CN103802650A - 集成电感器组件 - Google Patents

集成电感器组件 Download PDF

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Publication number
CN103802650A
CN103802650A CN201310553016.0A CN201310553016A CN103802650A CN 103802650 A CN103802650 A CN 103802650A CN 201310553016 A CN201310553016 A CN 201310553016A CN 103802650 A CN103802650 A CN 103802650A
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Prior art keywords
vehicle
coil
inductor assembly
core
speed box
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CN201310553016.0A
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CN103802650B (zh
Inventor
贝赫扎得·瓦凡卡
沙雷斯·斯坎特·柯扎雷卡尔
文森特·斯卡斯基
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Ford Global Technologies LLC
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Ford Global Technologies LLC
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    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01F—MAGNETS; INDUCTANCES; TRANSFORMERS; SELECTION OF MATERIALS FOR THEIR MAGNETIC PROPERTIES
    • H01F27/00—Details of transformers or inductances, in general
    • H01F27/08—Cooling; Ventilating
    • H01F27/10—Liquid cooling
    • H01F27/12—Oil cooling
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/22—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs
    • B60K6/26—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by apparatus, components or means specially adapted for HEVs characterised by the motors or the generators
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    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
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    • B60L3/003—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to inverters
    • B—PERFORMING OPERATIONS; TRANSPORTING
