CN112820504A - 混合动力/电动车辆的电源装置中的电感器的冷却系统 - Google Patents
混合动力/电动车辆的电源装置中的电感器的冷却系统 Download PDFInfo
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Abstract
本公开提供了“混合动力/电动车辆的电源装置中的电感器的冷却系统”。一种用于混合动力车辆中的升压转换器的电感器包括芯、线圈绕组和端盖。所述线圈绕组围绕所述芯设置。所述端盖设置在所述电感器的第一端上方,悬突出所述线圈绕组,限定被配置为从泵接收流体的通道,限定被配置为将流体从所述端盖的悬突部分引导到所述线圈上的至少一个喷嘴,并且限定与所述通道和所述至少一个喷嘴流体连通的流体贮存器。
Description
技术领域
本公开涉及混合动力/电动车辆和用于混合动力/电动车辆的电源装置。
背景技术
电动车辆和混合动力车辆可以包括被配置为将电功率从直流电(DC)转换成交流电(AC)和/或将电功率从交流电转换成直流电的电源装置。
发明内容
一种车辆包括电机、电池、电气线路和升压转换器。所述电机被配置为推进所述车辆。所述电池被配置为向所述电机输送电功率。所述电气线路被配置为将来自所述电池的直流电功率转换成交流电功率,并且将所述交流电功率输送到所述电机。所述升压转换器具有电感器并且被配置为增加被输入到所述电气线路中的电池电压。所述电感器包括芯、线圈、护罩和止回阀。所述护罩设置在所述电感器的第一端上方。所述护罩限定与变速器泵流体连通的通道。所述护罩还限定至少一个喷嘴,所述至少一个喷嘴与所述通道流体连通并且被配置为将变速器流体引导到所述线圈上。所述止回阀在所述变速器泵与所述至少一个喷嘴之间设置在所述通道内。所述止回阀被配置为阻止变速器流体通过所述通道朝向所述变速器泵回流。
一种用于混合动力车辆中的升压转换器的电感器包括芯、线圈绕组和端盖。所述线圈绕组围绕所述芯设置。所述端盖设置在所述电感器的第一端上方,悬突出所述线圈绕组,限定被配置为从泵接收流体的通道,限定被配置为将流体从所述端盖的悬突部分引导到所述线圈上的至少一个喷嘴,并且限定与所述通道和所述至少一个喷嘴流体连通的流体贮存器。
一种用于混合动力车辆中的升压转换器的电感器包括芯、线圈绕组和护罩。所述线圈绕组围绕所述芯设置。所述护罩设置在所述电感器的上端上方。所述护罩限定通道,所述通道被配置为从泵接收流体。所述护罩具有悬突出所述线圈绕组的外端。所述外端限定至少一个喷嘴,所述至少一个喷嘴被配置为将流体从所述通道向下引导到所述线圈上。
附图说明
图1是混合动力电动车辆的代表性动力传动系统的示意图;
图2是示出耦合到DC电源和电机的逆变器的功率控制器的电路图;
图3是用于电压转换器的电感器,其可以是用于混合动力传动系统的DC到DC升压转换器;
图4是沿着图5中的线4-4截取的局部横截面图;以及
图5是沿着图3中的线5-5截取的局部横截面图。
具体实施方式
本文描述了本公开的实施例。然而,应理解,所公开的实施例仅是示例并且其他实施例可以采用各种和替代形式。附图不一定按比例绘制;一些特征可能被放大或最小化以示出特定部件的细节。因此,本文中所公开的具体结构细节和功能细节不应被解释为限制性的,而仅应解释为教导本领域技术人员以不同方式采用实施例的代表性基础。如本领域普通技术人员将理解,参考附图中的任何一个来示出和描述的各种特征可以与在一个或多个其他附图中所示出的特征相组合,以产生未明确示出或描述的实施例。所示特征的组合提供用于典型应用的代表性实施例。然而,对于特定应用或实施方式,可能希望与本公开的教导一致的对特征的各种组合和修改。
