CN101331667B - Motor Generators for Vehicles - Google Patents

Abstract

The invention provides a motor generator for a vehicle, which can ensure a sufficient cooling air duct in a limited axial dimension or radial dimension and obtain sufficient cooling performance of a heat dissipation plate. In the present invention, the 1 st and 2 nd heat dissipating plates are each formed in a fan shape, and are mounted with N-channel power MOSFETs having drain potentials of the power MOSFETs. The 1 st circuit board is provided with an embedded conductor connecting the power MOSFETs in series, and the 2 nd circuit board has an embedded conductor connecting the source terminals of the power MOSFETs and having a negative potential. The 1 st heat sink, the 2 nd heat sink, the 1 st circuit board, and the 2 nd circuit board are arranged in a fan shape with the axis as the center, and are arranged in a radial direction on a plane orthogonal to the axis at the outer side of one end in the axial direction of the rear case.

Description

Motor Generators for Vehicles

technical field

The present invention relates to a motor generator for a vehicle with a built-in control device that is mounted on a vehicle to start and boost the engine and has a generator function. In particular, it relates to the miniaturization of the control device with power semiconductor elements, and also relates to high cooling performance, Improved reliability such as vibration resistance and insulation resistance.

Background technique

In recent years, with the background of preventing global warming, reduction of carbon dioxide emissions has been demanded, and efforts have been made to develop hybrid vehicles or idling-stop vehicles. In these vehicles, when the control device is connected to the vehicle motor generator, the distance between the control device and the vehicle motor generator is long, and the wiring becomes long. Therefore, the resistance of the wiring between the control device and the vehicle motor generator increases, and the voltage drop increases, making it difficult to obtain desired torque characteristics and rotation speeds. Furthermore, since the length of the wiring becomes large, there is also a problem that the weight increases and the cost increases.

In view of this situation, a control-device-integrated vehicle motor generator equipped with a semiconductor element has been proposed (for example, refer to Patent Document 1). This control unit forms a structure including 3 heat sinks with different potentials. Also, in order to satisfy the cooling efficiency, the ratio of the constituent semiconductor element to the electrode sheet is not less than 5.

Patent Document 1: Japanese Patent Laid-Open No. 2004-208487

There is very little space for installing a motor generator for a vehicle in the nacelle. Therefore, it is necessary to reduce the size of the entire structure of the control device built in the vehicle motor generator. On the other hand, in the control device, especially the semiconductor element generates a large amount of heat, so it is necessary to increase the scale of the heat sink to suppress the temperature rise of the semiconductor element. Therefore, in the conventional vehicle motor generator with integrated control device, the heat sink for cooling the semiconductor element occupies most of the volume of the control device.

In the conventional control device-integrated vehicle motor generator, the radiator corresponding to the drain side of the upper arm switch and the radiator corresponding to the drain side of the lower arm switch on which the N-channel semiconductor element is mounted are placed toward the rotation axis. The radial arrangement configuration, and the axial arrangement of the electrode sheets with negative potential to the rotating shaft is further below these radiators.

Therefore, in the conventional control device-integrated vehicle motor generator, the two radiators corresponding to the drain side of the upper and lower arm switches and the electrode tabs with negative potential are arranged in two layers in the axial direction, so that the vehicle motor generator The axial dimension of the machine is large.

Therefore, in the limited axial size, the two radiators and the electrode sheets are arranged in two layers in the axial direction, and it is difficult to ensure sufficient cooling air passages, so that it is difficult to ensure the cooling of the two radiators that should be cooled most. Fully cooling.

In addition, in the conventional control-device-integrated vehicle motor generator, the radiator corresponding to the drain side of the upper arm switch and the radiator corresponding to the drain side of the lower arm switch are arranged on the same plane perpendicular to the rotation axis. Two layers are formed in the radial direction from the top, and the radial allowable space of the vehicle motor generator is allocated. Therefore, for the radial direction of the rotating shaft, the heat dissipation areas of the two radiators cannot be enlarged beyond this range, so it is difficult to ensure the optimal heat dissipation area of the two radiators in the limited radial dimension.

Also, the cooling of these radiators is accomplished by the cooling wind generated by the rotation of the fan equipped with the rotor. However, arranging the two radiators on the same plane perpendicular to the rotation axis fills the radial allowable space of the vehicle motor generator, so there is not enough heat for the axial flow of the cooling air passing through the two radiators for cooling. exchange area. It is also difficult to sufficiently ensure the area of the air passage for the cooling air to pass between the two radiators.

As for the radial flow of the cooling air passing through these radiators for cooling, as with the axial flow described above, there are problems of heat exchange area and air passage area; in addition, there are the following problems. That is, the cooling air cools the radiator corresponding to the drain side of the upper arm switch located downstream after exchanging heat with the radiator corresponding to the drain side of the upper arm switch located on the upstream side. The corresponding heatsink does not cool sufficiently.

The present invention was made in order to solve the above-mentioned problems, and its first object is to obtain a motor generator for a vehicle that can secure a sufficient cooling air passage in a limited shaft size and obtain sufficient cooling performance of the radiator.

The second purpose is to expand the radial size of the radiator in the limited radial size, so that the radiator can ensure the best heat dissipation area and the cooling wind can flow radially along the first and second radiators without interfering with each other. , thereby improving the cooling performance of the two radiators, the vehicle motor generator.

Contents of the invention

In order to solve the above-mentioned problems, the vehicle motor generator of the present invention is equipped with: a rotor rotatably provided in a casing, a stator arranged to surround the outer diameter side of the rotor, and at least one shaft fixed to the rotor in the axial direction. a fan on the end face and a motor acting as a generator and motor; and power semiconductors controlling the current supplied to said motor. Moreover, the power semiconductor device has: a first switch element composed of an N-channel type semiconductor element, and a fan-shaped first radiator with a drain potential of the first switch element; an N-channel type semiconductor element is installed the second switching element, and has a fan-shaped second heat sink with the drain potential of the second switching element; the first electrode member electrically connecting the first switching element and the second switching element in series, on the first insulating resin a fan-shaped first circuit board insert-molded in the second insulating resin; . The first heat sink, the second heat sink, the first circuit board, and the second circuit board are also placed on a plane perpendicular to the axis of the rotor outside one axial end of the housing Arranged radially and arranged in a fan shape centered on the axis.

In addition, the motor generator for a vehicle according to the present invention is equipped with: a rotor rotatably provided in the housing, a stator arranged to surround the outer diameter side of the rotor, and a stator fixed to at least one end surface in the axial direction of the rotor. a fan and a motor functioning as a generator and motor; and a power semiconductor device controlling the current supplied to the motor. Moreover, the power semiconductor device is composed of: on a plane perpendicular to the axis of the rotor on the outside of one axial end of the housing, it is arranged in a fan shape around the axis and installed with N-channel half-body elements. the first switching element, and has a fan-shaped first heat sink with the drain potential of the first switching element; On a plane perpendicular to the axis, a fan-shaped second heat sink is arranged around the axis in a fan shape and mounted with a second switching element composed of an N-channel half-body element, and has a drain potential of the second switching element.

According to the present invention, the first and second heat sinks and the first and second circuit boards are arranged in one layer in the axial direction, so even if the axial size of the power semiconductor device is small, sufficient power can be ensured in the limited axial size. Cooling air duct. It can also ensure the best heat dissipation area (ie heat exchange area) of the first and second radiators. Therefore, the cooling properties of the first and second heat sinks are improved, and the temperature rise of the first and second switching elements can be effectively suppressed.

Also, according to the present invention, the first and second radiators are arranged in two layers in the axial direction, so the size of the first and second radiators can be enlarged in the radial direction, and the first radiator can be ensured in a limited radial dimension. And the best heat dissipation area of the second radiator (that is, the heat exchange area). Furthermore, since the cooling air flows radially along the first and second heat sinks without interfering with each other, heat generated by the first and second switching elements can be efficiently dissipated from the first and second heat sinks. Also in the radial flow of the cooling air, the cooling air whose temperature is raised due to heat exchange on the first radiator is not cooled by the second radiator, so that the cooling performance of the first and second radiators is improved.

Description of drawings

FIG. 1 is a longitudinal sectional view showing the overall configuration of a motor generator for a vehicle according to Embodiment 1 of the present invention.

2 is a circuit diagram for explaining the operation of the vehicle motor generator according to Embodiment 1 of the present invention.

3 is a rear end view of the motor generator for a vehicle according to Embodiment 1 of the present invention seen from the rear.

4 is a rear end view of the motor generator for a vehicle according to Embodiment 1 of the present invention, viewed from the rear in a state where a cover is removed.

5 is a plan view showing the vehicle motor generator control device according to Embodiment 1 of the present invention.

Fig. 6 is a sectional view taken along the line A-A of Fig. 4 .

Fig. 7 is a sectional view taken along the line B-B of Fig. 4 .

Fig. 8 is a cross-sectional view taken along line C-C of Fig. 4 .

9 is a vertical cross-sectional view showing an overall configuration of a motor generator for a vehicle according to Embodiment 2 of the present invention.

10 is a rear end view of the motor generator for a vehicle according to Embodiment 2 of the present invention, viewed from the rear in a state where a cover is removed.

11 is a plan view showing a control device for a motor generator for a vehicle according to Embodiment 2 of the present invention.

Fig. 12 is a sectional view taken along the line D-D of Fig. 10 .

Fig. 13 is a sectional view taken along the line E-E of Fig. 10 .

14 is a longitudinal sectional view showing the overall configuration of a motor generator for a vehicle according to Embodiment 3 of the present invention.

15 is a rear end view of the motor generator for a vehicle according to Embodiment 3 of the present invention seen from the rear.

16 is a rear end view of the motor generator for a vehicle according to Embodiment 3 of the present invention, viewed from the rear in a state where a cover is removed.

17 is a plan view showing a control device for a motor generator for a vehicle according to Embodiment 3 of the present invention.

Fig. 18 is a sectional view taken along the line F-F of Fig. 16 .

Fig. 19 is a sectional view taken along the line G-G of Fig. 16 .

20 is a vertical cross-sectional view showing an overall configuration of a motor generator for a vehicle according to Embodiment 4 of the present invention.

21 is a circuit diagram for explaining the operation of the motor generator for a vehicle according to Embodiment 4 of the present invention.

22 is a rear end view of the motor generator for a vehicle according to Embodiment 4 of the present invention seen from the rear.

23 is a rear end view of the motor generator for a vehicle according to Embodiment 4 of the present invention, viewed from the rear in a state where a cover is removed.

24 is a plan view showing a control device for a motor generator for a vehicle according to Embodiment 4 of the present invention.

Fig. 25 is a sectional view taken along the line A-A of Fig. 23 .

Fig. 26 is a sectional view taken along the line B-B of Fig. 23 .

Fig. 27 is a cross-sectional view taken along line C-C of Fig. 23 .

28 is a longitudinal sectional view showing an overall configuration of a motor generator for a vehicle according to Embodiment 5 of the present invention.

29 is a rear end view of the motor generator for a vehicle according to Embodiment 5 of the present invention, viewed from the rear in a state where the cover is removed.

30 is a plan view showing a vehicle motor generator control device according to Embodiment 5 of the present invention.

Fig. 31 is a sectional view taken along the line D-D of Fig. 29 .

Fig. 32 is a sectional view taken along the line E-E of Fig. 29 .

33 is a vertical cross-sectional view showing an overall configuration of a motor generator for a vehicle according to Embodiment 6 of the present invention.

34 is a rear end view of the motor generator for a vehicle according to Embodiment 6 of the present invention seen from the rear.

