EP3429881A1 - Vehicule a moteur electrique commande par un module de puissance et systeme de refroidissement d'un tel module de puissance - Google Patents
Vehicule a moteur electrique commande par un module de puissance et systeme de refroidissement d'un tel module de puissanceInfo
- Publication number
- EP3429881A1 EP3429881A1 EP17713736.1A EP17713736A EP3429881A1 EP 3429881 A1 EP3429881 A1 EP 3429881A1 EP 17713736 A EP17713736 A EP 17713736A EP 3429881 A1 EP3429881 A1 EP 3429881A1
- Authority
- EP
- European Patent Office
- Prior art keywords
- power module
- vehicle
- fins
- group
- air
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Withdrawn
Links
Classifications
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/06—Arrangement in connection with cooling of propulsion units with air cooling
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K11/00—Arrangement in connection with cooling of propulsion units
- B60K11/08—Air inlets for cooling; Shutters or blinds therefor
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/2039—Modifications to facilitate cooling, ventilating, or heating characterised by the heat transfer by conduction from the heat generating element to a dissipating body
- H05K7/20409—Outer radiating structures on heat dissipating housings, e.g. fins integrated with the housing
- H05K7/20418—Outer radiating structures on heat dissipating housings, e.g. fins integrated with the housing the radiating structures being additional and fastened onto the housing
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B60—VEHICLES IN GENERAL
- B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
- B60K1/00—Arrangement or mounting of electrical propulsion units
- B60K2001/003—Arrangement or mounting of electrical propulsion units with means for cooling the electrical propulsion units
-
- 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
- B60L2240/00—Control parameters of input or output; Target parameters
- B60L2240/40—Drive Train control parameters
- B60L2240/52—Drive Train control parameters related to converters
- B60L2240/525—Temperature of converter or components thereof
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/20009—Modifications to facilitate cooling, ventilating, or heating using a gaseous coolant in electronic enclosures
- H05K7/20136—Forced ventilation, e.g. by fans
- H05K7/20145—Means for directing air flow, e.g. ducts, deflectors, plenum or guides
Definitions
- Electric motor vehicle controlled by a power module and cooling system of such a power module
- the present invention relates to a motor vehicle, and more particularly to a vehicle powered by at least one motor powered at least partially by an electric power.
- Such vehicles are controlled by a power module which delivers to the electric motor corresponding to at least one power signal to control its speed of rotation.
- Such power modules include a plurality of electronic components that amplify and shape the at least one electrical power signal.
- these power modules are subjected to many constraints during their operation, including mechanical and thermal.
- the heat dissipations induced at the level of the plurality of electronic components during their operation generate thermomechanical stresses repeated cyclically throughout the life of said module, producing thermal fatigue, mechanical stress and subsequently risks of malfunction and / or failures of the power module and, ultimately, the vehicle on which said power module is embedded.
- the power modules may constitute sources of danger for the passengers of said vehicle or for the personnel involved. Indeed, in these situations, the power modules can represent sources of short circuits leading to fire or electrocution risks. It is therefore necessary to design safer vehicles in which the risk of fire is reduced in case of accidents. It is an object of the present invention to at least substantially meet the foregoing problems and to further provide other advantages.
- Another object of the invention is to solve at least one of these problems by a new vehicle whose propulsion is provided at least partially by an electric motor.
- Another object of the invention is to limit the risk of fire of the power module in case of accident of the vehicle.
- Another object of the present invention is to provide more efficient and more robust cooling of the power module driving the engine, in all circumstances of use of the vehicle.
- the term "before” will be used in a nonlimiting manner and in order to facilitate understanding thereof, to designate a position oriented in the direction of the normal movement of a vehicle - in its current and main use - or to the hood of said vehicle, and the term “rear” for a position oriented to designate in the direction corresponding to the reverse of a vehicle or to the trunk of said vehicle.
- the term “longitudinal” is used to designate the greatest length of the vehicle, generally corresponding to the direction of its displacement.
- transverse section designates a section made in a plane perpendicular to the object or part of the object from which it is derived.
- the present invention relates on the one hand to any vehicle whose propulsion is provided partially by an electric motor, such as hybrid vehicles for example, and on the other hand vehicles whose propulsion is completely provided by an electric motor.
- the present invention covers all engine architectures, and in particular vehicle configurations comprising a single central motor or several satellite engines, such as for example an electric motor. by driving wheel or electric motor by undercarriage.
- a motorized vehicle comprising (i) an electric motor located in a motor compartment, said electric motor being arranged to propel the vehicle, (ii) a the passenger compartment of the vehicle, separated from the engine compartment by a partition wall, (iii) an energy storage device configured to supply electrical energy to the electric motor, (iv) a power module arranged to shape at least one signal power supply configured to power the electric motor, said power module being located between the electric motor and the passenger compartment.
- the present invention aims to place the power module driving the corresponding electric motor in a position as far as possible from the lateral, front and rear edges of a vehicle, so that in case of accident, the power module is the most protected possible impacts on the body and to ensure its physical integrity.
- the electric motor generally having a higher mass, it is more difficult to move in case of accident of the vehicle and, therefore, this configuration advantageously protects the power module associated with the electric motor.
- the present invention in accordance with its first aspect thus reduces the risk of fire of the power module in case of accident of the vehicle.
- the present invention aims at defining a longitudinal and / or transverse position of the power module inside the vehicle.
