FORM 2
THE PATENTS ACT, 1970
(39 of 1970)
&
THE PATENTS RULES, 2003
COMPLETE SPECIFICATION
[See section 10, Rule 13]
DRIVE CONTROL DEVICE FOR ELECTRIC VEHICLE;
MITSUBISHI ELECTRIC CORPORATION, A CORPORATION ORGANISED
AND EXISTING UNDER THE LAWS OF JAPAN, WHOSE ADDRESS IS 7-3,
MARUNOUCHI 2-CHOME, CHIYODA-KU, TOKYO 100-8310, JAPAN
THE FOLLOWING SPECIFICATION PARTICULARLY DESCRIBES THE
INVENTION AND THE MANNER IN WHICH IT IS TO BE PERFORMED.
2
DESCRIPTION
5
Field
[0001] The present invention relates to a drive control
device, which has a function of cooling an inverter, for
electric vehicle.
10
Background
[0002] Drive control devices for supplying power to
motors have been mounted on electric vehicle. A drive
control device includes a reactor, a capacitor, an
15 inverter, and the like. The inverter converts directcurrent power received from an overhead power line into
alternating-current power, and supplies the alternatingcurrent power obtained by the conversion to a motor.
[0003] Typically, a reactor, a capacitor, an inverter, a
20 cooling device for cooling these components, and the like
are accommodated in one housing and disposed on the roof or
under the floor of electric vehicle. On the other hand, a
motor is disposed on a truck installed under the floor of a
car.
25 [0004] Because a large number of devices, in addition to
inverters and the like, are disposed on the roof and under
the floor of electric vehicle, the space for installation
of the housing may be constrained in relation to other
devices. In such a case, the specification of the drive
30 control device needs to be changed to reduce the sizes of
the components of the drive control device and the housing.
As a result of the change in the specification of the drive
control device, however, the performance of the electric
3
vehicle may be lowered than that before the change in the
specification.
[0005] Patent Literature 1 describes an inverterintegrated motor including an inverter, which is, however,
5 not to be used for a motor of electric vehicle. If an
inverter-integrated motor can be used for a motor of
electric vehicle, an inverter and a motor can be disposed
together on a truck, the space that has been occupied by
the inverter in the housing thus becomes unoccupied, and
10 the housing can be reduced in size accordingly. Because
this can achieve reduction in size of the housing without
changing the specification of the drive control device,
there have been demands for development of inverterintegrated motors to be used for motors of electric
15 vehicle.
[0006] In an inverter-integrated motor, release of heat
produced by an inverter is a problem, and measures for
cooling the inverter need to be taken. According to the
technology described in Patent Literature 1, cooling means
20 for cooling the inverter is mounted.
Citation List
Patent Literature
[0007] Patent Literature 1: Japanese Patent Application
25 Laid-open No. 2004-312960
Summary
Technical Problem
[0008] With the technology described in Patent
30 Literature 1, however, cooling means for cooling the
inverter is necessary in addition to cooling means for
cooling a stator, a rotor, and the like, which is
problematic in that the inverter-integrated motor is
4
increased in size.
[0009] The present invention has been made in view of
the above, and an object thereof is to provide a drive
control device for electric vehicle capable of reducing the
5 size of an inverter-integrated motor while ensuring the
function of cooling an inverter.
Solution to Problem
[0010] To solve the aforementioned problems and achieve
10 the object, a drive control device for electric vehicle
according to the present invention includes a motor part,
and a converter part that controls driving of the motor
part. The motor part includes a motor frame made of metal
and accommodating a stator and a rotor. The motor frame
15 has an outer circumferential face. The converter part is
disposed around the motor frame. The converter part
includes a semiconductor module including a semiconductor
element. The semiconductor module is directly or thermally
in contact with the outer circumferential face of the motor
20 frame.
Advantageous Effects of Invention
[0011] According to the present invention, the effect of
enabling the inverter-integrated motor to be reduced in
25 size while ensuring the function of cooling the inverter is
produced.
Brief Description of Drawings
[0012] FIG. 1 is a side view illustrating a state in
30 which a drive control device for electric vehicle according
to a first embodiment of the present invention is mounted
on electric vehicle.
FIG. 2 is a plan view illustrating a state in which a
5
drive control device for electric vehicle according to the
first embodiment of the present invention is mounted on the
electric vehicle.
FIG. 3 is a cross-sectional view along line III-III
5 illustrated in FIG. 2.
FIG. 4 is an enlarged cross-sectional view of a
converter part illustrated in FIG. 3.
FIG. 5 is a perspective view schematically
illustrating the converter part and a motor part of the
10 drive control device for electric vehicle according to the
first embodiment of the present invention.
FIG. 6 is a cross-sectional view along line VI-VI
illustrated in FIG. 5.
FIG. 7 is a perspective view schematically
15 illustrating a converter part and a motor part of a drive
control device for electric vehicle according to a second
embodiment of the present invention.
FIG. 8 is a perspective view schematically
illustrating a converter part and a motor part of a drive
20 control device for electric vehicle according to a third
embodiment of the present invention.
FIG. 9 is a cross-sectional view illustrating a
converter part and a motor part of a drive control device
for electric vehicle according to a fourth embodiment of
25 the present invention.
FIG. 10 is an enlarged cross-sectional view of the
converter part illustrated in FIG. 9.
FIG. 11 is a cross-sectional view illustrating a
converter part and a motor part of a drive control device
30 for electric vehicle according to a fifth embodiment of the
present invention.
FIG. 12 is a cross-sectional view illustrating a
converter part and a motor part of a drive control device
6
for electric vehicle according to a sixth embodiment of the
present invention.
FIG. 13 is a cross-sectional view illustrating a
converter part and a motor part of a drive control device
5 for electric vehicle according to a seventh embodiment of
the present invention.
FIG. 14 is a cross-sectional view illustrating a
converter part and a motor part of a drive control device
for electric vehicle according to an eighth embodiment of
10 the present invention, corresponding to a cross-sectional
view along line VI-VI illustrated in FIG. 5.