现在参考图1,示出了具有功率分流动力传动系统的混合动力电动车辆10。动力传动系统包括连接到传动系的两个动力源:(1)经由行星齿轮装置20连接在一起的发动机16和电机50(其可以被称为发电机);和(2)电驱动系统,所述电驱动系统包括具有电池控制模块(BCM)的电池12、电机46(其可以被称为马达)和发电机50。电池12是用于马达46和发电机50的能量存储系统。
车辆系统控制器(VSC)11被配置为向电池12、发动机16、马达46和发电机50中的一者或多者发送控制信号并从其接收传感反馈信息,以便将动力提供给车辆牵引轮40以用于推进车辆10。控制器11控制在电池12与发动机16之间配比的动力源,以用于提供动力来推进车辆10,并且由此控制电池12的荷电状态(SOC)。
变速器14包括行星装置20,所述行星装置包括环形齿轮22、中心齿轮24和齿轮架总成26。环形齿轮22将扭矩分配到阶梯传动比齿轮,所述阶梯传动比齿轮包括啮合齿轮元件28、30、32、34和36。变速器14的扭矩输出轴38通过差速器-车桥机构42可驱动地连接到车轮40。齿轮30、32和34安装在副轴31上,其中齿轮32接合马达驱动的齿轮44。马达46驱动齿轮44。齿轮44充当副轴31的扭矩输入件。发动机16通过输入轴18将扭矩分配到变速器14。电池12通过功率流动路径48将电力输送到马达46。发电机50通过功率流动路径52电连接到电池12和马达46。功率流动路径48和52可以包括逆变电路,以将来自电池12的直流电功率转换成交流电功率,所述交流电功率然后可以被输送到马达46或发电机50以增加动力传动系统的功率输出。功率流动路径48和52还可以包括整流电路,以将来自马达46或发电机50的交流电功率转换成直流电功率,所述直流电功率然后可以被输送到电池12以对电池12再充电,这可以在再生制动时或在发动机16为发电机50提供动力时发生。
当在发动机16关闭的情况下电池12充当唯一动力源时,输入轴18和齿轮架总成26由超越联轴器(即,单向离合器(OWC))53制动。当发动机16开启并且动力传动系统处于并联驱动模式时,机械制动器55锚固发电机50的转子和中心齿轮24,中心齿轮24充当反作用元件。
控制器11从变速器挡位选择器63接收信号PRND(驻车挡、倒车挡、空挡、行驶挡),所述信号PRND与期望的车轮扭矩、期望的发动机转速和发电机制动器命令(如71处所示)一起被分配到变速器控制模块(TCM)67。在车辆“接通”起动之后,电池开关73闭合。控制器11向发动机16发出期望的发动机扭矩请求,如在69处所示,所述发动机扭矩请求取决于加速踏板位置传感器(APPS)输出65。制动踏板位置传感器(BPPS)将车轮制动信号分配到控制器11,如61处所示。制动系统控制模块(未示出)可以基于来自BPPS的信息向控制器11发出再生制动命令。TCM 67向发电机制动器55发出发电机制动控制信号。TCM 67还将发电机控制信号分配到发电机50。
图1中所示的控制器(即,VSC 11、BCM和TCM 67)可以是较大控制系统的一部分,并且可以由整个车辆10中的各种其他控制器控制。因此,应当理解,所述控制器和一个或多个其他控制器可以统称为“控制器”,其响应于来自各种传感器的信号而控制各种致动器以控制诸如起动/停止发动机16、操作马达46以提供车轮扭矩或操作发电机以对电池12充电等功能。控制器可以包括与各种类型的计算机可读存储装置或介质通信的微处理器或中央处理单元(CPU)。计算机可读存储装置或介质可以包括例如只读存储器(ROM)、随机存取存储器(RAM)和保活存储器(KAM)中的易失性和非易失性存储装置。KAM是可以用于在CPU断电时存储各种操作变量的持久性或非易失性存储器。计算机可读存储装置或介质可使用许多已知存储器装置中的任何一种来实施,诸如PROM(可编程只读存储器)、EPROM(电PROM)、EEPROM(电可擦除PROM)、快闪存储器或能够存储数据的任何其他电子、磁性、光学或组合存储器装置,所述数据中的一些表示由控制器用于控制车辆10的可执行指令。