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    • B60L3/0061—Detecting, eliminating, remedying or compensating for drive train abnormalities, e.g. failures within the drive train relating to electrical machines
    • B—PERFORMING OPERATIONS; TRANSPORTING
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Abstract

本发明提供一种集成电感器组件。提供一种车辆，车辆具有：变速器，限定腔室；线圈，安装在腔室内。线圈限定空腔。车辆还包括：芯，具有至少两个突起，所述至少两个突起在线圈外侧径向地分隔开并且彼此有角度地分隔开以在所述至少两个突起之间限定开口。芯还包括：第一端和第二端，由延伸穿过空腔的柱互连。

Description

集成电感器组件
技术领域
一个或多个实施例涉及一种DC-DC转换器的电感器组件。
背景技术
如这里所使用的术语“电动车辆”包括具有用于车辆推进的电机的车辆，例如电池电动车辆(BEV)、混合动力电动车辆(HEV)和插电式混合动力电动车辆(PHEV)。BEV包括电机，其中用于电机的能量源是可从外部电网再充电的电池。在BEV中，电池是用于车辆推进的能量源。HEV包括内燃发动机和一个或多个电机，其中用于发动机的能量源是燃料并且用于电机的能量源是电池。在HEV中，发动机是用于车辆推进的主要能量源，电池提供用于车辆推进的补充能量(电池缓冲燃料能并以电的形式回收动能)。PHEV类似于HEV，但是PHEV具有可从外部电网再充电的更大容量电池。在PHEV中，电池是用于车辆推进的主要能量源，一直至电池消耗至低能量水平，此时，PHEV与HEV类似地操作以进行车辆推进。
电动车辆可包括连接在电池和电机之间的电压转换器(DC-DC转换器)。具有AC电机的电动车辆还包括连接在DC-DC转换器和电机之间的逆变器。电压转换器增加(“升高”)或减小(“降低”)电压电势以方便扭矩容量优化。DC-DC转换器包括电感器(或电抗器)组件、开关和二极管。典型的电感器组件包括围绕磁芯缠绕的导电线圈。当电流流经线圈时，电感器组件产生热量。在Jaura等人的第2004/0045749号美国专利公布中公开了通过使流体在邻近电感器的管道中循环来冷却DC-DC转换器的已有方法。
发明内容
在一个实施例中，提供一种车辆，所述车辆具有：变速器，限定腔室；和线圈，安装在腔室内。线圈限定空腔。车辆还包括：芯，具有至少两个突起，所述至少两个突起在线圈外侧径向地分隔开并且彼此有角度地分隔开以在所述至少两个突起之间限定开口。芯还包括：第一端和第二端，由延伸穿过空腔的柱互连。
在另一实施例中，提供一种集成电感器组件，所述集成电感器组件包括：线圈，限定空腔；芯，具有至少两个突起，所述至少两个突起在线圈外侧径向地分隔开并且由第一端和第二端互连。突起彼此有角度地分隔开以在相邻的突起之间限定开口。芯还包括柱，所述柱在第一端和第二端之间延伸穿过空腔。芯形成为围绕线圈的整体结构。
一种集成电感器组件包括：线圈，限定空腔；芯，具有至少两个突起和柱，所述至少两个突起在线圈外侧径向地分隔开并且由第一端和第二端互连，突起彼此有角度地分隔开以在相邻的突起之间限定开口，所述柱在第一端和第二端之间延伸穿过空腔，其中，芯形成为围绕线圈的整体结构。
所述突起的尺寸适合于通过开口接收流体，以使流体流经线圈的一部分而方便热传递。
所述集成电感器组件还包括：绝缘体，布置在线圈的一部分上以在物理上分离线圈与芯。
所述绝缘体形成为大体上管状形状，具有在柱和线圈之间延伸穿过空腔的内壁以及在突起和线圈之间延伸的外壁。
所述绝缘体包括贯穿外壁形成的至少两个孔，所述孔与贯穿芯形成的开口对齐以方便从外部到达线圈。
所述绝缘体还包括一对线轴，每个线轴包括：底座，具有环形形状；内壁和外壁，内壁和外壁中的每个从底座纵向地延伸并且彼此径向地分隔开，其中，线轴布置为面向彼此以共同形成在内壁和外壁之间用于容纳线圈的管状空腔。
所述柱还包括由绝缘材料和磁性材料形成的实心柱以提供分布的气隙。
在另一实施例中，提供一种电压转换器，所述电压转换器具有线圈、芯和至少两个开关。线圈限定空腔并且安装在变速器的腔室内。芯具有延伸穿过空腔的柱和至少两个突起，所述至少两个突起在线圈外侧径向地分隔开并且彼此有角度地分隔开以限定开口。开关安装在变速器的外部并且与线圈连通。
