JPH06169548A - Ventilation cooling type rotary electric machine for vehicle - Google Patents
Ventilation cooling type rotary electric machine for vehicleInfo
- Publication number
- JPH06169548A JPH06169548A JP7004091A JP7004091A JPH06169548A JP H06169548 A JPH06169548 A JP H06169548A JP 7004091 A JP7004091 A JP 7004091A JP 7004091 A JP7004091 A JP 7004091A JP H06169548 A JPH06169548 A JP H06169548A
- Authority
- JP
- Japan
- Prior art keywords
- machine
- vehicle
- cooling air
- end side
- motor
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Granted
Links
Landscapes
- Motor Or Generator Frames (AREA)
- Motor Or Generator Cooling System (AREA)
Abstract
Description
【０００１】[0001]
【産業上の利用分野】本発明は、主に電車等の鉄道車両
の誘導機形主電動機として台車に設置される車両用通風
冷却形回転電機に関する。BACKGROUND OF THE INVENTION 1. Field of the Invention The present invention relates to a ventilation cooling type rotating electric machine for a vehicle, which is mainly installed as an induction machine type main motor of a railroad vehicle such as an electric train on a bogie.
【０００２】[0002]
【従来の技術】この種の車両用通風冷却形回転電機（以
下単にモータと称する）の一般的構造としては、図５に
示すものが知られている。2. Description of the Related Art As a general structure of a ventilation cooling type rotary electric machine for a vehicle of this type (hereinafter simply referred to as a motor), a structure shown in FIG. 5 is known.
【０００３】つまり図５はモータの組立状態の縦断面図
で、図中１はモータのフレーム、このフレーム１は円筒
形で、この内周面にステータ鉄心２をステータ鉄心押え
３で両端から押え付けて取付けていると共に、このステ
ータ鉄心２の内周面にスロットを介してステータコイル
４を組み付けて、ステータ（固定子）を構成している。That is, FIG. 5 is a vertical cross-sectional view of the assembled state of the motor. In the figure, reference numeral 1 is a motor frame, and this frame 1 is a cylindrical shape. The stator coil 4 is attached to the stator core 2, and the stator coil 4 is attached to the inner peripheral surface of the stator core 2 through the slots to form a stator (stator).
【０００４】また、そのステータのフレ−ム１の一端の
端板１ａに嵌合したハウジング５ａと，フレーム１の他
端に嵌合した鏡蓋５ｂとにそれぞれ軸受６ａ，６ｂを組
付け、この両軸受６ａ，６ｂによりシャフト（ロータ
軸）７を回転自在に支持している。このシャフト７にロ
ータ鉄心８をロータ鉄心押え９で両端から押え付けて固
着している。このロータ鉄心８の外周面にスロットを介
しロータバー１０を組み付け、このロータバー１０の両
端にリング状のエンドリング（短絡環）１１を溶着し
て、カゴ形ロータ（回転子）を構成している。Bearings 6a and 6b are attached to a housing 5a fitted to the end plate 1a at one end of the frame 1 of the stator and a mirror lid 5b fitted to the other end of the frame 1, respectively. A shaft (rotor shaft) 7 is rotatably supported by both bearings 6a and 6b. A rotor iron core 8 is fixed to the shaft 7 by pressing the rotor iron core retainers 9 from both ends. A rotor bar 10 is assembled to the outer peripheral surface of the rotor core 8 via slots, and ring-shaped end rings (short-circuit rings) 11 are welded to both ends of the rotor bar 10 to form a cage rotor (rotor).
【０００５】こうしたモーターは図６に示す如く車両の
車体１２の床下の台車内の台車梁１３と車軸１４との間
の狭い据付スペースに配置され、そのフレーム１外周に
突出した取付ノーズ１５Ａ，１５Ｂや取付足１５Ｃ等を
介し該台車梁１３などにボルト１６により締結すること
で取付けられている。そして通電運転によりロータが回
転し、この回転力がシャフト７の軸端に装着したカップ
リング（図示せず）を介し駆動歯車１７ａ，１７ｂによ
り車軸１４に伝えられ、この車軸１４の回転でこの左右
の車輪１８をレール１９上に転動させて車両を走行させ
るようになっている。なおフレーム１の外周下部には前
後一対ずつの置足２０が突設されている。As shown in FIG. 6, such a motor is arranged in a narrow installation space between a bogie beam 13 and an axle 14 inside a bogie of a vehicle body 12 of a vehicle, and mounting noses 15A and 15B projecting on the outer periphery of the frame 1 thereof. It is attached by fastening it to the trolley beam 13 or the like with bolts 16 via the mounting foot 15C or the like. Then, the rotor is rotated by the energization operation, and this rotational force is transmitted to the axle 14 by the drive gears 17a and 17b via the coupling (not shown) attached to the shaft end of the shaft 7, and the rotation of the axle 14 causes the left and right wheels to rotate. The wheels 18 are rolled on rails 19 to drive the vehicle. It should be noted that a pair of front and rear mounting feet 20 are projectingly provided on the lower portion of the outer periphery of the frame 1.