35 is a rear end view of the motor generator for a vehicle according to Embodiment 6 of the present invention, viewed from the rear in a state where the cover is removed.

36 is a plan view showing a control device for a motor generator for a vehicle according to Embodiment 6 of the present invention.

Fig. 37 is a sectional view taken along the line F-F of Fig. 35 .

Fig. 38 is a sectional view taken along the line G-G of Fig. 35 .

Detailed ways

Embodiment 1

1 is a longitudinal sectional view showing the overall composition of a motor generator for a vehicle according to an embodiment of the present invention, FIG. 2 is a circuit diagram for explaining the operation of the motor generator for a vehicle according to Embodiment 1 of the present invention, and FIG. Fig. 4 is a rear end view of the vehicle motor generator according to Embodiment 1 of the present invention with the cover removed, and Fig. 5 shows the motor generator according to Embodiment 1 of the present invention. 6 is a sectional view taken along the line A-A of FIG. 4 , FIG. 7 is a sectional view taken along the line B-B of FIG. 4 , and FIG. 8 is a sectional view taken along the line C-C of FIG. 4 .

In FIGS. 1 to 3 , the motor 60 constituting a part of the vehicle motor generator 1 is equipped with an aluminum front case 2 and a rear case 3 having a plurality of vent window slits 2a, 3a, and is rotatable through a bearing 4. The shaft 5 supported on the front housing 2 and the rear housing 3, the rotor 6 fixed on the shaft 5, and the stator 9 arranged as a part of the rotor 6. The rotor 6 is equipped with an exciting coil 7 through which an exciting current flows to generate a magnetic flux, and a pole core 8 provided so as to cover the exciting coil 7 and form a magnetic pole by using the magnetic flux. Furthermore, the stator 9 is equipped with a stator core 10 configured to sandwich the front case 2 and the rear case 3 from both sides in the axial direction and surround the rotor 6 , and an armature coil 11 wound around the stator core 10 . This armature coil 11 is constituted by Y-connecting (star-connecting) a U-phase coil, a V-phase coil, and a W-phase coil.

In addition, fans 12 are welded to both axial end faces of pole core 8, and pulleys 13 are fixed to ends of shaft 5 protruding from front housing 2 with nuts. The brush holder 14 is attached to the rear case 3 so as to be located on the outer periphery of the end of the shaft 5 protruding from the rear case 3 . Further, the brush 15 is disposed in the brush holder 14 so as to be in sliding contact with a slip ring 16 attached to the end of the shaft 5 protruding from the rear case 3 . Accordingly, an exciting current is supplied from the outside to the exciting coil 7 through the brushes 15 and the slip rings 16 . A rotational position detection sensor 17 for vector control during electric driving is also arranged at the shaft end of the shaft 5 protruding from the rear housing 3 .

Also, in the vehicle motor generator 1, in addition to the above-mentioned motor 60, a control device 30 as a power semiconductor device is installed in the rear case 3 so that it is located at the end of the shaft 5 protruding from the rear case 3. peripheral.

Furthermore, the cover 18 is attached to the rear case 3 so as to cover the control circuit board 20 on which the control circuit 19 is mounted, the control unit 30 and the brush holder 14, thereby preventing the intrusion of foreign matter from the outside. A plurality of suction holes 18 a are also opened on the end surface and the side wall surface of the cover 18 . Open suction holes 2b, 3b around the shaft 5 on the end faces of the front casing 2 and the rear casing 3, and set up exhaust holes 2c, 3c on the sides of the front casing 2 and the rear casing 3.

As shown in FIG. 2 , the control device 30 includes upper arms 31 , 33 , and 35 each including three power MOSFETs 37 connected in parallel, and lower arms 32 , 34 , and 36 each including three power MOSFETs 38 connected in parallel. Furthermore, the sources of the three power MOSFETs 37 connected in parallel on the upper arm 33 are connected to the drains of the three power MOSFETs 38 connected in parallel on the lower arm 34 . In addition, the sources of the three power MOSFETs 37 connected in parallel on the upper arm 35 are connected to the drains of the three power MOSFETs 38 connected in parallel on the lower arm 36 . In this way, three sets of series-connected power MOSFETs 37 and 38 are connected in parallel to form the control device 30 . Here, power MOSFETs 37 and 38 are used as semiconductor elements, but semiconductor elements such as IGBTs may also be used.

Then, the intermediate point of the series-connected power MOSFETs 37 , 38 of the upper arm 31 and the lower arm 32 is connected to the end of the U-phase coil of the armature coil 11 through the AC wiring 21 . In addition, the intermediate point of the series-connected power MOSFETs 37 and 38 of the upper arm 33 and the lower arm 34 is connected to the end of the W-phase coil of the armature coil 11 through the AC wiring 21 . The intermediate point of the series-connected power MOSFETs 37 , 38 of the upper arm 35 and the lower arm 36 is also connected to the end of the V-phase coil of the armature coil 11 through the AC wiring 21 . Furthermore, the capacitor 22 is connected in parallel between the upper and lower arms to smooth voltage fluctuations caused by switching of the power MOSFETs 37 and 38 . Then, the positive electrode side terminal and the negative electrode side terminal of the storage battery 23 are electrically connected to the positive electrode side and the negative electrode side of the control device 30 through the DC wiring 24 , respectively. In addition, the negative electrode of the vehicle motor generator 1 and the negative electrode of the battery 23 may be indirectly connected from a separate location such as a frame of the vehicle.

In the vehicle motor generator 1 configured in this way, the control circuit 19 controls the switching operation of the control device 30 . Furthermore, the control circuit 19 controls the field current control circuit 26 to adjust the field current flowing through the field coil 7 of the rotor 6 . The control circuit 19 also has the function of an inverter for electric power of the vehicle motor generator 1 and the function of a rectifier for power generation.

Here, when the engine is started, DC power is supplied from the battery 23 to the control device 30 through the DC wiring 24 . Then, the control circuit 19 mounted on the control circuit board 20 performs on-off control of the power MOSFETs 37 and 38 of the control device 30 to convert direct current into three-phase alternating current. This three-phase AC power is supplied to the armature coil 11 through the AC wiring 21 . Then, a rotating magnetic field is supplied around the field coil 7 of the rotor 6 supplied with field current by the field current control circuit 26 , and the rotor 6 is rotationally driven. The rotational torque of the rotor 6 is transmitted to the engine through the shaft 5, the pulley 13, and a belt (not shown), and the engine is ignited and started.

On the other hand, when the engine is started, the rotational torque of the engine is transmitted to the vehicle motor generator 1 through the crank pulley, the belt, and the pulley 13 . As a result, the rotor 6 is rotated, and a three-phase AC voltage is induced in the armature coil 11 . Therefore, the control circuit 19 performs on-off control of the power MOSFETs 37 and 38 of the control device 30 , converts the three-phase AC power induced in the armature coil 11 into DC power, and supplies it to the battery 23 or the electric load 25 .

Next, the configuration of the control device 30 will be described with reference to FIGS. 4 to 8 .

The first heat sink 39 is made of copper and subjected to electroplating treatment, and the formed shape has a substantially fan-shaped (C-shaped) plate-shaped base portion 39a, and two circumferential ends of the base portion 39a and the base portion divided into three in the circumferential direction. The surface of the base portion 39a at the four locations of the portion 39a extends to the flange portion 39b on the outer peripheral side. Furthermore, nine N-channel MOSFETs 37 are mounted with their source terminals 37S and gate terminals 37G facing radially outward, and their drains are connected to the surface (mounting surface) of the base portion 39a of the first radiator 39 with Pb-free solder. ), and lined up in the circumferential direction. A plurality of ventilation holes 51a are also opened so as to penetrate through the surface of the base portion 39a. Here, the power MOSFET 37 corresponds to the first switching element.

In addition, the first circuit board 44 is produced by insert molding six embedded conductors 49a to 49f, and the shape formed has a substantially fan-shaped (C-shaped) plate-shaped base 44a, and two peripheral conductors from the base 44a. The outer peripheral surface of the base 44a at the portion that divides the base 44a into three equal portions in the circumferential direction extends to the flange 44b on the outer peripheral side. The base portion 44a and the flange portion 44b constitute a first insulating resin. In this first circuit board 44 , the base portion 44 a is disposed along the outer periphery of the base portion 39 a of the first heat sink 39 , and the flange portion 44 b is disposed in close contact with the back surface of the flange portion 39 b of the first heat sink 39 . In addition, the embedded conductors 49a, 49c, and 49e correspond to the first electrode member.

The first to third separate heat sinks 41 to 43 are formed on substantially the same scale, are each made of copper, are plated, and are formed in an arcuate plate shape larger than the base portion 44 a of the first circuit board 44 . Furthermore, a plurality of ventilation holes 51b are opened so as to penetrate through the front and back of the first to third separation radiators 41 to 43 . An N-channel type MOSFET 38 is also mounted with its source terminal 38S and gate terminal 38G facing radially outward, and its drain is connected to the respective surfaces of the first to third separate heat sinks 41 to 43 with Pb-free solder (mounting Surface), and every 3 are arranged in a row in the circumferential direction. Then, the first to third separate heat sinks 41 to 43 are arranged in a row in the circumferential direction to form a substantially fan-shaped (C-shaped) second heat sink 40 that is larger than the base portion 44 a of the first circuit board 44 . Here, the power MOSFET 38 corresponds to the second switching element. In addition, predetermined gaps are formed between the base portion 44 a of the first circuit board 44 and the first to third separate heat sinks 41 to 43 .

Also, the second circuit board 45 is produced by insert molding six embedded conductors 50a to 50f, and the formed substantially fan-shaped (C-shaped) has a base 45a along the outer periphery of the second heat sink 40, and a base 45a extending from the periphery of the base 45a. The rear surface of the base portion 45a extends to the flange portion 45b on the inner peripheral side at two ends in the circumferential direction and the portion that divides the base portion 45a into three equal portions in the circumferential direction. The base portion 45a and the flange portion 45b constitute a second insulating resin. In addition, the embedded conductors 50a, 50c, and 50e correspond to the second electrode member.

Then, the second circuit board 45 has the flange portion 45b in close contact with the end surface of the rear case 3, and is arranged substantially in a fan shape centered on the axis of the rear case 3. As shown in FIG. Also, arrange the first to third separate radiators 41 to 43 so that their mounting surfaces are facing outward in the axial direction, and their respective two ends are mounted on the flange portion 45b, close to the inner peripheral side of the base portion 45a and close to the rear case. The axis of 3 is the center, and they are arranged in a substantially fan-like shape. The mounting surfaces of the first to third separate heat sinks 41 to 43 are located on the same surface as the surface of the base portion 45a. Furthermore, the first circuit board 44 is arranged such that each flange portion 44b faces the flange portion 45b of the second circuit board 45 via the first to third heat sinks 41 to 43 . Also, the first heat sink 39 is arranged so that the mounting surface of the base 39a faces outward in the axial direction, the flanges 39b are mounted on the flange 44b of the first circuit board 44, and the base 39a is brought close to the first circuit board 44. The inner peripheral side of the base 44a.

Furthermore, three flange portions 39b of the first heat sink 39 other than the other end side in the circumferential direction, three flange portions 44b of the first circuit board 44 other than the other end side in the circumferential direction, the first to One circumferential end side of each of the third separate heat sinks 41 to 43 and three flange portions 45 b of the second circuit board 45 excluding the other circumferential end end overlap each other in the axial direction, and are integrated by mounting bolts 47 . Clamp and fix on the rear case 3. An output terminal bolt 48 as an external output terminal is attached so as to pass through the flange portion 39b at the other end side in the circumferential direction of the first heat sink 39 from the back side, and protrude axially outward from the cover 18 . Also, the terminal 46 is fitted between the head of the output terminal bolt 48 and the flange portion 39b. The flange portion 44b of the first circuit board 44 is installed between the output terminal bolt 48 and the third separation heat sink 43, and both are electrically insulated.