Description of Embodiments
[0013] A drive control device for electric vehicle
15 according to certain embodiments of the present invention
will be described in detail below with reference to the
drawings. Note that the present invention is not limited
to the embodiments.
[0014] First Embodiment.
20 FIG. 1 is a side view illustrating a state in which a
drive control device 1 for electric vehicle according to a
first embodiment of the present invention is mounted on
electric vehicle 100. Hereinafter, the length direction of
the electric vehicle 100 will be referred to as an X-axis
25 direction, the height direction of the electric vehicle 100
will be referred to as a Y-axis direction, and the width
direction of the electric vehicle 100 will be referred to
as a Z-axis direction. The X-axis direction, the Y-axis
direction, and the Z-axis direction are perpendicular to
30 each other. The drive control device 1 for electric
vehicle may also be referred to as a drive control device
1.
[0015] As illustrated in FIG. 1, the electric vehicle
7
100 is a railroad vehicle propelled by electric power, and
includes a plurality of trucks 7 and the drive control
device 1. The trucks 7 are arranged at intervals in the Xaxis direction. The trucks 7 each include a truck frame 73
5 that supports the drive control device 1. The truck frame
73 has a support frame 74 protruding downward from a
central part in the X-axis direction thereof. Axles 72
extending in the Z-axis direction are mounted on the truck
frame 73. Wheels 71 are attached to both ends in the Z10 axis direction of each of the axles 72.
[0016] The drive control device 1 includes an inverterintegrated motor 2, a switch 3, and a reactor 4.
[0017] The switch 3 and the reactor 4 are accommodated
in a housing 8, and disposed under the floor of the
15 electric vehicle 100. The housing 8 is arranged between
adjacent trucks 7. The switch 3 is connected with a power
collector, which is not illustrated, which receives directcurrent power from overhead power lines, which are not
illustrated. The reactor 4 has functions of reducing surge
20 voltage from an overhead power line, which is not
illustrated, and reducing or preventing the ripple
component of currents caused by switching operations of
semiconductor modules 62, which will be described later,
from flowing out toward the overhead power line. The
25 reactor 4 is connected with the inverter-integrated motor 2
via external connection conductors 13.
[0018] The inverter-integrated motor 2 is disposed in
the truck 7 under the floor of the electric vehicle 100.
The inverter-integrated motor 2, the switch 3, and the
30 reactor 4 are arranged separately under the floor of the
electric vehicle 100. Although not illustrated, various
devices, in addition to the drive control device 1,
necessary for traveling of the electric vehicle 100 are
8
arranged under the floor of the actual electric vehicle
100.
[0019] FIG. 2 is a plan view illustrating a state in
which a drive control device 1 for electric vehicle
5 according to the first embodiment of the present invention
is mounted on the electric vehicle 100. FIG. 3 is a crosssectional view along line III-III illustrated in FIG. 2.
FIG. 4 is an enlarged cross-sectional view of a converter
part 6 illustrated in FIG. 3. As illustrated in FIG. 3,
10 the inverter-integrated motor 2 is a motor including a
motor part 5 and the converter part 6. The motor part 5
has a function of applying driving force to the axle 72 to
rotate the wheels 71. The motor part 5 includes a
cylindrical motor frame 51, which is an outer frame of the
15 motor part 5, a cylindrical stator 52 attached to an inner
circumferential face of the motor frame 51, a cylindrical
rotor 53 disposed inside the stator 52, and a columnar
motor shaft 54, which passes through the center of the
rotor 53. In the description below, explanation of
20 directions about respective components of the inverterintegrated motor 2 will be based on the axial direction,
the radial direction, and the circumferential direction of
the motor part 5.
[0020] The stator 52 serves to generate a rotating
25 magnetic field. The stator 52 is provided with a stator
coil, which is not illustrated. The rotor 53 rotates in
response to the rotating magnetic field. The motor shaft
54 rotates with the rotor 53. The motor frame 51
accommodates the stator 52 and the rotor 53. The motor
30 frame 51 is made of metal. The metal is aluminum or steel,
for example. The motor frame 51 is fixed to the support
frame 74 by a motor fixing member 59. The motor frame 51
has an outer circumferential face 55. The shape of the
9
outer circumferential face 55 is not particularly limited,
and is a circular circumferential face in the present
embodiment. The outer circumferential face 55 of the motor
frame 51 includes a fixing face 56 to which the motor
5 fixing member 59 is fixed.
[0021] As illustrated in FIG. 2, a pinion 9a is mounted
on one axial end of the motor shaft 54. A gear 9b that
meshes with the pinion 9a is mounted on one axial end of
the axle 72. The rotational force of the motor shaft 54 is
10 transmitted to the axle 72 via the pinion 9a and the gear
9b. This rotates the axle 72, and the wheels 71 coupled to
the axle 72 thus rotate together.
[0022] The converter part 6 has a function of
controlling the driving of the motor part 5. As
15 illustrated in FIG. 3, the converter part 6 is disposed
around the motor frame 51. Part of the converter part 6 is
in contact with the outer circumferential face 55 of the
motor frame 51. The axle 72 is located on one side in the
X-axis direction with respect to the motor frame 51, and
20 the motor fixing member 59 is located on the other side in
the X-axis direction with respect to the motor frame 51.
The converter part 6 is disposed in an area of the outer
circumferential face 55 of the motor frame 51 with avoiding
the axle 72 and the motor fixing member 59. In the present
25 embodiment, the converter part 6 is disposed in an area,
which is on the outer circumferential face 55 of the motor
frame 51 between the axle 72 and the motor fixing member 59
and faces upward. The converter part 6 can thus be
accessed from above the truck 7.