应当理解,本文描述的车辆配置仅是示例性的并且并不意图进行限制。其他混合动力或电动车辆配置应如本文所公开的进行解释。其他混合动力或电动车辆配置可以包括但不限于串联混合动力车辆、并联混合动力车辆、串并联混合动力车辆、插电式混合动力电动车辆(PHEV)、燃料电池单元混合动力车辆、电池电动车辆(BEV)或本领域普通技术人员已知的任何其他车辆配置。
参考图2,示出了耦合到电源77和电机79的功率控制器(或供电装置)75的电路图。电源77可以是电池12,并且电机79可以是图1中描述的马达46或发电机50。功率控制器75可以用于车辆10的电驱动系统中。电源77可以耦合到功率控制器75,以便驱动电机79。功率控制器75可以包括逆变器81和电压转换器83。电压转换器83可以是DC到DC升压转换器,其被配置为增加被输入到逆变器81中的电源77的电压。电压转换器83可包括电感器。逆变器81和电压转换器83可被配置为将电功率输送到电机79。
逆变器81包括逆变电路。逆变电路可以包括开关单元85。开关单元85可以各自包括与二极管89反并联的晶体管87,诸如绝缘栅双极晶体管(IGBT)。开关单元85可以被配置为向电机79提供交流电。更具体地,逆变器81可以被配置为将由电源77提供的直流电转换成交流电,所述交流电然后被输送到电机79。功率控制器75可以包括链接电容器91。链接电容器91可以设置在电源77与逆变器81之间。链接电容器91可以被配置为吸收在逆变器81或电源77处产生的纹波电流,并且使直流侧电压Vo稳定,以用于逆变器81控制。换句话说,链接电容器91可以被布置成限制由于由逆变电路或电源77产生的纹波电流而在逆变电路的输入端处引起的电压变化。功率控制器75可以包括用于控制逆变电路的驱动板93。驱动板93可以是栅极驱动板,其被配置为在将电源77的直流电转换成交流电并将交流电输送到电机79时操作逆变器81的开关单元85的晶体管87。
电压转换器83可以包括电感器。包括电感器的电压转换器的电路(未示出)可以被配置为放大或增加从电源77输送到电机79的电功率的电压。熔断器95可以设置在逆变器81的直流侧,以保护逆变电路免受电功率中的浪涌。
本公开不应当被解释为限于图2的电路图,而应当包括包含其他类型的逆变器、电容器、转换器或其组合的功率控制装置。例如,逆变器81可以是包括任何数量的开关单元的逆变器,功率控制器75可以包括整流电路,所述整流电路将电机79的交流电转换成直流电以对电源77再充电(例如,发电机50在再生制动期间对电池12再充电),和/或链接电容器91可以被配置为将一个或多个逆变器耦合到电源。
用于混合动力车辆的当前电感器冷却策略包括经由变速器内的内齿轮将变速器流体飞溅到电感器上。然而,有时,这种策略可能无法提供足够的冷却。这种策略使得冷却能力在很大程度上取决于车辆速度,这在较高车辆速度下有效地冷却电感器,因为变速器内的齿轮将以较高旋转速度溅洒变速器流体。然而,在较低车辆速度下,在变速器内的齿轮将以较低旋转速度溅洒变速器流体的情况下,变速器流体可能无法到达电感器或者减量的变速器流体可以到达电感器,从而导致减少对电感器的冷却。