As a result, the first to third separate radiators 41 to 43 are separated from the wall surface of the rear case 3 by a portion of the thickness of the flange portion 45b of the second circuit board 45 except for the two ends in the axial direction, so as to form a cooling system. wind wind road. Furthermore, the base portion 44a of the first circuit board 44 is disposed on the inner peripheral side, and a predetermined gap is ensured between the first to third separate heat sinks 41 to 43 . Also, the base portion 39a of the first heat sink 39 is arranged on the inner peripheral side thereof, so as to be in close contact with the base portion 44a of the first circuit board 44 . Then, the back of the base 45a of the second circuit board 45, the backs of the first to third separate heat sinks 41-43, the back of the base 44a of the first circuit board 44, and the back of the base 39a of the first heat sink 39 are identical. face position. That is, the base portion 45a of the second circuit board 45, the first to the third separate heat sinks 41-43, the base portion 44a of the first circuit board 44, and the base portion 39a of the first heat sink 39 are arranged at right angles to the axis center of the shaft 5. On the same plane as the shaft 5, they are concentrically arranged in the radial direction, and are arranged in a substantially fan-like shape with the axis of the shaft 5 as the center.

In addition, two embedded conductors 49a, 49c are insert-molded on the first circuit board 44 so that one end is exposed on the surface of one end side in the circumferential direction of the first circuit board 44, and the other end is connected to the three power MOSFETs 37 constituting the upper arms 31, 35 respectively. The surface of the region corresponding to the source terminal 37S is exposed. Two embedded conductors 49b, 49d are insert-molded on the first circuit board 44 so that one end is exposed on the surface of one end side in the circumferential direction of the first circuit board 44, and the other end is connected to the gates of the three power MOSFETs 37 constituting the upper arms 31, 35, respectively. The surface of the region corresponding to the extreme terminal 37G is exposed. The exposed surfaces of the other end sides of the embedded conductors 49 a to 49 d are positioned on the same surface as the mounting surface of the first heat sink 39 . Then, the source terminal 37S and the gate terminal 37G of the three power MOSFETs 37 constituting the upper arms 31 and 35 are soldered to the exposed surfaces of the corresponding embedded conductors 49 a to 49 d.

In addition, two embedded conductors 49e, 49f are insert-molded on the first circuit board 44 so that one end thereof is exposed on the surface of the other end side in the circumferential direction of the first circuit board 44, and the other end is connected to the three power MOSFETs 37 constituting the upper arm 33 respectively. The surface of the region corresponding to the source terminal 37S is exposed. The exposed surface on the other end side of the embedded conductors 49 e and 49 f is located on the same surface as the mounting surface of the first heat sink 39 . Then, the source terminal 37S and the gate terminal 37G of the three power MOSFETs 37 constituting the upper arm 33 are soldered to the exposed surfaces of the corresponding embedded conductors 49e and 49f.

And each embedded conductor 49a, 49c, 49e is branched, and it exposes to the back surface of the flange part 44b of three places except the other end side of the circumferential direction of the 1st circuit board 44. As shown in FIG. These embedded conductors 49a, 49c, 49e are respectively attached to the first separate heat sink 41, the third separate heat sink 43, and the second separate heat sink 42 by the tightening force of the mounting bolts 47, and are electrically connected.

On the other hand, in the second circuit board 45, two embedded conductors 50a, 50c are insert-molded on the second circuit board 45 so that one end is exposed on the surface of one end side of the second circuit board 45 in the circumferential direction, and the other ends are formed separately. The surface of the region of the base portion 45 a corresponding to the source terminal 38S of the three power MOSFETs 38 of the lower arms 32 and 36 is exposed. Two embedded conductors 50b, 50d are insert-molded on the second circuit board 45, so that one end is exposed on the surface of one end side in the circumferential direction of the second circuit board 45, and the other end is connected to the three power MOSFETs 38 constituting the lower arms 32, 36 respectively. The surface of the region of the base portion 45 a corresponding to the gate terminal 38G is exposed. Then, the source terminal 38S and the gate terminal 38G of the three power MOSFETs 38 constituting the lower arms 32 and 36 are soldered to the exposed surfaces of the corresponding embedded conductors 50 a to 50 d.

In addition, two embedded conductors 50e, 50f are insert-molded on the second circuit board 45, so that one end is exposed on the surface of the other end side in the circumferential direction of the second circuit board 45, and the other end is connected to the three power MOSFETs 38 respectively constituting the lower arm 34. The surface of the base 45a region corresponding to the gate terminal 38G is exposed. Then, the source terminal 38S and the gate terminal 38G of the three power MOSFETs 38 constituting the lower arm 34 are soldered to the exposed surfaces of the corresponding embedded conductors 50e and 50f.

Then, each of the embedded conductors 50 a and 50 c is branched to expose the back surface of the two flange portions 45 b on the one end side in the circumferential direction of the second circuit board 45 . The embedded conductor 50e is also branched to expose the back surface of the flange portion 45b at two places on the other end side in the circumferential direction of the second circuit board 45 . These embedded conductors 50a, 50c, 50e are respectively pressed against the wall surface of the rear case 3 by the fastening force of the mounting bolts 47, and are electrically connected.

The control device 30 configured in this way is clamped and fixed to the end surface of the rear case 3 by three mounting bolts 47 , and is arranged in a substantially fan-like shape toward the outer periphery of the shaft 5 . Then, a control circuit circuit board 20 having a control circuit 19 for controlling the operation of the power MOSFET 37 and 38 or a control circuit 19 for a driver, and a brush holder with an excitation current control circuit 26 for controlling the excitation current of the excitation coil 7 or a capacitor 22 are installed. 14 , arranged in a substantially fan-shaped cutout of the control device 30 .

Furthermore, the drains of the power MOSFETs 37 constituting the upper arms 31 , 33 , and 35 are electrically connected to the output terminal bolts 48 through the first heat sink 39 , and are inserted into the brush holder 14 through the terminals 46 . The source terminals 38S of the power MOSFETs 38 constituting the lower arms 32 , 34 , and 36 are electrically connected to the rear case 3 through embedded conductors 50 a , 50 c , and 50 e.

Also, the source terminals 37S of the MOSFETs 37 constituting the upper arms 31, 33, and 35 are electrically connected to the first circuit board 44 through the exposed surfaces of the embedded conductors 49a, 49c, and 49e exposed on the back surface of the flange portion 44b of the first circuit board 44, respectively. 1 to 3 separate radiators 41-43. Then, lead wires (AC wiring 21 ) of the U-phase coil, V-phase coil, and W-phase coil of the armature coil 11 are soldered to the first to third separate radiators 41 to 43 , respectively.

Furthermore, the source terminals 37S, 38S and the gate terminals 37G, 38G of the power MOSFETs 37, 38 are passed through both circumferential ends of the first and second circuit boards 44, 45 of the embedded conductors 49a-49f, 50a-50f. The exposed part is electrically connected to the control circuit 19.

Therefore, when the rear fan 12 is driven to rotate with the rotation of the rotor 6, cooling air is sucked into the cover 18 through the air intake hole 18a. Then, the cooling air sucked into the cover 18 flows into the rear casing 3 from the suction hole 3b, is bent to the centrifugal direction by the fan 12, and is discharged from the exhaust hole 3c.

At this time, the cooling air flows as indicated by arrows Fa to Fd in FIG. 1 . That is, as shown by the arrow Fa, the cooling air flowing in from the air intake hole 18a provided on the end surface of the cover 18 flows radially inward along the surface of the base portion 39a of the first radiator 39, and flows inward in the first radiator 39. It passes between the shaft 5 and flows to the rear housing 3 side. And, as shown by the arrow Fb, part of the cooling air that flows in from the air intake hole 18a opened on the end surface of the cover 18 passes between the first radiator 39 and the second radiator 40, and flows into the rear cabinet. 3 sides.

Also, as shown by the arrow Fc, the cooling air flowing in from the air intake hole 18a provided on the side surface of the cover 18 passes between the first radiator 39 and the second radiator 40, and flows into the rear cabinet 3. side. Also, as indicated by the arrow Fd, part of the cooling air flowing in from the air intake hole 18a provided on the side surface of the cover 18 passes between the second radiator 40 and the wall surface of the rear case 3, and flows radially inward. flow. Then, the cooling air flowing through each air passage flows into the rear cabinet 3 through the air intake hole 3b, is bent in a centrifugal direction by the fan 12, and is discharged from the exhaust hole 3c. This cools the power MOSFETs 37 and 38, the first and second heat sinks 39 and 40, and the control circuit board 20, and further cools the rear coil terminal of the armature coil 11 and the exhaust window slit 3a.

Also, when the front fan 12 is driven to rotate, cooling air is sucked into the front case 2 through the air intake hole 2b. Then, the cooling air sucked into the front case 2 is bent to the centrifugal direction by the fan 12 and discharged from the exhaust hole 2c. Thereby, the front coil terminal of the armature coil 11 and the exhaust window slit 2a are cooled.

According to Embodiment 1, since the first heat sink 39, the first circuit board 44, the second heat sink 40, and the second circuit board 45 are arranged in one layer in the axial direction of the shaft 5, the shaft of the control device 30 can be reduced. In terms of size, the motor generator 1 for a vehicle is miniaturized.

Moreover, since the axial dimension of the control device 30 can be reduced, even under the constraints of the limited axial dimension of the vehicle motor generator 1, sufficient cooling air passages can be ensured, thereby ensuring the most cooling power for the load. Sufficient cooling of the first heat sink 39 and the second heat sink 40 of the MOSFETs 37 and 38 . Also, in the limited axial dimension, the fins can be arranged to extend axially from the first radiator 39 and the second radiator 40 to ensure the best fit of the first radiator and the second radiator 39,40. Optimum surface area and volume.

Furthermore, regarding the radial flow of the cooling air, since the cooling air flows along both surfaces of the first radiator 39 and the second radiator 40 without interfering with each other, effective heat dissipation can be performed.

Again, because the cooling wind flows between the two surfaces of the first radiator 39, the first radiator 39 and the second radiator 40, and then the two surfaces of the second radiator 40 without hysteresis, the wind resistance is small, and the cooling air can be cooled. Enhanced performance and reduced wind noise.

Furthermore, since the ventilation holes 51a, 51b are formed to pass through the front and back of the first radiator 39 and the second radiator 40, the cooling air flowing in the axial direction and the radial direction flows through the ventilation holes 51a, 51b. Therefore, the wind resistance is small, the air volume can be increased, and the wind noise can be reduced.

Also, since a space is formed between the first heat sink 39 and the second heat sink 40 having different potentials, and the base 44a (that is, the insulating member) of the first circuit board 44 separates the two, there is no foreign matter. Or conductive deposits remain, ensuring high insulation and preventing leakage or electrical corrosion between different potentials.

Furthermore, since the output terminal bolts 48 protrude axially outward from the rear end of the motor generator 1 for a vehicle, it is convenient to install and connect wiring to external parts such as the battery 23 if there is space behind the vehicle.

Moreover, since the second heat sink 40 is located on the outer diameter side of the first heat radiation fin 39, the electrical connection with the armature coil 11 of the stator 9 is facilitated.