30 [0023] As illustrated in FIG. 4, the converter part 6
includes a capacitor 61, the semiconductor modules 62, a
drive control board 63, and a cover 64. In the present
embodiment, the semiconductor modules 62, the capacitor 61,
10
the drive control board 63, and the cover 64 are disposed
in the area of the outer circumferential face 55 of the
motor frame 51 facing upward.
[0024] The capacitor 61 has functions of reducing or
5 preventing surge voltage from an overhead power line, which
is not illustrated, and reducing or preventing the ripple
component of currents caused by switching operations of the
semiconductor modules 62 from flowing out toward the
overhead power line, which is not illustrated. The
10 capacitor 61 is formed in a shape substantially following
the outer circumferential face 55 of the motor frame 51.
The capacitor 61 is fixed to the outer circumferential face
55 of the motor frame 51 by a capacitor fixing member 65.
[0025] The semiconductor modules 62 have a function of
15 converting direct-current voltage held on the capacitor 61
into alternating-current power at a given frequency and a
given voltage. The alternating-current power resulting
from the conversion by the semiconductor modules 62 is
supplied to the motor part 5. The semiconductor modules 62
20 are each attached to the outer circumferential face 55 of
the motor frame 51 with a semiconductor module attachment
57 therebetween. The semiconductor module attachment 57
may be formed integrally with the outer circumferential
face 55 of the motor frame 51, or may be formed separately
25 from the motor frame 51 and fixed to the outer
circumferential face 55 of the motor frame 51. The
semiconductor module attachment 57 may be a cooling block
made of aluminum formed separately from the motor frame 51,
for example.
30 [0026] The drive control board 63 is a board for
controlling the driving of the semiconductor modules 62.
The drive control board 63 is disposed on a side opposite
the motor frame 51 across the semiconductor modules 62.
11
The drive control board 63 is connected with the
semiconductor modules 62 via conductors, which are not
illustrated. The drive control board 63 is connected with
a control device, which is not illustrated, via a control
5 signal cable 10.
[0027] The cover 64 is a member that covers the
capacitor 61, the semiconductor modules 62, and the drive
control board 63. The cover 64 is openable and closable.
While the cover 64 is open, inspections of the
10 semiconductor modules 62 and the like can be performed from
above.
[0028] The motor part 5, the capacitor 61, the
semiconductor modules 62, and the drive control board 63
will now be described further with reference to FIG. 5.
15 FIG. 5 is a perspective view schematically illustrating the
converter part 6 and the motor part 5 of the drive control
device 1 for electric vehicle according to the first
embodiment of the present invention. The motor part 5 is
driven by three-phase AC power in the present embodiment.
20 The drive control device 1 includes a U-phase conductor
11u, a V-phase conductor 11v, and a W-phase conductor 11w
that connect the converter part 6 with the motor part 5.
Hereinafter, the U-phase conductor 11u, the V-phase
conductor 11v, and the W-phase conductor 11w may
25 collectively be referred to as motor conductors 11.
[0029] The capacitor 61 and the semiconductor modules 62
are arranged in the circumferential direction of the motor
part 5. The capacitor 61 has a rectangular shape. The
capacitor 61 has a motor-part-side-attaching-face 61a
30 facing the motor part 5, and a capacitor-side-terminal-face
61b on which a plurality of external connection terminals
61c and a plurality of capacitor-side connection terminals
61d are provided. The capacitor 61 is disposed on the
12
outer circumferential face 55 of the motor frame 51 so that
the capacitor-side connection terminals 61d face the
semiconductor modules 62. The external connection
terminals 61c are arranged at an interval in the axial
5 direction. The external connection terminals 61c are each
connected with an external connection conductor 13 leading
to the reactor 4, which is not illustrated. The capacitorside connection terminals 61d are arranged at an interval
in the axial direction.
10 [0030] Three semiconductor modules 62 are arranged at
intervals in the axial direction. A semiconductor module
62 that is leftmost in the drawing is connected with the Uphase conductor 11u. A semiconductor module 62 at the
center is connected with the V-phase conductor 11v. A
15 semiconductor module 62 that is rightmost in the drawing is
connected with the W-phase conductor 11w.
[0031] The semiconductor modules 62 have a rectangular
parallelepiped shape. Each of the semiconductor modules 62
has semiconductor elements 62e that generate heat when the
20 semiconductor module 62 is driven, a radiating surface 62a
for cooling the semiconductor elements 62e, and a module
side terminal face 62b on which a plurality of directcurrent side terminals 62c and a plurality of alternatingcurrent side terminals 62d are provided. The semiconductor
25 modules 62 are arranged on the outer circumferential face
55 of the motor frame 51 with the radiating surfaces 62a
facing the motor part 5 and the module side terminal faces
62b facing opposite to the motor part 5. The semiconductor
elements 62e are elements having an upper limit of junction
30 temperature that is higher than temperature of the motor
part 5 heated. In a case where the material of the motor
frame 51 is steel or aluminum, the surface temperature of
the motor frame 51 becomes 100°C or higher during operation
13
of the motor part 5, and semiconductor elements 62e having
a junction temperature upper limit of 125°C or lower are
therefore less likely to transfer heat produced by the
semiconductor modules 62 to the motor frame 51. Thus, in
5 the present embodiment, the semiconductor elements 62e
having a junction temperature upper limit of 150°C or
higher are used. The semiconductor elements 62e are formed
of wide band gap semiconductors such as SiC elements, which
are resistant to heat, for example. With the wide band gap
10 semiconductors, the semiconductor elements 62e have a
junction temperature upper limit of 150°C to 175°C. The
radiating surfaces 62a are partially or entirely in contact
with the outer circumferential face 55 of the motor frame
51. Contact used herein means that part or the whole of
15 radiating surfaces 62a are directly in contact with the
outer circumferential face 55 of the motor frame 51 so that
heat produced by the semiconductor elements 62e can be
transferred to the motor frame 51. Contact used herein
also includes that part or the whole of radiating surfaces
20 62a are thermally in contact with the outer circumferential
face 55 of the motor frame 51 so that heat produced by the
semiconductor elements 62e can be transferred to the motor
frame 51. In other words, media that can transfer heat
produced by the semiconductor elements 62e to the motor
25 frame 51 may be placed between part or the whole of the
radiating surfaces 62a and the outer circumferential face
55 of the motor frame 51. The radiating surfaces 62a and
the module side terminal faces 62b have a dimension of 130
mm × 130 mm in length and width, for example.
