CN106981480B - IGBT module, power system and hybrid electric vehicle - Google Patents
IGBT module, power system and hybrid electric vehicle Download PDFInfo
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- CN106981480B CN106981480B CN201710388421.XA CN201710388421A CN106981480B CN 106981480 B CN106981480 B CN 106981480B CN 201710388421 A CN201710388421 A CN 201710388421A CN 106981480 B CN106981480 B CN 106981480B
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- 230000010354 integration Effects 0.000 abstract description 9
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- 239000004065 semiconductor Substances 0.000 abstract description 4
- 230000009286 beneficial effect Effects 0.000 abstract description 3
- 238000000034 method Methods 0.000 description 7
- 238000001816 cooling Methods 0.000 description 4
- 238000006243 chemical reaction Methods 0.000 description 3
- 230000000694 effects Effects 0.000 description 3
- 230000001133 acceleration Effects 0.000 description 2
- 239000002826 coolant Substances 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 230000005669 field effect Effects 0.000 description 2
- 230000005855 radiation Effects 0.000 description 2
- 238000003860 storage Methods 0.000 description 2
- 238000003466 welding Methods 0.000 description 2
- 230000032683 aging Effects 0.000 description 1
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Classifications
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01L—SEMICONDUCTOR DEVICES NOT COVERED BY CLASS H10
- H01L25/00—Assemblies consisting of a plurality of individual semiconductor or other solid state devices ; Multistep manufacturing processes thereof
- H01L25/03—Assemblies consisting of a plurality of individual semiconductor or other solid state devices ; Multistep manufacturing processes thereof all the devices being of a type provided for in the same subgroup of groups H01L27/00 - H01L33/00, or in a single subclass of H10K, H10N, e.g. assemblies of rectifier diodes
- H01L25/04—Assemblies consisting of a plurality of individual semiconductor or other solid state devices ; Multistep manufacturing processes thereof all the devices being of a type provided for in the same subgroup of groups H01L27/00 - H01L33/00, or in a single subclass of H10K, H10N, e.g. assemblies of rectifier diodes the devices not having separate containers
- H01L25/07—Assemblies consisting of a plurality of individual semiconductor or other solid state devices ; Multistep manufacturing processes thereof all the devices being of a type provided for in the same subgroup of groups H01L27/00 - H01L33/00, or in a single subclass of H10K, H10N, e.g. assemblies of rectifier diodes the devices not having separate containers the devices being of a type provided for in group H01L29/00
- H01L25/072—Assemblies consisting of a plurality of individual semiconductor or other solid state devices ; Multistep manufacturing processes thereof all the devices being of a type provided for in the same subgroup of groups H01L27/00 - H01L33/00, or in a single subclass of H10K, H10N, e.g. assemblies of rectifier diodes the devices not having separate containers the devices being of a type provided for in group H01L29/00 the devices being arranged next to each other
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
- B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
- B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01L—SEMICONDUCTOR DEVICES NOT COVERED BY CLASS H10
- H01L23/00—Details of semiconductor or other solid state devices
- H01L23/34—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements
- H01L23/36—Selection of materials, or shaping, to facilitate cooling or heating, e.g. heatsinks
- H01L23/367—Cooling facilitated by shape of device
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- H—ELECTRICITY
- H01—ELECTRIC ELEMENTS
- H01L—SEMICONDUCTOR DEVICES NOT COVERED BY CLASS H10
- H01L23/00—Details of semiconductor or other solid state devices
- H01L23/34—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements
- H01L23/46—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements involving the transfer of heat by flowing fluids
- H01L23/473—Arrangements for cooling, heating, ventilating or temperature compensation ; Temperature sensing arrangements involving the transfer of heat by flowing fluids by flowing liquids
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/70—Energy storage systems for electromobility, e.g. batteries
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T10/00—Road transport of goods or passengers
- Y02T10/60—Other road transportation technologies with climate change mitigation effect
- Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/10—Technologies relating to charging of electric vehicles
- Y02T90/14—Plug-in electric vehicles
Abstract
The application relates to the technical field of semiconductors, and discloses an IGBT module, a power system applying the IGBT module and a hybrid electric vehicle applying the power system. The power system comprises a driving motor, a battery and an IGBT module; the IGBT module is respectively and electrically connected with the battery and the driving motor and is used for inverting the direct current output by the battery into the alternating current required by the driving motor. The IGBT module comprises a first IGBT group formed by a plurality of IGBT switching tubes; a second IGBT group formed by a plurality of IGBT switching tubes; and a heat sink disposed between the first IGBT group and the second IGBT group. The application is beneficial to the platform design and the integration design of the electric automobile and can reduce the production cost.
