TWI642566B - Car motor with built-in charge control function - Google Patents

Abstract

A vehicle motor with a built-in charging control function includes a metal casing unit, a rotor stator unit, a charging control unit, and a heat dissipating unit. The rotor stator unit is housed in the metal casing unit and is used for The power transmission module is linked, the charging control unit has a high thermal conductive substrate disposed on the metal casing unit, and is disposed in the metal casing unit and disposed on the high thermal conductivity substrate and electrically connected to the rotor stator unit, the first a battery and a transformer module of the second battery, and a control module located in the metal casing unit and electrically connected to the transformer module, the heat dissipation unit is disposed on the metal casing unit, and the transmission line can be reduced In addition, the transformer module shares a heat dissipation system with the rotor stator unit, thereby effectively reducing manufacturing costs and reducing the occupied volume.

Description

Car motor with built-in charge control function

The present invention relates to a motor for a vehicle, and more particularly to a motor for a vehicle having a built-in charging control function.

Generally speaking, the vehicle's power source is the use of internal combustion engine and burning fossil fuel as energy source. However, due to the depletion of petrochemical energy sources and environmental pollution in recent years, hybrid vehicles using some green energy have become the new favorite of the market. It can save energy and reduce pollution on the other hand. The most common one is Hybrid Electric Vehicle (HEV).

According to the difference in output power configuration, HEV can be divided into Mild Hybrid and Full Hybrid. The main difference is that the light oil tram is based on the internal combustion engine and the motor can be configured. The output power is low, only used as auxiliary power, and cannot drive the vehicle alone. In addition to the internal combustion engine, the full-oil electric vehicle has a higher-powered motor, whether it is an internal combustion engine or a motor. The vehicle can be driven independently or in parallel, and the time period operation can be differentiated according to the power output characteristics of the internal combustion engine and the motor to achieve maximum energy utilization efficiency. Of course, the aforementioned motor also has a power generation function, which can convert excess kinetic energy into high voltage. Recycling and storage of electrical energy.

Referring to FIG. 1 , an electric vehicle 1 of the current light oil-electric hybrid type includes an engine room 11 on the front side, an accommodation space 12 on the rear side, and a power supply and kinetic energy disposed in the engine room 11 . a rotor stator assembly 13 that is mutually converted, a power transmission module 14 that connects the rotor stator assembly 11 to drive a wheel (not shown), an engine 15 that connects the power transmission module 14, and an electrical connection to the rotor stator assembly An AC/DC conversion circuit 16 of 13 is provided, and a first battery 17 disposed in the accommodating space 12 for storing a first DC voltage input by the AC/DC conversion circuit 16 is disposed in the accommodating space 12 and electrically connected to the The first battery 17 is configured to step down the first DC voltage to a second DC voltage, and a second battery disposed in the engine room 11 and electrically connected to the step-down circuit to store the second DC voltage. 19. The first DC voltage is 48 volts and the second DC voltage is 12 volts. The second battery 19 is used to provide power to peripheral devices in the vehicle.

However, according to this configuration, regardless of whether the rotor stator set 13 is an electric function for converting electric energy into kinetic energy, or a power generating function for converting kinetic energy into electric energy, the electric power of the second battery 19 must be located in the accommodating space 12. The buck circuit 18 is transmitted to the second battery 19 of the engine compartment 11 located at the front of the vehicle head, increasing the complexity of the line configuration.

In addition, the step-down circuit 18 decompresses the high-voltage power that is originally provided by the rotor stator assembly 13 to the second DC voltage with a low transmission efficiency, and then the accommodating space 12 on the rear side of the vehicle. The long-distance low-voltage transmission transmitted to the second battery 19 in the engine room 11 increases the wear and tear during power transmission.

Accordingly, it is an object of the present invention to provide a vehicular motor having a built-in charge control function that overcomes at least one of the disadvantages of the prior art.

Therefore, the vehicle motor with the built-in charging control function of the present invention is used for an electric vehicle, the electric vehicle includes a first battery for storing a first DC voltage, and a second battery for storing a voltage lower than the first DC voltage. A second battery of DC voltage, and a power transmission module, the vehicle motor with a built-in charge control function includes a metal casing unit, a rotor stator unit, a charging control unit, and a heat dissipation unit.

The rotor stator unit is disposed in the metal casing unit and is used for interlocking with the power transmission module. The charging control unit has a high thermal conductivity substrate disposed on the metal casing unit, and is located in the metal casing unit. a transformer module disposed on the high thermal conductivity substrate and electrically connected to the rotor stator unit, the first battery and the second battery, and a control module disposed in the metal casing unit and electrically connected to the transformer module The heat dissipation unit is disposed on the metal casing unit.