30 [0032] The direct-current side terminals 62c are
arranged at intervals in the axial direction. The
alternating-current side terminals 62d are arranged at
intervals in the axial direction. Each of the direct-
14
current side terminals 62c is disposed at a position close
to the capacitor 61 with respect to the center of the
module side terminal face 62b. The capacitor-side
connection terminals 61d and the direct-current side
5 terminals 62c are connected with each other via a directcurrent connection conductor 12. For the direct-current
connection conductor 12, a laminated bus bar including a
positive conductor plate and a negative conductor plate
between insulating films is preferably used. The direct10 current connection conductor 12 is substantially parallel
to the outer circumferential face 55 of the motor frame 51.
[0033] The alternating-current side terminals 62d are
arranged on a side opposite the direct-current side
terminals 62c across the centers of the module side
15 terminal faces 62b. The alternating-current side terminals
62d are connected with a stator coil, which is not
illustrated, of the motor part 5 via the motor conductors
11. The motor frame 51 has a lead-out hole 58 for drawing
the motor conductors 11 to the outside of the motor frame
20 51. The lead-out hole 58 is disposed at a position close
to one side in the axial direction on the outer
circumferential face 55 of the motor frame 51. The leadout hole 58 is longer in the circumferential direction than
in the axial direction. The motor conductors 11 are
25 arranged in the circumferential direction, and radially
drawn out through the lead-out hole 58 in this state. Note
that part of a conductor constituting the stator coil may
be drawn out through the lead-out hole 58 and used as the
motor conductors 11, or cables, bus bars, or the like other
30 than the conductor of the stator coil may be used for the
motor conductors 11. When the conductor constituting the
stator coil is used as the motor conductors 11, as compared
with the case where other cables, bus bars or the like are
15
used for the motor conductors 11, processing of junctions
of the motor conductors 11 is unnecessary, which can
further reduce the drive control device 1 in size and
weight.
5 [0034] Next, an air passage of the motor part 5 will be
described with reference to FIG. 6. FIG. 6 is a crosssectional view along line VI-VI illustrated in FIG. 5.
FIG. 6 illustrates only one side in the radial direction of
the motor part 5. In FIG. 6, illustration of the
10 semiconductor module attachments 57 is omitted. In
addition, broken line arrows illustrated in FIG. 6
schematically express a state in which heat produced by the
semiconductor modules 62 is transferred to the motor frame
51 and then released into the air. The motor part 5 is a
15 totally enclosed motor. An internal air passage 5a and an
external air passage 5b are formed inside the motor part 5.
The internal air passage 5a is an air passage for
circulating internal air inside of the enclosed motor part
5. The external air passage 5b is an air passage for
20 taking external air into the motor part 5, circulating the
air, and then exhausting the air out of the motor part 5.
The external air passage 5b has an inlet port 5c through
which external air flows in, and an exhaust port 5d through
which external air is exhausted. An inner fan 5e for
25 circulating internal air and sending the internal air to
the stator 52 and the rotor 53 is installed in the internal
air passage 5a. An outer fan 5f for sending external air
from the inlet port 5c toward the exhaust port 5d is
installed in the external air passage 5b. The external air
30 passage 5b and the internal air passage 5a are formed with
a wall 5g therebetween. The external air passage 5b is
formed between the motor frame 51 and the internal air
passage 5a.
16
[0035] When the motor part 5 operates, heat is produced
inside the motor part 5. The heat produced inside the
motor part 5 increases the temperature of the internal air
in the internal air passage 5a. The internal air increased
5 in temperature is circulated through the internal air
passage 5a by the inner fan 5e. In the meantime, external
air flows into the external air passage 5b through the
inlet port 5c. The external air flowing into the external
air passage 5b is caused to flow through the external air
10 passage 5b by the outer fan 5f. The external air is air
having a lower temperature than the internal air. Heat is
exchanged between the internal air circulating through the
internal air passage 5a and the external air flowing
through the external air passage 5b via the wall 5g. As a
15 result, the heat produced inside the motor part 5 is
released out of the motor part 5 via the external air
flowing through the external air passage 5b. In the
present embodiment, the semiconductor modules 62 are
arranged at intervals along the flowing direction of the
20 external air flowing through the external air passage 5b.
The semiconductor modules 62 are separated from the
external air passage 5b by the motor frame 51.
[0036] Next, the effects of the drive control device 1
for electric vehicle according to the present embodiment
25 will be described.
[0037] In the present embodiment, as illustrated in
FIGS. 1 and 3, because the drive control device 1 includes
the inverter-integrated motor 2 in which the motor part 5
and the converter part 6 are integrated, the motor part 5
30 and the converter part 6 can be disposed together on the
truck 7. As a result, the converter part 6 need not occupy
the space in the housing 8 that has conventionally been
occupied by a converter, and the housing 8 can be reduced
17
in size accordingly. This can achieve reduction in size of
the housing 8 without changing the specification of the
drive control device 1.
[0038] In the present embodiment, as illustrated in FIG.
5 3, the converter part 6 is disposed around the motor frame
51 and the semiconductor modules 62 are in contact with the
outer circumferential face 55 of the motor part 5, which
enables heat produced in the semiconductor modules 62 to be
transferred to the motor frame 51. As illustrated in FIG.
10 6, the heat transferred from the semiconductor modules 62
to the motor frame 51 is then released from the motor frame
51 into the air. In other words, the heat produced in the
semiconductor modules 62 can be dissipated via the motor
frame 51, and the semiconductor modules 62 are thus cooled.