Description
Technical Field
The application relates to the technical field of semiconductors, in particular to an IGBT module, a power system applying the IGBT module and a hybrid electric vehicle applying the power system.
Background
IGBT (Insulated Gate Bipolar Transistor) the Chinese name is Insulated Gate Bipolar Transistor (IGBT), which is a compound fully-controlled voltage-driven power semiconductor device composed of BJT (bipolar transistor) and MOS (insulated gate field effect transistor), and has the advantages of high input impedance of MOSFET (metal-oxide semiconductor field effect transistor) and low conduction voltage drop of GTR (power transistor). The GTR saturation voltage is reduced, the current carrying density is high, but the driving current is high; the MOSFET has small driving power, high switching speed, large conduction voltage drop and small current carrying density. The IGBT combines the advantages of the two devices, has small driving power and reduced saturation voltage, and is very suitable for being applied to a converter system with the direct current voltage of 600V and above, so the IGBT becomes a core device for energy conversion and transmission at the present stage.
Since the back side process of the IGBT is relatively complex, the dimensions need to be controlled to 6-8 mils (mils), and chipping is likely to occur, thus resulting in higher production costs.
It is clear to those skilled in the art that IGBTs are attracting attention as an essential device in automobiles, particularly electric automobiles. Specifically, the IGBT is a core element of a motor driving system, and plays a role in each acceleration and deceleration process of the vehicle, and can freely convert electric energy, convert direct current into alternating current during acceleration to drive a motor, and convert the alternating current of the motor into direct current during braking to recover the electric energy.
Electric vehicles are often classified into pure electric vehicles and hybrid electric vehicles. The electric vehicle is usually equipped with a controller by using a high-power motor to form a driving system. Hybrid vehicles often have two low-power motors that match two controllers to form a drive system. For both vehicles, IGBT modules applied to different power classes are therefore required.
In the prior art, a large-power-class IGBT module is often formed by a plurality of IGBT switching tubes, but no IGBT module is available for controlling a large-power single motor of a pure electric vehicle and for controlling double motors of a hybrid electric vehicle. Therefore, in the prior art, especially in the existing hybrid electric vehicle, two controllers are required to be matched for two low-power electrodes and two IGBT modules are required to be arranged, and radiators are required to be respectively arranged for the two IGBT modules, so that the system complexity is high. Therefore, the method is quite unfavorable for the platform design and the integration design of the electric automobile, and is also unfavorable for reducing the production cost.
Disclosure of Invention
The application aims to provide an IGBT module, a power system applying the IGBT module and a hybrid electric vehicle applying the power system. The application is beneficial to the platform design and the integration design of the electric automobile and can reduce the production cost.
Specifically, the present application provides an IGBT module including: a first IGBT group formed by a plurality of IGBT switching tubes; a second IGBT group formed by a plurality of IGBT switching tubes; and a heat sink disposed between the first IGBT group and the second IGBT group.
The application also provides a power system which comprises a driving motor, a battery and the IGBT module; the IGBT module is respectively and electrically connected with the battery and the driving motor and is used for inverting the direct current output by the battery into the alternating current required by the driving motor.
In the application, by grouping the switch tubes of the IBGT, two groups of IGBT modules can be connected together through the external terminal so as to be used for the application scene of the high-power motor, and the two groups of IGBT modules can be independent of each other and respectively used for the application scenes of the two low-power motors. Compared with the prior art, the application has the capability of supporting two application scenes, so that the complexity of the system is reduced, and the platform design of the electric automobile is facilitated.
