WO2024210876A2

WO2024210876A2 - An inverter for optimizing the energy used in electric vehicles

Info

Publication number: WO2024210876A2
Application number: PCT/TR2024/050368
Authority: WO
Inventors: Birol ERENTURK; Ahmetcan URALCAN; Enver AYDIN; Mustafa KARAKURT; Emre CAMLIBEL; Osman YUCEL; Ahmetcan AKUZ; Hakan Sarac; Zihni Burcay SARIBAY; Kaan TUTEK; Taner YAZICI
Original assignee: Tuerkiyenin Otomobili Girisim Grubu Sanayi ve Ticaret AS
Current assignee: Tuerkiyenin Otomobili Girisim Grubu Sanayi ve Ticaret AS
Priority date: 2023-04-07
Filing date: 2024-04-05
Publication date: 2024-10-10
Anticipated expiration: 2025-10-07
Also published as: WO2024210876A3

Abstract

The present invention relates to an inverter (1) which converts the DC energy stored in the electric vehicle battery into the AC current required for motor -that is at different values of current and voltage- to operate depending on the features of the vehicle, and optimizes the energy used during the conversion.

Description

AN INVERTER FOR OPTIMIZING THE ENERGY USED IN ELECTRIC VEHICLES

Technical Field

The present invention relates to an inverter which converts the DC energy stored in the electric vehicle battery into the AC current required for motor -that is at different values of current and voltage- to operate depending on the features of the vehicle, and optimizes the energy used during the conversion.

Background of the Invention

In electric vehicles, the energy required for motor to operate is stored as DC (direct current) on the battery. However, in order for the said vehicle motor to use the stored energy, AC (alternating current) conversion must be carried out. It is known that in current applications, in order for the said conversion to be carried out, a liquid-cooled inverter located in a vehicle which comprises a transistor is used. The operation of the motor is ensured by instantaneously drawing DC current with high amplitude and frequency from the battery via the inverters used to convert it into AC current. However, in the said applications, in areas where different electric motors such as land vehicles, air vehicles, and/or vessels are used for the electric motor to operate at the desired speed and torque, control of the transmitted current cannot be provided, and the speed and torque value required for any vehicle with an electric motor to operate depending on the features cannot be obtained.

For this reason, in the state of the art, there is a need for an inverter which controls current and voltage values transmitted during conversion of DC current stored in the batteries of electric vehicles into AC current required for motor to operate through a predetermined control algorithm; enables to carry out transmitted energy over the capacitors; has filter blocks that reduce the noise generated on the capacitors used; and realizes direct connection of the converted current to the motor phases.

The International patent document no. W02020202946, an application included in the state of the art, discloses a control and converter unit system for electric vehicle motors. The invention comprises a converter unit, a housing, a circuit board placed in the housing, a cover mounted on the case to protect the wiring connecting the circuit board to an external power supply device from external factors. The related case comprises an opening on one side in the first direction and a bottom surface positioned on the first direction on its other side and orthogonal to the first direction, and an open-end surface formed by an end surface that surrounds the outer periphery of the case. At least a part of the open-end surface is inclined with respect to the bottom surface.

Summary of the Invention

An object of the present invention is to realize an inverter which converts the DC energy stored in the electric vehicle battery into the AC current required for motor that is at different values of current and voltage to operate depending on the features of the vehicle, and optimizes the energy used during the conversion.

Detailed Description of the Invention

“An Inverter for Optimizing the Energy Used in Electric Vehicles” realized to fulfil the objective of the present invention is shown in the figure attached, in which:

Figure 1 is an exploded view of an inverter for optimizing the energy used in the inventive electric vehicles. The components illustrated in the figures are individually numbered, where the numbers refer to the following:

