Rotating electric machine and vehicle with the same

The present invention relates to a rotary electric machine and a vehicle including the rotary electric machine, and more particularly to a rotary electric machine in which a cooling fan is connected to a rotary shaft of the rotary electric machine and a vehicle provided with the rotary electric machine.

Conventionally, various hybrid vehicles equipped with a motor that generates a driving force by electric power in addition to an engine have been proposed as a power source of a vehicle. That is, in a hybrid vehicle, a power source is obtained by driving an engine, a DC voltage from a DC power source is converted into an AC voltage by an inverter, and a power source is obtained by rotating a motor by the converted AC voltage. It is a thing. As one form of such a hybrid vehicle, a four-wheel drive type hybrid vehicle in which the front wheels are driven by an engine and the rear wheels are driven by a motor as an assist during acceleration is known.

A motor mounted as a power source in such a hybrid vehicle or an electric vehicle has a large amount of heat generation, and it is necessary to dissipate heat generated from the motor during power driving operation or regenerative operation. As a heat radiating means of the motor, for example, a cooling fan can be driven by a separately provided motor, and cooling air can be supplied to a power source motor (hereinafter, also referred to as a "power motor") to dissipate heat.

On the other hand, in the above heat dissipation means, it is necessary to separately provide a motor for driving the cooling fan, whereas the cooling fan is fixed to the rotating shaft of the power motor and the cooling fan is rotated in conjunction with the rotation of the rotating shaft. A cooling fan interlocking type motor that can generate cooling air without separately providing a motor for driving a cooling fan is known (see Patent Document 1).<patcit num="1"><text>Japanese Unexamined Patent Publication No. 9-252563</text></patcit>

<p> However, when a cooling fan interlocking power motor as disclosed in Patent Document 1 is used in the above-mentioned four-wheel drive hybrid vehicle, the power motor regenerates during acceleration or deceleration to assist the driving force. It is used intermittently, such as when decelerating. When the power motor does not perform power running operation or regenerative operation such as during steady running other than acceleration / deceleration, the power motor is rotated along with the rotation of the drive shaft, and the cooling fan is also rotated accordingly. Will be done. That is, even though the power motor is not used, the cooling fan fixed to the rotating shaft of the power motor rotates. Therefore, the motor having the configuration disclosed in Patent Document 1 has a rotational resistance when there is no load. Is large, and it becomes a factor to increase the running load of the vehicle during steady running. In addition, since the cooling fan rotates unnecessarily during steady running, the rotation noise of the cooling fan can also be a problem.</p><p> Therefore, the present invention has been made to solve such a problem, and an object of the present invention is to provide a cooling fan interlocking type rotary electric machine having a small rotational resistance when no load is applied.</p><p> Another object of the present invention is to provide a vehicle provided with a cooling fan interlocking rotary electric machine that does not increase the traveling load of the vehicle.</p>

<p> According to the present invention, the rotary electric machine includes a motor unit including a stator, a rotor, and a rotating shaft fixed to the rotor, and a cooling fan that rotates by receiving the rotational force of the rotor to cool the motor unit. The cooling fan is rotatably provided with respect to the rotating shaft and receives a rotational force from the rotor when a current is flowing through the stator.</p><p> Preferably, the cooling fan is fixed to the end of the rotor in the direction of rotation by the magnetic force from the rotor.</p><p> Preferably, the rotor comprises a field winding that generates a field pole by passing a field current, and the cooling fan is in the direction of the rotor rotation axis when the field current is flowing through the field winding. It is fixed to the end of the.</p><p> Preferably, the cooling fan is fixed to the end of the rotor in the direction of rotation by the magnetic flux induced in the rotor when a current is flowing through the stator.</p><p> Preferably, the cooling fan receives a rotational force from the rotor during the power running operation of the motor unit.</p><p> Preferably, the cooling fan receives a rotational force from the rotor during the regenerative operation of the motor unit.</p><p> Preferably, the rotary electric machine further includes a magnet that generates a repulsive force between the cooling fan and the rotor, the cooling fan is movable in the direction of the rotation axis of the rotating shaft, and the magnet is current-flowing through the stator. When not, it creates a gap between the cooling fan and the rotor.</p><p> Preferably, the rotary electric machine further comprises a magnet provided on the opposite side of the rotor across the cooling fan, the cooling fan is movable in the direction of the rotation axis of the rotary shaft, and the magnet is not current flowing through the stator. When it creates a gap between the cooling fan and the rotor.</p><p> Further, according to the present invention, the vehicle is connected to a first drive shaft to generate a driving force on the first drive shaft, and is connected to a second drive shaft to be connected to the second drive shaft. It is provided with any of the above-mentioned rotary electric machines that generate a driving force, and the rotary electric machine performs a power running operation in a predetermined traveling mode.</p><p> Preferably, the predetermined travel mode is when the vehicle is accelerating.</p>

