Patent Application
20100270874
The present invention relates to an arrangement in a hybrid electric vehicle (HEV) equipped with a combustion engine, a transmission and at least one electric motor/generator, and where a power electronics unit of the electric motor/generator is mounted on a gearbox of said transmission.
The need to reduce fossil fuel consumption and emissions in vehicles powered by an internal combustion engine (ICE) is well known. Vehicles powered by electric motors attempt to address these needs. However, electric vehicles have limited range and limited power capabilities and need substantial time to recharge their batteries. An alternative solution is to combine both an ICE and electric traction motor into one vehicle. Such vehicles are typically called Hybrid Electric Vehicles (HEVs). See for example, U.S. Pat. No. 5,343,970.
The HEV is described in a variety of configurations. Many HEV patents disclose systems in which an operator is required to select between electric and internal combustion operation. In other configurations, the electric motor drives one set of wheels and the ICE drives a different set.
Other, more useful, configurations have developed. For example, a Series Hybrid Electric Vehicle (SHEV) configuration is a vehicle with an engine (most typically an ICE) connected to an electric motor called a generator. The generator, in turn, provides electricity to a battery and another motor, called a traction motor. In the SHEV, the traction motor is the sole source of wheel torque. There is no mechanical connection between the engine and the drive wheels.
A Parallel Hybrid Electrical Vehicle (PHEV) configuration has an engine (most typically an ICE) and an electric motor that together provide the necessary wheel torque to drive the vehicle. Additionally, in the PHEV configuration, the motor can be used as a generator to charge the battery from the power produced by the ICE. The PHEV has usually a transmission between the ICE and -drive wheels of the vehicle in order to be able to alter gear ratio between the ICE and the drive wheels and also in many cases between the electric motor and the drive wheels.
A Parallel/Series Hybrid Electric Vehicle (PSHEV) has characteristics of both PHEV and SHEV configurations and is typically known as a “powersplit” configuration. In the PSHEV, the ICE is mechanically coupled to two electric motors in a planetary gearset transaxle. A first electric motor, the generator, is connected to a sun gear. The ICE is connected to a carrier. A second electric motor, a traction motor, is connected to a ring gear (output) via additional gearing in a transaxle. Engine torque powers the generator to charge the battery. The generator can also contribute to the necessary wheel (output shaft) torque. The traction motor is used to contribute wheel torque and to recover braking energy to charge the battery if a regenerative braking system is used.
The desirability of combining an ICE with an electric motor is clear. The ICE IS fuel consumption and emissions are reduced with no appreciable loss of vehicle performance or range. Nevertheless, there remains a substantial opportunity to develop ways to optimize HEV operation.
One area of development is maintaining the desired operating temperature of the HEV components. A cooling system maintains optimal component operation and performance. Overheated components adversely affect efficiency and may eventually cause component failure.
A typical prior art cooling system for an ICE vehicle has a coolant fluid in an enclosed loop that passes through certain vehicle components and a heat exchanger (radiator). A heater core is also typically added to vent engine heat into the passenger compartment as desired. The engine and transmission components typically require cooling from a liquid cooling system. As the coolant circulates through these components in the closed loop, it absorbs heat that is released as the coolant passes through the radiator and heater core.
Coolant flow in the prior art cooling system is typically controlled by a pump driven front-end accessory drive (FEAD). As engine speed increases, the speed of the pump also increases allowing more coolant flow through the system. Additionally, a thermostat within the loop only allows coolant flow through the radiator after the coolant temperature reaches a level at which the engine temperature has stabilized and is considered “warmed up.”
Though simple and reliable, the prior art coolant control system comprising a pump and a thermostat is inadequate for HEVs. For example, the HEV has additional components that require cooling, such as a power electronics unit. Further, the prior art coolant pump does not function when the engine is off. Thus, the typical vehicle accessories driven by the FEAD (including the coolant pump, air conditioning, and power steering) in a conventional vehicle must be powered by an alternate source in the HEV to maintain their functionality when the engine is not running.
The cooling system of a prior art transmission usually comprises a predetermined amount of cooling oil contained in the transmission housing. Some of the gear wheels of the transmission are arranged to be in contact with the cooling oil. When the gear wheels of the transmission rotate during operation, the cooling oil is splashed around in the transmission housing, making the oil coming into contact with basically all parts inside the transmission housing. The oil evens the heat build up in the transmission and contributes to heat being conducted to the transmission housing. The transmission housing can be cooled by ambient air. There are also transmission cooling systems where the oil is circulated by a pump through cooling channels inside the transmission housing and outside the transmission housing to a heat exchanger.
