Abstract:
An integrated starter generator device comprising a housing, a stator and a rotor contained within the housing, the device further comprising control electronics operable to configure the device as either a starter or generator and contained entirely within the housing. The device may include a high current terminal having brass and rubber bonded together. The rubber forms both a sealing and an insulating function.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS 
       [0001]    The present application claims priority to International Application No. PCT/GB2009/051204 filed on Sep. 16, 2009, which claims priority to Great Britain Patent Application No. 0817078.9 filed on Sep. 18, 2008. 
     
    
     STATEMENT RE: FEDERALLY SPONSORED RESEARCH/DEVELOPMENT 
       [0002]    Not Applicable 
       BACKGROUND OF THE INVENTION 
       [0003]    The present invention relates to an integrated starter generator (ISG) device comprising a housing, a stator and a rotor contained within the housing. The device is preferably used in motor vehicles but may also be used in other applications. It is preferably mechanically coupled, via a pulley, to the ancillary belt of such a vehicle. 
         [0004]    As the demand for electrical power in vehicles has increased, the trend in alternator (generator) design has been towards greater power capacity. At the same time there has been a requirement to make the alternator housing more compact, such that it takes up less space in the vehicle&#39;s engine bay. 
         [0005]    Furthermore, a growing need for the reduction of fuel consumption by the internal combustion engine has led to the development of the Integrated Starter Generator (ISG), which represents an alternative to the conventional alternator. Like an alternator, the ISG generates electric power when the engine is running, for supplying the vehicle&#39;s electrical system and charging its battery. However, the ISG combines the functions of the conventional alternator/generator with those of the starter motor in a single ISG. Thus, it is capable of being switched from an alternator mode to a starter mode and vice versa. The weight of the ISG is typically less than that of the combined weights of separate alternator and starter motor components and the ISG can automatically stop and then rapidly restart the engine to avoid periods of unnecessary engine idling, such as when a vehicle is waiting at a traffic light. This reduces fuel consumption and exhaust emissions. Furthermore, in starter mode, the ISG is able to spin the engine at higher speeds than a conventional starter motor which further aids in fuel efficient and more reliable starting of the engine. 
         [0006]    Like an alternator, the ISG includes a stator and rotor. However, the dual function of the ISG described above means that it requires other components in addition to those usually found in an alternator. In particular, the ISG includes various electrical components for producing the high current needed for starting the engine. Furthermore, complex electronics are necessary to control efficiently the start-stop function of the ISG or to communicate with the engine management systems of a vehicle. Moreover, the ISG faces the same requirement for compactness as the conventional alternator. 
         [0007]    A typical belt-driven ISG (BISG) has a housing containing a rotor and a stator. The electrical connections for the rotor and stator exit the housing and lead to a separate control unit which is preferably located nearby. The rotor and stator electrical connections typically carry high currents of the order of several hundred amps and in a switched reluctance arrangement are also switched many thousands of times a second during operation. Thus the cabling between the ISG housing and the control unit is bulky, inflexible and heavy because of the high current requirements, and presents a significant EMC challenge due to the rapidly-switched high currents flowing in the cables. Furthermore, the relatively long cabling introduces electrical losses. Also, the need to mitigate these problems by minimizing the length of the cabling and mounting a control unit near to the BISG in what is typically a crowded area of an engine bay, presents further challenges. These aspects of conventional ISGs have hindered the uptake of these devices despite their significant advantages. 
       BRIEF SUMMARY OF THE INVENTION 
       [0008]    According to a first aspect of the present invention there is provided an integrated starter generator device comprising a housing, a stator and a rotor contained within the housing, the device further comprising control electronics operable to configure the device as either a starter or generator and contained entirely within the housing. 
         [0009]    By integrating the control electronics in the housing, the need to run bulky cabling to a separate control unit is removed. Furthermore because the housing is typically manufactured from an electrically conductive material such as aluminum, the EMC generated by the switching currents is further shielded and contained by the well known Faraday-cage effect. 