15 As a result, the inverter-integrated motor 2 can be reduced
in size and weight as compared with a case where a
dedicated cooling fan for cooling the converter part 6 is
mounted on the inverter-integrated motor 2 and a case where
wind produced by a cooling fan inside the motor part 5 is
20 caused to flow through the outer circumferential face 55 of
the motor frame 51 by using a duct or the like to cool the
converter part 6. In other words, because dedicated
cooling means for cooling the converter part 6 is
unnecessary while the function of cooling the converter
25 part 6 is ensured, the inverter-integrated motor 2 can be
reduced in size and weight. Note that the surface
temperature of the motor frame 51 becomes 100°C or higher
during operation of the motor part 5. In the present
embodiment, the semiconductor elements 62e illustrated in
30 FIG. 5 are formed of wide band gap semiconductors having a
junction temperature upper limit of 150°C to 175°C. Thus,
the heat of the semiconductor modules 62 can be reliably
transferred to the motor frame 51 and the semiconductor
18
modules 62 can thus be cooled without being affected by the
surface temperature and the material of the motor frame 51.
[0039] In the present embodiment, as illustrated in FIG.
6, heat is exchanged between the motor frame 51 and the
5 external air flowing through the external air passage 5b.
In other words, the external air flowing through the
external air passage 5b absorbs heat transferred to the
motor frame 51. As a result, the semiconductor modules 62
are cooled by the external air flowing through the external
10 air passage 5b via the motor frame 51.
[0040] In the present embodiment, as illustrated in FIG.
3, because the converter part 6 is disposed around the
motor frame 51, the position of the converter part 6 can be
changed by using the space around the motor frame 51. As a
15 result, the degree of freedom in selecting the installation
position of the converter part 6 can be increased as
compared with a case where the converter part 6 is
positioned at one end along the axial direction of the
inverter-integrated motor 2.
20 [0041] In the present embodiment, as illustrated in FIG.
5, because the semiconductor modules 62 are arranged on the
outer circumferential face 55 of the motor frame 51 with
the radiating surfaces 62a facing the motor part 5, heat
produced by the semiconductor modules 62 can be efficiently
25 transferred to the motor frame 51.
[0042] In the present embodiment, as illustrated in FIG.
4, because the drive control board 63 is disposed on a side
opposite the motor frame 51 across the semiconductor
modules 62, the distance between the drive control board 63
30 and the semiconductor modules 62 can be decreased, which
can make the conductors connecting the drive control board
63 with the semiconductor modules 62 shorter. As a result,
the semiconductor modules 62 can be optimally driven, and
19
the performance of the semiconductor modules 62 can be
maximized.
[0043] As illustrated in FIG. 5, because the capacitor
61 includes a plurality of external connection terminals
5 61c, the external connection conductors 13 provided from
outside the converter part 6 can be directly connected with
the capacitor 61, which eliminates the need for
additionally providing a junction member such as a terminal
block. As a result, the converter part 6 can be reduced in
10 size and weight.
[0044] As illustrated in FIG. 5, the capacitor 61 is
positioned on the outer circumferential face 55 of the
motor frame 51 with the capacitor-side connection terminals
61d facing the semiconductor modules 62, and the capacitor15 side connection terminals 61d are arranged at an interval
in the axial direction. The direct-current side terminals
62c of the semiconductor modules 62 are arranged at
intervals in the axial direction, and at positions close to
the capacitor 61 with respect to the centers of the module
20 side terminal faces 62b. As a result, the capacitor-side
connection terminals 61d can be connected with the directcurrent side terminals 62c by the direct-current connection
conductors 12 due to shorter distances between the
capacitor-side connection terminals 61d and the direct25 current side terminals 62c along the circumferential
direction. In addition, because the distances between the
capacitor-side connection terminals 61d and the directcurrent side terminals 62c along the circumferential
direction are decreased, the direct-current connection
30 conductor 12 can be reduced in dimension along the
circumferential direction, which can reduce the size of the
direct-current connection conductor 12. Note that, in
order to improve the vibration resistant performance of the
20
direct-current connection conductor 12 to vibration applied
to the truck 7 by the wheels 71, the direct-current
connection conductor 12 needs to be fixed to the motor
frame 51 with fixing members such as screws. As the size
5 of the direct-current connection conductor 12 is larger,
the direct-current connection conductor 12 becomes heavier,
and the number of fixing members needs to be increased or
more robust and larger fixing members need to be used,
which increases the inverter-integrated motor 2 in size,
10 weight, and cost. In this regard, in the present
embodiment, because the direct-current connection conductor
12 is reduced in size, the number of fixing members can be
reduced or smaller fixing members can be used, which can
reduce the inverter-integrated motor 2 in size, weight, and
15 cost.
[0045] In the present embodiment, as illustrated in FIG.
5, the lead-out hole 58 is at a position close to one side
in the axial direction of the outer circumferential face 55
of the motor frame 51, and the motor conductors 11 are
20 arranged in the circumferential direction and drawn out
through the lead-out hole 58 in this state, which can
reduce the stator 52 and the rotor 53 in dimension in the
axial direction.
[0046] While the motor frame 51 has a cylindrical shape
25 in the present embodiment, the motor frame 51 may have a
quadrangle cylinder shape or the like. In addition, while
the outer circumferential face 55 of the motor frame 51 has
a shape of a circular circumferential face in the present
embodiment, the outer circumferential face 55 may have a
30 rectangular annular shape or the like. In addition, while
the drive control board 63 is disposed on a side opposite
the motor frame 51 across the semiconductor modules 62 in
the present embodiment, the drive control board 63 may be
21
disposed on a side opposite the motor frame 51 across the
capacitor 50.
[0047] Second Embodiment.
FIG. 7 is a perspective view schematically
5 illustrating a converter part 6 and a motor part 5 of a
drive control device 1 for electric vehicle according to a
second embodiment of the present invention. The present
embodiment differs from the first embodiment described
above in that one semiconductor module 62A is included.