<p> In the rotary electric machine according to the present invention, the cooling fan provided on the rotary shaft is rotatably provided with respect to the rotary shaft, and when no current is flowing through the stator, the cooling fan exerts the rotational force from the rotor. I don't receive it.</p><p> Therefore, according to the present invention, when the motor unit is not operating, the cooling fan does not become a rotational load with respect to the rotational operation of the rotor and the rotary shaft, and the cooling fan interlocking type rotation with a small rotational resistance when there is no load. Electricity is realized.</p><p> Further, in the rotary electric machine according to the present invention, the cooling fan is attracted and fixed to the rotor by the magnetic force from the rotor, and the cooling fan rotates in conjunction with the rotor.</p><p> Therefore, according to the present invention, it is not necessary to separately provide a means for connecting the cooling fan to the rotor, and the configuration is simplified.</p><p> Further, in the rotary electric machine according to the present invention, when no current is passed through the stator, a gap is generated between the cooling fan and the rotor by the magnet.</p><p> Therefore, according to the present invention, contact between the cooling fan and the rotor when the cooling fan is separated from the rotating operation of the rotor is prevented.</p><p> Further, in the vehicle according to the present invention, the rotary electric machine performs a power running operation in a predetermined traveling mode such as when the vehicle is accelerating, and the cooling fan is separated from the rotating operation of the rotor in other traveling modes.</p><p> Therefore, according to the present invention, the cooling fan does not become a rotational load and the cooling fan does not increase the traveling load of the vehicle during steady running in which the power running operation is not performed. In addition, since unnecessary rotation of the cooling fan is eliminated, the rotation noise of the cooling fan is suppressed, which contributes to the improvement of the quietness of the vehicle.</p>

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. The same or corresponding parts in the drawings are designated by the same reference numerals, and the description thereof will not be repeated.

[Embodiment 1]

FIG. 1 is a schematic view showing a configuration of a hybrid vehicle shown as an example of a vehicle equipped with a rotary electric machine according to the present invention.

With reference to FIG. 1, the hybrid vehicle 100 includes an engine 10, a battery 20, a motor drive 30, a motor generator 40, a differential gear (hereinafter referred to as DG) 50, and front wheel drive. It includes a shaft 60, front wheels 70R, 70L, a rear wheel drive shaft 80, and rear wheels 90R, 90L.

The engine 10 is connected to the front wheel drive shaft 60. The motor generator 40 is connected to the rear wheel drive shaft 80 via the DG 50. Further, the motor generator 40 is electrically connected to the motor drive device 30, and the motor drive device 30 is electrically connected to the battery 20.

The engine 10 is the main power source in the hybrid vehicle 100, and outputs the generated power to the front wheel drive shaft 60.

The battery 20, which is a DC power source, is composed of, for example, a secondary battery such as nickel hydrogen or lithium ion, and supplies a DC voltage to the motor drive device 30. Further, the battery 20 is charged by the DC voltage received from the motor driving device 30.