1. Inverter

2. Inverter Bottom Cover

3. Inverter Top Cover

4. HV Connection Cover

5. Mainboard

6. Transistor

7. Cooling Channel

8. Flux Concentrator Core

9. Capacitor

10. Input Busbar

11. Output Busbar

The inventive inverter (1) for optimizing the conversion of DC energy stored in electric vehicle motors into AC current, comprises at least one inverter bottom cover (2) which enables to protect the elements placed inside thereof from external influences; at least one inverter top cover (3) which enables to protect the elements placed inside thereof from external influences and is placed so as to correspond to the inverter bottom cover (2); and at least one HV connection cover (4) which is located on the inverter top cover (3) and allows connection to the area remaining inside the inverter bottom and top covers (2, 3); at least one mainboard (5) which enables the switching of the transistors located inside by communicating with the external parts within the vehicle, and enables the operation of a predetermined control algorithm by processing the data received from the sensors; at least one transistor (6) which allows current to pass through it by means of its conductive structure by being used in electronic circuits, and is configured to provide voltage and current gain by increasing the current and voltage related to the current passing through it; at least one cooling channel (7) which enables the rejection of the heat generated on the mainboard (5) and the transistor (6) by being located on the lower part of the mainboard (5) and the transistor (6); at least one flux concentrator core (8) which enables the values such as peak current value, current sensitivity, reaction rate to be converted into appropriate current values on the mainboard (5) by determining and evaluating the instantaneous values of the currents passing through the electric vehicle motor; at least one capacitor (9) which is designed by considering the required current demand, battery voltage and unit mechanics of the elements; at least one input busbar (10) which realizes a connection over the battery of the electric vehicle to the capacitor (9) by realizing connection to the HV connection cover (4); and at least one output busbar (11) which enables the current generated in the electric vehicle to be delivered to the motor phase connection points of the electric vehicle.

The inverter bottom cover (2) included in the inventive inverter (1) enables to protect the elements therein from external influences by being complemented by the inverter top cover (3) in such a way that they correspond to each other, and to reject the heat generated by the elements therein.

The inverter top cover (3) included in the inventive inverter (1) enables to protect the elements therein from external influences by being complemented by the inverter bottom cover (2) in such a way that they correspond to each other, and to reject the heat generated by the elements therein. The inverter top cover (3) has at least one HV connection cover (4) thereon, and enables an external connection to be established to the closed container formed together with the inverter bottom cover (2). Therefore, it is ensured that both the elements are protected and the unit is cooled from the metal body in the closed container formed with the help of the bottom and top covers (2, 3).

The HV connection cover (4) included in the inventive inverter (1) is located on the inverter top cover (3), and enables the connection of the positive and negative connection cables coming out from at least one battery of the electric vehicle. In the preferred embodiment of the invention, the HV connection cover (4) comprises an HV interlock connector that allows the positive and negative connection cables coming out of the battery to be connected onto it. Therefore, the connection of the cables coming out from the battery is established inside the closed container formed by the inverter bottom and top covers (2, 3).

The mainboard (5) included in the inventive inverter (1) is configured to enable the control of the transistor (6) switching by processing the data received from the sensors and operating it on a predetermined control algorithm by being located in the closed container formed by using the bottom and top cover (2, 3) of the inverter. Therefore, it is ensured that the control of the currents and voltages generated on the transistors (6) is achieved with the help of a single mainboard (5).

The transistor (6) included in the inventive inverter (1) is an IGBT transistor (Insulated - Gate Bipolar Transistor) configured to obtain gain by increasing the voltage and current passing through it. The transistor (6) is in connection with the mainboard (5), and enables the current and voltage passing through it to be controlled via a control algorithm operated by the mainboard (5) by monitoring the current and voltage passing through it.

The cooling channel (7) included in the inventive inverter (1) is a liquid-cooled channel that allows the heat generated on the transistor (6) to be rejected. In the preferred embodiment of the invention, the cooling channel (7) allows the heat generated on the transistor (6) to be rejected by being located at the bottom of the transistor (6). Therefore, it is ensured that the heat generated during the operation of the transistor (6) is rejected from a small package via the cooling channel (7).

The flux concentrator core (8) included in the inventive inverter (1) comprises a sensor that enables the mainboard (5) to operate the control algorithm during the conversion of the DC current received from the battery into AC current, and to perform instantaneous current measurements such as peak current value, current sensitivity, reaction rate. The flux concentrator core (8) enables to convert the measurements related to the concentrated magnetic flux it receives by means of the sensors it has, into current values via the mainboard (5). Therefore, it is ensured that the current values related to the motor phases that enable the control algorithm of the mainboard (5) to be operated are transmitted to the mainboard (5) by determining them.

The capacitor (9) included in the inventive inverter (1) is a DC-Link capacitor capable of storing electric charge and providing specific currents, by considering the required current demand, battery voltage, operating temperature and unit mechanics. Therefore, with the help of the capacitor (9) formed, it is ensured that the noise emission to the environment is prevented and the lifespan of the transistor (6) is extended by operating with the switching principle of the electronic load at high frequency during the operation of the inverter (1).