混合动力车辆可以在需要较高电感器电流的条件下以较低车辆速度操作,诸如越野、拖挂或向高功率辅助设备(例如,具有A/C的自主车辆)供应能量。在这样的情况下,由于在较低车辆速度时减少的冷却,因此当前冷却策略可能是不充分的。较长持续时间内的较高电流状况可能对电感器造成较高的热应力。在没有充分冷却的情况下,电感器可能在这些状况下达到其工作温度极限。因此,混合动力车辆的控制策略可以减小车辆功率输出以防止损坏电感器。该功率输出的减小可能显著降低混合动力车辆的性能。这种问题的解决方案可以包括将来自喷嘴的经加压的变速器流体喷射到电感器的目标关键冷却表面上。在较低车辆速度时使用经加压的变速器流体可能是有利的,因为变速器内的轴承在较低转速时对变速器流体润滑的需求可能较小。
参考图3至图5,示出了用于电压转换器83的电感器101。在图3中,电感器101被示出为设置在变速器的壳体103内,所述变速器可以是变速器14。在替代实施例中,混合动力电动车辆10可以包括阶梯传动比变速器,并且电感器101可以设置在阶梯传动比变速器的壳体内。出于说明性目的,已经在图3中移除了壳体103的外面板。电感器101包括芯105,所述芯可以由铁制成。芯105也可以被磁化。电感器101还包括围绕芯105设置的线圈或线圈绕组107。一个或多个线轴结构109可以设置在线圈绕组107的部分与芯105之间。
电感器101包括设置在电感器101的第一端113上方的端盖或护罩111。端盖或外罩可以是电感器101的线轴结构109的一部分。电感器101的第一端113可以是电感器101的上端。护罩111限定与泵117流体连通的通道115。通道115可以替代地由固定到护罩的辅助部件116限定或部分限定。泵117被配置为经由通道115向电感器101输送流体,以用于冷却电感器101。更具体地,泵117可以是变速器泵,所述变速器泵被配置为向电感器101输送变速器流体,以便冷却电感器。变速器泵还可以是变速器(例如,变速器14或阶梯传动比变速器)的子部件,所述子部件被配置成输送变速器流体以致动变速器内的离合器和/或制动器,以润滑变速器内的零部件(例如,齿轮、轴、轴承等)和/或输送变速器流体以冷却电机(例如,马达46或发电机50)的绕组。护罩111可以包括悬突出线圈绕组107的一个或多个外端或悬突部分119。
护罩111限定至少一个喷嘴121,所述至少一个喷嘴与通道115流体连通并且被配置为将来自通道115的流体引导到线圈绕组107上,以便冷却线圈绕组107。至少一个喷嘴121可以沿着护罩111的悬突部分119中的一个或多个来限定。至少一个喷嘴121还可以被配置为将来自通道115的流体从悬突部分119中的一个或多个向下引导到线圈绕组107上。护罩111可以更具体地包括限定在护罩111的相对侧上的第一和第二喷嘴121,所述第一和第二喷嘴被配置为将流体引导到线圈绕组107的相对侧上。第一和第二喷嘴121可以是在线圈绕组107的外表面与护罩111的悬突部分119之间的变窄的间隙。替代地,喷嘴121可以是限定在护罩111的外壳或壳体内的小孔或针孔。