【０００６】こうしたモーターは運転稼働時に発熱して
過熱し易い。ある限度以上に加熱するとコイル絶縁物の
劣化が促進して寿命が低下したり、発熱体の強度低下を
招く。このために回転電機内（以下単に機内と呼ぶ）の
温度上昇を抑えるべく冷却用の空気（以下冷却風と呼
ぶ）を流入させて冷却する必要がある。この冷却方式に
は自己通風冷却形と他力強制通風冷却形との２種類があ
る。[0006] Such a motor tends to generate heat during operation and overheat. Heating above a certain limit accelerates the deterioration of the coil insulator, resulting in a shorter life and a decrease in the strength of the heating element. For this reason, it is necessary to introduce cooling air (hereinafter referred to as cooling air) to cool the inside of the rotating electric machine (hereinafter simply referred to as the inside of the machine) in order to suppress the temperature rise. There are two types of this cooling method: a self-ventilation cooling type and a forced forced ventilation cooling type.
【０００７】前記図５に示したモータは前者の自己通風
冷却形である。これはフレーム１外周の軸方向一端側寄
りに冷却風導入口２１を形成し、これと反対の軸方向他
端側機内部に通風ファン２２をシャフト（ロータ軸）７
に取付けると共に、この外周に配列する状態に多数の排
風口２３をフレーム１に形成している。また前記冷却風
導入口２１はたわみ風道２４を介して車体１２の床下側
ダクト（図示せず）に連結している。そして運転稼働時
にシャフト７と一体に通風ファン２２が回転し、この吸
引作用で前記車体１２の床下側ダクトからたわみ風道２
４を介して新鮮な冷却風を冷却風導入口２１より機内一
端側に導入し、これを機内の各通風路（ステータ鉄心２
とロータ鉄心８との間のギャップＧ並びに該ロータ鉄心
８に軸方向に貫通して設けた多数の通風穴２６）に矢印
の如く通風させて、ステータコイル４やロータバー１０
を直接冷却すると共に、ステータ鉄心２やロータ鉄心８
を介して間接的に冷却しながら排風口２３より機外に排
気するようになっている。The motor shown in FIG. 5 is the former self-ventilation cooling type. This forms a cooling air introduction port 21 near the one end in the axial direction on the outer periphery of the frame 1, and a ventilation fan 22 is installed inside the machine on the other end side in the axial direction opposite to this, a shaft (rotor shaft) 7
A large number of air outlets 23 are formed in the frame 1 so as to be arranged on the outer periphery of the frame 1. Further, the cooling air inlet 21 is connected to an underfloor duct (not shown) of the vehicle body 12 via a flexible air passage 24. During operation, the ventilation fan 22 rotates integrally with the shaft 7, and this suction action causes the flexible wind passage 2 from the underfloor duct of the vehicle body 12.
4, fresh cooling air is introduced from the cooling air introduction port 21 to one end side in the machine, and this is introduced into each ventilation passage (stator iron core 2
The gap G between the rotor core 8 and the rotor core 8 and a large number of ventilation holes 26) formed through the rotor core 8 in the axial direction so that the stator coil 4 and the rotor bar 10 are ventilated.
Directly cools the stator core 2 and the rotor core 8
The air is exhausted to the outside of the machine through the exhaust port 23 while being indirectly cooled via the.
【０００８】なお、前記冷却風は車体１２の床下側ダク
トからたわみ風道２４を介して機内に取入れる方式以外
に、冷却風導入口２１上に通風濾過器（図示せず）を設
け、これから外気を冷却風として機内に取入れる方式の
ものもある。In addition to the system in which the cooling air is taken in from the underfloor duct of the vehicle body 12 through the flexible air passage 24, a ventilation filter (not shown) is provided on the cooling air inlet 21 and the cooling air is introduced from here. There is also a system that takes in outside air as cooling air into the machine.
【０００９】また、前記後者の他力強制通風冷却形のモ
ータは、図示しないが、車体に設置したブロア（図示せ
ず）から冷却風を強制的に前記車体１２の床下側ダクト
やたわみ風道２４を介して冷却風導入口２１より機内一
端側に押し込んで、前記同様に機内の通風冷却を行いな
がら他端排風口２３より機外に排気するようにした方式
のもである。Although not shown in the figure, the latter-type forced-force cooling type motor is configured such that a blower (not shown) installed on the vehicle body forcibly supplies cooling air to the underfloor duct or the flexible air duct of the vehicle body 12. It is also possible to push the cooling air from the cooling air inlet 21 to one end side of the machine via 24, and to exhaust the air from the other end exhaust port 23 to the outside of the machine while cooling the ventilation inside the machine in the same manner as described above.
【００１０】ところで、近年では車両の保守の省力化の
要求が高まり、車両の一編成当たりのモータの台数を減
らすことで、保守点検の際のモータの台車からの取り外
しや分解作業を極力軽減しようとする要望が強くなって
来ている。このために少ないモータで現状と同等以上の
車両性能を出すため、一台当たりのモータの出力をでき
るだけ増やすことが考えられている。加えて加速性能や
高速性能アップなと車両の高性能化対策のためにも、モ
ータの大出力化が最大のニーズとなっている。By the way, in recent years, there has been an increasing demand for labor saving in vehicle maintenance, and by reducing the number of motors per vehicle formation, it is possible to reduce the removal and disassembly work of the motors from the truck during maintenance and inspection as much as possible. The demands for and are becoming stronger. For this reason, it is considered to increase the output of each motor as much as possible in order to obtain a vehicle performance equal to or higher than the present condition with a small number of motors. In addition, increasing the output of the motor is the greatest need for measures to improve vehicle performance, such as acceleration performance and high-speed performance.