Moreover, since the first and second heat sinks 39, 40 and the first and second circuit boards 44, 45 are assembled, they are integrally clamped and fixed on the end surface of the rear case 3 by the mounting bolts 47. , thus obtaining high vibration resistance.

Also, the second heat sink 40 is fixed to the end surface of the rear case 3 via the flange portion 45 b of the second circuit board 45 . Therefore, since the heat of the power MOSFET 38 is thermally conducted to the rear case 3 through the second heat sink 40 and the flange portion 45b, the power MOSFET 38 is effectively cooled.

Furthermore, the surface of the base portion 45a is positioned on the same surface as the mounting surfaces of the first to third separate heat sinks 41 to 43, and the other end sides of the embedded conductors 50a to 50f are exposed to the source terminal 38S and the gate terminal of the power MOSFET 38. The terminal 38G corresponds to the surface of the region of the base portion 45a, and the source terminal 38S and the gate terminal 38G of the power MOSFET 38 are soldered to the exposed surfaces of the corresponding embedded conductors 50a to 50f. Therefore, the source terminal 38S and the gate terminal 38G of the power MOSFET 38 can be directly and easily connected to the embedded conductors 50a to 50f, and the size can be reduced.

In addition, the embedded conductors 50a, 50c, and 50e electrically connected to the source terminal 38S of the power MOSFET 38 are insert-molded on the second circuit board 45 so that they are exposed on the back surface of the flange portion 45b, and the fastening force of the mounting bolt 47 is utilized. Make it touch the end face of the rear case 3. Therefore, there is no need for a connecting electrode member connecting the embedded conductors 50a, 50c, 50e and the rear case 3, reducing the number of components in this part, reducing weight and cost, and simplifying the connecting process. Since the rear case 3 is also used as the ground of the vehicle motor generator 1, an electrode member having a negative potential is not required, the number of parts is reduced, and weight and cost can be reduced. In addition, since the source terminal 38S of the power MOSFET 38 is connected to the rear case 3 through the embedded conductors 50a, 50c, and 50e, the heat of the power MOSFET 38 is directly transferred to the low-temperature rear case 3 without intervening air, thereby suppressing the temperature of the power MOSFET 38 raised.

Here, the flange portion 39b for mounting the output terminal bolt 48 is provided to extend radially outward from the base portion 39a of the first heat sink 39 so as to be positioned on the second heat sink 40, so that the first heat sink 39 is reduced in size. Cooling area. Therefore, it is preferable to make the radial width of the base portion 39 a of the first heat sink 39 larger than the radial width of the base portion of the second heat sink 40 . As a result, the heat radiation area of the first heat sink 39 is increased, thereby preventing deterioration of the cooling performance of the first heat sink 39 due to the attachment of the output terminal bolt 48 . Therefore, the cooling efficiency of the first heat sink 39 is substantially equal to the cooling efficiency of the second heat sink 40, and the power MOSFETs 37, 38 mounted on the first and second heat sinks 39, 40 can be cooled to substantially the same temperature. Furthermore, since the rigidity of the first heat sink 39 is large, it is advantageous in terms of strength against external forces from external connection lines. Therefore, even if an external force or vibrational stress acts on the first heat sink 39 when external parts such as the battery 32 are attached to the output terminal bolt 48, the first heat sink 39 can be prevented from breaking.

Embodiment 2

9 is a longitudinal sectional view showing the overall configuration of the motor generator for vehicles according to Embodiment 2 of the present invention, and FIG. 10 is a rear end face of the motor generator for vehicles according to Embodiment 2 of the present invention, viewed from the rear in a state where the cover is removed. 11 is a plan view showing a vehicle motor generator control device according to Embodiment 2 of the present invention, FIG. 12 is a sectional view taken along the line D-D of FIG. 10 , and FIG. 13 is a sectional view taken along the line E-E of FIG. 10 .

In FIGS. 9 to 13 , in the control device 30A, the second circuit board 45A is formed to have a substantially fan-like L-shaped cross section consisting of a base portion 45 a and a flange portion 45 b. Moreover, the first to third separate heat sinks 41 to 43 constituting the second heat sink 40 are arranged in a substantially fan-like shape, and molded integrally with the second circuit board 45A so that the respective surfaces and inner peripheral wall surfaces are exposed. . Then, the surfaces of the first to third separate heat sinks 41 to 43 arranged in a substantially fan shape are at the same position as the surface of the base portion 45a of the second circuit board 45A, and the first to third separate heat sinks are covered by the flange portion 45b. 41-43 on the back.

In addition, six embedded conductors 50a to 50f are insert-molded on the second circuit board 45A, but some of the embedded conductors 50a, 50c, and 50e protrude from the base 45a near the connection protrusion 54 vertically provided on the end surface of the rear case 3. to the outside in the radial direction, instead of being exposed on the back side of the flange portion 45d. Furthermore, the protrusions 52 of the embedded conductors 50 a , 50 c , and 50 e are clamped and fixed to the connection protrusions 54 of the rear case 3 by screws 53 .

The other composition is the same as that of Embodiment 1 above.

In this vehicle motor generator 1A, the second circuit board 45A and the first to third separate radiators 41 to 43 are arranged on the end surface of the rear case 3 so that the axis of the rear case 3 is centered in a substantially fan-shaped arrangement. . And the 1st circuit board 44 is arrange|positioned so that it may oppose the flange part 45b of 2nd circuit board 45A via the 1st - 3rd separation heat sink 41-43. The first heat sink 39 is also arranged so that each flange portion 39b is placed on the flange portion 44b of the first circuit board 44 , and the base portion 39a is placed close to the inner peripheral side of the base portion 44a of the first circuit board 44 .

Furthermore, three flange portions 39b of the first heat sink 39 other than the other end side in the circumferential direction, three flange portions 44b of the first circuit board 44 other than the other end side in the circumferential direction, the first to One circumferential end side of each of the third separate heat sinks 41 to 43 overlaps with the flange portion 45 b of the second circuit board 45A in the axial direction, and is clamped and fixed to the rear case 3 by mounting bolts 47 . An output terminal bolt 48 is also attached so as to pass through the flange portion 39b on the other end side in the circumferential direction of the first heat sink 39 from the back side, and protrude axially outward from the cover 18 . Furthermore, the protruding portions 52 of the embedded conductors 50 a , 50 c , and 50 e are clamped and fixed to the connecting protrusions 54 of the rear case three by screws 53 . Furthermore, the terminal 46 is installed between the head of the output terminal bolt 48 and the flange portion 39b. The flange part 44b of the 1st circuit board 44 is installed between the output terminal bolt 48 and the 3rd separation heat sink 43, and both are electrically insulated (not shown).

In the vehicle motor generator 1A thus constituted, the flange portion 45b is in close contact with the end face of the rear case 3 over the entire circumferential region of the second circuit board 45A, except for the cooling air flows Fa to Fc shown in FIG. 1 . The control device 30A is also cooled by heat transfer to the rear case 3 through the flange portion 45b of the second circuit board 45A.

In Embodiment 2, since the first heat sink 39, the first circuit board 44, the second heat sink 40, and the second circuit board 45A are arranged in one layer in the axial direction of the shaft 5, the shaft of the control device 30A can be reduced. In terms of dimensions, the same effects as those of Embodiment 1 described above can be obtained.

Furthermore, as in Embodiment 1, since the first heat sink 39, the first circuit board 44, the second heat sink 40, and the second circuit board 45A are arranged in one layer in the axial direction of the shaft 5, the air resistance is reduced. The air volume of the cooling air increases. Then, the heat of the power MOSFET 38 is conducted from the second heat sink 40 to the rear case 3 through the flange portion 45b of the second circuit board 45A, and is cooled by the cooling air through the exhaust window slit 3a. Therefore, the flow rate of the cooling air increases to increase the amount of heat transfer to the rear case 3, so the multiplication of both increases the amount of heat exchange from the rear case 3 and suppresses the temperature rise of the control device 30A. .

Also, since the second heat sink 40 (the first to third separate heat sinks 41 to 43 ) and the second circuit board 45A are integrally molded, high vibration resistance is obtained, and the number of components is reduced to facilitate mounting.

And the flange part 45b of 45 A of circuit boards is formed in substantially fan shape. Therefore, the heat of the power MOSFET 38 is directly transferred to the low-temperature rear case 3 through the second heat sink 40 and the flange portion 45b, and the temperature rise of the power MOSFET 38 is suppressed. Also, the wide area of the substantially fan-shaped flange portion 45b contacts the end surface of the rear case 3 and clamps and fixes the first heat sink 39, the second heat sink 40, the first and the second circuit boards 44 and 45A, resulting in higher vibration resistance.

Furthermore, in the prior art, the drain and the source (ground) of the lower arm are not on the same plane, and a connection member for spatial connection is required, resulting in an increase in size. However, in Embodiment 2, the protrusions 52 of the embedded conductors 50a, 50c, and 50e protrude outward from the base 45a at substantially the same height near the connection protrusion 54 of the rear case 3 . Therefore, the length of the embedded conductors 50a, 50c, 50e is short, and the connection of the protruding portion 52 and the connection protrusion 54 is facilitated. That is, according to this second embodiment, a large connecting member required in the prior art is unnecessary, and miniaturization can be achieved.

Embodiment 3

14 is a longitudinal sectional view showing the overall composition of the motor generator for vehicles according to Embodiment 3 of the present invention, FIG. 15 is a rear end view of the motor generator for vehicles according to Embodiment 3 of the present invention viewed from the rear, and FIG. 17 is a plan view showing a control device for a vehicle motor generator according to Embodiment 3 of the present invention. FIG. 16 is a sectional view taken along the line F-F, and FIG. 19 is a sectional view taken along the line G-G in FIG. 16 .

14 to 19, in the control device 30B, the first to third separate radiators 41 to 43 constituting the second radiator 40 are arranged in a substantially fan-like (C-shape) on the outer periphery of the first radiator 39, and together with The first heat sink 39 is integrally molded in the circuit board 55 together. This circuit board 55 is shaped into a substantially fan-shaped (C-shaped) shape, wherein there is a substantially fan-shaped (C-shaped) base portion 55a along the outer periphery of the base portion 39a of the first heat sink 39, both ends in the circumferential direction from the base portion 44a and The outer peripheral surface of the four bases 55a that divides the portion of the base 55a into three equal parts in the circumferential direction extends to the flange 55b on the outer peripheral side, the substantially fan-shaped (C-shaped) base 55c along the outer circumference of the second fin 40, and the The back surface of the base portion 55c extends to the inner peripheral side and is connected to the flange portion 55d on the back surface of the base portion 55a. Base parts 55a, 55c and flange parts 55b, 55d correspond to insulating resin.

Furthermore, the first to third separate heat sinks 41 to 43 have their outer peripheral walls covering the base 55c, their backs covering the flange 55d, and their inner peripheral walls covering the base 55a, and their respective surfaces are exposed at the same level as the base 55c. . In addition, four portions of the flange portion 55b in the circumferential direction are extended from the base portion 55a to the surfaces of the first to third split radiators 41 to 43 . Also, the outer peripheral wall surface of the first heat sink 39 covers the base portion 55a. In this way, the circuit board 55 is constituted by integrating the first circuit board 44 and the second circuit board 45A.

The other composition is the same as that of Embodiment 2 above.

Similar to Embodiment 2 above, in this control device 30B, embedded conductors 49a to 49f of 6 are insert-molded at the base portion 55a and flange portion 55b, and embedded conductor 50a of 6 is insert-molded at the base portion 55c and flange portion 55d. ~50f.

