WO2021109980A1 - Drivetrain system for an electrified vehicle and method of cooling the drivetrain system - Google Patents

Drivetrain system for an electrified vehicle and method of cooling the drivetrain system Download PDF

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Publication number
WO2021109980A1
WO2021109980A1 PCT/CN2020/133069 CN2020133069W WO2021109980A1 WO 2021109980 A1 WO2021109980 A1 WO 2021109980A1 CN 2020133069 W CN2020133069 W CN 2020133069W WO 2021109980 A1 WO2021109980 A1 WO 2021109980A1
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WO
WIPO (PCT)
Prior art keywords
coolant
cooling
cooling channel
power inverter
reducer
Prior art date
Application number
PCT/CN2020/133069
Other languages
English (en)
French (fr)
Inventor
Yejin JIN
Kai Chen
Guoqiang Sun
Original Assignee
Valeo Powertrain (shanghai) Co., Ltd.
Priority date (The priority date 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 date listed.)
Filing date
Publication date
Application filed by Valeo Powertrain (shanghai) Co., Ltd. filed Critical Valeo Powertrain (shanghai) Co., Ltd.
Priority to EP20896808.1A priority Critical patent/EP4082099A4/en
Priority to JP2022533144A priority patent/JP2023504664A/ja
Publication of WO2021109980A1 publication Critical patent/WO2021109980A1/en

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/30—Structural association with control circuits or drive circuits
    • H02K11/33—Drive circuits, e.g. power electronics
    • 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
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • B60K11/04—Arrangement or mounting of radiators, radiator shutters, or radiator blinds
    • 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
    • B60K11/02—Arrangement in connection with cooling of propulsion units with liquid cooling
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K5/00—Casings; Enclosures; Supports
    • H02K5/04—Casings or enclosures characterised by the shape, form or construction thereof
    • H02K5/20—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium
    • H02K5/203—Casings or enclosures characterised by the shape, form or construction thereof with channels or ducts for flow of cooling medium specially adapted for liquids, e.g. cooling jackets
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K9/00—Arrangements for cooling or ventilating
    • H02K9/19—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil
    • H02K9/197—Arrangements for cooling or ventilating for machines with closed casing and closed-circuit cooling using a liquid cooling medium, e.g. oil in which the rotor or stator space is fluid-tight, e.g. to provide for different cooling media for rotor and stator
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K2213/00—Specific aspects, not otherwise provided for and not covered by codes H02K2201/00 - H02K2211/00
    • H02K2213/03—Machines characterised by numerical values, ranges, mathematical expressions or similar information
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K7/00—Arrangements for handling mechanical energy structurally associated with dynamo-electric machines, e.g. structural association with mechanical driving motors or auxiliary dynamo-electric machines
    • H02K7/10—Structural association with clutches, brakes, gears, pulleys or mechanical starters
    • H02K7/116—Structural association with clutches, brakes, gears, pulleys or mechanical starters with gears
    • 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
    • Y02T10/62—Hybrid vehicles
    • 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
    • Y02T10/64—Electric machine technologies in electromobility