【００１１】しかし、この種のモータで大出力化を図る
には次のよな難点がある。つまり、この種のモータは図
６に示したように台車内の制約された狭い据付スペース
に納める必要がある。即ち、モータは台車梁１３と車軸
１４との間の据付余裕空間ａ，ｂ寸法を除いた前後幅空
間と、車体１２の床下側ダクトからレール１９までの間
の据付余裕空間ｃ，ｄ寸法を除いた上下高さ空間と言っ
た範囲内に納めなければならない。従ってモータはこの
ステータ鉄心２等の外径を現状以上に大径化することが
殆ど不可能で、こうした制約のなかで従来以上に大出力
のモータを実現するには、機内の冷却効率を向上するこ
としかない。However, there are the following difficulties in achieving a large output with this type of motor. In other words, this type of motor needs to be installed in a limited installation space within the carriage as shown in FIG. That is, the motor has a front-rear width space excluding the installation marginal spaces a and b between the bogie beam 13 and the axle 14, and the installation marginal spaces c and d between the underfloor duct of the vehicle body 12 and the rail 19. It must be placed within the range called the vertical height space that is excluded. Therefore, it is almost impossible for the motor to make the outer diameter of the stator core 2 and the like larger than the current one, and in order to realize a motor with a larger output than the conventional one, it is necessary to improve the cooling efficiency inside the machine. There is nothing to do.
【００１２】しかしながら、この種の通風冷却形のモー
タでは、図７（ａ）にも示すように、機内一端側に導入
された冷却風がギャップＧと通風穴２６に矢印の如く流
れてステータコイル４やロータバー１０を冷却しながら
他端排風口２３より機外に排気されるので、機内一端側
では高い冷却効果が得られるが、冷却風が機内他端側に
行くに従い徐々に加熱されて温度が上がり冷却効果が低
くなる。このために運転稼働時の機内温度上昇分布が変
化し、図７（ｂ）に破線で示すステータコイル４並びに
ロータバー１０の軸方向の温度上昇が一端風上側では低
く、他端風下側では高く、温度上昇のアンバランスを生
じる。特にステータコイル４の一端風上側と他端風下側
との温度上昇のアンバランスが大きく、しかも機内の下
側部に配するステータコイル４の他端風下側コイルエン
ド部４ａの温度上昇が最も大きくなっている。However, in this type of ventilation cooling type motor, as shown in FIG. 7 (a), the cooling air introduced into one end of the machine flows into the gap G and the ventilation hole 26 as indicated by the arrow, and the stator coil 4 and the rotor bar 10 are exhausted to the outside of the machine from the other end exhaust port 23 while cooling, so that a high cooling effect can be obtained at one end side of the inside of the machine, but the cooling air is gradually heated as it goes to the other end side of the inside of the machine. Increase the cooling effect. For this reason, the temperature rise distribution inside the machine during operation changes, and the temperature rise in the axial direction of the stator coil 4 and the rotor bar 10 indicated by the broken line in FIG. 7B is low on one side of the windward side and high on the other side of the leeward side. An imbalance of temperature rise occurs. In particular, there is a large imbalance in the temperature rise between the one windward side and the other end leeward side of the stator coil 4, and the temperature rise at the other end leeward side coil end portion 4a of the stator coil 4 arranged in the lower side portion of the machine is the largest. Has become.
【００１３】従って、この種のモータでは、機内上側部
のステータコイル４の一端風上側部はかなり余裕がある
低い温度になっているにもかかわらず、モータの設計に
当たっては、ステータコイル４の絶縁物の劣化を招かな
いように、最も高温となる機内の下側部のステータコイ
ル４の他端風下側コイルエンド部４ａの最大温度上昇値
を基準にし、これがステータコイル４の絶縁物劣化の許
容限界値を越えないように、外径寸法や出力容量を設定
しなければならない。このためにモータに十分な性能を
持たせられず、現存以上の小形・軽量化或いは大出力化
が図れないの実情である。Therefore, in this type of motor, although the temperature at the windward side of one end of the stator coil 4 at the upper side of the machine is at a low temperature with a considerable margin, the insulation of the stator coil 4 is considered in designing the motor. In order not to cause deterioration of the product, the maximum temperature rise value of the other end leeward coil end part 4a of the stator coil 4 at the lowermost part in the machine, which is the highest temperature, is used as a reference, and this is the allowable value of the deterioration of the insulator of the stator coil 4. Outer diameter dimensions and output capacity must be set so that the limits are not exceeded. For this reason, the motor cannot have sufficient performance, and it is not possible to achieve a smaller size, lighter weight, or higher output than the existing one.
【００１４】[0014]
【発明が解決しようとする課題】以上の如く従来のモー
タでは、台車内の狭い据付スペースの制約や、機内の通
風冷却構造によるローカルヒートのために、現状のもの
以上の大出力化が図れず、台数削減による保守の省力化
や車両の高性能化と言った最近のニーズに答えられない
問題があった。As described above, the conventional motor cannot achieve a higher output than the current one because of the limited installation space in the bogie and the local heat due to the ventilation cooling structure in the machine. , There was a problem that could not meet the recent needs such as labor saving of maintenance by reducing the number of vehicles and improvement of vehicle performance.