一种电压转换器包括：线圈，限定空腔并且安装在变速器的腔室内；芯，具有延伸穿过空腔的柱和至少两个突起，所述至少两个突起在线圈外侧径向地分隔开并且彼此有角度地分隔开以在所述至少两个突起之间限定开口；至少两个开关，安装在变速器的外部并且与线圈连通。
所述线圈限定圆柱形空腔。
所述柱形成有贯穿形成的沿轴向延伸的孔，所述孔用于容纳用于将芯安装到变速器的紧固件。
所述开口的尺寸适合于接收流体，其中，流体流经开口并且流经线圈以方便热传递。
所述电压转换器还包括电感器组件，所述电感器组件具有所述线圈、所述芯和布置在线圈的一部分上以在物理上分离线圈与芯的绝缘体。
芯、线圈和绝缘体彼此一体地形成。
如此，电感器组件通过方便导体和芯的直接冷却来提供相对于已有的电感器组件的优点。另外，电感器组件提供简化集成结构，而没有灌封料或另外的壳体和冷板。另外，这种集成结构通过利用磁芯基本上包围导体来简化电感器组件在变速器内部的安装和封装并且使电磁干扰(EMI)和漏电感最小化。
附图说明
图1是根据一个或多个实施例的变速器和具有安装在变速器内的电感器组件的可变电压转换器(VVC)的正视图；
图2是包括图1的变速器和VVC的车辆的示意图；
图3是图1的VVC的电路图；
图4是根据另一实施例的电感器组件的剖视图；
图5是图1的电感器组件的分解侧向透视图；
图6是图1的电感器组件的导体和绝缘体的放大侧向透视图；
图7是图1的电感器组件的正向透视图；
图8是图7的电感器组件的剖视图；
图9是图1的电感器组件的正向透视图，示出了热传递；
图10是用于形成图1的电感器组件的磁芯的模具；
图11是示出用于使用图10的模具形成图1的电感器组件的过程的分解视图。
具体实施方式
根据需要，在这里公开本发明的详细实施例；然而，应该理解，公开的实施例仅仅是可按照各种和替代的形式实施的本发明的示例。附图未必按照比例绘制；一些特征可被夸大或最小化以示出特定部件的细节。因此，在这里公开的特定结构和功能性细节不应被解释为是限制性的，而仅仅解释为用于教导本领域技术人员以各种方式应用本发明的代表性基础。
参照图1，示出了根据一个或多个实施例的DC-DC转换器并且DC-DC转换器总体上由标号10表示。DC-DC转换器10也可被称为可变电压转换器(VVC)10。VVC10是具有安装在变速器12的内部和外部的部件的组件。VVC10包括安装在变速器12的内部的电感器组件14和安装在变速器12的外部的多个开关和二极管(图3中示出)。通过在变速器12内安装电感器组件14，电感器组件14可由变速器流体直接冷却，这允许简化的设计。
参照图2，描述插电式混合动力电动车辆(PHEV)16内的变速器12，PHEV16是在内燃发动机20的辅助下由电机18推进的电动车辆并且可连接到外部电网。根据一个或多个实施例，电机18是AC电动机，并且在图1中被描述为“电动机”18。电机18接收电功率并提供用于车辆推进的驱动扭矩。电机18还用作用于通过再生制动将机械功率转换成电功率的发电机。
根据一个或多个实施例，变速器12具有动力分配构造。变速器12包括第一电机18和第二电机24。根据一个或多个实施例，第二电机24是AC电动机，并且在图1中被描述为“发电机”24。与第一电机18类似，第二电机24接收电功率并提供输出扭矩。第二电机24还用作用于将机械功率转换成电功率并优化经过变速器12的功率流的发电机。
变速器12包括行星齿轮单元26，行星齿轮单元26包括太阳齿轮28、行星架30和环形齿轮32。太阳齿轮28连接到第二电机24的输出轴以接收发电机扭矩。行星架30连接到发动机20的输出轴以接收发动机扭矩。行星齿轮单元26组合发电机扭矩和发动机扭矩并且提供围绕环形齿轮32的组合的输出扭矩。行星齿轮单元26用作无级变速器，而没有任何固定或“阶梯”比率。
根据一个或多个实施例，变速器12还包括单向离合器(O.W.C.)和发电机制动器33。O.W.C.结合到发动机20的输出轴以仅允许输出轴沿一个方向旋转。O.W.C.防止变速器12反向驱动发动机20。发电机制动器33结合到第二电机24的输出轴。发电机制动器33可被致动以“制动”或阻止第二电机24和太阳齿轮28的输出轴旋转。在其它实施例中，去除O.W.C.和发电机制动器33并且由用于发动机20和第二电机24的控制策略替代O.W.C.和发电机制动器33。