         [0010]    In a second aspect, the invention provides an integrated starter generator device including a high current terminal for receiving electrical current during the starter mode and for delivering electrical current during the generator mode, the terminal comprising a brass rod passing through an aperture in the device housing wall and a rubber coating bonded to the brass rod, the rubber coating being located between the brass rod and the edge of the aperture and arranged to act as an electrical insulator to insulate the rod from the device housing and also including one or more stepped formations to act as a seal to the edge of the aperture and to locate the terminal in the aperture. 
         [0011]    This arrangement avoids the need for separate sealing components which would add to costs and manufacturing complexity and would introduce additional failure modes. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0012]    Preferred embodiments of the present invention will now be more particularly described, by way of example, with reference to the accompanying drawings in which: 
           [0013]      FIG. 1  shows an integrated starter generator machine (ISG) for the engine of a vehicle; 
           [0014]      FIG. 2  shows a front elevation of the ISG of  FIG. 1 ; 
           [0015]      FIG. 3  shows a rear elevation of the ISG of  FIG. 1 ; 
           [0016]      FIG. 4  shows an internal view of the elevation of  FIG. 3  with the rear cover removed; 
           [0017]      FIG. 5  shows the interior of the housing of the ISG of  FIG. 1  with the front cover removed; 
           [0018]      FIG. 6  shows the top mask layer of a power PCB; 
           [0019]      FIG. 7  shows an internal layer of a power PCB of  FIG. 6 ; 
           [0020]      FIG. 8  shows a sectional view of the ISG of  FIG. 2  along line A-A; 
           [0021]      FIG. 9  shows a sectional view of the ISG of  FIG. 2  along line B-B; 
           [0022]      FIG. 10  shows a sectional view of the ISG of  FIG. 2  along line C-C; 
           [0023]      FIG. 11  shows the interior of the housing of the ISG of  FIG. 1  with stator windings in place; 
           [0024]      FIG. 12A  shows an elevation of a high current terminal; 
           [0025]      FIG. 12B  shows a perspective view of the terminal of  FIG. 12A ; and 
           [0026]      FIG. 12C  shows a section through the terminal of  FIG. 12A . 
       
    
    
     DETAILED DESCRIPTION OF THE INVENTION 
       [0027]    With reference to  FIGS. 1 ,  2  and  3 , an integrated starter generator machine (ISG)  1  for the engine of a vehicle has a switched reluctance motor comprising a brushless motor with a dedicated and integrated electronic controller. It is driven by a belt (not shown) connected between a pulley  3  and the crankshaft of the engine. Torque for starting the engine is produced by the magnetic attraction of a steel rotor (not shown) to stator electromagnets. No permanent magnets are needed and the rotor carries no “squirrel cage” or windings. The 12 V ISG  1  will deliver up to 65 Nm cranking torque, 2.4 kW cranking power and 3 kW generated power. 
         [0028]    The ISG  1  comprises a generally cylindrical, die-cast aluminum housing  5  with a front face  7  and a rear face  9 . The housing  5  accommodates primarily the stator assembly and associated driveshaft and bearings. An aluminum front cover  11  is removably attached to the front face  7  of the housing  5 . A rear cover  13  is removably attached to the rear face of the ISG  1 . The rear portion of the housing  5  projects axially inwards to form a cavity  14  ( FIG. 4 ) which receives electrical and electronic components and which in normal operation is closed by the rear cover  13 . 
         [0029]    The IS G  1  includes cooling apparatus with inlet and outlet tubes  15 ,  17 . The cooling apparatus utilizes liquid coolant from the engine for cooling the electrical and electronic components and the stator assembly.  FIG. 5  shows the housing  5  with the front cover  11  and the rear cover  13  omitted. The interior of the housing  5  is cast with a total of  15  ribs  19  extending axially from their roots near the rear of the housing  5  towards the front, terminating short of the front face  7 . In other embodiments, other numbers and arrangements of ribs may be used. 