- the power module is advantageously included in the engine compartment, on the side of the passenger compartment: if the engine compartment or the electric motor is located at the rear of the vehicle, then the power module is located in front of said engine, between the engine and the passenger compartment; and if the engine compartment or the electric motor is located at the front of the vehicle, then the power module is located behind said engine and in front of the passenger compartment.
- the power module is preferably located laterally inward relative electric motor corresponding.
- the power module is located, in the longitudinal direction, behind an axis of rotation of one of the front wheels of the vehicle.
- This advantageous configuration thus makes it possible to place the power module in a more central position of the vehicle.
- the power module is not damaged because it is located in a position away from the impact zone.
- This configuration makes it possible to protect the power module in the event of minor accidents, thus avoiding any additional dangers for the vehicle, its occupants and / or the personnel intervening at the accident site.
- This configuration also makes it possible to avoid having to replace or repair the power module in the event of slight accidents on the vehicle. In contrast, it is only in the event of accidents in which the front end of the vehicle is depressed to the rear that the power module could be damaged, but in such accidents the vehicle is often irreparable.
- the vehicle according to the first aspect of the invention comprises at least one air duct arranged to guide the air along a guide profile, between an inlet mouth located on a front portion of said vehicle, and an outlet mouth located at the power module.
- the director profile designates the median axis of the air duct and delimiting the path along which the air is guided inside said air duct.
- the director profile corresponds to the generatrix of said corresponding cylinder.
- the steering profile can take any form depending on the available space within the vehicle and / or the engine compartment, from linear profiles to curvilinear profiles comprising any number of inflection points.
- the director profile is preferably an unclosed profile, comprising a first end and a second end. At the first end corresponds the inlet mouth of the air duct, and at the second end corresponds the outlet mouth of the air duct.
- the air duct is formed by a guide curve describing any closed profile.
- the guide curve takes the form of a circle, an ellipse or a rectangle whose corners are optionally rounded.
- the guide curve is identical between the first and the second end of the director profile, possibly to a near homothetic transformation.
- the guide curve has a different shape between the first and the second end of the profile to define a particular airflow profile inside the air duct.
- the forced ventilation as provided in this embodiment allows to generate an air flow proportional to the speed of movement of the vehicle.
- the speed of displacement is generally related to the power developed by the electric motor, this embodiment thus cleverly generates an air flow for the cooling of the power module which is proportional to the bias of said power module.
- the air duct is thus arranged to provide cooling of the power module which is self-regulating: the more the power module is biased, the more it delivers strong currents to the electric motor so that it develops a speed of high rotation allowing the vehicle to move faster, and more said power module heats. But at the same time, the high speed of movement of the vehicle allows to introduce a greater amount of fresh air taken from the outside of the vehicle and injected at the power module, thus allowing to cool it further.
- Such a vehicle may comprise alternately or complementarily at least one of the first improvements below taken optionally in combination:
- the air duct is arranged so that the air velocity and / or the Reynolds number exiting at the outlet mouth is greater than the air velocity and / or the Reynolds number entering at the level of the outlet mouth. from the mouth of entry to further improve the heat exchange at the power module with fresh air from outside the vehicle and the engine compartment and, ultimately, improve the cooling of said power module. More particularly, at least one lateral dimension of a transverse section of the inlet mouth of the air duct is greater than a corresponding lateral dimension of a transverse section of the outlet mouth. In other words, in a plane perpendicular to the air duct guide profile, the dimension of a lateral dimension of the generating curve taken at the inlet mouth is greater than the same lateral dimension of the generating curve.
- the lateral dimension of the tr ans verse section decreases monotonously between the inlet mouth and the outlet mouth.
- the dimension of a lateral dimension of the generating curve decreases monotonically, and preferably in a linear manner between a first end located on the mouth side of the duct. inlet and a second end located on the side of the outlet mouth of the air duct.
- the outlet mouth of the air duct is divided into at least a first sub duct and a second sub duct to cool more specifically certain areas of the power module.
- Each sub-conduit thus comprises an outlet mouth of its own;
- the at least two subchannels are spaced from each other, the air duct comprising at its outlet mouth a blind zone located between said two sub-ducts.
- the blind zone corresponds to a portion of the outlet mouth which is obstructed, the air guided inside the duct can not exit at this obstructed area. Therefore, the air guided inside the air duct is divided into two independent flows at the outlet mouth, each independent flow being located on one side of the blind area.
- the air flows exiting respectively from each of the outlet mouths of the first and second sub-ducts are thus preferably oriented towards specific areas of the power module, possibly in different orientations.
- This advantageous configuration of the air duct makes it possible to take into account the dimensional constraints of the power module and its surrounding environment inside the engine compartment;
- the power module is located in the extension of the blind area.
- the first and second subchannels are located on either side of the power module, that is to say that they are located respectively on either side of a main axis of elongation of the power module.
- This enhancement of the air duct cleverly not to inject directly on the power module fresh air from outside and conveyed by the air duct, to reduce the pressure exerted by said air flow on the surface facing said power module.
- This advantageous configuration thus makes it possible to ensure cooling of the power module without introducing mechanical vibrations which could adversely affect its proper operation and / or its durability;
- the two sub-ducts have transverse sections whose areas are equal in order to apply an identical air flow to the different zones of the power module facing the outlet mouth (s) of the duct. air, and finally to achieve identical cooling on each of said zones.