变速器12包括具有中间齿轮的中间轴，所述中间齿轮包括第一齿轮34、第二齿轮36和第三齿轮38。行星输出齿轮40连接到环形齿轮32。行星输出齿轮40与第一齿轮34啮合以在行星齿轮单元26和中间轴之间传递扭矩。输出齿轮42连接到第一电机18的输出轴。输出齿轮42与第二齿轮36啮合以在第一电机18和中间轴之间传递扭矩。变速器输出齿轮44连接到驱动轴46。驱动轴46通过差速器50结合到一对驱动车轮48。变速器输出齿轮44与第三齿轮38啮合以在变速器12和驱动车轮48之间传递扭矩。
车辆16包括能量储存装置，例如用于储存电能的电池52。电池52是能够输出电功率以操作第一电机18和第二电机24的高压电池。电池52还在第一电机18和第二电机24操作为发电机时从第一电机18和第二电机24接收电功率。电池52是由多个电池模块(未示出)构成的电池组，其中每个电池模块包含多个电池单体(未示出)。车辆16的其它实施例预计到补充或替代电池52的不同类型的能量储存装置，例如电容器和燃料电池(未示出)。高压总线将电池52电连接到第一电机18和第二电机24。
车辆包括用于控制电池52的电池能量控制模块(BECM)54。BECM54接收指示车辆状况和电池状况(例如，电池温度、电压和电流)的输入。BECM54计算并估计电池参数，例如电池荷电状态（BSOC）和电池功率容量。BECM54将指示BSOC和电池功率容量的输出(BSOC，Pcap)提供给其它车辆系统和控制器。
变速器12包括VVC10和逆变器56。VVC10和逆变器56电连接在主电池52和第一电机18之间；并且电连接在电池52和第二电机24之间。根据一个或多个实施例，VVC10“升高”或增加由电池52提供的电功率的电压电势。VVC10还“降低”或减小由电池52提供的电功率的电压电势。逆变器56将由主电池52(通过VVC10)提供的DC功率转换成用于操作电机18、24的AC功率。逆变器56还将由电机18、24提供的AC功率整流为用于对主电池52充电的DC。变速器12的其它实施例包括多个逆变器(未示出)，例如与每个电机18、24关联的一个逆变器。
变速器12包括用于控制电机18、24、VVC10和逆变器56的变速器控制模块(TCM)58。TCM58被构造为监测（例如）电机18、24的位置、速度和功耗。TCM58还监测在VVC10和逆变器56内的各个位置的电参数(例如，电压和电流)。TCM58将与这种信息对应的输出信号提供给其它车辆系统。
车辆16包括车辆系统控制器(VSC)60，VSC60与其它车辆系统和控制器通信以协调它们的功能。虽然VSC60被示出为单个控制器，但是VSC60可包括可用于根据总的车辆控制逻辑控制多个车辆系统的多个控制器或软件。
车辆控制器(包括VSC60和TCM58)通常包括任何数量的微处理器、ASIC、IC、存储器(例如，FLASH、ROM、RAM、EPROM和/或EEPROM)和软件代码，它们彼此协作以执行一系列操作。控制器还包括基于计算和测试数据并存储在存储器内的预定数据或“查找表”。VSC60使用通用总线协议(例如，CAN和LIN)经一个或多个有线或无线车辆连接与其它车辆系统和控制器(例如，BECM54和TCM58)通信。VSC60接收表示变速器12的当前位置(例如，驻车、倒车、空档或驾驶)的输入(PRND)。VSC60还接收表示加速踏板位置的输入(APP)。VSC60将表示期望车轮扭矩、期望发动机速度和发电机制动命令的输出提供给TCM58；并且将接触器控制提供给BECM54。
车辆16包括制动系统(未示出)，该制动系统包括制动踏板、增压器、主缸以及与驱动车轮48的机械连接，以实施摩擦制动。该制动系统还包括位置传感器、压力传感器或其某种组合，以提供与驾驶员对制动扭矩的请求对应的信息(例如，制动踏板位置(BPP))。该制动系统还包括制动系统控制模块(BSCM)62，BSCM62与VSC60通信以协调再生制动和摩擦制动。根据一个实施例，BSCM62将再生制动命令提供给VSC60。
车辆16包括用于控制发动机20的发动机控制模块(ECM)64。VSC60将基于多个输入信号(包括APP)并与驾驶员对车辆推进的请求对应的输出(期望发动机扭矩)提供给ECM64。
