31 is fixed to the housing 22 through the bottom wall portion 22a.

Specifically, as shown in FIG. 2 , the heat sink 31 includes a heat receiving block 41 and multiple fins 42 .

The heat receiving block 41 is arranged inside the housing 22 . The heat receiving block 41 is configured in a rectangular parallelepiped shape. The heat receiving block 41 is arranged in the housing 22 so as to protrude upward in the direction of gravity from the bottom wall portion 22 a in a state where the power conversion device 4 is provided under the floor of the vehicle body 2 .

The heat receiving block 41 mounts the semiconductor element 21 on the upper surface. That is, the heat receiving block 41 is connected to the semiconductor element 21 . In this embodiment, as shown in FIG. 2, an example will be described in which three semiconductor elements 21 are arranged above a heat receiving block 41 at intervals in the assumed running direction.

The plurality of fins 42 constitute a wind receiver. A plurality of fins 42 are arranged outside the housing 22 . The plurality of fins 42 extend downward in the gravitational direction with respect to the bottom wall portion 22a in a state where the power conversion device 4 is provided under the floor of the vehicle body 2 .

The fin 42 is formed in a rectangular thin plate shape elongated in one direction. The fins 42 are arranged on the heat receiving block 41 with the width direction of the railway vehicle 1 as the thickness direction and the assumed running direction as the longitudinal direction in a state where the power conversion device 4 is provided under the floor of the vehicle body 2 . Also, the plurality of fins 42 are arranged at predetermined intervals in the thickness direction of the fins 42 .

In other words, in a state where the power conversion device 4 is provided under the floor of the vehicle body 2, the plurality of fins 42 are arranged such that the main surfaces thereof are aligned along the assumed running direction, and are spaced apart by a predetermined interval in the width direction of the railroad vehicle 1. arranged in parallel. Here, the predetermined interval is, for example, an equal interval. The plurality of fins 42 form a plurality of flow passages through which the running wind flows due to gaps between adjacent fins 42 . As the railroad vehicle 1 travels, the plurality of fins 42 receives traveling wind that mainly flows along the assumed traveling direction, and exchanges heat with the traveling wind.

Further, for example, each fin 42 has a rectangular shape having the same cross-sectional shape as the cross-sectional shape in the direction perpendicular to the longitudinal direction of the projecting body 52b of the second wind receiving member 52, which will be described later, on the lower surface of the central portion of each fin 42 in the assumed running direction. It has a shaped notch 70 .

The wind receiving member 32 is fixed to the lower surface side of the plurality of fins 42 . The wind receiving member 32 includes a pair of first wind receiving member 51 and second wind receiving member 52 . The wind receiving member 32 constitutes a wind receiving part together with the plurality of fins 42 .

The first wind receiving member 51 is made of a material having high thermal conductivity, such as aluminum. The pair of first wind receiving members 51 are fixed to the lower ends of the plurality of fins 42 on both end sides in the assumed running direction. The first wind receiving member 51 is configured to be long in one direction. The first wind receiving member 51 includes a first base portion 51a and a collar portion 51b.

The first base portion 51a is configured in a rectangular plate shape elongated in one direction. The length in the longitudinal direction of the first base portion 51a is the same length as the distance from the fin 42 arranged on one end side in the width direction of the railroad vehicle 1 to the fin 42 arranged on the other end side of the plurality of fins 42. set.

When the pair of first wind receiving members 51 are fixed to the plurality of fins 42, the length of the first bases 51a in the short direction is such that the pair of first bases 51a are spaced apart and the length of the pair of first bases 51a is The length is set to create a predetermined gap between them.

Here, the predetermined gap is appropriately set, but even if the second wind receiving member 52 is arranged in the gap, at least a part of the lower surface of the plurality of fins 42 is exposed to the outside. set.

The first base portion 51a is the lower surface of the plurality of fins 42 with the direction of gravity as the thickness direction and the width direction of the railcar 1 as the longitudinal direction, and both ends of the plurality of fins 42 in the assumed running direction. is fixed to each of the The first base portion 51 a is joined to the plurality of fins 42 by welding, brazing, or the like, for example, with its main surface in contact with the lower surfaces of the plurality of fins 42 . Such a first base portion 51a is joined across the plurality of fins 42 to serve also as a reinforcing member that secures the strength of the plurality of fins 42, and introduces traveling wind into the flow passage between the plurality of fins 42. It also serves as a guide member.