The utility model has the advantages that: the rotor stator unit, the transformer module and the control module are all disposed in the metal casing unit, thereby reducing the transmission line, and further, the transformer module and the The rotor stator unit shares the heat dissipation system, so the manufacturing cost can be effectively reduced, and the occupied volume can be reduced.

Before the present invention is described in detail, it should be noted that in the following description, similar elements are denoted by the same reference numerals.

Referring to Figures 2 and 3, a first embodiment of a vehicle motor incorporating a charge control function of the present invention is used in an electric vehicle 9, which includes an engine compartment 91 on the front side and a rear compartment. a space 92, a first battery 93 storing a first DC voltage, a second battery 94 storing a second DC voltage having a voltage lower than the first DC voltage, and a power of a plurality of wheels (not shown) The transmission module 95, an engine 96 that interlocks the power transmission module 95, and a hybrid controller 97 that electrically connects the first battery 93, the second battery 94, and the engine 96.

The first battery 93 is disposed in the accommodating space 92. The second battery 94, the power transmission module 95, the engine 96, and the hybrid controller 97 are disposed in the engine room 91. In this embodiment, the electric vehicle 9 is an electric motor vehicle, the first direct current voltage is 48 VDC, and the second direct current voltage is 12 VDC.

The vehicle motor with built-in charging control function is disposed in the engine room 91 and includes a metal casing unit 2, a rotor stator unit 3, a charging control unit 4, and a heat dissipation unit 5.

The metal casing unit 2 includes a ring wall 21 disposed about an axis L, and a front wall 22 and a rear wall 23 respectively connected to the two sides of the ring wall 21 along the axis L.

The rotor stator unit 3 is housed in the metal casing unit 2 and is used for interlocking with the power transmission module 95. The rotor stator unit 3 includes a shaft extending along the axis L and rotatable around the axis L. The wall 22 is used for a rotating shaft 31 that is coupled to the power transmission module 95, a rotor portion 32 that is disposed on the rotating shaft 31, and a stator portion 33 that surrounds the rotor portion 32 and is disposed inside the annular wall 21.

The charging control unit 4 has a high thermal conductivity substrate 41 disposed on the metal casing unit 2, a metal thermal insulation substrate 41 disposed in the metal casing unit 2, and electrically connected to the rotor stator unit 3, the first The battery module 93 and the transformer module 42 of the second battery 94 and a control module 43 are disposed in the metal casing unit 2 and electrically connected to the transformer module 42 and the hybrid controller 97. In the embodiment, the high thermal conductive metal plate 41 is a ceramic plate, but in other embodiments, the high thermal conductive metal plate 41 may also be a surface insulated metal plate.

The transformer module 42 has an AC/DC conversion circuit 421 electrically connected between the rotor stator unit 3 and the first battery 93, and a step-down circuit electrically connected between the AC/DC conversion circuit 421 and the second battery 94. 423.

The AC/DC conversion circuit 421 has a complex transistor 422 having a plurality of transistors 424. In the embodiment, the transistor 422 of the AC/DC conversion circuit 421 is an insulated gate bipolar transistor (IGBT) and is a gallium nitride power (GaN) device, and the transistor 424 of the step-down circuit 423 is an insulated gate. The bipolar transistor is a gallium nitride power device. In other embodiments, the AC/DC conversion circuit 421 may have only one transistor 422. The step-down circuit 423 may also have only one transistor 424.

The heat dissipation unit 5 is disposed on the metal casing unit 2 and includes a heat dissipation fin 51 disposed on an outer side of the rear wall 23 . In the embodiment, the high heat conductive substrate 41 and the heat dissipation fins 51 are respectively disposed on opposite sides of the rear wall 23 .

The AC/DC conversion circuit 421 can be switched between a charging mode and an electric mode by the control module 43. In the charging mode, the AC/DC conversion circuit 421 generates the operation from the rotor stator unit 3. The AC voltage is converted into the first DC voltage and output to the first battery 93 and the step-down circuit 423, and the step-down circuit 423 steps down the first DC voltage to a voltage lower than the first DC voltage. a second DC voltage is output to the second battery 94. In the electric mode, the AC/DC conversion circuit 421 converts the first DC voltage from the first battery 93 into the AC voltage, and outputs and drives the The rotor stator unit 3 operates.

In use, when the first battery 93 is not required to provide power to drive the rotor stator unit 3, the hybrid controller 97 drives the engine 96 to drive the power transmission module 95 to interlock the wheels. The engine 96 is used as a power source.