护罩111还可以限定流体贮存器123,所述流体贮存器与通道115和至少一个喷嘴121流体连通。流体贮存器123在通道115与至少一个喷嘴121之间建立流体连通。流体贮存器123被配置为将流体存储在护罩111内。流体贮存器123或可以在流体贮存器123内或由流体贮存器123形成的任何通道可以邻近芯105,使得流过流体贮存器123或可以在流体贮存器123内或由流体贮存器123形成的任何通道的流体也可以冷却芯105。在流体贮存器123与护罩的任何出口(无论是针孔还是仅仅是护罩111的悬突部分119与线圈绕组107的外表面之间的形成喷嘴121的开放空间)之间发生的变窄产生喷嘴效应,所述喷嘴效应增加从喷嘴121射出到线圈绕组106上的流体的速度,这继而增加对线圈绕组107的冷却。止回阀125在泵117与至少一个喷嘴121之间设置在通道115内。止回阀125被配置为阻止流体从贮存器123通过通道115朝向泵117回流。
随着车辆10的速度增加,变速器壳体103内的一个或多个齿轮127可以开始将变速器流体溅洒到电感器101上,或更具体地,溅洒到电感器101的线圈绕组107上。这种溅洒可以开始代替经由至少一个喷嘴121将加压流体喷射到电感器101上的冷却必要性。此外,这种溅洒可以开始充溢至少一个喷嘴121中的一个或多个喷嘴121,并且经由被充溢的喷嘴121迫使变速器流体从壳体103进入护罩的流体贮存器123中。如果喷嘴121的仅一部分被溅洒充溢,则未被充溢的喷嘴121可以继续将流体排放到线圈绕组107上以冷却线圈绕组107,而被充溢的喷嘴121可以继续以从壳体103吸入流体并将这些流体存储在贮存器123中。然后,贮存器123可以将这些流体重新引导到仍然用于冷却线圈绕组107的喷嘴121,或者可以将这些流体重新引导到被配置为将流体输送到另一个车辆系统或部件的流体通道(未示出)。另一个车辆系统或部件可以包括变速器(例如,变速器14或阶梯传动比变速器)内的离合器或润滑点,或者可以包括可能需要冷却的电机(例如,马达46或发电机50)的绕组。止回阀(未示出)可以设置在这种流体通道内,以只要贮存器内的流体压力小于阈值就阻止流体从贮存器123流动到另一个车辆系统或部件,以便确保仍然用于冷却线圈绕组107的喷嘴121具有足够的流体供应以冷却线圈绕组107。
用飞溅的变速器流体替换来自喷嘴121的加压喷射的关键优点包括通过减少需要泵送通过变速器系统的变速器流体的量来节省能量。存在几种方式来管理喷嘴121中的变速器流体流控制。喷嘴121可以被定向成使得它们捕获足够的飞溅变速器流体以在喷嘴121内部和/或贮存器123内部产生足够的压力,以阻止流体从泵117流动到特定喷嘴121和/或贮存器123。替代地,机械或电磁致动的阀可以控制从激活的泵117到喷嘴121的变速器流体流。停用对经加压的变速器流体流进行控制的泵117也将停止向喷嘴121的流动。
在某些较高车辆速度以上,飞溅的变速器流体可以充溢电感器101,从而有效地使其完全冷却。因此,在这样的条件下,可能不需要经由喷嘴121的经加压的变速器流体喷射来冷却电感器101。此外,在这样的条件下时,变速器流体可以由喷嘴121捕获并经由可以包括止回阀(如上所述)的流体通道重新引导以用于其他用途,诸如致动变速器中的离合器、润滑轴承或冷却电机(例如,马达46或发电机50)的绕组。贮存器123具有内部容积,所述内部容积在车辆速度降低使得飞溅不再到达电感器101之后或在泵117停止输送流体之后在某一时间段内继续向至少一个喷嘴121供应流体以用于冷却电感器101。应当注意,尽管图3至图5描绘了沿着护罩111的悬突部分119的两侧的喷嘴121,但是喷嘴121可以沿着护罩111的所有侧面或更具体地沿着护罩111的悬突部分119的整个外围边界来形成。