The input busbar (10) included in the inventive inverter (1) enables the control of the electrical energy coming from the battery of the vehicle and passing through it by ensuring the connection of the capacitor (9). In the preferred embodiment of the invention, there are at least two input busbars (10) for realizing the connection between the HV connection and the DC link capacitor (9) by being located in the part where the HV connection cover (4) is located. The input busbar (10) has a filter block located thereon and prevents the generation of noise on the HV connection cover (4). The input busbar (10) has at least one flux concentrator core (8) on each connection, and enables the damping of electronic noise generated by the current passing through it.

The output busbar (11) included in the inventive inverter (1) enables the controlled current created to be transmitted to the motor phases of the vehicle by operating the control algorithm via the mainboard (5). In the preferred embodiment of the invention, the output busbar (11) has a connector that allows the position sensor of the electric motor to be connected thereto.

Industrial Application of the Invention

The inventive inverter (1) enables the conversion of the DC energy current stored on the battery of electric vehicles, into the AC current required for motor to operate. A closed container is formed to protect the elements inside the inverter (1) from external influences and to allow the rejection of the heat generated inside by joining the bottom and top connection covers (2, 3) in such a way that they correspond to each other. The connection of the positive and negative connection cables coming out from the battery is established inside the closed container via the HV connection cover (4) on the top connection cover (3). By means of the connection established via the HV connection cover (4), it is ensured that the DC current received from the battery is transmitted into the inverter (1). The mainboard (5) processes the current and voltage data received from the transistors (6) over a predetermined control algorithm by being located inside the closed container and controls the operation of the transistors (6). The transistor (6) is configured to provide a gain by amplifying the voltage and current values passing through it and it is controlled by the mainboard (5). It is ensured that the heat generated on the transistors (6) is rejected via a cooling channel (7) placed at the bottom of the transistors (6). The flux concentrator core (8) transmits the measurements to the mainboard (5) by converting them into current values in such a way that they can be used on the mainboard (5) by enabling the measurements of the current values such as instantaneous peak current value, current sensitivity, reaction speed which are required for the control algorithm carried out during the conversion of the DC current into AC current by the mainboard (5). The capacitor (9) enables the electric charge to be stored on it depending on the current demand, battery voltage, operating temperature and unit mechanics required for the motor to operate thereon. The input busbar (10) enables the control of the electrical energy passing through it by ensuring the connection of it over the battery into the closed container formed by the bottom and top inverter covers (2, 3). It is ensured that the connection of the energy converted into AC current to the motor phases is realized by controlling the current passing through the output busbar (11) via the mainboard (5). Furthermore, there is a connector located on the output busbar (11) that allows the position sensor of the electric motor to be connected, and it enables the related data to be shared with the mainboard (5).

Within these basic concepts; it is possible to develop various embodiments of the inventive “An Inverter for Optimizing the Energy Used in Electric Vehicles (1)”; the invention cannot be limited to examples disclosed herein and it is essentially according to claims.

Claims

1. An inverter (1) for optimizing the energy used in electric vehicles; comprising at least one inverter bottom cover (2) which enables to protect the elements placed inside thereof from external influences; at least one inverter top cover (3) which enables to protect the elements placed inside thereof from external influences and is placed so as to correspond to the inverter bottom cover (2); at least one mainboard (5) which enables the switching of the transistors located inside by communicating with the external parts within the vehicle, and enables the operation of a predetermined control algorithm by processing the data received from the sensors; at least one transistor (6) which allows current to pass through it by means of its conductive structure by being used in electronic circuits, and is configured to provide voltage and current gain by increasing the current and voltage related to the current passing through it; and at least one cooling channel (7) which enables the rejection of the heat generated on the mainboard (5) and the transistor (6) by being located on the lower part of the mainboard (5) and the transistor (6); and characterized by at least one HV connection cover (4) which is located on the inverter top cover (3) and allows connection to the area remaining inside by the inverter bottom and top covers (2, 3); at least one flux concentrator core (8) which enables the values such as peak current value, current sensitivity, reaction rate to be converted into appropriate current values on the mainboard (5) by determining and evaluating the instantaneous values of the currents passing through the electric vehicle motor; at least one capacitor (9) which is designed by considering the required current demand, battery voltage and unit mechanics of the elements; at least one input busbar (10) which realizes a connection over the battery of the electric vehicle to the capacitor (9) by realizing connection to the HV connection cover (4); and at least one output busbar (11) which enables the current generated in the electric vehicle to be delivered to the motor phase connection points of the electric vehicle.