The flange portion 51b is formed in a rectangular plate shape having the same length in the longitudinal direction as the length in the longitudinal direction of the first base portion 51a. The collar portion 51b is formed integrally with the first base portion 51a. As a specific example, the flange portion 51b has a thickness direction in the assumed running direction, a longitudinal direction in the width direction of the railroad vehicle 1, and a lower surface of the outer end in the assumed running direction of the first base portion 51a along the direction of gravity. extends from The outer surface of the flange portion 51b in the assumed running direction receives running wind.

The flange portion 51b has an outer end in the assumed traveling direction that coincides with the end in the assumed traveling direction of the plurality of fins 42 in the assumed traveling direction. In other words, the outer side surface of the flange portion 51b in the assumed running direction is set flush with the side surfaces of the plurality of fins 42 in the assumed running direction.

The outer end of each flange 51b in the assumed running direction may be arranged at a position closer to the central portion of the fin 42 than the end of the fin 42 in the assumed running direction. In addition, the outer end of one of the pair of flanges 51b in the assumed traveling direction and the outer end of the plurality of fins 42 in the assumed traveling direction match each other in the assumed traveling direction, and the other end of the pair of flanges 51b The outer edge of the assumed traveling direction and the outer edge of the plurality of fins 42 in the assumed traveling direction may not coincide with each other in the assumed traveling direction.

In addition, the lower ends of the pair of flanges 51b are arranged at the same position as the equipment limit of the vehicle body 2 in the direction of gravity, or at a position higher than the equipment limit of the vehicle body 2 in the direction of gravity.

The second wind receiving member 52 is made of a material with high thermal conductivity, such as aluminum. The second wind receiving member 52 is fixed to the lower ends of the plurality of fins 42 on the center side in the assumed running direction. The second wind receiving member 52 includes a second base portion 52a and a projecting body 52b.

The second base portion 52a is configured in a rectangular plate shape elongated in one direction. The length in the longitudinal direction of the second base portion 52a is the same length as the distance from the fin 42 arranged on one end side in the width direction of the railcar 1 to the fin 42 arranged on the other end side of the plurality of fins 42. set.

The length of the second base 52a in the lateral direction can be arranged in the gap between the pair of first bases 51a when the pair of first wind receiving members 51 are fixed to the plurality of fins 42, and In addition, the length is set such that a predetermined gap is formed between the pair of the first base portion 51a and the second base portion 52a.

The second base portion 52a is the lower surface of the plurality of fins 42 with the direction of gravity as the thickness direction and the width direction of the railway vehicle 1 as the longitudinal direction, and both ends of the plurality of fins 42 in the assumed running direction. is fixed to each of the The second base portion 52 a is joined to the plurality of fins 42 by welding, brazing, or the like, for example, with its main surface in contact with the lower surfaces of the plurality of fins 42 . Such a second base portion 52 a also serves as a reinforcing member that secures the strength of the plurality of fins 42 by being joined across the plurality of fins 42 .

The protrusion 52b is formed in a rectangular plate shape having the same length in the longitudinal direction as the length in the longitudinal direction of the second base portion 52a. As a specific example, the protrusion 52b has a thickness direction in the assumed running direction, a longitudinal direction in the width direction of the railroad vehicle 1, and an upper surface of the central portion in the assumed running direction of the second base portion 52a along the direction of gravity. Extend. The projecting body 52b is arranged on the lower end side of the flow path in the direction of gravity, and reduces the opening cross-sectional area of each flow path in the central portion of the flow path in the assumed running direction. The front outer surface of the protrusion 52b in the traveling direction, in other words, the outer surface positioned on the windward side of the protrusion 52b receives the travel wind flowing through the flow passage.

The protrusions 52b are arranged in the notches 70 of the fins 42 and the flow passages between the fins 42 . The protrusions 52b are arranged, for example, in cutouts 70 provided in the respective fins 42, and joined to the plurality of fins 42 by welding, brazing, or the like while contacting the cutouts 70 of the plurality of fins 42. be.