- the transverse sections of the at least two sub-ducts are identical;
- the transverse sections of the two sub-ducts are collectively less than or equal to 100% of the cross section of the inlet mouth of the air duct;
- the air duct comprises a bent portion located between the inlet mouth and the outlet mouth to adapt the air duct to the space of the engine compartment and / or the vehicle, for example bypassing certain elements. located between the inlet mouth of said air duct and the power module;
- the bent portion of the air duct is located in a peripheral position to the electric motor.
- This advantageous configuration near the electric motor makes it possible to limit the length of the electrical conductors which convey the power signals between the power module and the electric motor.
- the power signals being of high amperage, they therefore consist of a large copper section.
- This particular configuration of the power module near the electric motor thus advantageously reduces the manufacturing costs of such a vehicle.
- the air duct of a vehicle according to the first aspect of the invention or to any of its improvements comprises means for regulating the flow rate of the air flowing in said duct so as to be able to control more precisely the flow rate of the air flow circulating inside the air duct.
- the means for regulating the flow rate of the air flowing in the air duct are preferably located inside said air duct, between the inlet mouth and the outlet mouth or mouths.
- the regulating means are arranged to modify the effective section of the air duct. In other words, they are arranged to vary the area of a cross section of the air duct, thereby controlling the flow of air flowing in the air duct, and more particularly in the part of the air duct between the regulating means and the outlet mouth (s).
- the control means may comprise at least one of the second improvements taken alternately in combination or in isolation:
- the means for regulating the flow rate of the air may be of any type, and in particular of the type of at least one valve mounted rotatably in the air duct. Alternatively they may be of the type of at least one relief valve mounted rotatably on a wall of the duct, and preferably on a face of the duct situated towards the rear of said duct;
- the regulation means are located in at least one of the at least two sub-conduits in order to more precisely control the flow rate of the air flow circulating in each sub-duct and injected into each corresponding zone of the power module;
- the flow control means are arranged to take a position between the two following configurations:
- a second configuration in which the flow rate of air on one side of the regulation means is substantially zero.
- said regulating means when the means of regulating the air flow rate are for example of the type of at least one valve mounted rotatably in the air duct or according to another equivalent, said regulating means may be arranged to obstruct the air duct hermetically or partially, a residual air flow and close to zero that can circulate between the regulating means and the outlet mouth (s), said residual air flow being such that its cooling effect is negligible compared to that achieved in the first configuration.
- said regulating means when the means of regulating the air flow rate are of the type of at least one valve mounted rotatably on a wall of the air duct, said regulating means can be arranged to guide the air coming from the inlet mouth of the air duct towards the outside of said air duct, so that the air flow situated between said regulating means and the outlet mouth (s) is zero or close to zero .
- such a vehicle may further comprise control means arranged to control the control means between the first and the second configuration.
- control means arranged to control the control means between the first and the second configuration.
- This embodiment advantageously makes it possible to remotely control the regulation means, and possibly to automate its operation as a function of certain parameters of use of the vehicle, such as speed and or its use for example, or as a function of sensors. measurements embedded on said vehicle.
- the control means can be of any type; it may include a microcontroller or a central unit on the vehicle.
- control means and the control means comprise wired or wireless communication means arranged to transmit and / or receive instructions and / or measurement data in order to control the configuration of said control means as a function, if necessary a measurement data returned by an environmental sensor.
- the power module comprises: a plurality of electronic devices each shaping an electrical signal of power configured to power the electric motor, each electronic device comprising a plurality of electronic components integrally bonded to at least one substrate; - A mechanical support on which are fixed integrally the plurality of electronic devices.
- the electronic devices may be of the DC-DC converter type, such as choppers.
- the incoming electrical signals are for example of the type of a DC voltage whose nominal value is between 150V and 600V.
- the electrical power signals shaped by each electronic device of the power module are preferably of the type "Pulse Width Modulation" (PWM for "Pulse Width Modulation”).
- PWM Pulse Width Modulation
- Each electronic device performs such a transformation with a frequency and a given duty cycle.
- each electrical power signal delivered by each electronic device is out of phase with the others, so that the power module delivers a multiphase power signal to the corresponding electric motor.
- such a vehicle may furthermore comprise a cooling system designed to cool the power module more efficiently, in particular by increasing the heat exchange with the ambient air, and more particularly with the air emerging from the air duct. .
- the cooling system may comprise alternately or complementarily at least one of the third improvements below taken optionally in combination:
- the cooling system preferably comprises:
- heat pipe is here understood in its widest functional sense, that is to say as a conduit inside which circulates a heat transfer fluid phase change;
- a second group of fins located on a second side of the power module, at least a portion of the fins of the second group being in thermal coupling with a portion of the heat pipes; a flow of air flowing in the first sub-duct is directed towards the first group of fins, and / or a flow of air flowing in the second sub-duct is oriented towards the second group of fins.
- the first group of fins is located in the extension of the outlet mouth of the first sub-conduit and / or the second group of fins is located in the extension of the outlet mouth of the second sub-conduit.
- the first group of fins may be located in the first sub-conduit, and / or the second group of fins may be located in the second sub-conduit.
- the cooling system may comprise a lining around said groups of fins, said liner forming a conduit arranged to guide there air, said liner preferably taking the form of the corresponding sub-conduit;
- the cooling system comprises at least one fan disposed on one side of the first and / or second group of fins, said face being opposite to the outlet mouth of the air duct with respect to said first and / or second group of fans; fins, and preferably the cooling system comprises a first fan arranged to generate an air flow at the first group of fins, and a second fan arranged to generate a flow of air at the second group of fins.