【００１５】本発明は前記事情に鑑みなされ、その目的
とするところは、台車内の狭い据付スペースによる制約
と機内の通風冷却構造から発生する機内下側の風下側部
のローカルヒートを改善して、モータの大出力化を図る
と共に、台数の削減による保守の省力化や車両の高性能
化を可能とした車両用通風冷却形回転電機を提供するこ
とにある。The present invention has been made in view of the above circumstances. An object of the present invention is to improve the local heat on the leeward side on the lower side of the machine, which is caused by the narrow installation space in the carriage and the ventilation cooling structure in the machine. An object of the present invention is to provide a ventilation air-cooled electric rotating machine for a vehicle, which achieves a large output of a motor, labor saving in maintenance by reducing the number of motors, and high performance of the vehicle.
【００１６】[0016]
【課題を解決するための手段】本発明の車両用通風冷却
形回転電機は、前記目的を達成するために、冷却風導入
口から機内の一端側に導入した冷却風を、該機内を通し
て他端側に他端側排風口より機外に排気する構成とする
と共に、ステータの外周で車両台車内への据付余裕空間
部である下側部位に、前記機内一端側に導入した冷却風
の一部をバイパスさせて機内他端側のステータコイルエ
ンド部付近に導通するバイパス通路を設けたことを特徴
とする。In order to achieve the above-mentioned object, a vehicular ventilation-cooled rotary electric machine according to the present invention has a structure in which cooling air introduced from one side of a cooling air introduction port into one side of the machine is passed through the inside of the machine to the other end. A part of the cooling air introduced to the one end side of the machine is installed in the lower part of the outer periphery of the stator, which is a space for installation in the vehicle bogie on the outer periphery of the stator. Is provided to provide a bypass passage that is connected to the other end of the machine and near the end of the stator coil.
【００１７】なお、前記バイパス通路の機内他端側出口
の近傍に、該バイパス通路の出口から機内他端側に流出
するバイパス冷却風をステータコイルエンド部に導くガ
イド板を全周または部分的に設けることが望ましい。A guide plate for guiding the bypass cooling air flowing from the outlet of the bypass passage to the other end of the aircraft to the stator coil end portion is provided around the entire circumference or partially of the bypass passage in the vicinity of the outlet on the other end side in the aircraft. It is desirable to provide it.
【００１８】[0018]
【作用】前記構成の車両用通風冷却形回転電機では、冷
却風導入口より機内一端側に取入れられた冷却風がステ
ータ鉄心とロータ鉄心との間のギャップやロータ鉄心の
通風穴を介して機内他端側に流通する一方、その冷却風
の一部がステータの外周で車両台車内への据付余裕空間
部である下側部位に設けたバイパス通路を通って機内他
端側のステータコイルエンド部付近に導通されるように
なる。これで機内下側の風下側部のローカルヒートの改
善ができて、機内のステータコイルやロータバー等の各
部が平均的に通風冷却作用を受け、その各部の温度上昇
が抑制されるようになる。これにてモータの大出力化が
可能となる。In the above-configured vehicular ventilation cooling type electric rotating machine for vehicles, the cooling air taken in from the cooling air introduction port to the one end side in the machine has the inside of the machine through the gap between the stator core and the rotor core or the ventilation hole of the rotor core. While flowing to the other end side, a part of the cooling air passes through a bypass passage provided at a lower portion which is an installation spare space portion in the vehicle bogie on the outer periphery of the stator, and a stator coil end portion on the other end side of the machine It will be conducted in the vicinity. As a result, the local heat on the leeward side on the lower side of the machine can be improved, and each part such as the stator coil and the rotor bar in the machine is subjected to the ventilation cooling effect on average, and the temperature rise of each part is suppressed. This makes it possible to increase the output of the motor.
【００１９】また、前記バイパス通路はステータの外周
で車両台車内への据付余裕空間部である下側部位に設け
たので、車両台車内への狭い据付スペースにモータを据
付るのに邪魔になるようなことがない。Further, since the bypass passage is provided at the lower portion of the outer periphery of the stator, which is a space for installation in the vehicle bogie, it hinders installation of the motor in a narrow installation space in the vehicle bogie. There is no such thing.
【００２０】前記バイパス通路の機内他端側出口の近傍
に、該バイパス通路の出口から機内他端側に流出するバ
イパス冷却風をステータコイルエンド部に導くガイド板
を全周または部分的に設けておけば、そのバイパス冷却
風がステータコイルエンド部に確実に当てられて、そこ
の冷却効果をより一層向上できるようになる。A guide plate for guiding the bypass cooling air flowing from the outlet of the bypass passage to the other end of the aircraft to the stator coil end portion is provided around the entire circumference or partially of the bypass passage in the vicinity of the outlet on the other end side in the machine. In this case, the bypass cooling air is surely applied to the stator coil end portion, so that the cooling effect there can be further improved.