10 Note that, in the second embodiment, parts overlapping with
those of the first embodiment will be represented by the
same reference numerals and the description thereof will
not be repeated.
[0048] The converter part 6 according to the present
15 embodiment includes one semiconductor module 62A connected
with each of the U-phase conductor 11u, the V-phase
conductor 11v, and the W-phase conductor 11w. The
semiconductor module 62A has a rectangular shape. The
semiconductor module 62A has a long side of 300 mm and a
20 short side of 130 mm, for example. The semiconductor
module 62A and the motor part 5 are arranged so that the
longitudinal direction of the semiconductor module 62A is
parallel to the axial direction of the motor part 5. In
the present embodiment, because one semiconductor module
25 62A is used, the number of components can be reduced as
compared with the first embodiment described above.
[0049] Third Embodiment.
FIG. 8 is a perspective view schematically
illustrating a converter part 6 and a motor part 5 of a
30 drive control device 1 for electric vehicle according to a
third embodiment of the present invention. The present
embodiment, differs from the first embodiment described
above in that a plurality of semiconductor modules 62 are
22
arranged in the circumferential direction. Note that, in
the third embodiment, parts overlapping with those of the
first embodiment will be represented by the same reference
numerals and the description thereof will not be repeated.
5 [0050] The semiconductor modules 62 are arranged at
intervals in the circumferential direction. In the present
embodiment, the semiconductor modules 62 are arranged at
intervals along a direction perpendicular to the flowing
direction of the external air flowing through the external
10 air passage 5b, which is not illustrated. The directcurrent side terminals 62c of the respective semiconductor
modules 62 are arranged at intervals in the circumferential
direction. The alternating-current side terminals 62d of
the respective semiconductor modules 62 are arranged at
15 intervals in the circumferential direction. The
alternating-current side terminals 62d of the semiconductor
modules 62 are arranged at positions close to the lead-out
hole 58 with respect to the centers in the axial direction
of the module side terminal faces 62b.
20 [0051] In the present embodiment, because the
semiconductor modules 62 are arranged at intervals along
the direction perpendicular to the flowing direction of the
external air flowing through the external air passage 5b,
the semiconductor modules 62 are attached to areas of the
25 outer circumferential face 55 of the motor frame 51 in
which the surface temperatures are uniform. As a result,
variation in the temperatures of the semiconductor modules
62 can be reduced, and the lifetimes of the semiconductor
modules 62 can be equalized. In the present embodiment,
30 because the semiconductor modules 62 are arranged at
intervals in the circumferential direction, the distances
between the alternating-current side terminals 62d and the
lead-out hole 58 can be made shorter than those in the
23
first embodiment in which the semiconductor modules 62 are
arranged in the axial direction of the motor part 5. As a
result, the motor conductors 11 drawn out through the leadout hole 58 can be reduced in length.
5 [0052] Fourth Embodiment.
FIG. 9 is a cross-sectional view illustrating a
converter part 6 and a motor part 5 of a drive control
device 1 for electric vehicle according to a fourth
embodiment of the present invention. FIG. 10 is an
10 enlarged cross-sectional view of the converter part 6
illustrated in FIG. 9. The present embodiment differs from
the first embodiment described above in that a detector for
motor 66 is further included. Note that, in the fourth
embodiment, parts overlapping with those of the first
15 embodiment will be represented by the same reference
numerals and the description thereof will not be repeated.
[0053] The converter part 6 includes the detector for
motor 66. The detector for motor 66 is a detector for
detecting any one of the temperature, the vibration, the
20 sound, the partial discharge, and the insulating state of
the motor part 5. As illustrated in FIG. 10, the detector
for motor 66 is connected with the drive control board 63
via a cable 14. A detection signal from the detector for
motor 66 is transmitted to the drive control board 63. The
25 drive control board 63 transmits the detection signal from
the detector for motor 66 to a control device, which is not
illustrated.
[0054] In the present embodiment, the converter part 6
includes the detector for motor 66 for detecting any one of
30 the temperature, the vibration, the sound, the partial
discharge, and the insulating state of the motor part 5.
Thus, an overtemperature of the motor part 5, a bearing
failure in the motor part 5, an insulation failure of the
24
stator coil, an error in the wheels 71 and the pinions and
gears 9a and 9b, an error in the truck 7, or a sign thereof
can be detected. In addition, the detection signal is
transmitted to a control device, and can thus be used for
5 protection, maintenance, and the like of the electric
vehicle 100. In other words, as a result of mounting the
converter part 6 including the detector for motor 66 and
the drive control board 63 on the motor part 5, condition
based maintenance (CBM) can be achieved.
10 [0055] Fifth Embodiment.
FIG. 11 is a cross-sectional view illustrating a
converter part 6 and a motor part 5 of a drive control
device 1 for electric vehicle according to a fifth
embodiment of the present invention. The present
15 embodiment differs from the fourth embodiment described
above in the installation position of the converter part 6.
Note that, in the fifth embodiment, parts overlapping with
those of the fourth embodiment will be represented by the
same reference numerals and the description thereof will
20 not be repeated.
[0056] The capacitor 61, the semiconductor modules 62,
the drive control board 63, and the detector for motor 66
are arranged on a side opposite the motor fixing member 59
across the motor part 5, and at positions lower than the
25 motor shaft 54 of the motor part 5. In the present
embodiment, the cover 64 is disposed on the outer
circumferential face 55 of the motor frame 51 from an area
on the outer circumferential face 55 facing upward to an
area thereof facing opposite to the motor fixing member 59.
30 Part of the converter part 6 is between the motor part 5
and the axle 72. Because the semiconductor modules 62 and
the like are disposed collectively at a lower part of the
motor part 5, the converter part 6 can be accessed from
25
below the truck 7. As a result, the maintenance of the
converter part 6 can be easily performed in a state in
which the electric vehicle 100 is in pits.