根据一个或多个实施例，车辆16被构造为插电式混合动力电动车辆(PHEV)。电池52周期性地经充电端口66从外部电源或电网接收AC能量。车辆16还包括车载充电器68，充电器68从充电端口66接收AC能量。充电器68是将接收的AC能量转换成适合于对电池52充电的DC能量的AC/DC转换器。进而，充电器68在再充电期间将DC能量提供给电池52。
虽然在上下文中示出并描述了PHEV16，但是应该理解，可在其它类型的电动车辆(例如，HEV或BEV)上实现VVC10的实施例。
参照图3，VVC10包括用于升高输入电压(Vbat)以提供输出电压(Vdc)的第一开关单元78和第二开关单元80。第一开关单元78包括与第一二极管84并联连接但是极性改变(反向并联)的第一晶体管82。第二开关单元80包括与第二二极管88反向并联连接的第二晶体管86。每个晶体管82、86可以是任何类型的可控开关(例如，绝缘栅双极型晶体管(IGBT)或场效应晶体管(FET))。另外，每个晶体管82、86由TCM58单独控制。电感器组件14被描述为串联连接在主电池52和开关单元78、80之间的输入电感器。当提供电流时，电感器14产生磁通量。当流经电感器14的电流改变时，产生时变磁场，并且感应出电压。VVC10的其它实施例包括不同的电路构造(例如，超过两个开关)。
返回参照图1，变速器12包括变速器壳体90，变速器壳体90被示出为没有盖以示出内部部件。如上所述，发动机20、电动机18和发电机24包括与行星齿轮单元26的对应齿轮啮合的输出齿轮。在变速器壳体90的内部腔室92内发生这些机械连接。电力电子壳体94安装到变速器12的外表面。逆变器56和TCM58安装在电力电子壳体94内。VVC10包括安装在电力电子壳体94内的部件(例如，图3中示出的开关78、80和二极管84、88)和安装在变速器壳体90的内部腔室92内的电感器组件14。
变速器12包括用于润滑并冷却位于变速器腔室92内的齿轮(例如，中间齿轮34、36、38)的流体96（例如油）。变速器腔室92被密封以保留流体96。变速器12还包括用于使流体96循环的泵和管道(未示出)。变速器12可包括用于将流体96直接喷射在壳体90内的部件上的喷嘴（未示出）。另外，旋转元件(例如，第二齿轮36)可将流体96溅射到其它部件上。此外，流体96在腔室92的下部蓄积。因此，部件可安装到壳体90的下部，使得部件浸没在流体96中。电感器组件14安装在变速器腔室92内，使得电感器组件由变速器流体96通过喷射、溅射和/或浸没来直接冷却。
图4示出了根据已有方法的被构造为间接冷却的电感器组件100。这种电感器组件100安装在变速器壳体90的外部(例如，安装在图1的电力电子壳体94内)。电感器组件100包括围绕磁芯112缠绕的导体110。磁芯112包括多个芯元件，所述多个芯元件分隔开以限定气隙114。陶瓷分隔件可放置在芯元件之间以保持气隙114。电感器组件100包在电感器壳体116(例如，铝壳体)内部，并且在电感器组件100周围的空的空间被导热、电绝缘的灌封料(potting compound)118填充。电感器壳体116固定到冷板120，并且热油脂122施加在电感器壳体116和冷板120之间。通道124形成为贯穿冷板120。冷的流体或冷却液(例如，50%水和50%乙二醇)流经通道124。热量通过传导而从导体110和芯112传递到灌封料118，然后传递到壳体116、热油脂122并最终传递到冷板120中。来自冷板120的热量通过对流传递到流经通道124的冷却液中。另外，冷板120可包括用于通过对流将热量传递到周围空气中的翅片126。
从导体110到流经冷板120的通道124的冷却液的热传递路径的热阻较高。热油脂122、灌封料118和冷板120大大加剧了这个热阻。结果，灌封的电感器组件100的热性能受到限制，并且在各位置的电感器组件100的温度增加并且可能在高电功率负载时超过预定温度界限。在一个或多个实施例中，如果电感器组件100的温度超过这种预定界限，则控制器(例如，图1的TCM)可限制电感器组件100的性能。