【００２１】[0021]
【実施例】以下本発明の車両用通風冷却形回転電機（以
下単にモータと呼ぶ）の一実施例を図１及び図２により
説明する。なお、図中前記図５及び図６に示した構成と
重複数ものには同一符号を付して説明する。DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS An embodiment of a vehicular ventilation-cooled rotary electric machine (hereinafter simply referred to as a motor) of the present invention will be described below with reference to FIGS. 1 and 2. In the figure, the same components as those shown in FIG. 5 and FIG.
【００２２】このモータでは、図１に示す如く、ステー
タのフレーム１の外周で且つ車両台車内への狭い据付ス
ペースに対する余裕空間部である下側部位（下部の前後
の置足２０，２０相互間部位）に、チャンネル材等のダ
クト３０を軸線方向に沿って溶接等により取付け、且つ
そのダクト３０の一端を図２に示す如く前記フレーム１
のステータ鉄心２より一端側寄りに開口した一端側入口
３１と内部連通すると共に、該ダクト３０の他端を前記
フレーム１のステータ鉄心２より他端側寄りに開口した
他端側出口３２と内部連通することにより、機内一端側
に導入した冷却風の一部をバイパスさせて機内他端側の
ステータコイルエンド部４ａ付近に導通するバイパス通
路３３を構成している構造である。なお、その他の構成
は、前記図５及び図６に示したものと略同様であるの
で、図面に同一符号を付して説明を省略する。In this motor, as shown in FIG. 1, a lower portion (an area between the front and rear feet 20 and 20 in the lower portion) which is a space around the outer periphery of the frame 1 of the stator and for a narrow installation space inside the vehicle bogie. Part), a duct 30 such as a channel material is attached along the axial direction by welding or the like, and one end of the duct 30 is attached to the frame 1 as shown in FIG.
Inside of the other end side outlet 32, which is internally communicated with the one end side inlet 31 opened closer to the one end side than the stator core 2 and the other end of the duct 30 is opened closer to the other end side than the stator core 2 of the frame 1. This is a structure in which the bypass passage 33 is configured to bypass a part of the cooling air introduced to one end side of the machine and communicate with the vicinity of the stator coil end portion 4a on the other end side of the machine by communicating with each other. Since the other configurations are substantially the same as those shown in FIGS. 5 and 6, the same reference numerals are given to the drawings and the description thereof will be omitted.
【００２３】而して、前述の構成のモータの作用を述べ
る。まずモータ運転に伴い、シャフト７と一体に通風フ
ァン２２が回転し、この吸引作用で新鮮な冷却風が冷却
風導入口２１より機内（フレーム１内）の一端側に導入
され、この冷却風が機内の各通風路であるステータ鉄心
２とロータ鉄心８との間のギャップＧやロータ鉄心８の
通風穴２６を介して機内他端側に向け流通し、従来と略
同様に機内のステータやロータを冷却するようになる。
その一方、前記機内の一端側に導入された新鮮な冷却風
の一部がバイパス通路３３の一端側入口３１から該バイ
パス通路３３内に流れ、そのバイパス通路３３の他端側
出口３２から機内他端側に直接流入する。これにてその
バイパス冷却風が途中で昇温されずに機内他端風下側の
ステータコイルエンド部４ａやこの内側のロータバー１
０を効果的に冷却するようになる。特に従来のモータで
は最も高温となる機内の下側部のステータコイル４の他
端風下側コイルエンド部４ａを効果的に冷却できるよう
になる。これで機内の風下側部のローカルヒートの改善
ができて、機内のステータコイル４やロータバー１０等
の各部が平均的に通風冷却作用を受け、その各部の温度
上昇が抑制されるようになる。The operation of the motor having the above construction will be described below. First, as the motor is operated, the ventilation fan 22 rotates integrally with the shaft 7, and a fresh cooling air is introduced from the cooling air introduction port 21 to one end side of the inside of the machine (inside the frame 1) by this suction action. The air flows toward the other end of the machine through the gaps G between the stator core 2 and the rotor core 8 that are the air passages in the machine and the ventilation holes 26 of the rotor core 8. Comes to cool.
On the other hand, a part of the fresh cooling air introduced to one end side of the inside of the machine flows from the one end side inlet 31 of the bypass passage 33 into the bypass passage 33, and from the other end side outlet 32 of the bypass passage 33 to the inside of the machine and the like. It flows directly into the edge. As a result, the bypass cooling air is not heated in the middle, and the stator coil end portion 4a on the leeward side of the other end of the machine and the rotor bar 1 inside this are
0 will be cooled effectively. Particularly, in the conventional motor, the other end leeward coil end portion 4a of the lower stator coil 4 in the machine, which has the highest temperature, can be effectively cooled. As a result, the local heat on the leeward side of the machine can be improved, and each part such as the stator coil 4 and the rotor bar 10 in the machine receives the ventilation cooling effect on average, and the temperature rise of each part is suppressed.
【００２４】前記モータとこの機内の各部の温度上昇分
布を図７（ｂ）（ｃ）に示す。この図７（ｂ）に実線で
示す如く下側部のステータコイル４並びにロータバー１
０の他端風下側部の温度上昇が破線で示す従来例に比し
低くなり、そのステータコイル４並びにロータバー１０
の各々軸線方向の温度上昇分布もかなり平均化するとと
共に、それらの各最高温度上昇値も従来にのものよりｈ
1，ｈ2と言った分低下するようになる。7 (b) and 7 (c) show temperature rise distributions of the motor and each part in the machine. As shown by the solid line in FIG. 7B, the lower stator coil 4 and the rotor bar 1 are shown.