- the at least one fan is more particularly located on one face of the cooling system opposite to the corresponding outlet mouth relative to the group of fins.
- the latter leads to a first face of the group of fins and the associated fan is located in the extension of the first sub-conduit, beyond the group of fins, on an opposite side of the group of fins relative to the face on which the first sub-conduit opens.
- This advantageous configuration makes it possible to generate an air flow inside the first and second sub-ducts and the air duct, between the inlet mouth and the outlet mouths, even if the vehicle is at a standstill. and / or when the vehicle is traveling at a low speed, as is often the case in urban environments. It is thus possible to improve the cooling of the power module in all situations of use of the vehicle.
- the cooling system of a power module included in a vehicle according to the first aspect of the invention or to any one of its improvements is arranged in a clever way to increase the reliability of said cooling system, as well as the robustness of said power module.
- redundancy aims to associate at least a portion of the electronic devices of the power module to more than one group of fins.
- some heat pipes are thermally coupled to a first group of fins, and some other heat pipes are associated with another group of fins. In this way, each electronic device is cooled by separate subsets of the cooling system.
- a first portion of heat-coupled heat pipes with said electronic device is thermally coupled to the first group of fins;
- a third part of heat-coupled heat pipes with said electronic device is thermally coupled to the first group of fins and to the second group of fins.
- an electronic device can be thermally coupled to a single group of fins via the heat pipes;
- an electronic device can be thermally coupled to two groups of fins via a first part of the heat pipe thermally coupled to the first group of fins and a second part of the heat pipes thermally coupled to the second group of fins
- an electronic device can be thermally coupled to two groups of fins via thermally coupled heat pipes and simultaneously to the first and second groups of fins.
- a heat pipe and more generally a conduit comprising a coolant phase-change heat transfer fluid works very well when the fluid is not subjected to a force that prevents its free circulation inside said conduit.
- This so-called static configuration is not necessarily that found on a moving vehicle. Indeed, depending on the use, the vehicle can accelerate or brake, and / or turn left or right. In such dynamic situations, a force related to longitudinal acceleration - in the case of acceleration or braking of the vehicle - or to transverse acceleration - in the case of a left turn or right of the vehicle - appears. In the case where such a vehicle would ship heat pipes, then they would no longer be in the static configuration mentioned above, and their operation would be strongly disrupted.
- the heat pipes are oriented in a direction substantially parallel to a direction of movement of the vehicle so as to the effect on said heat pipes of a turn to the right or left of said vehicle is negligible.
- the first and second sub-ducts are aligned in the longitudinal direction of the vehicle.
- the heat pipes are substantially oriented in a direction transverse to a direction of movement of the vehicle so that the effect acceleration or braking on said heat pipes is negligible.
- the first and second sub-ducts are aligned in the transverse direction of the vehicle.
- the heat pipes are substantially oriented in a direction between the transverse and longitudinal configurations mentioned above, so that that the effects of a acceleration or braking and / or turning on said heat pipes are simultaneously reduced, and / or so that the heat pipes continue to operate despite everything.
- the combination of the redundant configuration with one or the other of the preceding variants, according to which the heat pipes are substantially oriented in a longitudinal or transverse direction makes it possible to improve the reliability and robustness of the cooling system, enabling and effectively cool the power module of a vehicle in all situations of possible use.
- the heat pipes are substantially oriented in the longitudinal direction of the vehicle; and the redundant configuration mentioned above requires that at least part of the heat pipes be located on one side of the power module, the other part of the vehicles being located on the other side of said power module. More particularly, in this configuration, a first portion of the heat pipes is located in front of the power module, and a second portion of the heat pipes is located behind said power module.
- the heat pipes are substantially oriented in the transverse direction of the vehicle; and the redundant configuration mentioned above requires that at least part of the heat pipes be located on one side of the power module, the other part of the vehicles being located on the other side of said power module. More particularly, in this configuration, a first part of Heat pipes are located on the right side of the power module, and a second part of the heat pipes is located on the left side of the power module.
- FIGURE 1 illustrates a partial perspective view of an electric vehicle according to the first aspect of the invention
- FIG. 2 illustrates a detailed view of the electric motor and of the power module which controls it in a transverse implantation
- FIG. 3 illustrates a longitudinal implantation of the power module in the engine compartment
- FIGS. 4 and 5 illustrate a detailed view of the air duct used to cool the power module
- FIG. 6 and FIG. 7 respectively illustrate a perspective view and a front view of a power module and a cooling system, said power module being arranged to control the electric motor of a vehicle conforming to FIG. first aspect of the invention.
- the invention according to its first concept consists of a motorized vehicle 10 comprising (i) an electric motor 130 arranged to propel the vehicle and located in a motor compartment 11, (ii) a passenger compartment 12 of the vehicle 10, separated from the engine compartment 11 by a partition wall 70, (iii) an energy storage device 23 configured to supply electric power to the electric motor 130, (iv) a power module 110 arranged to implement forms at least one electrical power signal for powering said electric motor 130, said power module 110 being advantageously located between the electric motor 130 and the passenger compartment 12.
- the vehicle 10 is bounded forward by a front bumper 30.
- the passenger compartment 12 comprises at least one seat 21 for the driver and a steering control 22 for steering the vehicle 10.