Definitions

  • Embodiments of the present disclosure relate generally to a drivetrain system for an electrified vehicle and a method of cooling the drivetrain system.
  • Electrified vehicles such as BEV (Battery Electric Vehicle) , HEV (Hybrid Electric Vehicle) , PHEV (Plug-in Hybrid Electric Vehicle) , Range extended EV, FCEC (Fuel Cell Electric Vehicle) etc., electrified vehicles that combine a relatively efficient combustion engine with an electric drive motor.
  • Electrified vehicles can include components, particularly the drivetrain system, that generate heat. Excessive heat build-up can cause performance degradation or damage to the components.
  • a drivetrain system for an electrified vehicle comprises an electric motor comprising a rotor and a stator; a power inverter configured for supplying the stator with electric energy; a reducer configured for receiving torque provided by the rotor and comprising a transmission shaft; the electric motor, the power inverter and the reducer are integrated as a drivetrain assembly.
  • the drivetrain system further comprises: a cooling circuit connecting with the drivetrain assembly, configured for being flowed through with coolant and distributing the coolant throughout the drivetrain assembly; the cooling circuit comprising a cooling channel arranged inside the power inverter, the cooling channel comprising a coolant retaining section for retaining the coolant from the cooling circuit, an inlet for receiving the coolant and an outlet for discharging the coolant.
  • the drivetrain system further comprises a mechanical pumping component connecting with the cooling circuit and driven by the transmission shaft for transferring the coolant to the cooling channel.
  • the mechanical pumping component is positioned at the same side of the electric motor, or at the other side of the reducer than the electric motor.
  • auxiliary heat transferring elements are provided within the cooling channel.
  • the auxiliary heat transferring elements comprises at least one spikes, extruded walls or the combination thereof.
  • a thermal mass is provided with the electric motor, the reducer or the both, the power inverter is mechanically mounted on the electric motor or the reducer or the both so as to benefit from the thermal mass to dissipate heat into therein through the cooling channel of the inverter and the coolant retained in the coolant retaining section and the auxiliary heat transferring elements in it increasing further heat transfer to the thermal mass.
  • cooling fins are provided onto an outer surface of the electric motor, the reducer, or both of the electric motor and reducer, the power inverter is mechanically mounted on the electric motor or the reducer or the both so as to benefit from the cooling fins to dissipate heat into therein through the cooling channel and the coolant retained in the coolant retaining section and the auxiliary heat transferring elements in it increasing further heat transfer to the cooling fins.
  • the cooling channel is configured as a loop forming along an inner circumference periphery of the power inverter, the inlet and the outlet are positioned at a top end of the cooling channel in a gravitational orientation.
  • the cooling channel is configured as a serpentine-shaped channel within an accommodating space of the power inverter.
  • the cooling channel is configured as a spiral-shaped channel within an accommodating space of the power inverter.
  • the cooling channel is configured as a Z-shaped channel within an accommodating space of the power inverter.
  • a method of cooling a drivetrain system for an electrified vehicle comprising a drivetrain assembly integrated by an electric motor, a power inverter and a reducer.
  • the method comprises: providing a cooling circuit connecting with the drivetrain assembly and configured for being flowed through with coolant so as to distribute the coolant throughout the drivetrain assembly; and providing the cooling circuit with a cooling channel arranged inside the power inverter and further providing the cooling channel with a coolant retaining section so as to retain coolant therein.
  • the method further comprises providing a mechanical pumping component connecting with the cooling circuit and driven by one transmission shaft of the drivetrain assembly for transferring the coolant to the cooling channel.
  • the method further comprises providing auxiliary heat transferring elements within the cooling channel so as to promote the heat disposition from the power inverter.
  • the auxiliary heat transferring elements comprising at least one spikes, extruded walls or the combination thereof.
  • the method further comprises providing a thermal mass with the electric motor, the reducer or the both, wherein the power inverter is mechanically mounted on the electric motor or the reducer or the both so as to benefit from the thermal mass to dissipate heat into therein through the cooling channel of the inverter and the coolant retained in the coolant retaining section and the auxiliary heat transferring elements in it increasing further heat transfer to the thermal mass.
  • the method further comprises providing cooling fins onto the outer surface of the electric motor, the reducer, or both of the electric motor and reducer, wherein the power inverter is mechanically mounted on the electric motor or the reducer or the both so as to benefit from the cooling fins to dissipate heat into therein through the cooling channel of the inverter and the coolant retained in the coolant retaining section and the auxiliary heat transferring elements in it increasing further heat transfer to the cooling fins.