In addition, in the application, the radiator is arranged between the first IGBT group and the second IGBT group, and simultaneously radiates heat for the two groups of IGBT switching tubes, so that the integration is improved, the volume and the weight of the IGBT module are reduced, the power density is improved, and the integrated design of the electric automobile is facilitated.
In view of the above, the application can greatly reduce the production cost and is suitable for large-scale popularization and use.
Preferably, the first IGBT group and the second IGBT group are welded to opposite surfaces of the heat sink, respectively. The two groups of IGBTs are welded on the upper surface and the lower surface of the radiator respectively, so that the same radiator can radiate heat for the IGBTs on the upper surface and the lower surface at the same time with high efficiency. The cooling area utilization rate of the radiator is improved, and meanwhile, the integration efficiency is further enhanced.
Preferably, the first IGBT group and the second IGBT group have the same number of IGBT switching transistors and are disposed symmetrically with respect to the heat sink. The mutually symmetrical arrangement can reduce the stray inductance of the IGBT switching tube and improve the current balance during parallel connection.
Preferably, the first IGBT group and the second IGBT group each include 6 IGBT switching transistors. The current magnitude that 6 IGBT switching tubes can support is exactly matched with the motor of most hybrid electric vehicles, and 12 IGBT switching tubes are exactly matched with the motor of most electric vehicles. When the IGBT module comprises 6 IGBT switching tubes, the IGBT module has better universality on a platform.
Further, it is preferable that a heat radiation passage is provided in the heat radiator, and the first IGBT group and the second IGBT group are radiated by the coolant flowing through the heat radiation passage. The IGBT switch tube is cooled by adopting the cooling liquid, so that compared with air cooling heat dissipation and heat pipe heat dissipation, the IGBT switch tube has higher heat exchange efficiency and better cost advantage.
Further, preferably, the heat dissipation path is provided in the heat sink at a position corresponding to each IGBT switching tube of the first IGBT group and the second IGBT group. The heat dissipation channel is arranged at the position corresponding to the IGBT switching tube, so that the IGBT switching tube can be helped to achieve a better heat dissipation effect.
Still further, preferably, in the IGBT module, the first IGBT group and the second IGBT group are electrically connected in parallel with the drive motor. When the two IGBT switching tubes are electrically connected with the driving motor in a parallel mode, the two IGBT switching tubes can be used for driving the motor at the same time, so that a larger driving circuit can be supported, and the motor can be well suitable for high-power motors.
In addition, preferably, the power system further includes an alternator electrically connected to the IGBT module;
in the IGBT module, a first IGBT group is used for inverting direct current output by a battery into alternating current required by a driving motor; the second IGBT group is used for rectifying alternating current output by the alternating current generator into direct current to charge the battery.
The application also provides a hybrid electric vehicle, which is provided with a power system comprising the IGBT module.
The two groups of IGBTs respectively correspond to the driving motor and the alternating current generator, so that one IGBT module can completely meet the requirements of a hybrid electric vehicle, and the integration and safety of vehicle parts are improved.
Drawings
Fig. 1 is a schematic perspective view of an IGBT module according to a first embodiment of the application;
fig. 2 is a schematic front view of an IGBT module according to a first embodiment of the application;
fig. 3 is a schematic top view of an IGBT module according to a first embodiment of the application;
fig. 4 is a block diagram of the structure of an IGBT module according to a second embodiment of the application;
fig. 5 is a schematic perspective view of an IGBT module according to a second embodiment of the application;
fig. 6 is a block diagram of the structure of an IGBT module according to a third embodiment of the application;
fig. 7 is a perspective view of an IGBT module according to a third embodiment of the application.
Reference numerals illustrate:
1-a first IGBT group; 2-a second IGBT group; 3-a heat sink; 31-heat dissipation channels; 4-IGBT switching tube; 5-an external terminal; 6-conducting strip.
Detailed Description
The present application will be described in further detail with reference to the accompanying drawings. The structure of the IGBT module and the like are schematically simplified in the drawings.