- the steering control 22 is mechanically coupled to the front wheels 52 so as to be able to modify the orientation thereof. by applying a rotational movement on said steering control 22 for example.
- the passenger compartment 12 is separated from the engine compartment 11 by a partition wall 70 shown symbolically in FIG. 1 by a dashed line.
- the partition wall 70 is arranged to isolate the engine compartment 11 of the passenger compartment 12, possibly sound and / or thermal manner to make the cabin 12 more comfortable and less noisy vis-à-vis the noise generated by the different parts of engine compartment 11 during vehicle operation 10.
- the partition wall 70 has a width and a height which correspond to the width of the passenger compartment 12 and the distance between the floor and the base of the windshield (not shown) of the vehicle 10, respectively.
- the width of the partition wall 70 is here taken in the transverse direction of the vehicle 10.
- the engine compartment 11 comprises:
- the electric motor 130 here in a central configuration, the vehicle 10 comprising an electric motor arranged to generate a motor torque on the front wheels 52;
- a power module 110 arranged to supply the electric motor 130 with at least one electrical power signal
- an air duct 120 arranged to guide the air along a guide profile, between an inlet mouth located on a front portion of the vehicle 10, and at least one outlet located at the level of the power module 110.
- the air duct 120 will be described in detail later and with reference to FIGURE 4.
- the air duct 120 assumes a concave shape; it is located circumferentially to the electric motor 130, said air duct 120 winding around a portion of said electric motor 130.
- the power module is electrically connected to a main battery 23 via at least one An electric conductor 24.
- the main battery 23 of the vehicle 10 forms an energy storage device, said main battery 23 being configured to supply electrical power to the power module 110 and, ultimately, to the electric motor 130.
- the main battery 23 is located behind the engine compartment 11 with respect to the partition wall 70, and more particularly under the passenger compartment 12 or possibly in the part bottom of the passenger compartment 12.
- the main battery 23 of the vehicle can provide the power module 110 with electrical signals of the type of a DC voltage whose nominal value is between 150V and 600V and whose amperage can reach several hundreds of amperes.
- the power module 110 is arranged to shape the electrical signal from the main battery 23 into at least one electrical power signal, preferably of the type "Pulse Width Modulation" (PWM for "Pulse Width Modulation”) , this type of electrical signals being particularly advantageous for the control of an electric motor.
- PWM Pulse Width Modulation
- the power module 110 is preferably arranged to provide the electric motor 130 with a plurality of multiphase power electrical signals, each electrical power signal being out of phase with respect to the others.
- the power module 110 may advantageously comprise a plurality of DC-DC converters, such as choppers.
- the power module and its associated cooling system 115 will be described later with reference to FIGURES 6 and 7.
- the power module 110 is also electrically connected to the electric motor 130 via a plurality of output conductors 131a-131c which are arranged to carry the electrical power signals generated by the power module 110 to said electric motor 130 More particularly, each output conductor 131 carries a phase of the multiphase electrical signal generated by the power module 110. Each electrical conductor 131 is electrically connected to a separate power supply terminal - and not shown - of the electric motor 130.
- the electric motor 130 is mechanically coupled to the front wheels 52 by means of a transmission arranged to transmit a motor torque produced by the electric motor 130 to a transmission shaft 50 integral in rotation with the front wheels 52.
- vehicle 10 according to the first aspect of the invention and illustrated in FIG. 1 further comprises:
- the accessory battery 60 located near the electric motor 130 in order to supply electrical energy to the electrical auxiliaries of the vehicle 10.
- the accessory battery 60 is located on a lateral side of the motor 130, transversely between the motor 130 and a front wheel 52.
- the power module 110 and / or the associated cooling system 115 can advantageously be arranged and oriented according to two advantageous configurations illustrated respectively in FIG. 2 and FIG.
- orientation of the power module 110 may be any: longitudinal or transverse, or even vertical, as well as in all directions between these three reference orientations.
- the cooling system 115 is advantageously oriented in a longitudinal or transverse configuration with respect to the vehicle 10, so as to limit the impact of longitudinal and transverse acceleration on said cooling system 115.
- the power module 110 is preferably oriented substantially vertically with respect to the vehicle 10.
- the cooling system 115 associated with the power module 110 is in turn oriented substantially transversely relative to the to the vehicle 10. More particularly, the cooling system 115 comprises a plurality of heat pipes 1113, at least a portion of which is substantially oriented transversely to the vehicle 10. A first portion of the heat pipes 1113 extends from a first side of the heating module. power 110 located on the side of a first front wheel 52a; and a second portion of the heat pipes 1113 extends from a second side of the power module 110, said second side being located transversely on the opposite side to the first side with respect to the power module 110, on the side of the other front wheel 52b .
- the cooling system 115 is less sensitive to the effects of a centrifugal force occurring during the taking of turns on a coolant transported by said heat pipes.
- the power module 110 is oriented substantially vertically with respect to the vehicle 10.
- the cooling system 115 associated with the power module 110 is in turn oriented substantially longitudinally relative to the vehicle 10. More particularly, the cooling system 115 comprises a plurality of heat pipes 1113, at least a portion of which is substantially oriented longitudinally to the vehicle 10. A first portion of the heat pipes 1113 extends from a first side of the power module 110 located forward; and a second portion of the heat pipes 1113 extends from a second side of the power module 110, said second side being located longitudinally on the opposite side to the first side with respect to the power module 110, to the rear.