In the cooler 23 configured as described above, the plurality of fins 42 , the pair of first wind receiving members 51 , and the second wind receiving member 52 are arranged outside the housing 22 . The plurality of fins 42 and the pair of first and second wind receiving members 51 and 52 constitute a wind receiving portion that receives the running wind that flows in the assumed running direction.

Next, the operation of the power conversion device 4 of the railway vehicle 1 configured in this manner will be described. An example in which the railroad vehicle 1 runs toward one side in the assumed running direction will be described.

First, when the railway vehicle 1 is run, the semiconductor device 21 of the power conversion device 4 converts DC power input via the overhead wire 101 and the pantograph 2a into AC power. Then, the semiconductor element 21 supplies the converted AC power to each main motor 15 . Each main motor 15 is rotated by the supplied AC power. When the torque of the main electric motor 15 is transmitted to the axle 13, the axle 13 and the wheels 14 rotate. As a result, the railcar 1 runs along the rail 100 toward one side in the assumed running direction (forward in the running direction).

When this DC power is converted into AC power, heat is generated in semiconductor element 21 due to power loss during power conversion. Heat generated by the semiconductor element 21 is transferred to each fin 42 via the heat receiving block 41 .

On the other hand, when the railroad vehicle 1 runs, traveling wind mainly flows around the railroad vehicle 1 toward the other side of the assumed running direction (rearward in the running direction).

The running wind that has flowed in from the outside of the power conversion device 4 travels along the main surface of the first base portion 51a of the first wind receiving member 51 that is positioned on one side in the assumed running direction of the pair of first wind receiving members 51. It flows through the flow passages between the plurality of fins 42 . Then, the running wind passes over the outer surfaces of the plurality of fins 42, the outer surfaces of the pair of first wind receiving members 51, the outer surfaces of the second wind receiving members 52, and the inside of the flow passage. After that, the running wind is discharged to the outside of the power conversion device 4 .

At this time, heat exchange is performed between the plurality of fins 42 and the running wind, so that heat generated by the semiconductor element 21 is radiated through the plurality of fins 42 . In addition, part of the heat generated by the semiconductor element 21 is transmitted to the pair of first and second wind receiving members 51 and 52 joined to the plurality of fins 42, and then to the pair of first wind receiving members Heat is dissipated through 51 and the second wind receiving member 52 .

Here, part of the running wind circulating in the flow passage passes through the gap between the second wind receiving member 52 and the first wind receiving member 51 on the other side in the assumed running direction and is discharged from the flow passage. The flow is blocked by the flange 51b of the first wind receiving member 51 on the other side in the assumed direction. Further, part of the running wind flowing below the plurality of fins 42 is also obstructed by the flange portion 51b.

Therefore, a vortex is formed in a region behind the flange portion 51b on the other side in the assumed running direction. As a result, as shown in FIG. 2, in the region behind the flange 51b on the other side in the assumed traveling direction, a low-pressure region having a lower pressure than the region in front of the flange 51b on the other side in the assumed traveling direction. Q is formed.

Then, the running wind flowing through the flow passages between the fins 42 is drawn into the low pressure region Q, so that the flow rate of the running wind passing through the flow passages between the fins 42 increases. Therefore, part of the running wind discharged from the flow passage through the gap between the second wind receiving member 52 and the first wind receiving member 51 on the rear side in the running direction is pulled back into the flow passage. As a result, the flow rate of running air passing through the flow passage increases.

In this way, of the two flanges 51b arranged in the assumed traveling direction, the flange 51b located on the other side (rear in the traveling direction) in the assumed traveling direction of the railroad vehicle 1 receives the traveling wind and moves to the rear in the low-pressure region. By forming Q, it functions to increase the flow rate of running wind. One of the pair of first wind receiving members 51 functions to increase the flow rate of running wind flowing through the flow passage between the fins 42 depending on the running direction of the railroad vehicle 1 .