When the user operates the electric vehicle 9 to drive down or downhill, since the power transmission module 95 and the rotor stator unit 3 are still running continuously, in order to recover power, the hybrid controller 97 according to the first battery 93 And determining, by the power state of the second battery 94, whether charging is required. When both need to be charged, the hybrid controller 97 converts the AC/DC converting circuit 421 into the charging mode through the control module 43 to The rotor stator unit 3 converts the alternating current voltage generated by the rotation into the first direct current voltage, and outputs the first direct current voltage to the first battery 93 to charge the first battery 93, and the first After a DC voltage is output to the step-down circuit 423, the second DC voltage is converted to charge the second battery 94.

It should be noted that, if only one of the first battery 93 or the second battery 94 needs to be charged, the control module 43 can charge only the battery that needs to be charged.

When the user operates the electric vehicle 9 to move or go uphill, the hybrid controller 97 converts the AC/DC conversion circuit 421 into the electric mode, and converts the first DC voltage of the first battery 93 into the electric The alternating voltage, which in turn drives the rotor stator unit 3, provides auxiliary power to the power transfer module 95.

It should be noted that the operation of the power transmission module 95 may be powered solely by the engine 96, or may be simply powered by the rotor stator unit 3 driven by the power assist from the first battery 93. It is also possible to provide power together with the foregoing two.

Since the vehicle motor with the built-in charging control function and the second battery 94 are simultaneously disposed in the engine room 91, the circuit connection between the transformer module 42 and the second battery 94 becomes very straightforward. And simple, unlike the existing electric vehicle, it must be transmitted between the engine room 91 and the accommodating space 92, and the transmission loss can be reduced.

In addition, when the transformer module 42 is operated, the high heat generated by the AC/DC conversion circuit 421 and the step-down circuit 423 is transmitted to the rear wall 23 of the metal casing unit 2 via the high thermal conductive substrate 41, and Since the heat dissipating fins 51 dissipate the heat, since the transformer module 42 shares the heat dissipating system with the rotor stator unit 3, the manufacturing cost can be effectively reduced, and the occupied volume can be reduced.

Referring to Figure 4, a second embodiment of the present invention is similar to the first preferred embodiment in that:

The heat dissipating unit 5 includes a metal plate 52 connected to the inner side of the ring wall 21 and disposed on the high heat conductive substrate 41, and a guiding hole 53 extending through the ring wall 21 and the metal plate 52.

The control module 43 is disposed on a side of the metal plate 52 opposite to the high thermal conductive substrate 41.

Thus, the second embodiment can achieve the same purpose and effect as the above-described first preferred embodiment, and can achieve the effect of dissipating heat by passing through the guide hole 53 through the coolant.

Referring to Figure 5, a third embodiment of the present invention is similar to the first preferred embodiment in that:

The heat dissipation unit 5 includes a metal plate 54 connected to the inner side of the ring wall 21 and disposed on the high heat conductive substrate 41, two guide holes 55 extending through the ring wall 21, and a heat dissipation fan 56 corresponding to one of the guide holes 55. .

The control module 43 is disposed on the rear wall 23 and disposed opposite to the high thermal conductive substrate 41.

As such, the third embodiment can achieve the same purpose and effect as the above-described first preferred embodiment, and the heat dissipation fan 56 can drive the air to dissipate through the conductive holes 55.

In summary, the transformer module unit 3, the transformer module 42 and the control module 43 are disposed in the metal casing unit 2, so that the transformer module 42 and the second battery 94 are provided. The circuit connection between the two is very straightforward and does not need to be transmitted between the engine room 91 and the accommodating space 92, and the transmission loss can be reduced. Further, the transformer module 42 and the rotor stator unit 3 share heat dissipation. The system can therefore effectively reduce the manufacturing cost and also reduce the occupied volume, so that the object of the present invention can be achieved.

However, the above is only the embodiment of the present invention, and the scope of the invention is not limited thereto, and all the equivalent equivalent changes and modifications according to the scope of the patent application and the patent specification of the present invention are still The scope of the invention is covered.