- the cooling system 115 is less sensitive to the effects of braking or acceleration of the vehicle 10 on the coolant transported by said heat pipes.
- the cooling system 115 will be described in more detail with reference to FIG. 6. Referring to FIGURE 4, the air duct 120 for cooling the power module 110 will now be described.
- the air duct 120 is formed by a pipe arranged to guide the air along a guide profile 1207, between an inlet mouth 1206 located at a first end 1201 and an outlet mouth. 1208 at a second end 1203.
- the walls of the air duct 120 are preferably formed of a thin material.
- the air duct 210 is advantageously made of metal and / or plastic.
- the outlet mouth 1208 preferably located at the level of the power module 110, in any orientation.
- the director profile 1207 is oriented in a substantially vertical orientation at the second end 1203.
- the inlet mouth 1206 is preferably located in a more frontal position of the vehicle 10 with respect to the outlet mouth 1208.
- the orientation of the director profile 1207 at the first end 1201 is substantially horizontal.
- the steering profile 1207 can take any shape between the first end 1201 and the second end 1203, in particular according to the space available inside the engine compartment 11 and / or the vehicle 10. It can be straight or curvilinear, or comprise a plurality of rectilinear segments 1202 and / or curved segments, each segment 1202 being located in the extension of segments 1202 directly adjacent.
- the guide profile 1207 of the air duct 120 comprises four consecutive segments 1202a-1202d.
- the first segment 1201 includes the inlet mouth 1206.
- the segments 1202a-1202d are all curvilinear, each curvilinear segment having a particular radius of curvature, so that the segments 1202a-1202d all have a substantially concave shape.
- the air duct 120 has a transverse section which is formed by a closed guide curve 1209 and which extends firstly in a first direction 1210 and secondly in a second direction 1220.
- the shape of the directing curve 1209 allows to form a flow of air inside the air duct 120 between the inlet mouth 1206 and the outlet mouth
- the transverse section of the air duct 120 is formed by a guide curve 1209 which is substantially rectangular. Other shapes are possible depending on the shaping of the desired airflow.
- each segment 1202 of the air duct 120 can be formed by a particular guide curve 1209 , possibly constant over the entire length of the director profile 1207 of said segment 1202.
- the guide curve 1209 of at least a portion of the segments 1202 of the air duct 120 may vary between a first end of a segment and a second end of a segment.
- the guide curve 1209 of the first segment 1202a has a first direction 1210 which is constant between the inlet mouth 1206 and its opposite end 12021a.
- the guide curve 1209 has a dimension that is greater than the level of the inlet mouth 1206 with respect to its opposite end 12021a;
- the first direction 1210 of the guide curve 1209 of the second segment 1202b varies increasingly between its first end 12021a and its opposite end 12021b.
- the guide curve 1209 of the second segment 1202b has a dimension which is constant between its first end 12021a and its opposite end 12021b;
- the first dimension 1210 and the second dimension 1220 of the guide curve 1209 of the third segment 1202c are respectively constant between its first end 12021b and its opposite end 12021c;
- the first dimension 1210 of the guide curve 1209 of the fourth segment 1202d decreases between its first end 12021c and its opposite end 12021d.
- the guide curve 1209 of the fourth segment 1202d has a dimension that decreases between its first end 12021c and its opposite end.
- the air duct 120 is divided into two sub-ducts 1204 at its second end 1203, and more particularly at its fourth segment 1202d.
- the air duct 120 is formed of two outlets 1208, each being located at the end of each sub-duct 1204.
- Each sub-duct 1204 is formed by a guide curve from the guide curve 1209 of the duct 120, and more precisely of the shape of the 1209c guide curve of the third segment 1202c.
- the guide curves of each sub-conduit are identical.
- the lengths of the fourth segments of each sub-conduit are identical.
- the first sub-conduit 1204a is disjoint and transversely spaced from the second sub-conduit 1204b, so that a blind zone 1205 is formed between said two sub-conduits 1204.
- the blind zone 1205 is delimited laterally by the walls of each sub-conduit. leads 1204.
- the power module 110 is cleverly housed inside the blind zone 1205, between the two sub-conduits 1204.
- the power module 110 extends in a corresponding orientation to the extension of the director profile 1207 of the conduit air 120 taken from the outlet ports 1208. More particularly, the power module extends beyond the plane formed by the outlet mouths 1208 of the air duct 120 in the direction defined above.
- FIG. 5 illustrates in a perspective view of the profile of an air duct according to one embodiment of the invention, in which the regulation means 1230 of the air flow rate are of the type of at least one valve rotatably mounted on a wall of the air duct 120.
- the regulation means 1230 of the air duct 120 comprise:
- a first regulating valve 1230a rotatably mounted on a rear wall of the third segment 1202c of the air duct 120; a second regulating valve 1230b rotatably mounted on the first sub-conduit 1204a;
- a third regulation valve 1230c mounted rotatably on the first sub-conduit 1204a.
- Each regulation valve 1230 is rotatable about an axis of rotation transverse to the wall of said air duct 120.
- the regulation valves 1230 of the flow are arranged to take a position between the two following configurations: a first configuration in which the flow rate of air on one side of the regulation valves 1230 is equal to the flow rate of air on the other side of said regulating valves 1230.
- this first configuration corresponds to a closed configuration of the control valves for which the regulation valves 1230 form a continuous wall of the air duct 120;
- this second configuration corresponds to an open configuration of the regulation valves for which the regulation valves 1230 form an opening in the wall of the air duct 120.