The motor drive device 30 drives and controls the motor generator 40 when acceleration torque is required in the hybrid vehicle 100. When the motor drive device 30 drives and controls the motor generator 40, the motor drive device 30 converts the DC voltage received from the battery 20 into an AC voltage and supplies the DC voltage to the motor generator 40. Further, the motor drive device 30 converts the AC voltage generated by the regenerative operation of the motor generator 40 into a DC voltage to charge the battery 20.

The motor generator 40 is a three-phase AC synchronous motor generator, and generates driving force by AC power received from the motor drive device 30. Here, as described above, when the hybrid vehicle 100 requires acceleration torque, the motor generator 40 performs power running operation in response to a command from the motor drive device 30. Further, the motor generator 40 generates AC power by regenerative operation during deceleration / braking of the hybrid vehicle 100, and supplies the generated AC power to the motor drive device 30.

The DG50 transmits the power received from the motor generator 40 to the rear wheels 90R and 90L via the rear wheel drive shaft 80, and also transmits the rotational force received from the rear wheel drive shaft 80 to the motor generator 40.

FIG. 2 is a circuit diagram showing a configuration of a main part of the motor drive device 30 shown in FIG.

With reference to FIG. 2, the motor drive device 30 includes the converter 110, the inverter 120, the control device 130, the capacitors C1 and C2, the power supply lines L1 and L2, the ground line L3, and the output lines 152 to 156. including. The converter 110 is connected between the battery 20 and the inverter 120, and the inverter 120 is connected to the motor generator 40.

The motor generator 40 driven by the inverter 120 includes a stator 42 having U, V, and W phase coils, and a rotor 44 having field windings. A field magnetic field is formed in the rotor 44 when a field current If flows through the field winding, and the rotor 44 rotates due to the magnetic action of the magnetic field generated by the field magnetic field and the rotating magnetic field generated by the stator 42. Further, the leakage magnetic flux generated when the field current If flows through the field winding of the rotor 44 is used to attract the cooling fan provided on the rotating shaft of the rotor 44, as will be described later.

The converter 110 includes power transistors Q1 and Q2, diodes D1 and D2, and a reactor L. The power transistors Q1 and Q2 are connected in series between the power supply line L2 and the ground line L3, and receive the control signal from the control device 130 as a base. Diodes D1 and D2 are connected between the collector and emitter of each power transistor Q1 and Q2 so that current flows from the emitter side to the collector side.

One end of the reactor L is connected to the power supply line L1 connected to the positive electrode of the battery 20, and the other end is connected to the connection point between the emitter of the power transistor Q1 and the collector of the power transistor Q2. Then, the reactor L boosts the DC voltage from the battery 20 by accumulating the current flowing through the coil as magnetic field energy according to the switching operation of the power transistor Q2, and the power transistor Q2 turns off the boosted DC voltage. It is supplied to the power supply line L2 via the diode D1 in synchronization with the determined timing.

The converter 110 boosts the DC voltage received from the battery 20 and supplies it to the power supply line L2 based on the control signal from the control device 130. Further, the converter 110 charges the battery 20 by stepping down the DC voltage received from the inverter 120.

The inverter 120 includes a U-phase arm 122, a V-phase arm 124, and a W-phase arm 126. Each phase arm is connected in parallel between the power supply line L2 and the ground line L3. The U-phase arm 122 consists of power transistors Q3 and Q4 connected in series, the V-phase arm 124 consists of power transistors Q5 and Q6 connected in series, and the W-phase arm 126 consists of power transistors connected in series. It consists of transistors Q7 and Q8. In addition, diodes D3 to D8 that allow current to flow from the emitter side to the collector side are connected between the collector and the emitter of each of the power transistors Q3 to Q8.

The connection points of the power transistors in each phase arm are connected to the anti-neutral point side of each phase coil in the stator 42 of the motor generator 40 via the output lines 152 to 156.

Based on the control signal from the control device 130, the inverter 120 converts the DC voltage received from the power supply line L2 into an AC voltage and outputs it to the motor generator 40. Further, the inverter 120 rectifies the AC voltage received from the motor generator 40 into a DC voltage and supplies it to the power supply line L2.