Embodiment one
A first embodiment of the present application provides an IGBT module, as shown in fig. 1 and 2, including: a first IGBT group 1 constituted by a plurality of IGBT switching tubes 4; a second IGBT group 2 constituted by a plurality of IGBT switching tubes 4; and a heat sink 3 disposed between the first IGBT group 1 and the second IGBT group 2. The specific configuration of the IGBT switching tube may be a conventional IGBT switching tube as long as current conversion can be achieved.
In this embodiment, by grouping the switch tubes of the IBGT, the two groups of IGBT modules may be respectively applied to different scenarios, or the two groups of IGBT modules may be connected together to be used in an application scenario of a high-power motor, or the two groups of IGBT modules may be independent of each other and respectively used in an application scenario of two low-power motors. Compared with the prior art, the method and the device have the capability of supporting two application scenes, so that the complexity of a system is reduced, and the method and the device are beneficial to the platform design of the electric automobile. The connection structure of the two sets of IGBT modules is described in detail in the following description.
In the present embodiment, the number of IGBT switching tubes 4 of the first IGBT group 1 and the second IGBT group 2 is the same, and are disposed symmetrically with respect to the heat sink 3. The mutually symmetrical arrangement can reduce the stray inductance of the IGBT switching tube 4 and improve the current balance when in parallel connection. It will be apparent to those skilled in the art that an asymmetric design may still substantially achieve the objects of the application.
In the present embodiment, the first IGBT group 1 and the second IGBT group 2 may each include 6 IGBT switching tubes 4. The current magnitude that 6 IGBT switching tubes 4 can support can be matched with the motor of most hybrid electric vehicles, and 12 IGBT switching tubes 4 can be matched with the motor of most pure electric vehicles. When the IGBT modules respectively comprise 6 IGBT switching tubes 4, the IGBT modules have better universality on the platform. Of course, the specific power of the motor of the automobile may vary, and the number of specific IGBT switching tubes may be selected according to the requirements of the platform, and is not limited to the number of the present embodiment.
In conventional automotive circuit designs, the radiator 3 and IBGT module are separated. The two are sealed by an O-shaped ring or adjacently arranged and connected by an air duct. Because the O-ring has the characteristic of easy aging, the sealing reliability is poor, and the heat dissipation effect of the radiator 3 is possibly reduced after long-term use, and even the IGBT module is burnt.
The operating environment of the IGBT module in a hybrid vehicle is poor. Specifically, depending on the vehicle design, the IGBT module may be placed in the trunk, in the gearbox, or under the bonnet near the internal combustion engine, and therefore the IGBT module is subject to severe temperature (-40-150 ℃) and mechanical conditions such as vibration, shock, and compression. In the present embodiment, therefore, the first IGBT group 1 and the second IGBT group 2 are welded to the opposite surfaces of the heat sink 3, respectively, improving the sealability of the heat sink 3. Meanwhile, the radiator 3 is connected with the IGBT group in a welding mode, so that the structural strength of the IGBT module is improved, and the radiator is more suitable for the severe working environment in an automobile.
After grouping, the two groups of IGBTs are welded on the upper surface and the lower surface of the radiator 3 respectively, so that the same radiator 3 can radiate heat for the IGBTs on the upper surface and the lower surface at the same time with high efficiency. The cooling area utilization rate of the radiator 3 is improved, and meanwhile, the integration efficiency is further enhanced. Of course, the connection method between the two sets of IGBTs and the heat sink 3 is not limited to welding, and other methods such as bonding may be adopted as long as the heat sink can be firmly fixed to the two sets of IGBTs.
And the radiator 3 is arranged between the first IGBT group 1 and the second IGBT group 2, and simultaneously radiates heat for the two groups of IGBT switching tubes 4, so that the integration is improved, the volume and the weight of the IGBT module are reduced, the power density is improved, and the integrated design of the electric automobile is facilitated.