2‧‧‧Metal case unit

21‧‧‧Circle

22‧‧‧ front wall

23‧‧‧ Back wall

3‧‧‧Rotor stator unit

31‧‧‧ shaft

32‧‧‧Rotor Department

33‧‧‧ stator

4‧‧‧Charging control unit

41‧‧‧High thermal conductivity substrate

42‧‧‧Transformer module

421‧‧‧AC and DC conversion circuit

422‧‧‧Optoelectronics

423‧‧‧Buck circuit

424‧‧‧Optoelectronics

43‧‧‧Control module

5‧‧‧heating unit

51‧‧‧Heat fins

52‧‧‧Metal plates

53‧‧‧Guide

54‧‧‧Metal plates

55‧‧‧Guide

56‧‧‧ cooling fan

9‧‧‧Electric vehicles

91‧‧‧ engine room

92‧‧‧ accommodating space

93‧‧‧First battery

94‧‧‧Second battery

95‧‧‧Power Transmission Module

96‧‧‧ engine

97‧‧‧Hybrid controller

L‧‧‧ axis

Other features and effects of the present invention will be apparent from the following description of the drawings, wherein: FIG. 1 is a system block diagram of a conventional electric vehicle; FIG. 2 is a vehicle for the built-in charging control function of the present invention. A first embodiment of a motor and a system block diagram of an electric vehicle; FIG. 3 is a schematic view of the first embodiment; FIG. 4 is a second embodiment of a vehicle motor having a built-in charging control function according to the present invention. BRIEF DESCRIPTION OF THE DRAWINGS FIG. 5 is a schematic view showing a third embodiment of a vehicle motor having a built-in charging control function according to the present invention.

Claims (9)

A vehicle motor with a built-in charging control function for an electric vehicle, the electric vehicle comprising a first battery for storing a first DC voltage, and a second DC voltage for storing a voltage lower than the first DC voltage a second battery, and a power transmission module, the vehicle motor with a built-in charging control function includes: a metal casing unit; a rotor stator unit housed in the metal casing unit and used for the power transmission mode a charging control unit having a high thermal conductivity substrate disposed on the metal casing unit, a metal housing unit disposed in the metal casing unit and electrically connected to the rotor stator unit, the first battery and a transformer module of the second battery, and a control module disposed in the metal casing unit and electrically connected to the transformer module, the transformer module having an electrical connection between the rotor stator unit and the first battery An AC/DC conversion circuit, and a step-down circuit electrically connected between the AC/DC conversion circuit and the second battery, the AC/DC conversion circuit can be controlled by the control module in a charging mode and Converting between electric modes, in the charging mode, the AC/DC conversion circuit converts an AC voltage generated from operation of the rotor stator unit into the first DC voltage, and outputs the same to the first battery and the step-down circuit, The step-down circuit steps down the first DC voltage to the second DC voltage whose voltage is lower than the first DC voltage, and outputs the second DC voltage to the second battery. In the electric mode, the AC/DC conversion circuit will come from the The first DC voltage of the first battery Converting to the alternating voltage, and outputting and driving the rotor stator unit to operate; and a heat dissipating unit disposed on the metal casing unit. The vehicular motor of the built-in charging control function of claim 1, wherein the metal casing unit comprises a ring wall disposed about an axis, and a front side of the ring wall respectively connected along the axis a rotor and a rear wall, the rotor stator unit includes a rotating shaft extending along the axis and rotatable around the front wall for interlocking with the power transmission module, a rotor portion disposed on the rotating shaft, and A stator portion surrounding the rotor portion and disposed inside the ring wall. The vehicular motor of the built-in charging control function of claim 2, wherein the heat dissipating unit comprises a heat dissipating fin disposed on the rear wall. The vehicular motor of the built-in charging control function of claim 2, wherein the heat dissipating unit comprises a metal plate connected to the inner side of the ring wall and disposed on the high thermal conductive substrate, and a metal plate extending through the ring wall and the metal a guide hole of the board, the control module is disposed on the metal board. The vehicular motor of the built-in charging control function of claim 2, wherein the heat dissipating unit comprises a metal plate connected to the inner side of the ring wall and disposed on the high thermal conductive substrate, and two guiding holes penetrating the ring wall The control module is disposed on the rear wall. A vehicle motor having a built-in charging control function according to claim 1, wherein the AC/DC converting circuit has at least one transistor, and the step-down circuit has at least one transistor. The vehicle motor of the built-in charging control function according to claim 6, wherein the transistor of the AC/DC conversion circuit is an insulated gate bipolar transistor, and the transistor of the step-down circuit is an insulated gate bipolar transistor. The vehicular motor of the built-in charging control function of claim 6, wherein the transistor of the AC/DC converting circuit is a GaN power component, and the transistor of the buck circuit is a GaN power component. A vehicular motor having a built-in charging control function according to claim 1, wherein the high thermal conductive metal plate is a ceramic plate or a surface insulating metal plate.