The capacitor C1 is connected between the power supply line L1 and the ground line L3 to smooth the voltage level of the power supply line L1. Further, the capacitor C2 is connected between the power supply line L2 and the ground line L3 to smooth the voltage level of the power supply line L2.

When acceleration torque is required in the hybrid vehicle 100, the control device 130 calculates each phase coil voltage of the motor generator 40 based on the motor torque command value, each phase current value of the motor generator 40, and the input voltage of the inverter 120. Based on the calculation result, a PWM (Pulse Width Modulation) signal that turns on / off the power transistors Q3 to Q8 is generated and output to the inverter 120.

Further, the control device 130 calculates the duty ratio of the power transistors Q1 and Q2 for optimizing the input voltage of the inverter 120 based on the above-mentioned motor torque command value and the motor rotation speed, and the power is calculated based on the calculation result. Generates a PWM signal that turns on / off the transistors Q1 and Q2 and outputs it to the converter 110.

Further, the control device 130 controls the switching operation of the power transistors Q1 to Q8 in the converter 110 and the inverter 120 in order to convert the AC power generated by the motor generator 40 into DC power to charge the battery 20.

In the motor drive device 30, the converter 110 boosts the DC voltage received from the battery 20 and supplies it to the power supply line L2 based on the control signal from the control device 130. Then, the inverter 120 receives the DC voltage smoothed by the capacitor C2 from the power supply line L2, converts the received DC voltage into an AC voltage, and outputs the DC voltage to the motor generator 40.

Further, the inverter 120 converts the AC voltage generated by the regenerative operation of the motor generator 40 into a DC voltage and outputs the AC voltage to the power supply line L2. Then, the converter 110 receives the DC voltage smoothed by the capacitor C2 from the power supply line L2, steps down the received DC voltage, and charges the battery 20.

FIG. 3 is a cross-sectional view showing the structure of the motor generator 40 shown in FIG.

With reference to FIG. 3, the motor generator 40 includes a stator 42, a rotor 44, a rotating shaft 210, a cooling fan 220, a fixed frame 230, bearings 240,260,270, stoppers 250, and a housing 280.

The stator 42 is provided on the outer periphery of the rotor 44 via a gap with the rotor 44, and is fixed to the housing 280. The rotor 44 is fixed around the rotating shaft 210 and rotates around the rotating shaft in conjunction with the rotating shaft 210. The rotor 44 includes a field winding inside (not shown), and when a field current If flows through the field winding, a field magnetic pole is generated.

The cooling fan 220 rotates in conjunction with the rotor 44 to generate cooling air to cool the generated stator 42 and the rotor 44. The cooling fan 220 is fixed to the fixed frame 230 and rotates in conjunction with the fixed frame 230.

The fixed frame 230 is made of a magnetic material such as iron. The fixed frame 230 is provided around the rotating shaft 210 via a bearing 240 and is provided between the rotor 44 and the stopper 250. The fixed frame 230 has a flange portion on the rotor 44 side, and as will be described later, when the fixed frame 230 is attracted to the rotor 44 by the leakage magnetic flux from the rotor 44, the flange portion is the rotation shaft of the rotor 44. Adhere to the end face in the direction.

The bearing 240 is provided between the rotating shaft 210 and the fixed frame 230, makes the fixed frame 230 rotatable with respect to the rotating shaft 210, and is movable in the axial direction of the rotating shaft 210. The bearing 240 is made of, for example, a resin having a small coefficient of friction.

The stopper 250 is fixed to the rotating shaft 210 and is provided to prevent a large axial movement of the fixing frame 230 and the bearing 240. The bearings 260 and 270 rotatably fix the rotary shaft 210 to the housing 280. The housing 280 is the housing of the motor generator 40 and is fixedly attached to the hybrid vehicle 100.