电感器组件100的温度取决于流经导体110的电流的量和横跨导体110的电压电势。电动车辆的最近趋势包括电感器的更高的电流容量。例如，在PHEV中用于延长电行驶里程的增加的电池功率和在HEV中用于相同功率的减少的电池单体导致电动车辆中的电感器额定电流增加。另外，由于高频脉动电流的更高的幅度，使得减小的电池电压还导致电感器ac损失的增加。因此，由于另外的热量产生，导致电感器组件100的温度通常将会增加，并且如果热量不耗散，则电感器温度可能超过预定界限。一种解决方案是增加导体线圈的横截面积以减小电感器损失并且还改善散热(由于更大的表面积)。然而，这种变化将会增加电感器组件的总体尺寸。在所有车辆应用场合可能难以封装更大的电感器组件，并且更大的部件影响车辆燃料经济性和成本。
相较于增加电感器组件100的尺寸，为了增加电感器热性能和热容量，如参照图1所描述的，电感器组件100可安装在变速器腔室92内并使用变速器流体96来直接冷却。变速器流体96是可用于直接接触电气部件(例如，导体110和芯112)的电绝缘体。然而，如果电感器组件100经受这种直接冷却，则可去除与电感器组件100关联的多余部件。例如，灌封料118和铝壳体116可被去除。然而，灌封料118和壳体116支撑导体110和芯112。另外，与变速器12的外部的振动相比，在变速器12的内部振动更严重。因此，修改电感器组件100的总体结构以便去除灌封料118和壳体116并且将该组件安装在变速器12的内部。
图5示出了根据一个或多个实施例的电感器组件14的分解视图。电感器组件14安装在变速器内并且由变速器流体直接冷却。电感器组件14包括彼此一体地形成的导体210、芯212和绝缘体214。
导体210由导电材料(例如，铜)形成并围绕纵轴A-A缠绕为限定了圆柱形空腔215的螺旋形线圈。根据一个或多个实施例，通过沿边缘工艺（edgewise process）使用矩形(或平坦)类型导线形成线圈。输入和输出导线从导体210延伸并连接到安装在变速器12外部的部件(例如，如图2和图3中所示的电池52和开关78、80)。
芯212由磁性材料(例如，铁硅合金粉末)形成。芯212围绕导体210形成为整体(单件)结构。芯212包括由柱220连接的第一端216和第二端218。根据示出的实施例，柱220具有圆柱形形状并且以纵轴A-A为中心。第一端216和第二端218中的每一个从柱220的相对端沿径向向外延伸。
根据一个或多个实施例，芯212还包括在端部216、218之间延伸的两个突起222。突起222彼此有角度地分隔开以在相邻的突起之间限定开口224。根据示出的实施例，芯212包括相对于轴线A-A彼此径向相对地形成的两个突起222。电感器组件14的其它实施例预计到具有形成超过两个开口(未示出)的超过两个突起222的芯212。
绝缘体214由电绝缘聚合材料(例如，聚苯硫醚(PPS))形成。绝缘体214包括沿纵轴A-A布置为面向彼此的第一线轴226和第二线轴228。每个线轴226、228包括底座230以及内壁232和外壁234，内壁232和外壁234从底座230纵向地延伸。根据示出的实施例，底座230形成为环形形状。内壁232和外壁234彼此径向地分隔开以共同形成用于容纳导体210的管状空腔236。
参照图6，绝缘体214布置在导体210的一部分上。每个线轴226、228包括贯穿外壁234形成以暴露导体210的一部分的一对外孔238。每个线轴226、228还可包括贯穿内壁232形成的一对内孔240。内孔240与外孔238对齐。电感器组件14的其它实施例预计到由纸(例如，纸)或施加到导体的涂层(未示出)形成的绝缘体。
参照图7和图8，可通过形成在芯212中的开口224从外部到达导体210。突起222在导体210外侧径向地分隔开，并且突起222彼此有角度地分隔开以限定开口224。利用更大的开口224提高了电感器组件14的热性能，这是因为导体210的更大的表面区域被暴露。形成在芯212中的开口224与贯穿绝缘体214的外壁234形成并且跨越导体线圈的高度的大部分的外孔238对齐。
电感器组件14可使用延伸穿过芯212的紧固件(未示出)而安装到变速器壳体。根据一个实施例，芯212包括贯穿柱220形成的轴向延伸孔242。柱220延伸穿过由导体210限定的圆柱形空腔215。孔242的尺寸适合于容纳用于将电感器组件14安装到变速器壳体的紧固件(未示出)。在其它实施例中，电感器组件14包括具有用于安装到变速器壳体的外部托架(未示出)的实心柱220。托架围绕电感器组件14的一部分缠绕而不覆盖开口224。根据一个或多个实施例，芯212包括形成在外表面中的凹槽243。这种凹槽243可接合安装托架(未示出)并且提供防旋转特征。