[0057] Sixth Embodiment.
5 FIG. 12 is a cross-sectional view illustrating a
converter part 6 and a motor part 5 of a drive control
device 1 for electric vehicle according to a sixth
embodiment of the present invention. The present
embodiment differs from the fourth embodiment described
10 above in the installation position of the capacitor 61.
Note that, in the sixth embodiment, parts overlapping with
those of the fourth embodiment will be represented by the
same reference numerals and the description thereof will
not be repeated.
15 [0058] The capacitor 61 is disposed on the outer
circumferential face 55 of the motor part 5 on a side
opposite the motor fixing member 59 across the motor part
5. Such position of the capacitor 61 enables the converter
part 6 to be reduced in height.
20 [0059] Seventh Embodiment.
FIG. 13 is a cross-sectional view illustrating a
converter part 6 and a motor part 5 of a drive control
device 1 for electric vehicle according to a seventh
embodiment of the present invention. The present
25 embodiment differs from the fourth embodiment described
above in the installation position of the converter part 6.
Note that, in the seventh embodiment, parts overlapping
with those of the fourth embodiment will be represented by
the same reference numerals and the description thereof
30 will not be repeated.
[0060] The capacitor 61, the semiconductor modules 62,
the drive control board 63, and the detector for motor 66
are arranged, on the outer circumferential face 55 of the
26
motor frame 51, in the circumferential direction from an
area of the outer circumferential face 55 facing opposite
to the motor fixing member 59 to an area thereof facing
downward. In the present embodiment, the cover 64 is
5 disposed, on the outer circumferential face 55 of the motor
frame 51, from an area of the outer circumferential face 55
facing opposite to the motor fixing member 59 to an area
thereof facing downward. Part of the converter part 6 is
disposed between the motor part 5 and the axle 72. Because
10 the semiconductor modules 62 and the like are arranged in
the circumferential direction from the area of the outer
circumferential face 55 of the motor frame 51 facing
opposite to the motor fixing member 59 to the area thereof
facing downward, the semiconductor modules 62 and the like
15 can be accessed from below the truck 7, from a side of the
truck 7, and the like.
[0061] Eighth Embodiment.
FIG. 14 is a cross-sectional view illustrating a
converter part 6 and a motor part 5 of a drive control
20 device for electric vehicle according to an eighth
embodiment of the present invention, corresponding to a
cross-sectional view along line VI-VI illustrated in FIG.
5. The present embodiment differs from the first
embodiment described above in cooling means for cooling the
25 inside of the motor part 5. Note that, in the eighth
embodiment, parts overlapping with those of the first
embodiment will be represented by the same reference
numerals and the description thereof will not be repeated.
Broken line arrows illustrated in FIG. 14 schematically
30 express a state in which heat produced by the semiconductor
modules 62 is transferred to the motor frame 51 and then
released into the air.
[0062] As illustrated in FIG. 14, the internal air
27
passage 5a, the external air passage 5b, the inner fan 5e,
and the outer fan 5f illustrated in FIG. 6 are not present
in the motor part 5. The motor part 5 of the present
embodiment has a structure for transferring heat generated
5 by the stator coil and the like in the motor part 5 to the
outside by heat conduction, and a structure for releasing
the transferred heat into the air, for example, to cool the
motor part 5.
[0063] In the present embodiment, the semiconductor
10 modules 62 are in contact with the outer circumferential
face 55 of the motor part 5, which enables heat produced in
the semiconductor modules 62 to be transferred to the motor
frame 51. The heat transferred from the semiconductor
modules 62 to the motor frame 51 is then released from the
15 motor frame 51 into the air. In other words, the heat
produced in the semiconductor modules 62 can be dissipated
via the motor frame 51, and the semiconductor modules 62
are thus cooled. As a result, the inverter-integrated
motor 2 can be reduced in size and weight as compared with
20 a case where a dedicated cooling fan for cooling the
converter part 6 is mounted on the inverter-integrated
motor 2, and a case where wind produced by a cooling fan
inside the motor part 5 is caused to flow through the outer
circumferential face 55 of the motor frame 51 by using a
25 duct or the like to cool the converter part 6. In other
words, because dedicated cooling means for cooling the
converter part 6 is unnecessary while the function of
cooling the converter part 6 is ensured, the inverterintegrated motor 2 can be reduced in size and weight.
30 [0064] As in the present embodiment, the motor part 5
without the internal air passage 5a, the external air
passage 5b, the inner fan 5e, and the outer fan 5f
illustrated in FIG. 6, can also dissipate heat in the
28
semiconductor modules 62 into the air via the motor frame
51, and can thus cool the semiconductor modules 62. Thus,
for cooling of the semiconductor modules 62, the cooling
means in the motor part 5 is not limited to fans or air
5 passages, and may be any means.
[0065] The configurations presented in the embodiments
above are examples of the present invention, which can be
combined with other known technologies or can be partly
omitted or modified without departing from the scope of the
10 present invention.
Reference Signs List
[0066] 1 drive control device for electric vehicle; 2
inverter-integrated motor; 3 switch; 4 reactor; 5 motor
part; 5a internal air passage; 5b external air passage;
15 5c inlet port; 5d exhaust port; 5e inner fan; 5f outer
fan; 5g wall; 6 converter part; 7 truck; 8 housing; 9a
pinion; 9b gear; 10 control signal cable; 11 motor
conductor; 11u U-phase conductor; 11v V-phase conductor;
11w W-phase conductor; 12 direct-current connection
20 conductor; 13 external connection conductor; 14 cable; 51
motor frame; 52 stator; 53 rotor; 54 motor shaft; 55
outer circumferential face; 56 fixed face; 57
semiconductor module attachment; 58 lead-out hole; 59
motor fixing member; 61 capacitor; 61a motor part side
25 attaching face; 61b capacitor side terminal face; 61c
external connection terminal; 61d capacitor side
connection terminal; 62, 62A semiconductor module; 62a
radiating surface; 62b module side terminal face; 62c
direct-current side terminal; 62d alternating-current side
30 terminal; 62e semiconductor element; 63 drive control
board; 64 cover; 65 capacitor fixing member; 66 detector
for motor; 71 wheel; 72 axle; 73 truck frame; 74 support
frame; 100 electric vehicle.