  • the method further comprises forming the cooling channel as a loop along an inner circumference periphery of the power inverter, positioning an inlet and an outlet of the cooling channel at a top end of the cooling channel in a gravitational orientation.
  • the method further comprises forming the cooling channel as a serpentine-shaped channel within an accommodating space of the power inverter.
  • the method further comprises forming the cooling channel as a spiral-shaped channel within an accommodating space of the power inverter.
  • the method further comprises forming the cooling channel as a Z-shaped channel within an accommodating space of the power inverter.
  • FIG. 1 is a schematic view of a drivetrain system in accordance with an exemplary aspect of the present disclosure
  • FIG. 2 is a schematic view of a drivetrain system in accordance with another exemplary aspect of the present disclosure
  • FIG. 3 is a schematic view of a power inverter of the drivetrain system in accordance with an exemplary aspect of the present disclosure
  • FIG. 4 is a schematic view of one exemplary cooling channel of the power inverter shown in FIG. 3;
  • FIG. 5 is a schematic view of another exemplary cooling channel of the power inverter shown in FIG. 3;
  • FIG. 6 is a schematic view of another exemplary cooling channel of the power inverter of the present disclosure.
  • FIG. 7 is a schematic view of another exemplary cooling channel of the power inverter of the present disclosure.
  • FIG. 8 is a schematic view of another exemplary cooling channel of the power inverter of the present disclosure.
  • FIG. 9 shows a thermal mass and one exemplary power inverter with the cooling channel of FIG. 8;
  • FIG. 10 shows cooling fins and one exemplary power inverter comprising the cooling channel of FIG. 8;
  • FIG. 11 shows a thermal mass and another exemplary power inverter comprising the cooling channel of FIG. 8 with spikes
  • FIG. 12 is a flow diagram of a method of cooling a drivetrain system in accordance with an exemplary aspect of the present disclosure.
  • FIGs 1 to 2 show a drivetrain system 101, 102 in accordance with embodiments of the present disclosure. More particularly, for the embodiment of FIG. 1, the drivetrain system 101 comprises a drivetrain assembly 1 which is generally integrated with a power inverter 3 (as shown in FIG. 3) , an electric motor 2 and a reducer 4.
  • the drivetrain assembly 1 as shown is therefore a single unit.
  • the electric motor 2 can be a synchronous motor or an asynchronous motor. When it is a synchronous motor, it may include a wound rotor or a permanent magnet rotor.
  • the nominal power supplied by the electric motor can be between 10 KW and 60KW, for example, of the order of 15 KW, for a nominal supply voltage of 48V to 350V, or up to 800V for higher power. In the case of an electric motor adapted to a high voltage supply, the nominal power supplied by this electric motor may be 60 KW.
  • the electric motor 2 is a synchronous motor with permanent magnets, providing a nominal power between 10 KW and 60 KW.
  • the electric motor 2 can include a stator with a three-phase winding, or a combination of two three-phase windings or five-phase windings.
  • the reducer 4 is coupled to the electric motor 2.
  • the reducer 4 can transform the electric motor’s high speed, low torque to low speed, high torque.
  • the reducer 4 may comprise two or more gears, with one of the gears driven by the electric motor 2 for instance, for torque increase via speed reduction.
  • the reducer 4 may further comprise a transmission shaft 41, i.e., an intermediate shaft, linking a driving gear driven by one transmission shaft of the electric motor (not shown) and another gear of larger diameter coupled to a driven mechanical load (not shown, e.g., vehicle wheel shafts) .
  • the electric motor 2 and the reducer 4 are designed with high thermal capacity.
  • the power inverter 3 (as shown in FIG. 3) is attached by the electrical wires to the electric motor 2 and mechanically to a wall of the electric motor 2 or to a wall of the reducer 4 or to both walls of the electric motor 2 and the reducer 4.
  • the power inverter 3 converts the direct current ( “DC” ) supplied by an electrical energy storage unit (not shown) providing with the electric energy of a nominal voltage to the alternating current ( “AC” ) used to the electric motor 2.
  • the power inverter 3 can be, without limitation, field effect transistors ( “FETs” ) , metal oxide semiconductor field effect transistors ( “MOSFETs” ) or insulated gate bipolar transistors ( “IGBTs” ) .
  • FETs field effect transistors
  • MOSFETs metal oxide semiconductor field effect transistors
  • IGBTs insulated gate bipolar transistors
  • the electric motor 2 is contained in a first housing 11, and the reducer 4 is contained in a second housing 12.
  • the first housing 11 or the second housing 12 can be one-piece or be formed by the assembly of housing sub-parts together.
  • the first housing 11 and the second housing 12 can be rigidly fixed together, for example by means of screws.
  • a sealing wall is here provided between the first housing 11 and the second housing 12.
  • Cooling fins 91, 92 are provided for the heat dissipation towards the outside of the drivetrain assembly 1.