- Regulating flaps 1230 are arranged to take any configuration between the open configuration and the closed configuration defined above.
- Each control valve is located on a rear face of the air duct 120, and more particularly on a face outside the concavity of the air duct 120, so that when one of the regulating valves 1230 is open, the flow of air flowing in the air duct 120 between the inlet mouth 1206 and said control valve is mainly oriented outwardly of said duct.
- the residual air flow flowing between said open regulating valve and the outlet mouth is zero or virtually zero.
- This particular embodiment makes it possible to effectively control the outgoing air flow rate through the outlet mouths 1208, without reducing the section of the air duct 120 and maintaining a good transverse distribution of the air at the mouths of the air outlet. output 1208. Moreover, this particular embodiment makes it possible not to increase the pressure drop.
- the power module 110 comprises:
- each electronic device 1112 comprising a plurality of electronic components integrally bonded to at least one substrate;
- an input connector (not visible) arranged to electrically connect the power module 120 to the energy storage device 23;
- the mechanical support 1111 of the power module 110 has a cylindrical shape.
- the electronic devices 1112 are advantageously carried by the mechanical support so that their substrate is radially outwardly oriented, the electronic components being radially oriented inwards.
- the electronic devices are preferably arranged on the mechanical support 1111 in a polygonal configuration, each side of the polygon being formed by a bearing face and / or assembly on the radially inner portion of the cylindrical mechanical support 1111.
- the power module 110 comprises three electronic devices 1112 arranged in a triangle with respect to one another.
- the power module 110 also comprises a cooling system 115 arranged for cooling said power module 110, said cooling system 115 comprising:
- a plurality of collectors 1153 in thermal coupling with at least a part of the electronic devices 1112, and more particularly in thermal coupling with the substrate of the corresponding electronic devices 1112 and / or with the mechanical support 1111;
- a second group of fins 1151b located on a second side of the power module 110 and in thermal coupling with a portion of the heat pipes 1154 in order to improve the heat transfer of the calories transported by the heat pipes 1154 with the external medium;
- a first fan 1152a arranged to generate an air flow at the first group of fins 1151a;
- a second fan 1152b arranged to generate an air flow at the second group of fins 1151b.
- Each power module 110 is thermally coupled to a plurality of heat pipes 1154 via the collectors 1153.
- the collectors 1153 are distributed on one face of the substrate of the electronic devices 1112 and / or on one face facing the mechanical support. 1111 so as to be able to transfer the calories produced at the electronic devices 1112 during their operation to said collectors 1153 and, finally, to the associated heat pipes 1154.
- the heat pipes 1154 are arranged to transport to a terminal end the calories transferred to the corresponding collectors 1153. As seen in FIGURE 7, several configurations are possible for each electronic device 1112.
- an electronic device 1112b may be associated with a plurality of first heat pipes 1154b which extend radially beyond the power module 110 of a first side of said power module 110. These first heat pipes 1154b are thermally coupled. to a first group of fins 1151a located on the first side of the power module 110. A first end of the first heat pipes 1154b is thus located at the corresponding electronic device 1112b in order to extract the calories. A second end of the second heat pipes 1154b is located beyond the first group of fins 1151a, so that the coolant transported by these first heat pipes 1154b passes through a rectilinear portion thermally coupled to the first group of fins 1151a.
- An electronic device 1112 can thus be thermally connected to a single first group of fins 1151a or 1151b.
- the heat pipes 1154 of an electronic device 1112 can all be thermally coupled to a single group of fins 1151.
- an electronic device 1112 can be thermally connected to two groups of fins 1151 via a first heat-coupled heat-pipe group 1154b with said electronic device 1112 and thermally coupled to the first fin group 1151a, and a second heat-coupled heat-pipe portion 1154c with said electronic device 1112 and thermally coupled to the second group of 1151b fins.
- the electronic devices 1112a, 112c are associated with a plurality of third heat pipes 1154a, which extend radially beyond the power module 110 of a first side of said power module 110 and a second side of said power module 110.
- These third heat pipes 1154a are thus thermally coupled to a first group of fins 1151a located on the first side of the power module 110 and to a second group of fins 1151b located on the second side of the power module 110.
- a first end of the third heat pipes 1154b is thus located beyond the first group of fins 1151a, so that the coolant transported by these third heat pipes 1154b passes through a rectilinear portion thermally coupled to the first group of fins 1151a.
- a second end of the third heat pipes 1154b is located beyond the second group of fins 1151b, so that the coolant transported by these third heat pipes 1154b passes through a rectilinear portion thermally coupled to the second group of fins 1151a.
- the power module 110 is thus thermally coupled to a plurality of heat pipes including:
- a first portion of the heat pipes 1154b is thermally coupled to the first group of fins 1151a;
- a second part of the heat pipes 1154b is thermally coupled to the second group of fins 1151b
- a third portion of the heat pipes 1154a is thermally coupled to the first group of fins 1151a and the second group of fins 1151b.
- the power module 110 is thus cleverly cooled by a cooling system 115 implementing the principle of redundancy defined above.
- the cooling system further comprises an outer liner around the first and second fin groups 1151, said liner forming an extension of the air duct 120 beyond the outlets 1208.
- the cooling system cooperates with the air duct 120. More particularly, the first and second fin groups 1151 are located in the extension of the outlets 1208. In particular, each group of fins is in press on the corresponding outlet mouth 1208.