The radiator 3 itself can radiate heat from the first IGBT group 1 and the second IGBT group 2, and the radiator 3 may be provided with fins or the like to increase the radiating area to radiate heat from the first IGBT group 1 and the second IGBT group 2. Further, as shown in fig. 2, a heat dissipation passage 31 is provided inside the heat sink 3, and the first IGBT group 1 and the second IGBT group 2 are dissipated with the coolant flowing through the heat dissipation passage 31. One of ordinary skill in the art knows that the heat generated by the IGBT module, mainly generated by the IGBT switching tube 4, can be regarded as being dissipated through three links, namely, the IGBT switching tube 4-IGBT switching tube housing, the IGBT switching tube housing-radiator 3, and the radiator 3-environment. The adoption of the cooling liquid to cool the IGBT switch tube 4 increases the heat dissipation form of the IGBT switch tube 4, and compared with air cooling heat dissipation and heat pipe heat dissipation, the heat dissipation by the cooling liquid has higher heat exchange efficiency and better cost advantage.
Further, as shown in fig. 3, the heat dissipation path 31 may be provided inside the heat sink 3 at a position corresponding to each IGBT switching tube 4 of the first IGBT group 1 and the second IGBT group 2. Therefore, the heat dissipation channel 31 is arranged at a position corresponding to the IGBT switching tube 4, and can accurately correspond to the heated part, thereby helping the IGBT switching tube 4 to realize a better heat dissipation effect. In addition, through the auxiliary heat dissipation of the heat dissipation channel 31, the working temperatures of the heat sink 3 and the heat dissipation channel 31 can be relatively smaller than the temperature when the heat sink and the heat dissipation channel work independently, so that the service lives of the heat sink and the heat dissipation channel can be longer.
In view of the above, the present embodiment can greatly reduce production cost, and is suitable for large-scale popularization and use.
Second embodiment
The second embodiment of the present application provides a power system, mainly refers to a power system applied to a pure electric vehicle, and the power system includes an IGBT module according to the first embodiment of the present application, where, in the second embodiment of the present application, as shown in fig. 4 and 5, a first IGBT group 1 and a second IGBT group 2 are electrically connected to a driving motor in parallel.
In a pure electric vehicle, a storage battery (direct current battery) is provided, direct current in the storage battery is transmitted to an inverter, and the Inverter (IGBT) is used to convert direct current into alternating current, so as to drive a driving motor of the electric vehicle, and the driving motor drives the vehicle to move.
Therefore, as shown in fig. 5, external terminals 5 electrically connected to the drive motor are provided to the first IGBT group 1 and the second IGBT group 2 of the IGBT module, respectively. Although not shown, the first IGBT group 1 and the second IGBT group 2 of the IGBT module are also connected to the battery.
Referring to fig. 5, in the IGBT module, external terminals 5 of two IGBT groups may be connected together using a conductive strip 6 so as to be electrically connected to a driving motor.
Referring to fig. 4, in a power system, particularly a power system applied to a pure electric vehicle, after the first IGBT group 1 and the second IGBT group 2 are connected in parallel, the battery simultaneously works as a driving motor through the first IGBT group 1 and the second IGBT group 2, so that the IGBT module can adapt to inversion of a large current.
In general, the power required by the motor of the pure electric vehicle is larger, and when the first IGBT group 1 and the second IGBT group 2 are electrically connected with the driving motor in parallel, the same driving motor can be powered by using two groups of IGBT switching tubes at the same time, so that the motor can be well adapted to a high-power motor.
Embodiment III
A third embodiment of the present application provides a power system mainly referring to a power system applied to a hybrid electric vehicle, which is different from the second embodiment mainly in that, in the second embodiment of the present application, a first IGBT group 1 and a second IGBT group 2 are electrically connected in parallel with a driving motor; in a third embodiment of the present application, as shown in fig. 6 and 7, the power system further includes an ac generator electrically connected to an IGBT module, in which the first IGBT group 1 is configured to invert the dc power output by the battery into the ac power required by the driving motor, so as to drive the driving motor of the vehicle, and the driving motor drives the vehicle to move; the second IGBT group 2 rectifies ac power output from an ac generator connected to an automobile engine to generate power by the operation of the automobile engine, into dc power to charge the battery.