  • the cooling fins 91, 92 are carried by the outer surface of the first and second housing 11, 12. These cooling fins 91, 92 are for example made in one piece with the first and second housing 11, 12. These cooling fins 91, 92 allow to increase the outer surface of the first and second housing 11, 12, and thus promote the heat dissipation to the outside of the drivetrain assembly 1 via the first and second housing 11, 12.
  • the entire outer surface of the first housing 11 and the entire outer surface of the second housing 12 may carry cooling fins 91, 92.
  • the cooling fins 91, 92 may be arranged in rows, and a pitch, constant or not, may exist between two adjacent rows. These rows may or may not all have the same orientation. Where appropriate, the same fins may extend firstly to the first housing 11 and secondly to the second housing 12.
  • a cooling circuit 5 being flowed through with coolant is provided for distributing the coolant throughout the drivetrain assembly 1.
  • the coolant flowing in the cooling circuit 5 can be for example oil, water, or water based coolant.
  • a mechanical pumping component 6 is provided within the cooling circuit 5.
  • the mechanical pumping component 6 can be a gerotor pump which can promote a coolant flowing within the cooling circuit 5.
  • the mechanical pumping component 6 is in connection with the drivetrain assembly 1 and configured for transferring the coolant into the drivetrain assembly, particularly into the power inverter 3, via one section 51 provided by the cooling circuit 5, and recovering the coolant from the drivetrain assembly, particularly from the reducer 4 via another section 52 provided by the cooling circuit 5.
  • the sections 51, 52 are arranged outside of the drivetrain assembly 1.
  • the mechanical pumping component 6 is mechanically connected with one end of the transmission shaft 41 so that the mechanical pumping component 6 may be driven by the mechanical power from a rotary shaft. It can be understood that the mechanical power generated by the rotary shaft may be fully utilized and there is no need of an additional power source for driving a pump (e.g., using electric power for driving an electrical pump) positioned in the cooling circuit for transferring the coolant, which will cause less energy, less cost and smaller space by removing a dedicated motor.
  • a pump e.g., using electric power for driving an electrical pump
  • the exemplary system 101 described herein is by way of example only.
  • the mechanical pumping component 6 can be mechanically connected with another end of the transmission shaft 41 (e.g., the exemplary system 102 as shown in FIG. 2) , depending on different assembly conditions and needs, so as to well used the rotation power of the shafts inside the drivetrain assembly 1.
  • FIG. 3 shows a power inverter 3 of the drivetrain system in accordance with one embodiment of the present disclosure.
  • a longitudinal orientation L corresponding to the axis of the power inverter 3, a transverse orientation T and a vertical orientation V corresponding to the gravitational orientation are provided.
  • a cooling channel 33 is provided by the cooling circuit 5.
  • the cooling channel 33 comprises an inlet 31 for receiving the coolant from the mechanical pumping component 6 and an outlet 32 for discharging the coolant.
  • the cooling channel 33 comprises a coolant retaining section 35 so that there would be coolant within the cooling channel whether the mechanical pumping component 6 is working or not. Accordingly, the cooling channel 33 can be always kept cooling by means of the coolant flowed or remained within the cooling channel 33 by the gravitational effect.
  • the cooling channel 33 positioned within the radial surface of the power inverter 3 and formed along an inner circumference periphery of the power inverter is basically an annular loop.
  • the inlet and outlet 31, 32 are positioned at a top end provided with the cooling channel 33, 331 in a gravitational orientation.
  • the inlet and outlet 31, 32 can be further arranged in a horizontal plane, or there can be slight height difference.
  • coolant retaining section 35, 351 is formed in a lower portion of the cooling channel 33, 331 along the gravitational orientation. Thanks to the high thermal weight of the reducer and/or the electric motor, and the remaining the coolant ensuring the heat transfer, the inverter can continue to be cooled down even if the mechanical pumping system is at stop or is working at very low flow.
  • the mechanical pumping component 6 such as a gerotor pump
  • a constant volume of coolant will be transferred from the gerotor pump to the cooling channel 33, 331 in the power converter 3.
  • the coolant enters the cooling channel via the inlet 31, flows through the cooling channel and exits the cooling channel via the outlet 32.
  • the heat from the power inverter 3 is therefore dissipated by the flowing of the coolant.
  • FIGs 4 and 5 show different exemplary cooling channels 33, 331.
  • Auxiliary heat transferring elements are provided within the cooling channel 33, 331 so as to provide additional heat dissipation to the high thermal capacity components, i.e., the reducer and the electrical motor, for example in the circumstances that the gerotor pump operates in a low speed or a rest state.
  • the auxiliary heat transferring elements can be several metallic spikes 34 as shown in FIG. 5, or extruded walls 341 as shown in FIG. 6, or the combination of spikes 34 and extruded walls 341.
  • the auxiliary heat transferring elements are made of thermal material, for example aluminum.
  • the cooling channel 332 is designed as a spiral shape.