In a heavy HEV, such as a truck more than 5 tonnes it is common for an electric motor/generator to have a performance capacity of more than 100 kW. A power electronics unit for such a relatively powerful electric motor/generator produces a lot of heat during operation that has to be cooled in order to secure the endurance of the electronic components in the power electronics unit. Depending on the specification of the electronic components the maximum allowable temperature varies. Electronic components with less heat resistance are cheap and can have a maximum operative temperature of, for example, 60 degrees Celsius. If the electronic components are specified to withstand temperatures of several hundred degrees Celsius then usually no cooling of the power electronics unit is needed. On the other hand such electronic components are expensive. In the future the power electronics unit is expected to shrink in size due to technical development. The demand for cooling will probably increase since the electronic components will be more densely packed and the electric power handled by the power electronics unit will increase concurrently with the use of more powerful electric motor/generators used in future HEV.
US2004/0134695 discloses a vehicle power train with a combustion engine, a gearbox and an Integrated Starter/Generator (ISG) arranged between the combustion engine and the gearbox. Thus, this document does not disclose a HEV, still, in one embodiment disclosed the power electronics unit of the ISG is arranged on the gearbox. The power demand of an ISG is usually between 1 to 5 kW. The power electronics unit of the ISG is, thus, relatively small and handles a relatively low power. The need for cooling is relatively small. Further, this document discloses an embodiment where a cooling system of the engine also is used for cooling the power electronics unit, when the power electronics unit is arranged on the engine. Only two standard mounting points for a conventional ring gear starter are used when the power electronics unit is mounted on the engine. There is also disclosed a plug in connection between the power electronics unit and the ISG.
Noise from a vehicle power train is always an issue. The transmission components of a vehicle transmission contributes to the increase of noise when in operation. A step geared transmission, especially when gear changing frequently, can cause slamming and rattling, which can be disturbing for the environment. A known noise damping solution is to arrange a relatively thin plate on the outside of the transmission housing. The fixing point of the plate extends around the whole periphery of one side of the plate. Said transmission outside, said plate side and said fixing point enclose a compartment comprising a medium, such as air, with high noise damping capabilities. The fixing point as such can be of a noise damping material such as rubber or the like.
It is desirable to make an arrangement for a power electronics unit in a HEV more space effective with a minimal amount of components. It is also desirable to contribute to a simple and effective installation of a cooling arrangement of said power electronics unit and to contribute to noise reduction of said vehicle.
The arrangement according to an aspect of the invention is an arrangement for a power electronics unit in a hybrid vehicle power train. Said hybrid vehicle power train comprising a combustion engine arranged for propulsion, and an electric motor/generator arranged for propulsion, a transmission with a transmission housing, said transmission is arranged to adapt gear ratio between at least one of said propulsion units and driven vehicle wheels, said motor/generator is arranged to exchange electric power with a power electronics unit, a cooling arrangement comprising cooling channels for cooling at least said power electronics unit, said power electronics unit is shaped substantially as a plate, where a first biggest cross-sectional area of said plate is extended substantially along and substantially within a first transmission side of said transmission housing and covering at least a part of said first transmission side, said power electronics unit is fixed to said hybrid vehicle power train with at least one first attachment point. An aspect of the invention is characterized in that all attachment points have a total thermal conductivity corresponding to more than 10 degrees temperature difference on a Kelvin-scale between said power electronics unit and outside surface of said first transmission side and/or outside surface of said motor/generator for 5 kW of heat originating from one side of said attachment point.
The advantage with the arrangement according to an aspect of the invention is increased space efficiency of the power electronics unit installation at the same time as the thermal conductance of the attachment point/s has/have been decreased, which increases the performance of the cooling arrangement of the power electronics unit.
According to one embodiment of the arrangement according to an aspect of the invention said electric motor/generator and said power electronics unit are connected and fixed to each other to form a first unit, and where said connection is said first attachment point formed by a plug in connection. This embodiment decreases the number of components.
According to one embodiment of the arrangement according to an aspect of the invention said power electronics unit is also attached to said first transmission side via at least a second attachment point made of a material with low thermal conductivity. The advantage is that the carrying performance of the power electronics unit is increased still with low total thermal conductance at the attachment points.
According to one embodiment of the arrangement according to an aspect of the invention, said plug in connection is arranged to transmit at least one of or both of a cooling media for said cooling arrangement and electric power between said motor/generator and said power electronics unit. This decreases the number of components.
According to one embodiment of the arrangement according to an aspect of the invention, said power electronics unit plate is arranged to cover said first transmission side in such a way as to damp noise originating from said transmission.
According to one embodiment of the arrangement according to an aspect of the invention, said second attachment point is extended around the periphery of a side of said power electronics unit facing the transmission, and where said first transmission side, said power electronics unit side and said second attachment point enclose a compartment comprising a medium with low thermal conductivity and high noise damping capabilities. This decreases the number of components at the same time as the functionalities of the installation increases.
According to one embodiment of the arrangement according to an aspect of the invention, said first and second attachment points are of materials with high noise damping capabilities.
According to one embodiment of the arrangement according to an aspect of the invention, said power electronics unit plate comprises said power electronics unit with noise damping material and in an extended part only of a noise damping material, said extended part being arranged in order to better cover said first transmission side. The extended part increases especially the noise reduction capabilities of the installation.