在说明书中使用的词语是描述性词语而非限制性词语,并且应理解,在不脱离本公开的精神和范围的情况下可以做出各种改变。如前所述,各个实施例的特征可以被组合以形成可能未明确描述或示出的另外的实施例。尽管各个实施例可能已经被描述为就一个或多个所期望特性而言相较其他实施例或现有技术实现方式来说提供优点或是优选的,但是本领域的普通技术人员将认识到,一个或多个特征或特性可以折衷以实现期望的总体系统属性,这取决于特定应用和实现方式。因而,就一个或多个特性而言被描述为不如其他实施例或现有技术实施方式理想的实施例处在本公开的范围内,并且对于特定应用来说可能是期望的。
根据本发明,提供了一种车辆,所述车辆具有:电机,所述电机被配置为推进所述车辆;电池,所述电池被配置为向所述电机输送电功率;电气线路,所述电气线路被配置为将来自所述电池的直流电功率转换成交流电功率并且将所述交流电功率输送到所述电机;以及升压转换器,所述升压转换器具有电感器并且被配置为增加被输入到所述电气线路中的电池电压,所述电感器包括芯、线圈、设置在所述电感器的第一端上方的护罩,其中所述护罩限定与变速器泵流体连通的通道,并且其中所述护罩限定至少一个喷嘴,所述喷嘴与所述通道流体连通并且被配置为将变速器流体引导到所述线圈上;以及止回阀,所述止回阀在所述变速器泵与所述至少一个喷嘴之间设置在所述通道内,其中所述止回阀被配置为阻止变速器流体通过所述通道朝向所述变速器泵回流。
根据一个实施例,所述护罩具有外端,所述外端限定所述至少一个喷嘴并且悬突出所述线圈。
根据一个实施例,所述至少一个喷嘴被定向成将变速器流体从所述护罩的所述外端向下引导到所述线圈上。
根据一个实施例,所述护罩限定贮存器,所述贮存器被配置为存储变速器流体。
根据一个实施例,所述贮存器在所述通道与所述至少一个喷嘴之间建立流体连通。
根据一个实施例,所述至少一个喷嘴包括第一喷嘴和第二喷嘴。
根据一个实施例,所述第一喷嘴和所述第二喷嘴设置在所述线圈的相对侧上,并且被配置为将变速器流体分别引导到所述线圈的相对侧上。
根据本发明,提供了一种用于混合动力车辆中的升压转换器的电感器,所述电感器具有:芯;线圈绕组,所述线圈绕组围绕所述芯设置;和端盖,所述端盖设置在所述电感器的第一端上方,悬突出所述线圈绕组,限定被配置为从泵接收流体的通道,限定被配置为将流体从所述端盖的悬突部分引导到所述线圈上的至少一个喷嘴,并且限定与所述通道和所述至少一个喷嘴流体连通的流体贮存器。
根据一个实施例,本发明的特征还在于止回阀,所述止回阀在所述泵与所述至少一个喷嘴之间设置在所述通道内,其中所述止回阀被配置为阻止流体通过所述通道朝向所述泵回流。
根据一个实施例,所述至少一个喷嘴包括第一喷嘴和第二喷嘴。
根据一个实施例,所述第一喷嘴和所述第二喷嘴设置在所述线圈的相对侧上,并且被配置为将变速器流体分别引导到所述线圈的相对侧上。
根据一个实施例,所述至少一个喷嘴被定向成将流体从所述端盖的所述悬突部分向下引导到所述线圈上。
根据一个实施例,所述贮存器在所述通道与所述至少一个喷嘴之间建立流体连通。
根据本发明,提供了一种用于混合动力车辆中的升压转换器的电感器,所述电感器具有:芯;线圈绕组,所述线圈绕组围绕所述芯设置;和护罩,所述护罩设置在所述电感器的上端上方,所述护罩限定被配置为从泵接收流体的通道并且具有悬突出所述线圈绕组的外端,所述外端限定被配置为将流体从所述通道向下引导到所述线圈上的至少一个喷嘴。
根据一个实施例,所述护罩限定贮存器,所述贮存器被配置为存储变速器流体。
根据一个实施例,所述贮存器在所述通道与所述至少一个喷嘴之间建立流体连通。
根据一个实施例,本发明的特征还在于止回阀,所述止回阀在所述泵与所述至少一个喷嘴之间设置在所述通道内,其中所述止回阀被配置为阻止流体通过所述通道朝向所述泵回流。
根据一个实施例,所述至少一个喷嘴包括第一喷嘴和第二喷嘴。