  • An inlet 312 is provided at the central of the shape and an outlet 322 is provided at the outer edge of the shape.
  • a coolant retaining section 352 is formed between the inlet 312 and outlet 322.
  • the cooling channel 333 is designed as a serpentine shape.
  • An inlet 313 is provided at a bottom section of the shape and an outlet 323 is provided at a top section of the shape.
  • a coolant retaining section 353 is formed between the inlet 313 and outlet 323.
  • the cooling channel 334 is designed as a Z shape in a radial plane. Both an inlet 314 and an outlet 324 are provided at a top section of the shape. A coolant retaining section 354 is formed at a bottom section of the shape.
  • cooling channels 33, 331, 332, 333, 334 described herein is by way of example only. Rather than these shapes as illustrated herein, other shapes of cooling channel that are possible to keep coolant therein so as to have minimum air inside when the coolant pump has very low flow rate should be included.
  • the power inverter 3 containing the cooling channel for example, the exemplary cooling channel 334 as shown in FIG. 8, can be in contact with a big thermal mass, such as the electric motor 2, or the reducer 4, or both of the electric motor 2 and the reducer 4.
  • the exemplary cooling channel 334 can be in contact with the cooling fins 91, 92 arranged onto the outer surface of the electric motor 2, or the reducer 4, or both of the electric motor 2 and the reducer 4.
  • the remaining coolant in the cooling channel 334 can ensure the heat transferring from the power inverter 3, further, the heat from the power inverter 3 can be further dissipated by the big thermal mass or the cooling fins.
  • auxiliary cooling elements such as spikes 34
  • the cooling channel like the exemplary Z-shaped cooling channel 334 for additional heat dissipation to the big thermal mass (as shown) or to the cooling fins.
  • the distance d between the spikes and surface of the cooling channel towards to the thermal mass or the cooling fins shall be minimized, so that there would be increased heat dissipation area and higher heat conducting efficiency.
  • FIG. 12 a flow diagram is provided of an exemplary method 200 of cooling a drivetrain system in accordance with an exemplary aspect of the present disclosure.
  • the exemplary method 200 may be used to cool the exemplary drivetrain system 101, 102 described above with reference to FIGs 1 through 2.
  • the exemplary method 200 includes step 201 of providing a cooling circuit connecting with the drivetrain assembly and configured for being flowed through with coolant so as to distribute the coolant throughout the drivetrain assembly.
  • the drivetrain assembly is integrated with an electric motor, a power inverter and a reducer.
  • the exemplary method 200 additionally includes step 202 of providing the cooling circuit with a cooling channel arranged inside the power inverter and further providing the cooling channel with a coolant retaining section allowing to maintain heat dissipation to the thermal mass like motor and/or reducer, or to the cooling fins provided by the outer surface of motor and/or reducer, so as to remove heat from the power inverter.
  • the exemplary method 200 includes step 203 of providing at least one spikes, extruded walls or the combination thereof within the cooling channel so as to promote the heat dissipation from the power inverter.
  • the exemplary method 200 includes step 204 of forming the cooling channel as a loop along an inner circumference periphery of the power inverter, and positioning an inlet and an outlet of the cooling channel at a top end of the cooling channel in a gravitational orientation; or forming the cooling channel as a serpentine-shaped channel, a spiral-shaped channel or a Z-shaped channel within an accommodating space of the power inverter.
  • the shapes of the cooling channel and the positons of the inlet and outlet of the cooling channel help to form the coolant retaining section within the cooling channel.
  • the exemplary method 200 includes step 205 of providing a mechanical pumping component connecting with the cooling circuit and driven by one transmission shaft of the drivetrain assembly.
  • the transmission shaft can be a rotary shaft driving the electric motor or the reducer.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Power Engineering (AREA)
  • Microelectronics & Electronic Packaging (AREA)
  • Motor Or Generator Cooling System (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Cooling, Air Intake And Gas Exhaust, And Fuel Tank Arrangements In Propulsion Units (AREA)
  • Arrangement Or Mounting Of Propulsion Units For Vehicles (AREA)
PCT/CN2020/133069 2019-12-02 2020-12-01 Drivetrain system for an electrified vehicle and method of cooling the drivetrain system WO2021109980A1 (en)

Priority Applications (2)

Application Number Priority Date Filing Date Title
EP20896808.1A EP4082099A4 (en) 2019-12-02 2020-12-01 DRIVE SYSTEM FOR AN ELECTRIFIED VEHICLE AND METHOD FOR COOLING THE DRIVE SYSTEM
JP2022533144A JP2023504664A (ja) 2019-12-02 2020-12-01 電動車両用の駆動系システム、および駆動系システムを冷却する方法

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
CN201911213242.8 2019-12-02
CN201911213242.8A CN112977046A (zh) 2019-12-02 2019-12-02 用于电动车辆的传动系统和冷却该传动系统的方法

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WO2021109980A1 true WO2021109980A1 (en) 2021-06-10

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JP (1) JP2023504664A (ja)
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