In this vehicle motor generator 1B, the first and second radiators 39 and 40 integrated by the circuit board 55 are disposed on the end surface of the rear case 3 in a substantially fan-like manner centered on the axis of the rear case 3. . Furthermore, the flange portions 39b at three locations of the first heat sink 39 except the other end side in the circumferential direction, the flange portions 55b at three locations except the other end side in the circumferential direction of the circuit board 55, the first to third One circumferential end side of each of the separate heat sinks 41 to 43 and the flange portion 55 d of the circuit board 55 are clamped and fixed to the rear case 3 by mounting bolts 47 , respectively. An output terminal bolt 48 is also attached so as to pass through the flange portion 39b on the other end side in the circumferential direction of the first heat sink 39 from the back side, and protrude axially outward from the cover 18 . Furthermore, the protruding portions 52 of the embedded conductors 50 a , 50 c , and 50 e are clamped and fixed to the connecting protrusions 54 of the rear case three by screws 53 . Furthermore, the terminal 46 is installed between the head of the output terminal bolt 48 and the flange portion 39b.

In vehicle motor generator 1B thus constituted, in addition to cooling air flows Fa to Fc shown in FIG. 1 , heat is transferred to rear case 3 via flange portion 55D of circuit board 55 to cool control device 30B.

In this third embodiment, the first heat sink 39 , the circuit board 55 , and the second heat sink 40 are arranged in one layer in the axial direction of the shaft 5 , so that the same effects as those of the above-mentioned first embodiment are obtained.

Furthermore, since the first heat sink 39 and the second heat sink 40 (the first to third separate heat sinks 41 to 43) and the circuit board 55 are molded and integrated, high vibration resistance is obtained and the number of components is reduced. Easy to assemble. The heat of the power MOSFETs 37 and 38 is also dissipated through the insulating resin of the circuit board 55, so that the heat balance is good.

Moreover, the wide area of the substantially fan-shaped flange portion 55d contacts the end surface of the rear case 3 and clamps and fixes the first heat sink 39, the second heat sink 40 and the circuit board 55, thereby obtaining higher vibration resistance. sex.

Furthermore, in the above-mentioned Embodiments 1 to 3, the upper arm 31, 33, 35 and the lower arm 32, 34, 36 are described as being connected in parallel with three power MOSFETs 37, 38, but the number of power MOSFETs 37, 38 connected in parallel It is not limited to 3, and can be appropriately set according to the output capacity of the required vehicle motor generator, the maximum capacity of the semiconductor element, and the allowable temperature. For example, the number of parallel-connected power MOSFETs 37, 38 can be 2 or 4, 1 A power MOSFET 37, 38 is also possible.

In addition, in the first to third embodiments described above, the output terminal bolts 48 are mounted so as to protrude in the axial direction, but the output terminal bolts may be mounted so as to protrude in the radial direction.

Embodiment 4

20 is a longitudinal sectional view showing the overall configuration of the vehicle motor generator according to Embodiment 4 of the present invention, FIG. 21 is a circuit diagram for explaining the operation of the vehicle motor generator according to Embodiment 4 of the present invention, and FIG. 22 is viewed from the rear. A rear end view of the motor generator for vehicles according to Embodiment 4 of the present invention. FIG. 23 is a rear end view of the motor generator for vehicles according to Embodiment 4 of the present invention when the cover is removed, and FIG. 24 shows 25 is a sectional view taken along the line A-A of FIG. 23 , FIG. 26 is a sectional view taken along the line B-B of FIG. 23 , and FIG. 27 is a sectional view taken along the line C-C of FIG. 23 .

In FIGS. 20 to 22 , the motor 160 constituting a part of the vehicle motor generator 101 is equipped with an aluminum front case 2 and a rear case 3 having a plurality of louver slits 2a, 3a, and is rotatable via a bearing 4. The shaft 5 supported on the front case 2 and the rear case 3, the rotor 6 fixed on the shaft 5, and the stator 9 configured to surround the rotor 6. This rotor 6 is equipped with a field coil 7 through which a field current flows and generates a magnetic flux, and a pole core 8 provided so as to cover the field coil 7 and to form a magnetic pole using the magnetic flux. Furthermore, the stator 9 is equipped with a stator core 10 configured to sandwich the front case 2 and the rear case 3 from both axial sides and surround the rotor 6 , and an armature coil 11 wound on the stator core 10 . This armature coil 11 is configured by Y-connecting (star-connecting) a U-phase coil, a V-phase coil, and a W-phase coil.

In addition, fans 12 are welded to both axial end faces of pole core 8, and pulleys 13 are fixed to ends of shaft 5 protruding from front housing 2 with nuts. The brush holder 14 is attached to the rear case 3 so as to be located on the outer periphery of the end of the shaft 5 protruding from the rear case 3 . Further, the brush 15 is disposed in the brush holder 14 so as to be in sliding contact with a slip ring 16 attached to the end of the shaft 5 protruding from the rear case 3 . Accordingly, an exciting current is supplied from the outside to the exciting coil 7 through the brushes 15 and the slip rings 16 . A rotational position detection sensor 17 for vector control during electric driving is also arranged at the shaft end of the shaft 5 protruding from the rear housing 3 .

Also, in the vehicle motor generator 101, in addition to the above-mentioned motor 160, the control device 130 as a power semiconductor device is installed in the rear case 3 so that it is positioned at the end of the shaft 5 protruding from the rear case 3. peripheral.

Furthermore, the cover 118 is attached to the rear case 3 so as to cover the control circuit board 120 on which the control circuit 119 is mounted, the control device 130 and the brush holder 14 to prevent the intrusion of foreign matter from the outside. A plurality of suction holes 118a are also opened on the end surface and the side wall surface of the cover 118 . Open suction holes 2b, 3b around the shaft 5 on the end faces of the front casing 2 and the rear casing 3, and set up exhaust holes 2c, 3c on the sides of the front casing 2 and the rear casing 3.

As shown in FIG. 21 , the control device 130 includes upper arms 131 , 133 and 135 formed by connecting four power MOSFETs 37 in parallel, and lower arms 132 , 134 and 136 formed by connecting four power MOSFETs 38 in parallel. Furthermore, the sources of the four parallel-connected power MOSFETs 37 of the upper arm 133 are connected to the drains of the parallel-connected four power MOSFETs 38 of the lower arm 134 . In addition, the sources of the four parallel-connected power MOSFETs 37 of the upper arm 135 are connected to the drains of the parallel-connected four power MOSFETs 38 of the lower arm 136 . In this way, three sets of power MOSFETs 37 and 38 connected in series are connected in parallel to +, thereby constituting the control device 130 . Here, power MOSFETs 37 and 38 are used as semiconductor elements, but semiconductor elements such as IGBTs may also be used.

Then, the intermediate point of the series-connected power MOSFETs 37 , 38 of the upper arm 131 and the lower arm 132 is connected to the end of the U-phase coil of the armature coil 11 through the AC wiring 21 . In addition, the intermediate point of the series-connected power MOSFETs 37 and 38 of the upper arm 133 and the lower arm 134 is connected to the end of the W-phase coil of the armature coil 11 through the AC wiring 21 . The intermediate point of the series-connected power MOSFETs 37 , 38 of the upper arm 135 and the lower arm 136 is also connected to the end of the V-phase coil of the armature coil 11 through the AC wiring 21 . Furthermore, the capacitor 22 is connected in parallel between the upper and lower arms to smooth voltage fluctuations caused by switching of the power MOSFETs 37 and 38 . Then, the positive-side terminal and the negative-side terminal of the storage battery 23 are electrically connected to the positive side and the negative side of the control device 130 through the DC wiring 24 , respectively. In addition, the negative electrode of the motor generator 1 for a vehicle and the negative electrode of the battery 23 may be indirectly connected from a separate location such as a frame of the vehicle.

In vehicle motor generator 101 configured in this way, control circuit 119 controls the switching operation of control device 130 . Furthermore, the control circuit 119 controls the field current control circuit 26 to adjust the field current flowing through the field coil 7 of the rotor 6 . The control circuit 119 also has the function of an inverter for electric power of the vehicle motor generator 101 and the function of a rectifier for power generation.

Here, when the engine is started, DC power is supplied from the battery 23 to the control device 30 through the DC wiring 24 . Then, the control circuit 119 mounted on the control circuit board 120 performs on-off control of the power MOSFETs 37 and 38 of the control device 130 to convert the direct current into three-phase alternating current. This three-phase AC power is supplied to the armature coil 11 through the AC wiring 21 . Then, a rotating magnetic field is supplied around the field coil 7 of the rotor 6 supplied with field current by the field current control circuit 26 , and the rotor 6 is rotationally driven. The rotational torque of the rotor 6 is transmitted to the engine through the shaft 5, the pulley 13, and a belt (not shown), and the engine is ignited and started.

On the other hand, when the engine is started, the rotational torque of the engine is transmitted to the vehicle motor generator 101 through the crank pulley, the belt, and the pulley 13 . As a result, the rotor 6 is rotated, and a three-phase AC voltage is induced in the armature coil 11 . Therefore, the control circuit 119 performs on-off control of the power MOSFETs 37 and 38 of the control device 130 , converts the three-phase AC power induced in the armature coil 11 into DC power, and supplies it to the battery 23 or the electric load 25 .

Next, the configuration of the control device 130 will be described with reference to FIGS. 23 to 27 .

The first radiator 139 is made of copper and subjected to electroplating treatment, and has a substantially fan-shaped (C-shaped) plate-shaped base 139a, and two circumferential ends of the base 139a and the base divided into three equal parts in the circumferential direction. The surface of the base portion 139a at the four locations of the portion 139a extends to the flange portion 139b on the outer peripheral side. Moreover, 12 N-channel MOSFETs 37 are mounted with their source terminals 37S and gate terminals 37G facing radially outward, and their drains are connected to the surface (mounting surface) of the base portion 139a of the first heat sink 139 with Pb-free solder. ), and lined up in the circumferential direction. A plurality of ventilation holes 151a are also opened to penetrate through the surface of the base portion 139a. Here, the power MOSFET 37 corresponds to the first switching element.

In addition, the first circuit board 144 is produced by insert molding six embedded conductors 149a to 149f, and the formed shape has a substantially fan-shaped (C-shaped) flat plate-shaped base 144a and two circumferential conductors from the base 144a. The portion that divides the base 144a into three equal portions in the end portion and the circumferential direction extends from the rear surface of the base 144a to the flange portion 144b on the outer peripheral side. In this first circuit board 144 , the base portion 144 a is disposed along the outer periphery of the base portion 139 a of the first heat sink 139 , and the flange portion 144 b is disposed in close contact with the back surface of the flange portion 139 b of the first heat sink 139 .

The first to third separate heat sinks 141 to 143 are formed on substantially the same scale, are each made of copper, are plated, and are formed in an arcuate plate shape larger than the base portion 144 a of the first circuit board 144 . Furthermore, a plurality of ventilation holes 151b are opened to penetrate through the front and back of the first to third separation radiators 141 to 143 . An N-channel type MOSFET 38 is also mounted with its source terminal 38S and gate terminal 38G facing radially outward, and its drain is connected to the respective surfaces of the first to third separate heat sinks 141 to 143 with Pb-free solder (mounting Surface), and every 4 are arranged in a row in the circumferential direction. Then, the first to third separate heat sinks 141 to 143 are arranged in a row in the circumferential direction to form a substantially fan-shaped (C-shaped) second heat sink 140 that is larger than the base portion 144 a of the first circuit board 144 . Here, the power MOSFET 38 corresponds to the second switching element.