In this motor generator 40, when a field current If flows through the field winding of the rotor 44, a field magnetic pole is generated in the rotor 44. Then, the rotor 44 rotates due to the magnetic action between the field magnetic pole and the rotating magnetic field generated in the stator 42. Here, in addition to the main magnetic flux that causes the above-mentioned magnetic action, the rotor 44 also generates a leakage magnetic flux that leaks in the direction of the rotation axis of the rotor 44. Then, in the motor generator 40, the fixed frame on which the cooling fan 220 is fixed is adhered to the rotor 44 by utilizing the leakage magnetic flux from the rotor 44, and the cooling fan 220 is rotated in conjunction with the rotor 44. ..

FIG. 4 is an enlarged view of the vicinity of the cooling fan 220 when the cooling fan 220 is sucked by the rotor 44 in the motor generator 40 shown in FIG.

With reference to FIG. 4, the magnetic flux leakage from the rotor 44 generates a suction force between the fixed frame 230 and the rotor 44. Then, the fixed frame 230 moves toward the rotor 44 along the rotating shaft 210, and the flange portion of the fixed frame 230 is fixed to the end face of the rotor 44. That is, the suction force due to the leakage magnetic flux from the rotor 44 becomes the fixing force of the fixing frame 230 with respect to the rotor 44, and the cooling fan 220 rotates in conjunction with the rotation of the rotor 44.

On the other hand, FIG. 5 is an enlarged view of the vicinity of the cooling fan 220 when the cooling fan 220 is separated from the rotor 44 in the motor generator 40 shown in FIG.

With reference to FIG. 5, thin plate-shaped magnets 285 that generate repulsive forces with each other are provided on each of the flange portion of the fixed frame 230 and the contact surface of the rotor 44. The repulsive force of the magnet 285 is smaller than the attractive force between the fixed frame 230 and the rotor 44 generated by the magnetic flux leakage from the rotor 44, and the magnet 285 is fixed to the rotor 44 by the magnetic flux leakage from the rotor 44. Does not hinder the sticking of the frame 230.

On the other hand, when the field current If of the rotor 44 becomes 0 and the leakage magnetic flux from the rotor 44 disappears, the attractive force acting between the fixed frame 230 and the rotor 44 also disappears. Then, due to the repulsive force of the magnet 285, the fixed frame 230 moves along the rotating shaft 210 in a direction away from the rotor 44, and moves to the position of the stopper 250. As a result, the cooling fan 220 does not interlock with the rotational operation of the rotor 44, and since a gap is provided between the cooling fan 220 and the end face of the rotor 44, the cooling fan 220 does not come into contact with the rotor 44. Therefore, the cooling fan 220 does not become a load for the rotation of the rotor 44 and the rotating shaft 210. As a result, the cooling fan 220 does not increase the running load of the hybrid vehicle 100 during steady running when the motor generator 40 is not operating.

In the above, the magnets 285 provided on the flange portion of the fixed frame 230 and the contact surface of the rotor 44 may be embedded in the flange portion of the fixed frame 230 and the rotor 44.

As described above, according to the first embodiment, the cooling fan 220 provided on the rotating shaft 210 is rotatably provided on the rotating shaft 210 via the bearing 240, and the motor generator 40 performs a force running operation and a regenerative operation. During this time, the cooling fan 220 is attracted and fixed to the rotor 44 by the magnetic force received from the rotor 44, and when the motor generator 40 is not operating, the leakage magnetic flux from the rotor 44 disappears, so that the rotor 44 and the rotating shaft The cooling fan 220 is disconnected from the rotational operation of 210.

Therefore, the cooling fan 220 does not increase the running load of the hybrid vehicle 100 during the steady running of the hybrid vehicle 100.

Further, since a magnet 285 that generates a repulsive force is provided between the cooling fan 220 and the rotor 44, when no attractive force is generated between the cooling fan 220 and the rotor 44, the cooling fan 220 and the rotor 44 There is a gap between them. Therefore, contact between the cooling fan 220 and the rotor 44 is prevented when no suction force is generated between the cooling fan 220 and the rotor 44.