In addition, since the wind receiving member 32 has the pair of first wind receiving members 51, when the railroad vehicle 1 is running, the flow of running wind is also blocked by the flange portion 51b on one side in the assumed running direction. Therefore, a low-pressure region S is formed in a region behind the flange 51b on one side in the assumed traveling direction, which is lower in pressure than in a region in front of the flange 51b on the one side in the assumed traveling direction. That is, a low-pressure region S is formed in a region behind the flange 51b on one side in the assumed traveling direction and in front of the flange 51b on the other side in the assumed traveling direction. However, since the first wind receiving member 51 has the first base portion 51a extending along the assumed running direction, the first base portion 51a guides the flow direction of the running wind along the running direction, resulting in a low pressure region. It is suppressed that the running wind is drawn into S. Therefore, since the flow rate of the running wind passing through the inside of the flow passage increases, the flow rate of the running wind passing through the inside of the flow passage above the flange portion 51b on the other side in the assumed running direction also increases.

In addition, the running wind flowing between the plurality of fins 42 is obstructed by the protrusions 52b. Therefore, the cross-sectional area of the opening of the flow passage in the projecting body 52b is reduced compared to the one side and the other side of the projecting body 52b in the assumed running direction. As a result, the flow velocity of the running wind locally increases on the rear side (leeward side) in the running direction of the projection 52b of the flow path portion. Moreover, the protrusion 52b forms a vortex in the area of the flow passage behind the protrusion 52b in the running direction, and locally in this area the pressure is lower than in the front of the protrusion 52b in the running direction. In addition, the second wind receiving member 52 functions to increase the flow rate of the running wind flowing through the flow passage on either side of the assumed running direction of the protrusion 52b according to the running direction of the railroad vehicle 1 .

On the other hand, when the railroad vehicle 1 is stopped, no running wind flows. Therefore, the air in the flow passage exchanges heat with the plurality of fins 42 and flows out from one side and the other side of the plurality of fins 42 in the assumed traveling direction. In addition, the air in the flow passages flows out from one side and the other side of the plurality of fins 42 in the assumed traveling direction, thereby reducing the pressure in the flow passages and causing the air below the plurality of fins 42 to flow into the first pair of fins 42. The air flows into the flow path between the plurality of fins 42 through gaps generated in the assumed running direction of the wind receiving member 51 and the second wind receiving member 52 and exchanges heat with the plurality of fins 42 . As described above, when the railcar 1 is stopped, the heat generated by the semiconductor element 21 is radiated from the plurality of fins 42 by natural convection without using running wind.

According to the power conversion device 4 of the railway vehicle 1 configured in this way, the cooler 23 has a pair of first wind receiving members 51 and one second wind receiving member 52 on the lower surface side of the plurality of fins 42. Prepare. With this configuration, when the railroad vehicle 1 is running, the running wind forms a low-pressure region Q behind the flange 51b of the first wind receiving member 51 in the running direction. As a result, the cooler 23 draws the running wind flowing through the flow passages between the plurality of fins 42 toward the low-pressure region Q, so that the cooler 23 can increase the flow rate of the running wind flowing through the flow passages on the rear side in the running direction. can be done. In addition, the cooler 23 is located at the lower ends of the plurality of fins 42 of the flow passage on the rear side in the running direction and between the second wind receiving member 52 and the first wind receiving member 51 on the rear side in the running direction. Through the gaps between the fins 42, the running wind trying to escape from the area below the plurality of fins 42 can be drawn back into the flow passage.

Further, when the flow rate of running air is small, the differential pressure between the low pressure region Q and the surroundings of this low pressure region Q becomes small. If the differential pressure between the low pressure region Q and the surrounding area Q becomes small, there is a possibility that the effect of increasing the flow rate of the running wind passing through the flow passage on the rear side in the running direction generally cannot be obtained.

However, the cooler 23 is guided by the first base portion 51a of the first wind receiving member 51 so that the flow direction of the running wind is along the running direction, and the first wind receiving member 51 arranged on the front side in the running direction It is possible to suppress the draft from being drawn into the low-pressure region S generated behind the collar portion 51b. That is, even when the differential pressure between the low-pressure area Q behind the first wind receiving member 51 in the running direction and the surroundings of the low-pressure area Q is small, the first wind receiving member 51 in the front in the running direction has a small pressure difference. The single base portion 51a can minimize the escape of running wind from the inside of the flow passage ahead in the running direction to below the plurality of fins 42 .