Specifically, as shown in fig. 7, in the IGBT module, two external terminals may be used to connect with the two IGBT groups, respectively, so that the two IGBT groups operate independently of each other.
In a power system, particularly a power system applied to a hybrid electric vehicle, as shown in fig. 6, a first IGBT group 1 is connected to a driving motor, a second IGBT group 2 is connected to an alternator, and both the first IGBT group 1 and the second IGBT group 2 are connected to a battery, so that the two IGBT groups can be independently operated to realize multi-directional current conversion required for the power system of the hybrid electric vehicle.
Therefore, in the present application, by grouping the IGBT switching tubes, two groups of IGBT modules can be connected together through the external connection terminal 5 for use in the application scenario of the high-power motor, or two groups of IGBT modules can be independent of each other and used in the application scenario of the two low-power motors, respectively. Compared with the prior art, the application has the capability of supporting two application scenes, so that the complexity of the system is reduced, and the platform design of the electric automobile is facilitated.
Fourth embodiment
The application also provides a hybrid electric vehicle, which is provided with a power system comprising the IGBT module.
The two groups of IGBTs respectively correspond to the driving motor and the alternating current generator, so that one IGBT module can completely meet the requirements of a hybrid electric vehicle, and the integration and safety of vehicle parts are improved.
Those skilled in the art will appreciate that in the foregoing embodiments, numerous technical details have been set forth in order to provide a thorough understanding of the present application. However, the technical solutions claimed in the claims of the present application can be basically implemented without these technical details and various changes and modifications based on the above embodiments. Accordingly, in actual practice, various changes may be made in the form and details of the above-described embodiments without departing from the spirit and scope of the application.
Claims (3)
1. The power system is characterized by comprising a driving motor, a battery and an IGBT module;
the IGBT module includes:
a first IGBT group (1) composed of a plurality of IGBT switching tubes (4);
a second IGBT group (2) composed of a plurality of IGBT switching tubes (4);
a heat sink (3) disposed between the first IGBT group (1) and the second IGBT group (2);
the first IGBT group (1) and the second IGBT group (2) are respectively welded on two opposite surfaces of the radiator (3);
the number of IGBT switching tubes (4) of the first IGBT group (1) and the second IGBT group (2) is the same, and the IGBT switching tubes are mutually symmetrically arranged relative to the radiator (3);
a heat dissipation channel (31) is arranged in the heat radiator (3), and the first IGBT group (1) and the second IGBT group (2) are dissipated by using the cooling liquid flowing in the heat dissipation channel (31);
the heat dissipation channel (31) is arranged in a position corresponding to each IGBT switch tube (4) of the first IGBT group (1) and the second IGBT group (2) in the radiator (3);
the IGBT module is respectively and electrically connected with the battery and the driving motor and is used for inverting the direct current output by the battery into the alternating current required by the driving motor;
in the IGBT module, the first IGBT group (1) and the second IGBT group (2) are electrically connected in parallel with the drive motor;
alternatively, the power system further includes an alternator electrically connected to the IGBT module;
in the IGBT module, the first IGBT group (1) is used for inverting the direct current output by the battery into the alternating current required by the driving motor; the second IGBT group (2) is used for rectifying alternating current output by the alternating current generator into direct current to charge the battery.
2. The power system according to claim 1, characterized in that the first IGBT group (1) and the second IGBT group (2) each comprise 6 IGBT switching tubes (4).
3. A hybrid electric vehicle characterized in that: a power system according to claim 1 or 2.
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| CN201710388421.XA CN106981480B (en) | 2017-05-27 | 2017-05-27 | IGBT module, power system and hybrid electric vehicle |
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| CN201710388421.XA CN106981480B (en) | 2017-05-27 | 2017-05-27 | IGBT module, power system and hybrid electric vehicle |
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| CN106981480A CN106981480A (en) | 2017-07-25 |
| CN106981480B true CN106981480B (en) | 2023-10-27 |
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