根据一个实施例,所述第一喷嘴和所述第二喷嘴设置在所述线圈的相对侧上,并且被配置为将变速器流体分别引导到所述线圈的相对侧上。
Claims (15)
1.一种车辆,其包括:
电机,所述电机被配置为推进所述车辆;
电池,所述电池被配置为向所述电机输送电功率;
电气线路,所述电气线路被配置为将来自所述电池的直流电功率转换成交流电功率,并且将所述交流电功率输送到所述电机;以及
升压转换器,所述升压转换器具有电感器并且被配置为增加被输入到所述电气线路中的电池电压,
所述电感器包括:
芯,
线圈,
护罩,所述护罩设置在所述电感器的第一端上方,其中所述护罩限定与变速器泵流体连通的通道,并且其中所述护罩限定至少一个喷嘴,所述至少一个喷嘴与所述通道流体连通并且被配置为将变速器流体引导到所述线圈上,以及
止回阀,所述止回阀在所述变速器泵与所述至少一个喷嘴之间设置在所述通道内,其中所述止回阀被配置为阻止变速器流体通过所述通道朝向所述变速器泵回流。
2.如权利要求1所述的车辆,其中所述护罩具有外端,所述外端限定所述至少一个喷嘴并且悬突出所述线圈。
3.如权利要求2所述的车辆,其中所述至少一个喷嘴被定向成将变速器流体从所述护罩的所述外端向下引导到所述线圈上。
4.如权利要求1所述的车辆,其中所述护罩限定贮存器,所述贮存器被配置为存储变速器流体。
5.如权利要求4所述的车辆,其中所述贮存器在所述通道与所述至少一个喷嘴之间建立流体连通。
6.如权利要求1所述的车辆,其中所述至少一个喷嘴包括第一喷嘴和第二喷嘴。
7.如权利要求6所述的车辆,其中所述第一喷嘴和所述第二喷嘴设置在所述线圈的相对侧上,并且被配置为将变速器流体分别引导到所述线圈的相对侧上。
8.一种用于混合动力车辆中的升压转换器的电感器,其包括:
芯;
线圈绕组,所述线圈绕组围绕所述芯设置;和
端盖,所述端盖设置在所述电感器的第一端上方,悬突出所述线圈绕组,限定被配置为从泵接收流体的通道,限定被配置为将流体从所述端盖的悬突部分引导到所述线圈上的至少一个喷嘴,并且限定与所述通道和所述至少一个喷嘴流体连通的流体贮存器。
9.如权利要求8所述的电感器,其还包括止回阀,所述止回阀在所述泵与所述至少一个喷嘴之间设置在所述通道内,其中所述止回阀被配置为阻止流体通过所述通道朝向所述泵回流。
10.如权利要求8所述的电感器,其中所述至少一个喷嘴包括第一喷嘴和第二喷嘴,并且其中所述第一喷嘴和所述第二喷嘴设置在所述线圈的相对侧上,并且被配置为将变速器流体分别引导到所述线圈的相对侧上。
11.如权利要求8所述的电感器,其中所述至少一个喷嘴被定向成将流体从所述端盖的所述悬突部分向下引导到所述线圈上。
12.如权利要求8所述的电感器,其中所述贮存器在所述通道与所述至少一个喷嘴之间建立流体连通。
13.一种用于混合动力车辆中的升压转换器的电感器,其包括:
芯;
线圈绕组,所述线圈绕组围绕所述芯设置;和
护罩,所述护罩设置在所述电感器的上端上方,所述护罩限定被配置为从泵接收流体的通道并且具有悬突出所述线圈绕组的外端,所述外端限定被配置为将流体从所述通道向下引导到所述线圈上的至少一个喷嘴。
14.如权利要求13所述的电感器,其中所述护罩限定贮存器,所述贮存器被配置为存储变速器流体,并且其中所述贮存器在所述通道与所述至少一个喷嘴之间建立流体连通。
15.如权利要求13所述的电感器,其还包括止回阀,所述止回阀在所述泵与所述至少一个喷嘴之间设置在所述通道内,其中所述止回阀被配置为阻止流体通过所述通道朝向所述泵回流。
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