In general, in the cooler 23 having a plurality of fins 42, the heat exchange performance of the plurality of fins 42 decreases from the front side to the rear side in the running direction due to the influence of the development of the boundary layer. However, by providing the protrusion 52b of the second wind receiving member 52 in the central portion of the plurality of fins 42 in the assumed running direction, in the flow passage on the rear side of the second wind receiving member 52 in the running direction, local , the flow velocity of the running wind increases. As a result, the heat transfer between the fins 42 and the running wind is promoted, and the cooling performance of the cooler 23 can be improved.

Since the pair of first wind receiving members 51 and one second wind receiving member 52 are joined to the plurality of fins 42, the strength of the plurality of fins 42 can be ensured. More specifically, for example, when the fins 42 are thinned and the number of the fins 42 is increased to increase the heat radiation area of the plurality of fins 42, the strength of the fins 42 is reduced. However, by joining the wind receiving member 32 to the plurality of fins 42, the plurality of fins 42 and the wind receiving member 32 form an integrated structure, and the strength of the plurality of fins 42 can be improved. In addition, since restrictions on the number and thickness of the fins 42 based on strength can be relaxed, the degree of freedom in designing the fins 42 can be improved, and the cooling performance can be improved.

Furthermore, by forming the first wind receiving member 51 and the second wind receiving member 52 from a material having a high thermal conductivity such as aluminum, it is possible to effectively dissipate heat with the running wind together with the plurality of fins 42 . That is, the cooler 23 can increase the heat radiation area by the wind receiving member 32, and can improve the cooling performance.

As described above, according to the railway vehicle 1 having the power conversion device 4 according to the present embodiment, by providing the wind receiving member 32 in the plurality of fins 42, the running wind can be effectively channeled into the flow path between the plurality of fins. can be supplied to ensure the desired cooling performance and strength.

It should be noted that the present invention is not limited to the above-described embodiments as they are, and can be embodied by modifying constituent elements without departing from the scope of the present invention at the implementation stage. For example, in the example described above, the first wind receiving member 51 arranges the outer end portion of the flange portion 51b in the assumed running direction at the same position in the assumed running direction as the end portions of the plurality of fins 42 in the assumed running direction. Although the configuration has been described, it is not limited to this. For example, the outer end portion of the flange portion 51b in the assumed running direction may be arranged further outward than the end portions of the plurality of fins 42 in the assumed running direction, and the end portions of the plurality of fins 42 may be arranged on the central side. may be displaced from each other.

Further, the shapes of the first wind receiving member 51 and the second wind receiving member 52 are not limited to the shapes described above. That is, the first wind receiving member 51 may be joined to the lower surfaces of the plurality of fins 42 and receive the running wind to form a low-pressure region rearward in the running direction. It may have a rectangular columnar shape that is long in the direction. When the rectangular columnar first wind receiving member 51 is used, the outer surface of the first wind receiving member 51 in the assumed running direction constitutes the collar portion 51b that receives the running wind. Similarly, the second wind receiving member 52 is arranged below the central portion of the flow passage portion between the plurality of fins 42 in the assumed traveling direction, and can locally reduce the opening cross-sectional area of the flow passage portion. As long as it can receive, the cross-sectional shape may be a rectangular columnar shape that is long in one direction.

Further, in the above example, the cooler 23 has a configuration in which the plurality of fins 42, the pair of first air receiving members 51, and the second air receiving member 52 are arranged outside from the lower side of the housing 22. is not limited to this. That is, it is sufficient that the running wind can pass through the flow passages formed between the plurality of fins 42 . 42, a pair of the first wind receiving member 51 and the second wind receiving member 52 may be arranged outside.

Moreover, in the above-described example, the configuration in which the wind receiving member 32 includes the pair of first wind receiving members 51 and one second wind receiving member 52 is described, but the present invention is not limited to this. For example, like a power conversion device 4A according to another embodiment shown in FIG. may be Since the power conversion device 4A having a pair of first wind receiving members 51 can configure the low-pressure region Q with the flange portion 51b of the first wind receiving member 51 on the rear side in the running direction, it is similar to the wind receiving member 32 described above. effect can be obtained.