- the dimensions and the shape of the guide curve of the air duct 120 are advantageously combined with the dimensions and the shape of the first and second groups of fins 1151.
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Transportation (AREA)
- Mechanical Engineering (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
Abstract
Description
Claims
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
FR1652197A FR3048929B1 (fr) | 2016-03-15 | 2016-03-15 | Vehicule a moteur electrique commande par un module de puissance et systeme de refroidissement d’un tel module de puissance |
PCT/FR2017/050513 WO2017158257A1 (fr) | 2016-03-15 | 2017-03-08 | Vehicule a moteur electrique commande par un module de puissance et systeme de refroidissement d'un tel module de puissance |
Publications (1)
Publication Number | Publication Date |
---|---|
EP3429881A1 true EP3429881A1 (fr) | 2019-01-23 |
Family
ID=57113412
Family Applications (1)
Application Number | Title | Priority Date | Filing Date |
---|---|---|---|
EP17713736.1A Withdrawn EP3429881A1 (fr) | 2016-03-15 | 2017-03-08 | Vehicule a moteur electrique commande par un module de puissance et systeme de refroidissement d'un tel module de puissance |
Country Status (6)
Country | Link |
---|---|
US (1) | US10688860B2 (fr) |
EP (1) | EP3429881A1 (fr) |
CN (1) | CN108778813B (fr) |
FR (1) | FR3048929B1 (fr) |
MA (1) | MA43748A (fr) |
WO (1) | WO2017158257A1 (fr) |
Families Citing this family (3)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US11124054B1 (en) * | 2020-10-06 | 2021-09-21 | Arvinmeritor Technology, Llc | Axle assembly having a sensor for detecting a shift collar |
US11745738B2 (en) | 2021-01-19 | 2023-09-05 | Delphi Technologies Ip Limited | System and method for controlling a propulsion system inverter |
DE102023107208B3 (de) | 2023-03-22 | 2024-02-29 | Dr. Ing. H.C. F. Porsche Aktiengesellschaft | Fluidgekühlter Pulswechselrichter eines Kraftfahrzeugs |
Family Cites Families (15)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US130140A (en) * | 1872-08-06 | Improvement in forming curved electrotypes | ||
US502504A (en) * | 1893-08-01 | Hermann thoms | ||
US5481443A (en) | 1993-05-19 | 1996-01-02 | The Genlyte Group, Inc. | In-ground directional light fixture |
US5481433A (en) | 1994-07-01 | 1996-01-02 | Chrysler Corporation | Heat dissipation from high power semiconductors in an electrical vehicle |
JP4363350B2 (ja) * | 2005-03-30 | 2009-11-11 | トヨタ自動車株式会社 | 二次電池の冷却構造 |
JP4274165B2 (ja) * | 2005-10-06 | 2009-06-03 | トヨタ自動車株式会社 | 車両搭載機器の冷却装置 |
JP5023509B2 (ja) * | 2006-02-24 | 2012-09-12 | トヨタ自動車株式会社 | 電源装置 |
JP4850564B2 (ja) * | 2006-04-06 | 2012-01-11 | 日立オートモティブシステムズ株式会社 | 電力変換装置 |
JP4832225B2 (ja) * | 2006-09-07 | 2011-12-07 | 本田技研工業株式会社 | 車両における電気機器の冷却構造 |
DE112010004795B4 (de) * | 2009-12-14 | 2020-11-05 | Honda Motor Co., Ltd. | Kühlstruktur für eine Elektrizitätsspeichervorrichtung |
JP5702748B2 (ja) * | 2012-03-07 | 2015-04-15 | 本田技研工業株式会社 | 電動車両高電圧機器冷却システムおよび電動車両高電圧機器の冷却方法 |
JP5839130B2 (ja) * | 2012-09-14 | 2016-01-06 | 日産自動車株式会社 | フロントエンドモジュールの防振構造 |
JP5891309B2 (ja) * | 2012-09-26 | 2016-03-22 | 川崎重工業株式会社 | 電動車両 |
EP2916383B1 (fr) * | 2012-11-05 | 2016-10-19 | Nissan Motor Company, Limited | Dispositif de régulation de température de batterie |
FR3021257B1 (fr) * | 2014-05-22 | 2017-12-08 | Renault Sas | Dispositif de refroidissement d'une chaine de traction pour vehicule elecrique |
-
2016
- 2016-03-15 FR FR1652197A patent/FR3048929B1/fr active Active
-
2017
- 2017-03-08 WO PCT/FR2017/050513 patent/WO2017158257A1/fr active Application Filing
- 2017-03-08 EP EP17713736.1A patent/EP3429881A1/fr not_active Withdrawn
- 2017-03-08 US US16/084,113 patent/US10688860B2/en active Active
- 2017-03-08 MA MA043748A patent/MA43748A/fr unknown
- 2017-03-08 CN CN201780017464.5A patent/CN108778813B/zh active Active
Also Published As
Publication number | Publication date |
---|---|
WO2017158257A1 (fr) | 2017-09-21 |
CN108778813A (zh) | 2018-11-09 |
FR3048929B1 (fr) | 2020-03-27 |
US10688860B2 (en) | 2020-06-23 |
CN108778813B (zh) | 2022-04-26 |
US20190077249A1 (en) | 2019-03-14 |
FR3048929A1 (fr) | 2017-09-22 |
MA43748A (fr) | 2018-11-28 |
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