[Embodiment 2]

In the second embodiment, by forming the stopper provided on the opposite side of the rotor 44 with the cooling fan 220 sandwiched between the magnets, the fixed frame 230 is attracted to the stopper when no leakage magnetic flux is generated from the rotor 44. The cooling fan 220 is pulled away from the rotor 44.

The hybrid vehicle 100A according to the second embodiment includes a motor generator 40A instead of the motor generator 40 in the configuration of the hybrid vehicle 100 according to the first embodiment shown in FIG. Other configurations of the hybrid vehicle 100A according to the second embodiment are the same as the configuration of the hybrid vehicle 100 according to the first embodiment.

FIG. 6 is a cross-sectional view showing the structure of the motor generator 40A according to the second embodiment.

With reference to FIG. 6, the motor generator 40A includes a stopper 250A instead of the stopper 250 and further includes a support member 290 in the structure of the motor generator 40 according to the first embodiment shown in FIG. Further, the motor generator 40A does not include the magnet shown in FIG. 5 provided by the motor generator 40 according to the first embodiment.

The other configurations of the motor generator 40A are the same as the structure of the motor generator 40 in the first embodiment.

The stopper 250A is provided to prevent large movement of the fixed frame 230 and the bearing 240 along the rotating shaft 210. The stopper 250A is fixed to the housing 280 by a support member 290, and the rotating shaft 210 penetrates the inside thereof, and has a gap with the rotating shaft 210. The stopper 250A is made of a magnet and generates an attractive force between the stopper 250A and the fixed frame 230. On the other hand, the attractive force of the stopper 250A is smaller than the attractive force between the fixed frame 230 and the rotor 44 generated by the magnetic flux leaking from the rotor 44, and the stopper 250A made of this magnet is due to the magnetic flux leaking from the rotor 44. It does not prevent the fixing frame 230 from being fixed to the rotor 44.

The support member 290 is provided between the housing 280 and the stopper 250A, and fixes the stopper 250A to the housing 280.

Also in this motor generator 40A, when a field current If flows through the field winding of the rotor 44, a leakage magnetic flux is generated from the end face in the rotation axis direction of the rotor 44. Then, using the leakage magnetic flux from the rotor 44, the fixed frame on which the cooling fan 220 is fixed is adhered to the rotor 44, and the cooling fan 220 is rotated in conjunction with the rotor 44.

FIG. 7 is an enlarged view of the vicinity of the cooling fan 220 when the cooling fan 220 is sucked by the rotor 44 in the motor generator 40A shown in FIG.

With reference to FIG. 7, the flange portion of the fixed frame 230 is fixed to the end face of the rotor 44 by the attractive force due to the leakage magnetic flux from the rotor 44, as in the case of the first embodiment. As a result, the cooling fan 220 rotates in conjunction with the rotation of the rotor 44.

Here, the stopper 250A provided on the opposite side of the fixed frame 230 from the rotor 44 generates a suction force with respect to the fixed frame 230. As described above, the suction force by the stopper 250A is the rotor 44. It is smaller than the suction force between the fixed frame 230 and the rotor 44 due to the leakage magnetic flux from the fixed frame 230, and the sticking between the fixed frame 230 and the rotor 44 is not hindered.

FIG. 8 is an enlarged view of the vicinity of the cooling fan 220 when the cooling fan 220 is separated from the rotor 44 in the motor generator 40A shown in FIG.

With reference to FIG. 8, when the field current If of the rotor 44 becomes 0 and the leakage magnetic flux from the rotor 44 disappears, the attractive force acting between the fixed frame 230 and the rotor 44 also disappears. Then, the fixed frame 230 is attracted by the stopper 250A made of a magnet and moves to the position of the stopper 250A. Here, since the stopper 250A is fixed to the housing 280 and is not in contact with the rotating shaft 210, the cooling fan 220 does not interlock with the rotating operation of the rotor 44, and is also between the stopper 250A and the end face of the rotor 44. Since a gap is provided, it does not come into contact with the rotor 44. Therefore, the cooling fan 220 does not become a load for the rotation of the rotor 44 and the rotating shaft 210. As a result, the cooling fan 220 does not increase the running load of the hybrid vehicle 100A during steady running when the motor generator 40A is not operating.