2. An inverter (1) according to Claim 1; characterized by the inverter bottom cover (2) which enables to protect the elements therein from external influences by being complemented by the inverter top cover (3) in such a way that they correspond to each other, and to reject the heat generated by the elements therein.

3. An inverter (1) according to Claim 1 or 2; characterized by the inverter top cover (3) which enables to protect the elements therein from external influences by being complemented by the inverter bottom cover (2) in such a way that they correspond to each other, and to reject the heat generated by the elements therein.

4. An inverter (1) according to any one of the preceding claims; characterized by the inverter top cover (3) which has at least one HV connection cover (4) thereon, and enables an external connection to be established to the closed container formed together with the inverter bottom cover (2).

5. An inverter (1) according to any one of the preceding claims; characterized by the HV connection cover (4) which is located on the inverter top cover (3), and enables the connection of the positive and negative connection cables coming out from at least one battery of the electric vehicle.

6. An inverter (1) according to any one of the preceding claims; characterized by the HV connection cover (4) which comprises an HV interlock connector that allows the positive and negative connection cables coming out of the battery to be connected onto it.

7. An inverter (1) according to any one of the preceding claims; characterized by the mainboard (5) which is configured to enable the control of the transistor (6) switching by processing the data received from the sensors and operating it on a predetermined control algorithm by being located in the closed container formed by using the bottom and top cover (2, 3) of the inverter.

8. An inverter (1) according to any one of the preceding claims; characterized by the transistor (6) which is an IGBT transistor configured to obtain gain by increasing the voltage and current passing through it.

9. An inverter (1) according to any one of the preceding claims; characterized by the transistor (6) which is in connection with the mainboard (5), and enables the current and voltage passing through it to be controlled via a control algorithm operated by the mainboard (5) by monitoring the current and voltage passing through it.

10. An inverter (1) according to any one of the preceding claims; characterized by the cooling channel (7) which is a liquid-cooled channel that allows the heat generated on the transistor (6) to be rejected.

11. An inverter (1) according to any one of the preceding claims; characterized by the cooling channel (7) which allows the heat generated on the transistor (6) to be rejected by being located at the bottom of the transistor (6).

12. An inverter (1) according to any one of the preceding claims; characterized by the flux concentrator core (8) which comprises a sensor that enables the mainboard (5) to operate the control algorithm during the conversion of the DC current received from the battery into AC current, and to perform instantaneous current measurements such as peak current value, current sensitivity, reaction rate.

13. An inverter (1) according to any one of the preceding claims; characterized by the flux concentrator core (8) which enables to convert the measurements related to the concentrated magnetic flux it receives by means of the sensors it has, into current values via the mainboard (5).

14. An inverter (1) according to any one of the preceding claims; characterized by the capacitor (9) which is a DC-Link capacitor capable of storing electric charge and providing specific currents, by considering the required current demand, battery voltage, operating temperature and unit mechanics.

15. An inverter (1) according to any one of the preceding claims; characterized by the input busbar (10) which enables the control of the electrical energy coming from the battery of the vehicle and passing through it by ensuring the connection of the capacitor (9).

16. An inverter (1) according to Claim 15; characterized by at least two input busbars (10) for realizing the connection between the HV connection and the DC link capacitor (9) by being located in the part where the HV connection cover (4) is located.

17. An inverter (1) according to any one of the preceding claims; characterized by the input busbar (10) which has a filter block on each unit, and prevents noise generation on the HV connection cover (4).

18. An inverter (1) according to any one of the preceding claims; characterized by the input busbar (10) which has at least one flux concentrator core (8) on each connection, and enables the damping of electronic noise generated by the current passing through it.

19. An inverter (1) according to any one of the preceding claims; characterized by the output busbar (11) which enables the controlled current created to be transmitted to the motor phases of the vehicle by operating the control algorithm via the mainboard (5).

20. An inverter (1) according to Claim 19; characterized by the output busbar (11) which has a connector that allows the position sensor of the electric motor to be connected thereto.