         [0030]    The ribs  19  are of unequal length and are arranged such that, viewed  180  degrees around the circumference of the housing  5  from the outlet tube  17 , their forward most portions extend increasingly closer towards the front face  7 . The ribs  19  are circumferentially spaced such as to form between them a plurality of axial channels  21 . Towards the rear of the housing  5  is a cast ridge  23  extending circumferentially around the interior of the housing  5  and joining the roots of the ribs  19  together. The ridge  23  projects inwardly to form a narrow step  25  at the root of each rib, the step  25  being normal to the face of the rib  19 . The ridge  23  further forms a recessed ledge  27  in each axial channel  21  between adjacent ribs  19 . The recessed ledges  27  are rearward of the steps  25 , hence the alternately spaced, recessed ledges  27  and steps  25  form a castellated pattern. 
         [0031]    Towards the rear of the housing  5  and adjacent to the ridge  23  is a partition wall  29 . The partition wall  29  is normal to the longitudinal axis of the housing  5  and is rearward of the recessed ledges  27  of the ridge  23 . The cavity  14  containing the electrical and electronic components is on the other side (i.e. rearward) of the partition wall  29 . 
         [0032]    With reference to  FIGS. 6 and 7 , the ISG  1  has a generally circular power printed circuit board (PCB)  2 .  FIGS. 6 and 7  are diagrams of some of the layers of the board and provide an understanding of the component layout of the boards. The power circuit is an H-bridge, full quadrant switching circuit using 24 power FETS to switch the three phases of the stator. The FETS  202  are thermally pasted to pads  201  which help to conduct heat away and down through the board as explained below. Slightly larger pads  203  are used to take connections from the phase windings. 
         [0033]    As described above, the FETs  202  are arranged around the periphery of the power PCB  209  Since the FETs may be switching many hundreds of amps, the FETs generate significant heat during switching operations. The heat emitted by the electrical and electronic components in the cavity  14  at the rear of the housing  5  reaches about 400 W. The heat emitted by the stator assembly in the housing  5  reaches about 1200 W. To cool the FETs, that portion of the power PCB  2  is thermally coupled, via the thermal mat  30 , to the partition wall  29  which as described briefly below, is liquid cooled. 
         [0034]    With reference also to  FIG. 4 , the phase windings pass through the partition wall  29  in three pairs (one for each phase). The pairs  105 A deal with phase A, the pairs  105 B deal with phase B and the pairs  105 C deal with phase C. The windings are brought through the partition wall  29  and may be clamped using clamps attached to pads  203 . 
         [0035]    More preferably, the ends of the stator windings are crimped and an axial screw thread provided in the crimp so that the crimped winding terminations may pass through holes in the board  2  and be fixed to pads on the board using a set screw passing through the board and into the threaded crimp. This provides a compact and secure termination for the stator windings on the power PCB  2 . 
         [0036]    In view of the thermal and current carrying requirements of the board, the board is a heavy duty board with a high amount of copper. In a first embodiment, the board has four layers of 12 ounce copper (that is 12 ounces of copper per square foot). In another embodiment, the board has eight layers of six ounce copper. With reference to  FIG. 7 , the board has heat-sink areas  206  in each layer in registry with the pads  201  which conduct heat away from the FETs down through thermal mat  30 , to the cooled wall  29 . 
         [0037]    The board is double sided and on the side opposite the FETS, large smoothing capacitors  204  are held. In view of ripple currents generated in operation, the capacitors  204  require cooling. This is achieved by inserting the capacitors  204  in wells  205  formed in the cooled partition wall  29 . The capacitors  204  are thermally coupled to the wells  204  using thermal paste. 