The temperature rise on the leeward side of the other end of 0 is lower than that of the conventional example shown by the broken line, and the stator coil 4 and the rotor bar 10
The temperature rise distributions in the respective axial directions are also averaged considerably, and their respective maximum temperature rise values are h
It will decrease by the amount of 1 and h 2 .
【００２５】このように本発明のモータであれば、従来
の冷却構造上発生する他端風下側下部のステータコイル
エンド部４ａやロータバー１０の高温部を、ステータの
外周で車両台車内への据付スペース以外の余裕空間部で
ある下側部の前後の置足２０，２０相互間部位に設けた
バイパス通路を介して流れる新鮮なバイパス冷却風で直
接冷却できるので、機内温度上昇アンバランス（ローカ
ルヒート）を改善できるようになる。これにて機内のス
テータコイル４やロータバー１１等の各部の温度上昇値
が低く、それらの絶縁物劣化や強度低下の許容限界値に
対し余裕ができるので、従来のモータに比べより一層の
大出力化が可能となる。また逆に出力を従来のモータと
同一にすれば、温度上昇が低くなって長寿命化が可能と
なる。As described above, according to the motor of the present invention, the stator coil end portion 4a at the lower lee side of the other end and the high temperature portion of the rotor bar 10, which are generated in the conventional cooling structure, are installed in the vehicle bogie on the outer periphery of the stator. Since it can be directly cooled by the fresh bypass cooling air flowing through the bypass passages provided between the front and rear feet 20, 20 on the lower side, which is an extra space other than the space, unbalanced internal temperature rise (local heat ) Can be improved. As a result, the temperature rise value of each part such as the stator coil 4 and the rotor bar 11 in the machine is low, and there is a margin for the allowable limit values of the insulation deterioration and the strength reduction, so that the output power is much larger than that of the conventional motor. Can be realized. On the contrary, if the output is made the same as that of the conventional motor, the temperature rise is reduced and the life can be extended.
【００２６】図３及び図４に本発明の他の実施例を示
す。この場合は所謂フレームレス構造のモータに適用し
た例で、ステータ鉄心２の外径を出来るだけ大きくする
ために外被であるフレームを一部削除した構成である。
つまり図４に示す如くステータ鉄心２の両端の鉄心押え
３，３の外側一部を軸方向にそれぞれ円筒状に延出して
分割フレーム１Ａ，１Ｂとし、この両分割フレーム１
Ａ，１Ｂ相互を結合する継ぎ板４０を図３に示す如くス
テータ鉄心２の外周に配して溶接固定した構成である。
これらの継ぎ板４０に取付ノーズ１５Ａ，１５Ｂや下部
取付足１５Ｃや下部置台２０を突設している。3 and 4 show another embodiment of the present invention. In this case, this is an example applied to a so-called frameless structure motor, and a frame, which is a jacket, is partially removed in order to increase the outer diameter of the stator core 2 as much as possible.
That is, as shown in FIG. 4, the outer side portions of the iron core retainers 3 and 3 at both ends of the stator iron core 2 are cylindrically extended in the axial direction to form divided frames 1A and 1B.
As shown in FIG. 3, a joint plate 40 for connecting A and 1B is arranged on the outer circumference of the stator core 2 and fixed by welding.
On these joint plates 40, mounting noses 15A and 15B, lower mounting legs 15C, and a lower mount 20 are provided in a protruding manner.
【００２７】こうしたフレームレス構造のモータにおい
て、ステータ鉄心２の外周で且つ車両台車内への狭い据
付スペースに対する余裕空間部である下側部位（下部の
前後の置足２０，２０相互間部位）に、チャンネル材等
のダクト４１を軸線方向に沿って溶接等により取付け、
且つそのダクト４１の一端を図４に示す如く前記一端側
分割フレーム１Ａのステータ鉄心２より一端側寄りに開
口した一端側入口４２と内部連通すると共に、該ダクト
４１の他端を前記他端側分割フレーム１Ｂのステータ鉄
心２より他端側寄りに開口した他端側出口４３と内部連
通することにより、機内一端側に導入した冷却風の一部
をバイパスさせて機内他端側のステータコイルエンド部
４ａ付近に導通するバイパス通路４４を構成している構
造である。これで前記実施例と同様に優れた冷却効果が
得られて、機内温度上昇アンバランス（ローカルヒー
ト）を改善でき、絶縁物劣化や強度低下を解消してモー
タの大出力化や長寿命化が可能となる。In the motor of the frameless structure as described above, the stator iron core 2 has an outer peripheral portion and a lower portion (a portion between lower front and rear mounting feet 20, 20) which is an extra space portion for a narrow installation space inside the vehicle bogie. , The duct 41 such as the channel material is attached along the axial direction by welding or the like,
Further, as shown in FIG. 4, one end of the duct 41 is internally communicated with one end side inlet 42 that is opened closer to the one end side than the stator iron core 2 of the one end side divided frame 1A, and the other end of the duct 41 is the other end side. By internally communicating with the other end side outlet 43 that is opened closer to the other end side than the stator iron core 2 of the split frame 1B, a part of the cooling air introduced to the one end side in the machine is bypassed and the stator coil end on the other end side in the machine This is a structure that constitutes a bypass passage 44 that conducts in the vicinity of the portion 4a. As a result, the same excellent cooling effect as in the above embodiment can be obtained, the imbalance in temperature inside the machine (local heat) can be improved, and the deterioration of the insulator and the decrease in strength can be eliminated to increase the output and the life of the motor. It will be possible.