Also, the second circuit board 145 is produced by insert molding six embedded conductors 150a to 150f, and the formed substantially fan-shaped (C-shaped) has the base 45a along the outer periphery of the second heat sink 140 and the periphery of the base 145a. The rear surface of the base portion 45a extends to the flange portion 145b on the inner peripheral side at two ends in the circumferential direction and the portion that divides the base portion 45a into three equal portions in the circumferential direction. The embedded conductors 150a, 150c, and 150e correspond to electrode members having a negative potential.

Then, the second circuit board 145 has the flange portion 145b in close contact with the end surface of the rear case 3, and is arranged substantially in a fan shape centered on the axis of the rear case 3. Also, arrange the first to third separate radiators 141 to 143 so that their mounting faces are facing outward in the axial direction, and their respective two ends are mounted on the flange portion 145b, close to the inner peripheral side of the base portion 145a and close to the rear casing. The axis of 3 is the center, and they are arranged in a substantially fan-like shape. The attachment surfaces of the first to third split heat sinks 141 to 143 are positioned on the same plane as the surface of the base portion 145a. Furthermore, the first circuit board 144 is disposed such that each flange portion 144b faces the flange portion 145b of the second circuit board 145 via the first to third heat sinks 141 to 143 . Also, the first heat sink 139 is arranged so that the mounting surface of the base 139a faces outward in the axial direction, the flanges 139b are mounted on the flanges 144b of the first circuit board 144, and the base 139a is brought close to the first circuit board 144. The inner peripheral side of the base 144a.

Furthermore, three flange portions 139b of the first heat sink 139 except for the other end side in the circumferential direction, three flange portions 144b of the first circuit board 144 except for the other end side in the circumferential direction, and the first to One circumferential end side of each of the third separate heat sinks 141 to 143 and three flange portions 145b of the second circuit board 145 other than the other circumferential end in the circumferential direction overlap each other in the axial direction, and are fastened together by mounting bolts 147. It is integrally clamped and fixed on the rear case 3 . An output terminal bolt 148 as an external output terminal is attached so as to pass through the flange portion 139b at the other end side in the circumferential direction of the first heat sink 139 from the back side, and protrude axially outward from the cover 118 . Also, the terminal 146 is fitted between the head of the output terminal bolt 148 and the flange portion 139b. The flange portion 144b of the first circuit board 144 is installed between the output terminal bolt 148 and the third separation heat sink 143, and both are electrically insulated.

As a result, the first to third separate radiators 141 to 143 are separated from the wall surface of the rear case 3 by a portion of the thickness of the flange portion 145b of the second circuit board 145 except for the two ends in the axial direction, so as to constitute cooling. wind wind road. Moreover, the first heat sink 139 and the first to third separated heat sinks 141 to 143 are separated in the axial direction of the shaft 5 by at least the thickness of the flange portion 139 b of the first heat sink 139 and the flange portion of the first circuit board 144 . The total thickness of the thickness of 144b constitutes the cooling air path. Also, the base portion 139a of the first heat sink 139 is shifted radially so that the first to third separate heat sinks 141 to 143 do not overlap each other in the axial direction of the shaft 5 .

In addition, two embedded conductors 149a, 149c are insert-molded on the first circuit board 144, so that one end is exposed on the surface of one end side in the circumferential direction of the first circuit board 144, and the other end is connected to the four power MOSFETs 37 constituting the upper arms 131, 135 respectively. The surface of the region corresponding to the source terminal 37S is exposed. Two embedded conductors 149b, 149d are insert-molded on the first circuit board 144 so that one end is exposed on the surface of one end side in the circumferential direction of the first circuit board 144, and the other end is connected to the gates of the four power MOSFETs 37 constituting the upper arms 131, 135, respectively. The surface of the region corresponding to the extreme terminal 37G is exposed. The exposed surface of the other end side of the embedded conductor 149a-149d is the same surface as the mounting surface of the first heat sink 139. Then, the source terminals 37S and gate terminals 37G of the four power MOSFETs 37 constituting the upper arms 131 and 135 are soldered to the exposed surfaces of the corresponding embedded conductors 149a to 149d.

In addition, two embedded conductors 149e and 149f are insert-molded on the first circuit board 144 so that one end is exposed on the surface of the other end side in the circumferential direction of the first circuit board 144, and the other end is connected to the four power MOSFETs 37 that respectively constitute the upper arm 133. The surface of the region corresponding to the source terminal 37S is exposed. The exposed surface on the other end side of the embedded conductors 149e and 149f is located on the same surface as the mounting surface of the first heat sink 139 . Then, the source terminals 37S and gate terminals 37G of the four power MOSFETs 37 constituting the upper arm 133 are soldered to the exposed surfaces of the corresponding embedded conductors 149e and 149f.

And each embedded conductor 149a, 149c, 149e is branched, and is exposed on the back surface of the flange part 144b of three places except the other end side of the circumferential direction of the 1st circuit board 144. As shown in FIG. The embedded conductors 149a, 149c, and 149e are in close contact with the first separate heat sink 141, the third separate heat sink 143, and the second separate heat sink 142 by the tightening force of the mounting bolts 147, respectively, and are electrically connected.

On the other hand, in the second circuit board 145, two embedded conductors 150a, 150c are insert-molded on the second circuit board 145 so that one end is exposed on the surface of the second circuit board 145 at one end side in the circumferential direction, and the other ends are respectively formed on the second circuit board 145. The surface of the region of the base portion 145 a corresponding to the source terminals 38S of the four power MOSFETs 38 of the lower arms 132 and 136 is exposed. Two embedded conductors 150b, 150d are insert-molded on the second circuit board 145 so that one end is exposed on the surface of one end side in the circumferential direction of the second circuit board 145, and the other end is connected to the four power MOSFETs 38 constituting the lower arms 132, 136 respectively. The surface of the region of the base portion 145 a corresponding to the gate terminal 38G is exposed. Then, the source terminals 38S and gate terminals 38G of the four power MOSFETs 38 constituting the lower arms 132 and 136 are soldered to the exposed surfaces of the corresponding embedded conductors 150a to 150d.

In addition, two embedded conductors 150e and 150f are insert-molded on the second circuit board 145 so that one end thereof is exposed on the surface of the other end side in the circumferential direction of the second circuit board 145, and the other ends are connected to the four power MOSFETs 38 respectively constituting the lower arm 134. The surface of the base 45a region corresponding to the gate terminal 38G is exposed. Then, the source terminal 38S and the gate terminal 38G of the four power MOSFETs 38 constituting the lower arm 134 are soldered to the exposed surfaces of the corresponding embedded conductors 150e and 150f.

And each embedded conductor 150a, 150c is branched, and it exposes the back surface of the two flange part 145b on the one end side of the circumferential direction of the 2nd circuit board 145. As shown in FIG. The embedded conductor 150e is also branched, and is exposed on the back surface of two flange portions 145b on the other end side in the circumferential direction of the second circuit board 145 . These embedded conductors 150a, 150c, 150e are respectively pressed against the wall surface of the rear case 3 by the tightening force of the mounting bolts 147 and electrically connected.

The control unit 130 configured in this way is clamped and fixed to the end surface of the rear case 3 by three mounting bolts 147 , and is arranged in a substantially fan shape toward the outer periphery of the shaft 5 . Then, the control circuit circuit board 120 with the control circuit 119 of the control circuit 119 of the custom-made IC or the driver that controls the operation of the power MOSFET 37, 38 and the brush holder with the excitation current control circuit 26 or the capacitor 22 built in to control the excitation current of the excitation coil 7 are mounted. 14 is disposed in a substantially fan-shaped cutout of the control device 130 .

Furthermore, the drains of the power MOSFETs 37 constituting the upper arms 131 , 133 , and 135 are electrically connected to the output terminal bolt 48 through the first heat sink 139 , and are inserted into the brush holder 14 through the terminal post 146 . The source terminals 38S of the respective power MOSFETs 38 constituting the lower arms 132 , 134 , and 136 are electrically connected to the rear case 3 through embedded conductors 150 a , 150 c , and 150 e.

Also, the source terminals 37S of the MOSFETs 37 constituting the upper arms 131, 133, and 135 are electrically connected to the first circuit board 144 through the exposed surfaces of the embedded conductors 149a, 149c, and 149e exposed on the back surface of the flange portion 144b of the first circuit board 144, respectively. to the third separation radiators 141-143. Then, lead wires (AC wiring 21 ) of the U-phase coil, V-phase coil, and W-phase coil of the armature coil 11 are soldered to the first to third separation radiators 141 to 143 , respectively.

Furthermore, the source terminals 37S, 38S and the gate terminals 37G, 38G of the power MOSFETs 37, 38 are passed through the circumferential ends of the first and second circuit boards 144, 145 of the embedded conductors 149a-149f, 150a-150f. The exposed portion is electrically connected to the control circuit 119 .

Therefore, when the rear fan 12 is driven to rotate with the rotation of the rotor 6, cooling air is sucked into the cover 118 through the air intake hole 118a. Then, the cooling air sucked into the cover 118 flows into the rear casing 3 from the suction hole 3b, is bent to the centrifugal direction by the fan 12, and is discharged from the exhaust hole 3c.

At this time, the cooling air flows as indicated by arrows Fa to Fd in FIG. 20 . That is, as indicated by the arrow Fa, the cooling air flowing in from the air intake hole 118a provided on the end surface of the cover 118 flows radially inward along the surface of the base portion 139a of the first radiator 139, and flows between the first radiator 139 and the first radiator 139. Pass between the shafts 5 and flow to the rear case 3 side. And, as indicated by the arrow Fb, part of the cooling air that flows in from the air intake hole 118a opened on the end surface of the cover 118 passes between the first radiator 139 and the second radiator 140, and flows into the rear cabinet 3. side.

Also, as shown by the arrow Fc, the cooling air flowing in from the air intake hole 118a provided on the side surface of the cover 118 passes between the first radiator 139 and the second radiator 140, and flows to the rear cabinet 3 side. . Also, as indicated by the arrow Fd, part of the cooling air flowing in from the air intake hole 118a provided on the side surface of the cover 118 passes between the second radiator 140 and the wall surface of the rear case 3, and flows radially inward. . Then, the cooling air flowing through each air passage flows into the rear cabinet 3 through the air intake hole 3b, is bent in a centrifugal direction by the fan 12, and is discharged from the exhaust hole 3c. This cools the power MOSFETs 37 and 38, the first and second heat sinks 139 and 140, and the control circuit board 120, and further cools the rear coil terminal of the armature coil 11 and the exhaust window slit 3a.

Also, when the front fan 12 is driven to rotate, cooling air is sucked into the front case 2 through the air intake hole 2b. Then, the cooling air sucked into the front case 2 is bent to the centrifugal direction by the fan 12 and discharged from the exhaust hole 2c. Thereby, the front coil terminal of the armature coil 11 and the exhaust window slit 2a are cooled.

According to Embodiment 4, since the first radiator 139 and the second radiator 140 are arranged in two layers in the axial direction of the shaft 5, the first and second radiators 139, 140 can be enlarged to a limited radial dimension. Therefore, the surface area and volume of the first and second heat sinks 139, 140 for cooling the power MOSFETs 37, 38 with large heat generation in the cooling control device 130 can be enlarged, so the power MOSFETs 37, 38 can be effectively cooled without making the control device 130 large change. Therefore, optimum surface areas and volumes of the first and second heat sinks 139 and 140 can be ensured within a limited radial dimension, and the controller 130 can be miniaturized.