图8示出了图7的电感器组件14的剖视图。绝缘体214在物理上分离导体210与芯212并且提供电绝缘。可通过绝缘树脂材料与磁性粉末之比来调节芯内部分布的气隙，以获得所需的电性能(针对dc电流的电感分布)。在这种设计中去除分立的气隙段简化了制造过程。
参照图9，电感器组件14被构造为由变速器流体96直接冷却。电感器组件14在不同的转换器功率水平产生极大的功率损失(高达1kW)。导体210可由导电材料(例如，铜或铝)形成。当具有高频分量(或“脉动”)的电流流经铜线圈时，产生极大的铜损失和关联的磁通量脉动，这导致功率损失。功率损失可作为热量而耗散。高的热负载可损坏电感器组件14。因此，使用变速器流体96冷却电感器组件14。
电感器组件14安装在变速器腔室92内，以使电感器组件14由从齿轮(例如，图1中示出的第二中间齿轮36)溅射的变速器流体96直接冷却。当电流流经导体210时，电感器组件14产生热量。如图9中的标号244所示，热量径向地流动离开电感器组件14。变速器流体96通过一个或多个开口224进入电感器组件14。当流体96流经电感器组件14时，热量通过对流而从导体210和芯212传递到流体96。加热的流体246随后通过一个或多个开口224离开电感器组件14。
参照图9-11，示出了根据一个或多个实施例的一体地形成电感器组件14的方法。导体210由平坦类型的导线形成，然后缠绕为限定了圆柱形空腔215的线圈。形成线轴226、228(例如，通过模制成型)，线轴226、228具有彼此径向地分隔开以限定管状空腔236的内壁232和外壁234。线轴226、228随后朝着彼此平移，以使得线圈容纳在管状空腔236内。线轴226、228共同形成布置在线圈的内表面和外表面的一部分上的绝缘体214。导体210和绝缘体214放置在模具250中。模具250利用磁性粉末和树脂的树脂混合物(未示出)填充。树脂混合物凝固以在导体210和绝缘体214上形成芯212，而形成集成电感器组件14。
如此，电感器组件14通过方便导体210和芯212的直接冷却来提供相对于已有的电感器组件的优点。另外，电感器组件14提供简化结构，而没有导致低效散热的灌封料或另外的壳体和冷板。另外，这种结构通过利用磁芯212基本上包围导体210来简化电感器组件14在变速器内部的安装和封装并且使电磁干扰(EMI)和漏电感最小化。
尽管在上面描述了示例性实施例，但是这些实施例并非意图描述本发明的所有可能的形式。相反地，在本说明书中使用的词语是描述性词语而非限制性词语，并且应该理解，在不脱离本发明的精神和范围的情况下，可做出各种修改。另外，各种实现的实施例的特征可被组合以形成本发明的进一步的实施例。

Claims (7)

1.一种车辆，包括：
变速器，限定腔室；
线圈，安装在腔室内并且限定空腔；
芯，具有至少两个突起以及第一端和第二端，所述至少两个突起在线圈外侧径向地分隔开并且彼此有角度地分隔开以在所述至少两个突起之间限定开口，所述第一端和第二端由延伸穿过空腔的柱互连。
2.如权利要求1所述的车辆，其中，所述变速器还包括位于腔室内的流体，其中，流体流经芯中的开口并且流经线圈以方便通过对流传递来自线圈的热。
3.如权利要求2所述的车辆，所述车辆还包括：可旋转元件，结合到变速器并布置在腔室内，所述可旋转元件与流体接触以在旋转期间使流体移动到芯和线圈中的至少一个上。
4.如权利要求3所述的车辆，其中，所述可旋转元件还包括中间齿轮，所述中间齿轮接合电机的输出齿轮以使电机结合到驱动轴。
5.如权利要求1所述的车辆，其中，所述车辆还包括电感器组件，所述电感器组件具有所述线圈、所述芯和布置在线圈的一部分上以在物理上分离线圈与芯的绝缘体。
6.如权利要求5所述的车辆，所述车辆还包括：转换器，被构造为调节在能量储存装置和电机之间传输的能量的电压水平，所述转换器包括电感器组件和至少两个开关，其中，开关安装在变速器的外部。
7.如权利要求1所述的车辆，其中，所述柱形成为大体上圆柱形形状并且以纵轴为中心，其中，突起还包括关于纵轴彼此径向相对地分隔开的两个突起。
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