【００２８】また、前記バイパス通路４４の機内他端側
出口４３の近傍である他端側分割フレーム１Ｂの内周面
に、該バイパス通路４４の出口４３から機内他端側に流
出するバイパス冷却風をステータコイルエンド部４ａに
導くガイド板４５を全周または部分的に設けている。こ
れでバイパス冷却風をさらに効率良くステータコイルエ
ンド部４ａに当てることができて、尚一層の冷却効果が
図れるようになる。Further, the bypass cooling air flowing from the outlet 43 of the bypass passage 44 to the other end of the aircraft is provided on the inner peripheral surface of the other end side divided frame 1B in the vicinity of the other end side outlet 43 of the bypass passage 44. A guide plate 45 that guides to the stator coil end portion 4a is provided all around or partially. By this, the bypass cooling air can be applied to the stator coil end portion 4a more efficiently, and the cooling effect can be further enhanced.
【００２９】なお、以上の各実施例では機内に通風ファ
ン２２を有した自己通風冷却形の回転電機を例にとって
説明したが、これ以外に図示しないが機外のブロアで強
制的に冷却風を機内に押し込み通風させる他力強制通風
冷却形の回転電機にも同様に適用可能である。In each of the above embodiments, the self-ventilation cooling type rotating electric machine having the ventilation fan 22 in the machine has been described as an example. However, although not shown, a blower outside the machine is used to force the cooling air to flow. The present invention is also applicable to a rotary electric machine of forced-force cooling type, in which other air is forced into the machine.
【００３０】[0030]
【発明の効果】本発明の車両用通風冷却形回転電機は、
前述の如く構成したので、車両台車内の狭い据付スペー
スの制約内に設置可能で、且つステータ外周下側部のバ
イパス通路を介し新鮮な冷却風の一部を機内の風下側の
下部ステータコイルエンド部付近に直接導入できるの
で、機内下側の風下側部の高温部の冷却が効果的に図
れ、機内のローカルヒートを改善できて、モータの大出
力化が可能となり、台数の削減による保守の省力化や車
両の高性能化と言った最近のニーズに十分答えられる優
れたものとなる。The ventilation cooling type rotating electric machine for a vehicle of the present invention is
Since it is configured as described above, it can be installed within the constraints of the narrow installation space inside the vehicle bogie, and a part of the fresh cooling air is passed through the bypass passage on the lower side of the outer circumference of the stator to lower the stator coil end on the leeward side of the machine. Since it can be installed directly near the machine, it can effectively cool the high temperature part on the leeward side of the machine, improve the local heat in the machine, and increase the output of the motor. It is an excellent product that can fully meet the recent needs of labor saving and high performance of vehicles.
【図１】本発明のモータの一実施例を示す断面図。FIG. 1 is a sectional view showing an embodiment of a motor of the present invention.
【図２】図１のＡ−Ａ線に沿う部分断面図。FIG. 2 is a partial cross-sectional view taken along the line AA of FIG.
【図３】本発明のモータの他の実施例を示す断面図。FIG. 3 is a cross-sectional view showing another embodiment of the motor of the present invention.
【図４】図３のＢ−Ｂ線に沿う部分断面図。FIG. 4 is a partial cross-sectional view taken along the line BB of FIG.
【図５】従来のモータを示す断面図。FIG. 5 is a sectional view showing a conventional motor.
【図６】同上従来のモータの台車への取付け状態を示す
一部断面した側面図。FIG. 6 is a partially sectional side view showing a state in which the conventional motor is attached to a trolley.
【図７】（ａ）は従来のモータの断面図、（ｂ）は従来
のモータと本発明のモータとの機内のロータバーとステ
ータコイルとの各軸線方向の温度分布をグラフで比較し
て示す説明図、（ｃ）は本発明のモータの断面図。FIG. 7A is a cross-sectional view of a conventional motor, and FIG. 7B is a graph comparing temperature distributions in the axial direction of rotor bars and stator coils in a conventional motor and the motor of the present invention. Explanatory drawing, (c) is sectional drawing of the motor of this invention.
１，１Ａ，１Ｂ，２，３，４，４ａ…ステータ（１，１
Ａ，１Ｂ…フレ−ム、２…ステータ鉄心、３…ステータ
鉄心押え、４…ステータコイル、４ａ…ステータコイル
エンド部）、２１…冷却風導入口、２３…排風口、３
３，４４…バイパス通路、４５…ガイド板。1, 1A, 1B, 2, 3, 4, 4a ... Stator (1,1
A, 1B ... Frame, 2 ... Stator core, 3 ... Stator core retainer, 4 ... Stator coil, 4a ... Stator coil end portion), 21 ... Cooling air inlet, 23 ... Exhaust port, 3
3, 44 ... Bypass passage, 45 ... Guide plate.