29
We Claim :
1. A drive control device for electric vehicle, the drive
control device comprising:
a motor part; and a converter part to control driving
5 of the motor part, wherein
the motor part includes a motor frame made of metal
and accommodating a stator and a rotor,
the motor frame has an outer circumferential face,
the converter part is disposed around the motor frame,
10 the converter part includes a semiconductor module
including a semiconductor element, and
the semiconductor module is directly or thermally in
contact with the outer circumferential face of the motor
frame.
15
2. The drive control device for electric vehicle
according to claim 1, wherein the semiconductor element is
an element having a junction temperature upper limit higher
than temperature of the motor part heated.
20
3. The drive control device for electric vehicle
according to claim 1 or 2, wherein the semiconductor
element is formed of a wide band gap semiconductor.
25 4. The drive control device for electric vehicle
according to any one of claims 1 to 3, wherein
the outer circumferential face of the motor frame
includes a fixing face to be fixed to a truck, and
the converter part is disposed in an area of the outer
30 circumferential face of the motor frame avoiding the fixing
face.
5. The drive control device for electric vehicle
30
according to any one of claims 1 to 4, wherein
a semiconductor module attachment is formed integrally
with the outer circumferential face of the motor frame, and
the semiconductor module is attached to the
5 semiconductor module attachment.
6. The drive control device for electric vehicle
according to any one of claims 1 to 5, wherein
a semiconductor module attachment formed separately
10 from the motor frame is fixed to the outer circumferential
face of the motor frame, and
the semiconductor module is attached to the motor
frame via the semiconductor module attachment.
15 7. The drive control device for electric vehicle
according to any one of claims 1 to 6, wherein
the semiconductor module further has a terminal face
on which a connection terminal is provided, and a radiating
surface to cool the semiconductor element, and
20 the semiconductor module is disposed on the outer
circumferential face of the motor frame with the radiating
surface facing the motor frame and the terminal face facing
opposite to the motor frame.
25 8. The drive control device for electric vehicle
according to any one of claims 1 to 7, wherein
the converter part includes a detector to detect one
of temperature, vibration, sound, partial discharge, and an
insulating state of the motor part, and a drive control
30 board to control driving of the semiconductor module, and
a signal from the detector is input to the drive
control board.
31
9. The drive control device for electric vehicle
according to claim 8, wherein the drive control board is
disposed on a side opposite the motor frame across the
semiconductor module.
5
10. The drive control device for electric vehicle
according to any one of claims 1 to 9, wherein
the converter part includes a capacitor connected with
the semiconductor module, and
10 the capacitor is formed in a shape following the outer
circumferential face of the motor frame, and attached to
the outer circumferential face of the motor frame.
11. The drive control device for electric vehicle
15 according to claim 10, wherein
the capacitor is disposed on the outer circumferential
face of the motor frame with a connection terminal of the
capacitor facing the semiconductor module, and
the connection terminal of the capacitor and a
20 connection terminal of the semiconductor module are
connected with each other by a direct-current connection
conductor that is parallel to the outer circumferential
face of the motor frame.
25 12. The drive control device for electric vehicle
according to claim 10 or 11, wherein the capacitor has an
external connection terminal with which an external
connection conductor is connected.
30 13. The drive control device for electric vehicle
according to any one of claims 1 to 12, wherein
the motor part is driven by three-phase AC power,
the drive control device further comprises a U-phase
32
conductor, a V-phase conductor, and a W-phase conductor
connecting the converter part and the motor part with each
other,
the converter part includes, as the semiconductor
5 module, a semiconductor module connected with the U-phase
conductor, a semiconductor module connected with the Vphase conductor, and a semiconductor module connected with
the W-phase conductor, and
the semiconductor modules are arranged in an axial
10 direction of the motor part.
14. The drive control device for electric vehicle
according to any one of claims 1 to 12, wherein
the motor part is driven by three-phase AC power,
15 the drive control device further comprises a U-phase
conductor, a V-phase conductor, and a W-phase conductor
connecting the converter part and the motor part with each
other,
the converter part includes, as the semiconductor
20 module, a semiconductor module connected with the U-phase
conductor, a semiconductor module connected with the Vphase conductor, and a semiconductor module connected with
the W-phase conductor, and
the semiconductor modules are arranged in a
25 circumferential direction of the motor part.
15. The drive control device for electric vehicle
according to any one of claims 1 to 12, wherein
the motor part is driven by three-phase AC power,
30 the drive control device further comprises a U-phase
conductor, a V-phase conductor, and a W-phase conductor
connecting the converter part and the motor part with each
other,
33
the converter part includes, as the semiconductor
module, a single semiconductor module connected with the Uphase conductor, the V-phase conductor, and the W-phase
conductor,
5 the semiconductor module has a rectangular shape, and
the semiconductor module and the motor part are
arranged so that a longitudinal direction of the
semiconductor module is parallel to an axial direction of
the motor part.
10
16. The drive control device for electric vehicle
according to claim 7, wherein the connection terminal of
the semiconductor module is connected with a stator of the
motor part via a conductor.

17. The drive control device for electric vehicle
according to claim 16, wherein
the motor frame has a lead-out hole through which the
conductor is drawn out of the motor frame, and
20 the lead-out hole is at a position close to one side
in an axial direction of the outer circumferential face of
the motor frame.
18. The drive control device for electric vehicle
25 according to any one of claims 1 to 17, wherein
an external air passage to take external air into the
motor part, circulate the external air, and then exhaust
the external air out of the motor part is formed in the
motor part, and
30 the semiconductor module and the external air passage
are separated from each other by the motor frame.