         [0038]    The board also includes a ring of six earthing points  207  which are used also as fixing points for the power board by passing screws through the holes forming the earthing points and fixing directly into the aluminum die casting of the housing ( FIGS. 8 ,  9  and  10 ). At the same time, these fixings are preferably also used to mount a second (control) PCB  209  using insulated spacers  210 . This control PCB  209  is electrically connected to the power PCB via a multiway connector  211  mounted on the power PCB. During assembly this connector also helps locate the control PCB  209  before screws  213  are fitted to pass through into the die cast housing  5 . With reference to  FIGS. 8 ,  9 ,  10  and  11 , the stator assembly  301  is installed into the housing  5 . The stator assembly  301  is contained within a cylindrical steel sleeve  303  which has an outer wall with an upper end  305  and a lower end  307 . Stator windings  302  are contained within the sleeve  303 . The sleeve  303  is inserted into the housing  5  so that its lower end  307  rests on and is supported by the steps  25  at the roots of the ribs  19 . 
         [0039]    The outer wall of the sleeve  303  contacts the faces of the ribs  19  around the circumference of the interior of the housing  5 . The upper end  305  of the sleeve  303  extends towards the front face  7  of the housing  5 , beyond the forward most portions of the ribs  19 , thereby joining the axial channels  21  together to form a circumferential conduit  311  between the housing  5  and the outer wall of the sleeve  303 , forward of the ribs  19 . 
         [0040]    Thus, the axial channels  21  between the ribs  19  are closed off along the faces of the ribs  19  by the outer wall of the sleeve  303 , but remain open both at the front face  7  of the housing  5  and at the roots of the axial channels  21 . 
         [0041]    In use, the engine&#39;s water pump forces liquid coolant under pressure through the inlet tube  15  around the partition wall  29  on the opposite side to the cavity  14  and out via the axial channels  21  to the outlet  17  thereby taking heat out of the cavity  14  and the stator housing. 
         [0042]    The velocity of the coolant through the lower chamber is approximately 0.2 to 0.55 meters per second at a volumetric flow rate of approximately 2 liters per minute. This is optimal in terms of heat extraction from the electrical and electronic components. It also reduces the possibility of coolant contaminants becoming embedded in this critical cooling area. 
         [0043]    The control PCB  209  has a control connector  215  which exits the die cast housing and is used as a connection into the vehicle communication buses. This may be used for example to provide status information about the ISG  1  to the engine management system and may also be used to allow the engine management system to control parameters such as output voltage and current during generator operation and also to control starting torque and speed during starter operation. 
         [0044]    The control board  209  also includes a single ended primary inductor convertor (SEPIC) to provide an independent operating voltage for the control circuitry. This then allows the generator to generate a voltage selectable by the control board whilst still allowing the control board to function with its own independent power supply voltage. 
         [0045]    The power board  2  also includes an area  208  ( FIG. 7 ) which is of predetermined resistivity. 
         [0046]    Vias  210  provide connectivity into this region so that the control board  209  is able to determine current flow through the machine. 
         [0047]    The ISG also includes a third small PCB  217  mounted adjacent the end of the rotor shaft  219 . The rotor shaft  219  carries a small magnet  221  which interacts with a Hall Effect sensor on the board  217  to provide information about the angular position of the rotor. This is used to synchronize the switching of the stator windings to ensure correct operation of the motor and generator in use. Alternatively, the control board  209  may sense current and voltage fluctuations in the windings to determine a suitable position and suitable synchronization for the switching of the stator windings. 
         [0048]    With reference also to  FIGS. 1 and 2 , in addition to the control terminal  215 , the ISG  1  has a positive output terminal  223 . The body of the ISG  1  is used as the negative terminal and thus this simplifies packaging since the only connections required to be made to the machine are via the positive terminal and also via the control connector. 
         [0049]    With reference to  FIGS. 12A ,  12 B and  12 C, the terminal  223  includes a brass rod  225  which is designed to pass through an aperture in the housing of the ISG  1 . The rod  225  is threaded at both ends so that it is connectable both to the power circuit  209  and also to the vehicle&#39;s electrical system and battery. 
         [0050]    The power terminal  223  is surrounded by a bonded rubber portion  227 . The rubber portion  227  serves to shield the outer part of the rod  229  so that when the ISG  1  is in position on a vehicle, the high current positive terminal is well protected from accidental shorting, and also the rubber forms a sealing portion  231  which is arranged to seal against the aperture in the housing  5 .