───────────────────────────────────────────────────── フロントページの続き (72)発明者 永山 孝 東京都府中市東芝町１番地 株式会社東芝 府中工場内 (72)発明者 小林 芳隆 東京都府中市東芝町１番地 株式会社東芝 府中工場内 ─────────────────────────────────────────────────── ─── Continuation of the front page (72) Inventor Takashi Nagayama No. 1 in Toshiba Fuchu factory, Fuchu-shi, Tokyo (72) Inventor Yoshitaka Kobayashi No. 1 Toshiba-machi in Fuchu, Tokyo Toshiba Fuchu factory, Ltd.
Claims (2)
た冷却風を、該機内を通して他端側に他端側排風口より
機外に排気する構成とした車両用通風冷却形回転電機に
おいて、ステータの外周で車両台車内への据付余裕空間
部である下側部位に、前記機内一端側に導入した冷却風
の一部をバイパスさせて機内他端側のステータコイルエ
ンド部付近に導通するバイパス通路を設けて構成したし
たことを特徴とする車両用通風冷却形回転電機。1. A ventilated cooling type rotating electric machine for a vehicle, wherein cooling air introduced from a cooling air introduction port to one end side of the machine is exhausted to the outside of the machine from the other end side exhaust port through the inside of the machine to the other end side. , A part of the cooling air introduced to the one end side of the machine is bypassed to a lower part which is an installation margin space part inside the vehicle bogie on the outer periphery of the stator and is conducted to the vicinity of the stator coil end part on the other end side of the machine. An air-cooled rotating electric machine for a vehicle, characterized in that a bypass passage is provided.
機において、バイパス通路の機内他端側出口の近傍に、
該バイパス通路の出口から機内他端側に流出するバイパ
ス冷却風をステータコイルエンド部に導くガイド板を全
周または部分的に設けて構成したことを特徴とする車両
用通風冷却形回転電機。2. The ventilation-cooling type electric rotating machine for a vehicle according to claim 1, wherein the bypass passage is provided in the vicinity of the outlet on the other end side of the machine.
A ventilated cooling type rotating electric machine for a vehicle, comprising a guide plate for guiding the bypass cooling air flowing from the outlet of the bypass passage to the other end side in the machine to the end portion of the stator coil.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3070040A JPH0813176B2 (en) | 1991-04-02 | 1991-04-02 | Ventilation cooling type rotating electric machine for vehicles |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| JP3070040A JPH0813176B2 (en) | 1991-04-02 | 1991-04-02 | Ventilation cooling type rotating electric machine for vehicles |
Publications (2)
| Publication Number | Publication Date |
|---|---|
| JPH06169548A true JPH06169548A (en) | 1994-06-14 |
| JPH0813176B2 JPH0813176B2 (en) | 1996-02-07 |
Family
ID=13420076
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| JP3070040A Expired - Lifetime JPH0813176B2 (en) | 1991-04-02 | 1991-04-02 | Ventilation cooling type rotating electric machine for vehicles |
Country Status (1)
| Country | Link |
|---|---|
| JP (1) | JPH0813176B2 (en) |
Cited By (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005198488A (en) * | 2003-12-11 | 2005-07-21 | Toshiba Corp | Ventilation cooled rotary electric machine for vehicle |
| JP2006050683A (en) * | 2004-07-30 | 2006-02-16 | Toshiba Corp | Full closing motor for vehicle |
| JP2011152042A (en) * | 2003-12-11 | 2011-08-04 | Toshiba Corp | Motor for vehicle |
Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS505108U (en) * | 1973-05-11 | 1975-01-20 | ||
| JPS5275003U (en) * | 1975-12-03 | 1977-06-04 | ||
| JPS5499928U (en) * | 1977-12-27 | 1979-07-14 | ||
| JPS5625961U (en) * | 1979-08-02 | 1981-03-10 |
Family Cites Families (1)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS52446A (en) * | 1975-06-21 | 1977-01-05 | Fujikura Ltd | Producing method of detector for degree of abrasion |
-
1991
- 1991-04-02 JP JP3070040A patent/JPH0813176B2/en not_active Expired - Lifetime
Patent Citations (4)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JPS505108U (en) * | 1973-05-11 | 1975-01-20 | ||
| JPS5275003U (en) * | 1975-12-03 | 1977-06-04 | ||
| JPS5499928U (en) * | 1977-12-27 | 1979-07-14 | ||
| JPS5625961U (en) * | 1979-08-02 | 1981-03-10 |
Cited By (5)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| JP2005198488A (en) * | 2003-12-11 | 2005-07-21 | Toshiba Corp | Ventilation cooled rotary electric machine for vehicle |
| JP4568102B2 (en) * | 2003-12-11 | 2010-10-27 | 株式会社東芝 | Ventilation cooling rotating electric machine for vehicles |
| JP2011152042A (en) * | 2003-12-11 | 2011-08-04 | Toshiba Corp | Motor for vehicle |
| JP2011177017A (en) * | 2003-12-11 | 2011-09-08 | Toshiba Corp | Ventilation cooling rotary electric machine for vehicle |
| JP2006050683A (en) * | 2004-07-30 | 2006-02-16 | Toshiba Corp | Full closing motor for vehicle |
Also Published As
| Publication number | Publication date |
|---|---|
| JPH0813176B2 (en) | 1996-02-07 |
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