As described above, according to the second embodiment, since the stopper 250A provided on the opposite side of the rotor 44 with the cooling fan 220 sandwiched between them is composed of magnets, an attractive force is generated between the cooling fan 220 and the rotor 44. When not occurring, there is a gap between the cooling fan 220 and the rotor 44. Therefore, contact between the cooling fan 220 and the rotor 44 is prevented when no suction force is generated between the cooling fan 220 and the rotor 44.

In each of the above embodiments, the case where the motor generator 40 is configured by the field winding type three-phase AC synchronous motor generator is typically described, but the motor generator 40 is field wound. It is not limited to linear three-phase AC synchronous motor generators. The present invention can be applied to a rotary electric machine such as an AC induction motor generator or a reluctance motor in which a magnetic flux is induced in a rotor when a current is passed through the stator. Further, the scope of application of the present invention is not limited to a three-phase rotary electric machine, and can be applied to a rotary electric machine having a number of phases other than that.

Further, in each of the above embodiments, a typical case is a so-called four-wheel drive hybrid vehicle in which the front wheels are driven by the engine 10 and the rear wheels are driven by the motor generator 40 (40A) as an assist during acceleration. However, the configuration of the automobile is not limited to that of the above-described embodiment. For example, in a known series type hybrid vehicle or parallel type hybrid vehicle, a trailing wheel (for example, a rear wheel) may be driven by a motor generator 40 (40A).

Further, in each of the above embodiments, the case of a hybrid vehicle as a vehicle on which the rotary electric machine according to the present invention is mounted has been described as a representative example, but the scope of application of the present invention is that the rotary electric machine is applied to the hybrid vehicle. The present invention is not limited to the case where it is mounted, and the present invention can be generally applied to a rotary electric machine used for other purposes.

The embodiments disclosed this time should be considered to be exemplary in all respects and not restrictive. The scope of the present invention is shown by the scope of claims rather than the description of the embodiment described above, and is intended to include all modifications within the meaning and scope equivalent to the scope of claims.

<figref num="1">It is the schematic which shows the structure of the hybrid vehicle shown as an example of the vehicle equipped with the rotary electric machine by this invention.</figref><figref num="2">It is a circuit diagram which shows the structure of the main part of the motor drive device shown in FIG.</figref><figref num="3">It is sectional drawing which shows the structure of the motor generator shown in FIG.</figref><figref num="4">In the motor generator shown in FIG. 3, it is an enlarged view of the vicinity of the cooling fan when the cooling fan is sucked by the rotor.</figref><figref num="5">In the motor generator shown in FIG. 3, it is an enlarged view of the vicinity of the cooling fan when the cooling fan is separated from the rotor.</figref><figref num="6">It is sectional drawing which shows the structure of the motor generator by Embodiment 2. FIG.</figref><figref num="7">In the motor generator shown in FIG. 6, it is an enlarged view of the vicinity of the cooling fan when the cooling fan is sucked by the rotor.</figref><figref num="8">FIG. 6 is an enlarged view of the vicinity of the cooling fan when the cooling fan is separated from the rotor in the motor generator shown in FIG.</figref>

Code description

100,100A hybrid vehicle, 10 engine, 20 battery, 30 motor drive, 40, 40A motor generator, 42 stator, 44 rotor, 50 DG, 60 front wheel drive shaft, 70R, 70L front wheel, 80 rear wheel drive shaft, 90R, 90L Rear wheel, 110 converter, 120 inverter, 122 U-phase arm, 124 V-phase arm, 126 W-phase arm, 130 controller, 152-156 output line, 210 rotary shaft, 220 cooling fan, 230 fixed frame, 240,260,270 bearing, 250,250 A stopper, 280 housing, 285 magnet, 290 support material, Q1 ~ Q8 power transistor, D1 ~ D8 diode, C1, C2 capacitor, L engine, L1, L2 power supply line, L3 grounding line.