Furthermore, an air path for cooling air is formed between the surface side of the first radiator 139 , between the first radiator 139 and the second radiator 140 , and further between the second radiator 140 and the wall surface of the rear cabinet 3 . Therefore, the cooling air flows along both surfaces of the first radiator 139 and the second radiator 140, thereby improving cooling performance. In addition, since foreign objects and conductive deposits are avoided, the air volume can be increased and wind noise can be reduced.

Furthermore, since the first radiator 139 and the second radiator 140 are displaced in the radial direction of the shaft 5 , the cooling air flowing in the axial direction is guided to the second radiator 140 without being hindered by the first radiator 139 . Therefore, the cooling air reaches the second radiator 140 without warming the first radiator 139 due to cooling, so the cooling air that is not warmed is guided to the first radiator 139 and the second radiator 140, and the cooling performance is improved. .

Also, since the ventilation holes 151a, 151b are opened to pass through the front and back of the first and second heat sinks 139, 140, the cooling air flowing in the axial direction and radial direction circulates in the ventilation holes 151a, 151b. Therefore, the wind resistance is small, the air volume can be increased, and the wind noise can be reduced.

Furthermore, the output terminal bolts 148 protrude axially outward from the rear end of the vehicle motor generator 101 , so that wiring for connection to external parts such as the battery 23 can be easily mounted if there is space behind the vehicle.

Moreover, since the output terminal bolts 148 are attached to the first heat sink 139, the first heat sink 139 needs to attach the flange 139b for the output terminal bolts 148, so that the heat dissipation area of the first heat sink 139 is reduced. However, since the first radiator 139 to which the output terminal bolts 148 are mounted is located upstream of the second radiator 140 in the axial flow direction of the cooling air, deterioration of cooling performance due to a reduction in the heat dissipation area can be suppressed.

Here, it is preferable to make the radial width of the base portion 139 a of the first heat sink 139 larger than the radial width of the base portion of the second heat sink 140 . In this case, since the heat radiation area of the first heat sink 139 is increased, deterioration of the cooling performance of the first heat sink 139 due to the attachment of the output terminal bolt 148 is prevented. Therefore, the cooling efficiency of the first heat sink 139 is substantially equal to the cooling efficiency of the second heat sink 140, and the power MOSFETs 37, 38 mounted on the first and second heat sinks 139, 140 can be cooled to substantially the same temperature. Furthermore, since the first heat sink 139 has high rigidity, it is advantageous in terms of strength against external forces from external connection lines. Therefore, even if an external force or vibrational stress acts on the first heat sink 139 when external components such as the battery 32 are attached to the output terminal bolt 148, the first heat sink 139 can be prevented from breaking.

Moreover, since the first and second radiators 139, 140 and the first and second circuit boards 144, 145 are assembled, they are integrally clamped and fixed on the end surface of the rear case 3 by the mounting bolts 147. , thus obtaining high vibration resistance.

Also, the second heat sink 140 is fixed to the end surface of the rear case 3 via the flange portion 145 b of the second circuit board 145 . Therefore, the heat of the power MOSFET 38 is thermally conducted to the rear case 3 through the second heat sink 140 and the flange portion 45b, so the power MOSFET 38 is effectively cooled.

Furthermore, the surface of the base portion 145a is positioned on the same surface as the mounting surface of the first to third separate heat sinks 141 to 143, and the other end sides of the embedded conductors 150a to 150f are exposed to the source terminal 38S and the gate terminal of the power MOSFET 38. The terminal 38G corresponds to the surface of the region of the base portion 145a, and the source terminal 38S and the gate terminal 38G of the power MOSFET 38 are soldered to the exposed surfaces of the corresponding embedded conductors 50a to 50f. Therefore, the source terminal 38S and the gate terminal 38G of the power MOSFET 38 can be directly and easily connected to the embedded conductors 150a to 150f, and the size can be reduced.

In addition, the embedded conductors 150a, 150c, and 150e electrically connected to the source terminal 38S of the power MOSFET 38 are insert-molded on the second circuit board 145 so that they are exposed on the back surface of the flange portion 145b, and the tightening force of the mounting bolt 147 is utilized. Make it touch the end face of the rear case 3. Therefore, there is no need for a connection electrode member connecting the embedded conductors 150a, 150c, 150e and the rear case 3, reducing the number of components in this part, reducing weight and cost, and simplifying the connection process. Since the rear case 3 is also used as the ground of the motor generator 101 for the vehicle, an electrode member having a negative potential is not required, the number of components is reduced, and weight and cost can be reduced. In addition, since the source terminal 38S of the power MOSFET 38 is connected to the rear case 3 through the embedded conductors 150a, 150c, and 150e, the heat of the power MOSFET 38 is directly transferred to the low-temperature rear case 3 without intervening air, thereby suppressing the temperature of the power MOSFET 38 raised.

Embodiment 5

28 is a longitudinal sectional view showing the overall configuration of the vehicle motor-generator according to Embodiment 5 of the present invention, and FIG. 29 is a rear end face of the vehicle motor-generator according to Embodiment 5 of the present invention when the cover is removed, as viewed from the rear. 30 is a plan view showing a vehicle motor generator control device according to Embodiment 5 of the present invention, FIG. 31 is a sectional view taken along the line D-D of FIG. 29 , and FIG. 32 is a sectional view taken along the line E-E of FIG. 29 .

In FIGS. 28 to 32 , in the control device 130A, the second circuit board 145A is formed into a substantially fan-like L-shaped cross section consisting of the base portion 145 a and the flange portion 145 b. Moreover, the first to third separate heat sinks 141 to 143 constituting the second heat sink 140 are arranged in a substantially fan-like shape, and molded integrally with the second circuit board 145A so that the respective surfaces and inner peripheral wall surfaces are exposed. . Therefore, the surfaces of the first to third separate heat sinks 141 to 143 arranged in a substantially fan shape are at the same position as the surface of the base portion 145a of the second circuit board 145A, and the first to third separate heat sinks are covered by the flange portion 145b. 141-143 on the back.

In addition, six embedded conductors 150a to 150f are insert-molded on the second circuit board 145A, but some of the embedded conductors 150a, 150c, and 150e protrude from the base 145a near the connection protrusion 154 vertically provided on the end surface of the rear case 3. to the outside in the radial direction, instead of being exposed on the back side of the flange portion 145d. Furthermore, the protrusions 152 of the embedded conductors 150 a , 150 c , and 150 e are respectively clamped and fixed to the connection protrusions 154 of the rear case 3 by screws 153 .

Other compositions are the same as those of Embodiment 4 above.

In this motor generator 101A for a vehicle, the second circuit board 145A and the first to third separate radiators 141 to 143 are arranged on the end surface of the rear case 3 in a substantially fan-like shape centered on the axis of the rear case 3 . . And the 1st circuit board 144 is arrange|positioned so that it may oppose the flange part 145b of the 2nd circuit board 145A via the 1st - 3rd separation heat sink 141-143. The first heat sink 139 is also arranged so that each flange portion 139b is placed on the flange portion 144b of the first circuit board 144 , and the base portion 139a is placed close to the inner peripheral side of the base portion 144a of the first circuit board 144 .

Furthermore, three flange portions 139b of the first heat sink 139 except for the other end side in the circumferential direction, three flange portions 144b of the first circuit board 144 except for the other end side in the circumferential direction, and the first to One circumferential end side of each of the third separate heat sinks 141 to 143 overlaps with the flange portion 145 b of the second circuit board 145A in the axial direction, and is clamped and fixed to the rear case 3 by mounting bolts 147 . An output terminal bolt 148 is also attached so as to pass through the flange portion 139b on the other end side in the circumferential direction of the first heat sink 139 from the back side, and protrude axially outward from the cover 118 . Furthermore, the protrusions 152 of the embedded conductors 150 a , 150 c , and 150 e are clamped and fixed to the connection protrusions 154 of the rear case 3 by screws 153 . Furthermore, the terminal 146 is installed between the head of the output terminal bolt 148 and the flange portion 139b. The flange portion 144b of the first circuit board 144 is installed between the output terminal bolt 148 and the third separation heat sink 143, and both are electrically insulated.

In the vehicle motor generator 101A configured in this way, the flange portion 145b is in close contact with the end surface of the rear case 3 in the entire circumferential region of the second circuit board 145A, and except for the cooling air flows Fa to Fc shown in FIG. Also, the controller 130A is cooled by heat transfer to the rear case 3 through the flange portion 145b of the second circuit board 145A.

In Embodiment 5, as in Embodiment 4 above, since the first and second radiators 139 and 140 are arranged in two layers in the axial direction and displaced from each other in the radial direction, wind resistance is reduced and the volume of cooling air is increased. Then, the heat of the power MOSFET 38 is conducted from the second heat sink 140 to the rear case 3 through the flange portion 145b of the second circuit board 145A, and is cooled by the cooling air through the exhaust window slit 3a. Therefore, the flow rate of the cooling air increases to increase the amount of heat transfer to the rear cabinet 3, so the multiplication of both increases the amount of heat exchange from the rear cabinet 3 and suppresses the temperature rise of the control device 130A. .

Also, since the second heat sink 140 (the first to third separate heat sinks 141 to 143 ) and the second circuit board 145A are integrally molded, high vibration resistance is obtained, and the number of components is reduced to facilitate mounting.

Furthermore, the flange portion 145b of the circuit board 145A is formed into a substantially fan shape. Therefore, the heat of the power MOSFET 38 is directly transferred to the low-temperature rear case 3 through the second heat sink 140 and the flange portion 145b, and the temperature rise of the power MOSFET 38 is suppressed. Also, the wide area of the substantially fan-shaped flange portion 145b contacts the end surface of the rear case 3 and clamps and fixes the first heat sink 139, the second heat sink 140, the first and second circuit boards 144 and 145A, resulting in higher vibration resistance.

Furthermore, in the prior art, the drain and the source (ground) of the lower arm are not on the same plane, and a connection member for spatial connection is required, resulting in an increase in size. However, in Embodiment 5, the protrusions 152 of the embedded conductors 150a, 150c, 150e protrude from the base 145a to the outside at substantially the same height near the connection protrusion 154 of the rear case 3 . Therefore, the length of the embedded conductors 150a, 150c, 150e is short, and the connection of the protruding portion 152 and the connection protrusion 154 is facilitated. That is, according to Embodiment 5, a large connecting member required in the prior art is unnecessary, and miniaturization can be achieved.

Embodiment 6

33 is a longitudinal sectional view showing the overall composition of the vehicle motor-generator according to Embodiment 6 of the present invention, FIG. 34 is a rear end view of the vehicle motor-generator according to Embodiment 6 of the present invention viewed from the rear, and FIG. 36 is a plan view showing a control device for a vehicle motor generator according to Embodiment 6 of the present invention, and FIG. 35 is a sectional view taken along the line F-F, and FIG. 38 is a sectional view taken along the line G-G of FIG. 35 .

33 to 38, on the control device 130B, the shape of the first radiator 139A is substantially equivalent to the second radiator 146 in which the first to third separate radiators 141 to 143 are arranged in a substantially fan shape. The fan-shaped base portion 139a and the flange portion 139c protrude toward the rear side of the base portion 139a from four circumferential ends of the base portion 139a and a portion that divides the base portion 139a into three in the circumferential direction. That is, the thickness of the flange portion 139c of the base portion 139a is thickened on the back side. Moreover, the first circuit board 144A is formed in a shape having a substantially fan-shaped (C-shaped) base 144a along the outer periphery of the base 139a of the first heat sink 139A, and two end portions in the circumferential direction of the base 144a and the circumferential The flange portion 144b extending toward the inner peripheral side from the rear surface of the base portion 144a at four locations that divides the portion of the base portion 144a into three equal parts.