Similarly, for example, like a power conversion device 4B according to another embodiment shown in FIG. may be The power conversion device 4B having the second wind receiving member 52 can locally increase the flow velocity in the flow path between the plurality of fins 42 by the projections 52b.

Moreover, in the above-described example, the power conversion device 4 has been described as being provided in the railroad vehicle 1, but is not limited to this, and can be mounted in various vehicles such as automobiles.

Further, in the above-described example, the configuration in which the cutout portion 70 for arranging the projecting body 52b of the second wind receiving member 52 is provided on the lower surface of the central portion of the fin 42 in the assumed running direction has been described, but the present invention is not limited to this. For example, a configuration may be adopted in which notches for arranging a plurality of fins 42 are provided in the protrusion 52b. In other words, it is sufficient that the projecting body 52b can be arranged on the lower end side of the airflow passage formed by the gaps between the plurality of fins 42 .

Moreover, although the fin 42 mentioned above demonstrated the rectangular plate-shaped structure extended in the driving|running|working direction, it is not limited to this. That is, the plurality of fins 42 may have a shape such as a pin shape, for example, as long as it is possible to construct a flow passage through which the running wind flows along the assumed running direction. A plate-shaped fin 42 is preferable.

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

DESCRIPTION OF SYMBOLS 1... Rail vehicle, 2... Car body, 2a... Pantograph, 3... Bogie, 4, 4A, 4B... Power converter, 11... Bogie spring, 12... Bogie frame, 13... Axle, 14... Wheel, 15... Traction motor, DESCRIPTION OF SYMBOLS 21... Semiconductor element 22... Case 22a... Bottom wall part 23... Cooler 31... Heat sink 32... Wind receiving member 41... Heat receiving block 42... Fin 51... First wind receiving member 51a... First base 51b Flange 52 Second wind receiving member 52a Second base 52b Projection 70 Notch 100 Rail 101 Catenary line Q Low pressure area S... Low pressure area .

Claims (7)

a semiconductor device capable of outputting electric power for driving a vehicle;
a heat receiving block on which the semiconductor element is mounted;
a plurality of fins provided on the heat receiving block and arranged with a predetermined gap in a direction perpendicular to the assumed running direction of the vehicle;
A pair of base portions respectively joined to lower surfaces of both ends of the plurality of fins in the assumed running direction, and a pair of flanges extending downward from the plurality of fins from each of the pair of base portions and receiving the running wind of the vehicle. A wind receiving member including a part;
A power conversion device comprising: The power conversion device according to claim 1, wherein the pair of bases are separated in the assumed running direction. The electric power conversion device according to claim 1, wherein an outer end portion of said flange portion in said assumed traveling direction coincides with an end portion of said plurality of fins in said assumed traveling direction in said assumed traveling direction. the base is a first base;
The wind receiving member is
a pair of first wind receiving members formed by the first base and the flange;
A second base portion joined to lower surfaces of central portions of the plurality of fins in the assumed running direction, and a second receiver including a protrusion extending from the second base portion to a gap between the plurality of fins and receiving the running wind. a wind member;
The power converter according to any one of claims 1 to 3, comprising: a semiconductor device capable of outputting electric power for driving a vehicle;
a heat receiving block on which the semiconductor element is mounted;
a plurality of fins provided on the heat receiving block and arranged with a predetermined gap in a direction perpendicular to the assumed running direction of the vehicle;
a wind receiving member including a base portion joined to the lower surfaces of the central portions of the plurality of fins in the assumed running direction, and a protrusion extending from the base portion to a gap between the plurality of fins and receiving the running wind of the vehicle;
A power conversion device comprising: the protrusion extends along a direction in which the plurality of fins are arranged;
6. The power conversion device according to claim 4, wherein each of said plurality of fins has a notch portion in which said projecting body is arranged at a lower end of a central portion thereof in said assumed traveling direction. A power converter according to any one of claims 1 to 6;
a vehicle body to which the power conversion device is attached;
A railway vehicle with

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