According to one embodiment of the arrangement according to an aspect of the invention, a second electric motor/generator with a second power electronics unit are arranged in connection to said transmission and which together form a second unit via a second plug in connection, and where said second power electronics unit is arranged along a second transmission side of said transmission housing. The advantage is that the number of components can be decreased even further and the noise reduction capabilities can be kept on a high level without any additional noise reducing components.
According to one embodiment of the arrangement according to an aspect of the invention a hose for transmitting cooling media is connected to said power electronics unit on substantially an opposite side of where said plug in connection is arranged. This embodiment is characterized in that said second attachment point is formed of a part of said hose and a cooling hose holder for holding said hose, and where said hose holder is attached to said transmission housing. The advantage is that performance of carrying the power electronics unit can be increased without increase of the number of components and still with low total thermal conductivity at the attachment points.
According to one embodiment of the arrangement according to an aspect of the invention said power electronics unit is only fixed to said first transmission side with at least one of said first attachment point. Said first attachment point can be of a screw-nut type, with a relatively small cross-sectional area. This embodiment can also be combined with a hose for transmitting cooling medium that is connected to said power electronics unit on substantially an opposite side of where said screw-nut type attachment point is arranged, and where said hose and a cooling hose holder for holding said hose forms a further attachment point, and where said hose holder is attached to said transmission housing.
In a further embodiment of said invention a second attachment point can be combined with said screw-nut type attachment point, and where said second attachment point is extended around the periphery of a side of said power electronics unit facing the transmission, and where said first transmission side, said power electronics unit side and said second attachment point enclose a compartment comprising a medium with low thermal conductivity and high noise damping capabilities. This embodiment can also be combined with a hose for transmitting cooling medium that is connected to said power electronics unit on substantially an opposite side of where said screw-nut type attachment point is arranged, and where said hose and a cooling hose holder for holding said hose forms a further attachment point, and where said hose holder is attached to said transmission housing.
The present invention will be described in greater detail below with reference to the accompanying drawings which, for the purpose of exemplification, shows further preferred embodiments of the invention and also the technical background, and in which:
a and 1b diagrammatically shows a PHEV power train in two different views of an embodiment of the invention.
a and 2b diagrammatically shows a PHEV power train in two different views of an embodiment of the invention.
a and 1b show a PHEV power train 1 comprising a first embodiment of an aspect of the invention. The HEV power train comprises a combustion engine 2, an electric motor/generator 3 with a power electronics unit 4, a transmission 5, a propeller shaft 6 and drive wheels 7.
Arranged mainly coaxially inside of said electric motor/generator 3 is a clutch 8 (not disclosed), which is arranged to transmit torque between the engine 2 and the transmission 5 and which can be engaged or disengaged depending of vehicle condition. The transmission can be a step geared transmission with several gear ratios.
According to an aspect of the invention the power electronics unit 4 is formed as a relatively thick space efficient plate arranged along one side of the transmission 5. The outer of the transmission housing can have a cubic form or a cylinder form or something in between. When the power electronics unit is said to be arranged along a side of said transmission housing, this side is defined as the projection of the outer contour of the transmission housing. Thus, said projection can be a cross sectional plane of the transmission housing along which said power electronics unit is arranged. In the in
Where thermal conductivity=Q/ΔT=(k·A)/L, and where
Q=heat flow rate,
ΔT=temperature difference,
k=thermal conductivity,
A=area,
L=distance
The SI-unit for thermal conductivity is W-K−1.
Thus, the plug in connection is designed in such a way as to have a relatively low thermal conductivity. This can be achieved for example by choosing materials for the plug in connection having low thermal conductivity. Examples of materials with low thermal conductivity are ceramics, plastics or rubber.
Further, the power electronics unit comprises electronics that has to be cooled in order to secure functionality. A cooling arrangement (not showed) in the power electronics unit is connected to a second cooling arrangement (not showed) of said electric motor/generator via the plug in connection 10, thus integrating the power electronics unit and the electric motor/generator to form a unit. The plug in connection can also comprise electric connections between the power electronics unit 4 and the electric motor/generator 3 or only one of said electric connections and said cooling arrangement connection. Said cooling arrangements form together with other, not shown components, a cooling system of the power electronics unit and the motor/generator.
a and 2b disclose a similar HEV power train as in
a and 8b disclose a HEV power train 42 similar to the one in
In a further not shown embodiment of a HEV power train the attachment points 54, 55 and 59 of the embodiment shown in
The above mentioned inventive features can also be applied to a heavy PSHEV (power split) with several mechanical fixed gear steps in the transmission.
The invention should not be deemed to be limited to the embodiments described above, but rather a number of further variants and modifications are conceivable within the scope of the following patent claims.
| Filing Document | Filing Date | Country | Kind | 371c Date |
|---|---|---|---|---|
| PCT/SE08/00160 | 2/26/2008 | WO | 00 | 6/12/2010 |
| Number | Date | Country | |
|---|---|---|---|
| Parent | PCT/SE2007/001149 | Dec 2007 | US |
| Child | 12747904 | US |