In this first circuit board 144A, six embedded conductors 149a to 149f are insert-molded, but a part of the embedded conductors 149a to 149f is exposed at three flanges of the first circuit board 144A except the other end side in the circumferential direction. The back of 144b. The exposed surfaces of these embedded conductors 149 a , 149 c , and 149 e are brought into close contact with the first separate heat sink 141 , third separate heat sink 143 , and first separate heat sink 142 by the tightening force of the mounting bolts 147 and electrically connected thereto.

In addition, the suction hole 118a is formed only on the side wall surface of the cover 118A, and is not formed on the end surface thereof. Moreover, the air intake hole 118a is formed on the cover 118A on the side away from the rear case of the first radiator 139A, between the first radiator 139A and the second radiator 140, and on the rear case side of the second radiator 140. the respective radial outer sides.

Other compositions are the same as those of Embodiment 4 above.

In this motor generator 101B for a vehicle, the second circuit board 145 is arranged on the end surface of the rear case 3 in a substantially fan shape centered on the axis of the rear case 3, and the first to third separate radiators 141 are arranged. ˜143 are mounted on the flange portion 145b at their respective two ends, and are arranged in a substantially fan-shape near the inner peripheral side of the base portion 145a with the axis of the rear case 3 as the center. Moreover, the first circuit board 144A is arranged to face the flange portion 145b of the second circuit board 145 via the first to third separate heat sinks 141 to 143 . The first heat sink 139A is also arranged so that each flange portion 139b is placed on the flange portion 144b of the first circuit board 144A, and the base portion 139a is placed close to the inner peripheral side of the base portion 144a of the first circuit board 144A.

Furthermore, the flange portion 139c of the first heat sink 139A except the other end side in the circumferential direction, the flange portions 144b at three locations except the other end side in the circumferential direction of the first circuit board 144A, and the first to third flange portions are separated. One circumferential end side of each of the heat sinks 141 to 143 and three flange portions 145 b of the second circuit board 145 excluding the other circumferential end side are clamped and fixed to the rear case 3 by mounting bolts 147 . An output terminal bolt 148 is also attached so as to pass through the flange portion 139b on the other end side in the circumferential direction of the first heat sink 139 from the back side. Furthermore, the terminal 146 is installed between the head of the output terminal bolt 148 and the flange portion 139b. The flange portion 144b of the first circuit board 144A is installed between the output terminal bolt 148 and the third separation heat sink 143, and both are electrically insulated.

As a result, the first to third separate radiators 141 to 143 are separated from the wall surface of the rear case 3 by a portion of the thickness of the flange portion 145b of the second circuit board 145 except for the two ends in the axial direction, so as to constitute cooling. wind wind road. Moreover, the first heat sink 139A and the first to third separate heat sinks 141 to 143 are separated in the axial direction of the shaft 5 by at least the thickness of the flange portion 139b of the first heat sink 139A and the flange portion of the first circuit board 144A. The total thickness of the thickness of 144b constitutes the cooling air path. Also, the base portion 139a of the first heat sink 139A and the second heat sink 140 composed of the first to third separate heat sinks 141 to 143 overlap each other in the axial direction of the shaft 5 .

In Embodiment 6, the first and second heat sinks 139A and 140 are arranged in two layers in the axial direction, so that the same effects as in Embodiment 2 described above are obtained.

Furthermore, the first and second heat sinks 139A and 140 are arranged at the same radial position, that is, they overlap each other in the axial direction. The air intake hole 118a is only formed on the side wall surface of the cover 118A, so the cooling air flowing into the cover 118A from the air intake hole 118a is respectively on the side away from the bus bar of the first heat sink 139A, the first heat sink 139A and the second heat sink. Between the radiators 140 and the rear case side of the second radiator 140, the air flows inward in the radial direction, and flows into the rear case 3 from the suction hole 3b. Therefore, the radial flow of the cooling air is not hindered, and the heat dissipation areas of the first and second heat sinks 139A, 140 can be enlarged. In addition, cooling air at the same temperature as the atmosphere flows into the first and second radiators 139A and 140 from the radial direction, so high cooling performance is obtained. Since the temperatures of the cooling air supplied to the first and second radiators 139A and 140 are substantially equal, power MOSFETs 37 and 38 mounted on the first and second radiators 139A and 140 can be cooled to substantially the same temperature.

Moreover, since the first and second radiators 139A and 140 overlap each other axially, it is possible to ensure that the cooling air flows along the first and second radiators 139A and 140 around the shaft 5 and flows around the shaft 5 as well. The wind path of the rear air suction hole 3b. Therefore, the air resistance is small, so the air volume is large, and the cooling performance is improved.

In addition, when a high-temperature part such as an engine exhaust pipe is arranged behind a motor generator for a vehicle, or when a large output terminal block is installed behind a motor generator for a vehicle, the inflow of cooling air into the motor generator for a vehicle is hindered. , the cooling performance deteriorates. However, when this vehicle motor generator 101B is used in the case where a high-temperature part such as an engine exhaust pipe is arranged behind the vehicle motor generator 101B or when a large output terminal block is installed behind the vehicle motor generator 101B, the engine The radial flow of the cooling air is not hindered by the exhaust pipe or the output terminal block, and excellent cooling performance can be realized.

Furthermore, in the above-mentioned Embodiments 4 to 6, the upper arm 131, 133, 135 and the lower arm 132, 134, 136 are described as being connected in parallel with four power MOSFETs 37, 38, respectively, but the power MOSFETs 37, 38 connected in parallel The number is not limited to 4, and can be appropriately set according to the required output capacity of the vehicle motor generator, the maximum capacity of the semiconductor element, and the allowable temperature. For example, the number of power MOSFETs 37 and 38 connected in parallel can be 2 or 3 , 1 power MOSFET 37, 38 is also possible.

In addition, in Embodiments 4 to 6 described above, the output terminal bolts 148 are mounted so as to protrude in the axial direction, but the output terminal bolts may be mounted so as to protrude in the radial direction.

Claims (19)

1. A motor generator for a vehicle, equipped with: A motor having a rotor rotatably provided in a casing, a stator arranged to surround the outer diameter side of the rotor, and a fan fixed to at least one axial end surface of the rotor, and the motor functions as a generator and the motor works; and A power semiconductor device for controlling the current supplied to the motor, characterized in that, The power semiconductor device has: A fan-shaped first cooling plate that installs a first switching element composed of an N-channel semiconductor element and has a drain potential of the first switching element; A fan-shaped second cooling plate that installs a second switching element composed of an N-channel semiconductor element and has a drain potential of the second switching element; a fan-shaped first circuit board formed by insert-molding a first electrode member electrically connecting the first switching element and the second switching element in series in a first insulating resin; and a fan-shaped second circuit board formed by insert-molding a second electrode member electrically connected to the source terminal of the second switching element and having a negative potential in a second insulating resin, The first heat dissipation plate, the second heat dissipation plate, the first circuit board and the second circuit board are placed on a plane perpendicular to the axis of the rotor outside one axial end of the housing Arranged radially and arranged in a fan shape centered on the axis. 2. The vehicle motor generator according to claim 1, wherein: When the fan is rotated and driven, ensure that the cooling air passages are respectively on the side away from the housing of the first heat dissipation plate and the second heat dissipation plate, the housing side of the first and second heat dissipation plates and the first heat dissipation plate. Between 1 and 2 heat sinks. 3. The vehicle motor generator according to claim 1 or 2, wherein: A ventilation hole is formed to axially pass through the first and second cooling plates. 4. The vehicle motor generator according to claim 1 or 2, wherein The first heat dissipation plate is located on the inner diameter side, and the second heat dissipation plate is located on the outer diameter side. 5. The vehicle motor generator according to claim 4, wherein: The external output terminal is connected to the first heat dissipation plate, and the radial width of the first heat dissipation plate is larger than the radial width of the second heat dissipation plate. 6. The vehicle motor generator according to claim 1 or 2, wherein The second heat sink is configured by arranging three arc-shaped separated heat sinks in a fan shape, and the three arc-shaped separated heat sinks correspond to each of the three phases, and the second electrode A part of the member is exposed from the second insulating resin at a position on the same surface as the mounting surface of the second switching element of the three separate heat sink plates and is close to the three separate heat sink plates, and is mounted on each of the three separate heat sink plates. Source terminals of the second switching elements of the three separate heat sinks are connected to the exposed surface of the second electrode member. 7. The vehicle motor generator according to claim 6, wherein: The second electrode member is connected to the case. 8. The vehicle motor generator according to claim 7, wherein: The three separate heat sinks are molded in the second insulating resin so as to be integrated with the second electrode member. 9. The vehicle motor generator according to claim 1 or 2, wherein The first and second insulating resins are a single insulating resin, and the first heat dissipation plate and the second heat dissipation plate are molded in the single insulating resin so as to be combined with the first and second electrode members. as one. 10. The vehicle motor generator according to claim 1 or 2, wherein At least one of the first and second heat sinks is fixed to the housing through the first insulating resin or the second insulating resin. 11. A motor generator for a vehicle, equipped with: A motor having a rotor rotatably provided in a casing, a stator arranged to surround the outer diameter side of the rotor, and a fan fixed to at least one axial end surface of the rotor, and the motor functions as a generator and the motor works; and A power semiconductor device for controlling the current supplied to the motor, characterized in that, The power semiconductor device has A fan-shaped first cooling plate, the fan-shaped first cooling plate is arranged on a plane perpendicular to the axis of the rotor on the outside of one end of the housing in the axial direction, and is arranged in a fan shape centered on the axis and installed with N channels A first switching element consisting of a type semiconductor element and having a drain potential of the first switching element; and A fan-shaped second heat dissipation plate, the fan-shaped second heat dissipation plate is on a plane perpendicular to the axis of the rotor between the first heat dissipation plate and an axial end surface of the housing, with the axis as The center is arranged in a fan shape and a second switching element composed of an N-channel semiconductor element is installed, and has a drain potential of the second switching element, The second heat dissipation plate is constituted by arranging three arc-shaped separation heat dissipation plates in a fan shape, and the three arc-shaped separation heat dissipation plates correspond to each phase of the three phases respectively. A part of the electrode member having a negative potential is arranged in a position close to the three separate heat sink plates on the same plane as the installation surface of the second switching element of the three separate heat sink plates, and will be respectively installed on the three separate heat sink plates. The source terminal of the second switching element is connected to a part of the electrode member. 12. The vehicle motor generator according to claim 11, wherein: The first and second heat sinks are arranged so that their radial positions are different. 13. The vehicle motor generator according to claim 11 or 12, wherein When the fan is rotationally driven, ensure that the cooling air passages are respectively between the side of the first heat dissipation plate away from the casing, the casing side of the second heat dissipation plate, and the first and second heat dissipation plates. 14. The vehicle motor generator according to claim 11 or 12, wherein: A ventilation hole is formed to axially penetrate through the first and second heat dissipation plates. 15. The vehicle motor generator according to claim 11 or 12, wherein Connect the external output terminal to the 1st heat sink. 16. The vehicle motor generator according to claim 15, wherein: The radial width of the first heat dissipation plate is larger than the radial width of the second heat dissipation plate. 17. The vehicle motor generator according to claim 11, wherein: The electrode member having a negative potential is connected to the case. 18. The vehicle motor generator according to claim 11, wherein: The three separate heat sinks and the electrode member having a negative potential are molded in an insulating resin so as to be integrated. 19. The vehicle motor generator according to claim 11 or 12, wherein: The second heat sink is fixed to the case through an insulating member.

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