Professional Documents
Culture Documents
Published 04/14/2015
Copyright © 2015 SAE International
doi:10.4271/2015-01-1201
saealtpow.saejournals.org
Power Dense and Robust Traction Power Inverter for the Second-Generation
Chevrolet Volt Extended-Range EV
Mohammad Anwar
General Motors Corporation
Monty Hayes
Delphi Electronics & Safety
ABSTRACT
The Chevrolet Volt is an electric vehicle with extended-range that is capable of operation on battery power alone, and on engine power
after depletion of the battery charge. First generation Chevrolet Volts were driven over half a billion miles in North America from
October 2013 through September 2014, 74% of which were all-electric [1, 12]. For 2016, GM has developed the second-generation of
the Volt vehicle and “Voltec” propulsion system. By significantly re-engineering the traction power inverter module (TPIM) for the
second-generation Chevrolet Volt extended-range electric vehicle (EREV), we were able to meet all performance targets while
maintaining extremely high reliability and environmental robustness. The power switch was re-designed to achieve efficiency targets
and meet thermal challenges. A novel cooling approach enables high power density while maintaining a very high overall conversion
efficiency.
CITATION: Anwar, M., Hayes, M., Tata, A., Teimorzadeh, M. et al., "Power Dense and Robust Traction Power Inverter for the Second-
Generation Chevrolet Volt Extended-Range EV
Improvement Comparison
Table 1 shows TPIM high level requirements comparison between 1st
Generation VOLT and 2nd Generation VOLT. In 2nd Generation
VOLT architecture, realization of a better power flow between engine
and two electric motors reduces peak simultaneous AC power kVA by
19% and maximum phase current on PIM-B (power inverter-B) by
24% while increasing PIM-A current by 48%. Better understanding
of the electric drive system, interdisciplinary nature of power
electronics technology are among the design considerations to
Propulsion and Transmission System
achieve projected vehicle EV range increase of 30%, charge 2nd Generation VOLT transaxle has gears, clutches, shafts and
sustaining (CS) label fuel economy increase of 10% and improved controllers to execute multiple kinematic modes including electric
vehicle performance both as an electric vehicle and in extended range vehicle operation and charge sustaining hybrid operations. The 2nd
mode, compared to 1st Generation VOLT [12]. 2nd Generation VOLT Generation VOLT transmission allows the efficient sharing of tractive
TPIM has improvements in efficiency, performance, power density, loads across both electric motors. This load sharing enabled the peak
mass and volume as shown in Table 2. Below is a list of main design torque requirements for the PIM-B electric motor to be reduced from
targets for 2nd Generation VOLT TPIM - the level required on the 1st Generation VOLT. This reduction allows
a corresponding reduction in the peak current from the TPIM.
a. Low system cost: Understand vehicle drive profiles and Lowering the peak current requirement for each inverter as well as
mechanical integration of drive unit. Efficient power flow selecting power dense TPIM architecture allows a package size that
between two motors, lower part counts, elimination of AC could be fit into a cavity on top of the transmission as shown in
cables and less assembly labors Figure 2 (a).
b. Improved Robustness: Improved interconnect and packaging
The transmission internal location for the TPIM simplifies the
technique to ensure durability, robustness.
mechanical integration of the electric drive system into the vehicle
c. Fuel economy and electric range: State of the art silicon
that lowers part counts and assembly labors. Figure 2 (b) shows
and module technology, electric drive system efficiency
TPIM orientation that is chosen to minimize impact during vehicle
optimization.
crash. Figure 2 (c-d) shows TPIM assembly on transmission and
coolant interface implementation.
Anwar et al / SAE Int. J. Alt. Power. / Volume 4, Issue 1 (May 2015)
Figure 3. 2nd Generation VOLT TPIM (a) Exploded View and (b) “Power
Board” (10).
Figure 4. Inverter efficiency for torque-speed zone that is heavily used for all
FTP cycles. (a) PIM-A and (b) PIM-B.
Table 3. Comparison on (a) Power Board (b) Bulk-Capacitor and Busbar (p.u
= per unit)
Figure 5. (a) Power Device Exploded View, (b) Power Device Sandwich, (c-d)
Thermal Analysis.
From flow analysis the heat sink system provides a pressure drop of cables occupy significant real estate where the under hood
26 kPa across the entire fluid domain for 105°C ambient, 75°C environments of most modern non-electrified vehicles is packaged
coolant running at 10 Liter/min with a thermal split of 49.4% and tightly. When electric drive components are added to this
50.6% through the bottom and top heat sinks respectively. For the environment it drives many base vehicle systems to be redesigned to
same coolant conditions and peak phase currents as mentioned in accommodate more constrained packaging requirements. This cost
Table 1, thermal analysis of IGBT/ Diode are presented in Figure 5. contributes to the overall cost of electrifying a vehicle. By integrating
Due to a temperature rise along the coolant path, analysis ensures all the TPIM in to the transmission the total under hood volume taken up
the devices of PIM-A and PIM- B experience beginning-of-life as by the TPIM, 3-phase conductors and transmission is significantly
well as end-of-life junction temperature that is within specified limit reduced from the traditional approach of mounting the TPIM on the
to ensure robustness and durability. For all the viper devices a unique vehicle body with a bracket and running 6 large cables from the
statistically proven end-of-line screening on electrical and thermal TPIM to the transmission.
parameters are in place during manufacturing process that ensures
efficiency and performance for the entire operating trajectory. In addition to piece cost savings the TPIM integration also saved on
total assembly labor between the transmission manufacturing plant
2nd Generation VOLT TPIM also includes a small oil transmission and the vehicle assembly plant. At the transmission manufacturing
pump module that is cooled through a thermal insulator material to plant the TPIM is mounted inside a cavity in the transmission that is
the housing coolant loop. Thermal analysis for this module, with sealed from the outside environment. All the interfaces between the
appropriate voltage and current, convection and gap pad assumptions TPIM and the other transmission mounted electrical components
was also carried out to ensure design sufficiency. (motors, sensors and actuators) is accomplished inside the boundaries
of the transmission housing. The TPIM is attached to the transmission
case by 11 bolts, 3 bolts attach the TPIM front and compress the
gasket that seals the IGBT cooling passages, 2 bolts secure the TPIM
rear. The last 6 bolts make the electrical connection between the
TPIM and the two motors. These connections go to bus bars that pass
from the dry TPIM cavity of the transmission into the wet ATF area
of the transmission where the electric motors are located. All 11 bolts
are the same part number and are driven in the same direction. These
simple bolted joints replace all the external high voltage AC wiring/
connectors and TPIM attachment brackets in a conventional
embodiment. After the TPIM is bolted to the transmission case 3
electrical connections are mated. Two connectors are for I/O between
the TPIM and sensors/actuators inside the transmission. The third
connection is to the high voltage pump drive motor also inside the
transmission. A cast cover is installed over the unsealed TPIM to
provide protection from the under hood environment. The high
voltage/current DC interface and a signal connector pass through this
cover casting. The only other external interface to the TPIM is the
Figure 6. Cooling System and MIM (Metal Injected Mold) Design Flow liquid cooling port assembly that is bolted to the side of the
Analysis Velocity Magnitude (m/s). transmission case.
Delphi's FSW method produces liquid-cooled heat exchangers TESTING, DEVELOPMENT AND
integral to product housing and offers most compact, reliable, lowest
VALIDATION
cost, corrosion-free and leak-proof joint solution and avoids defects
caused by surface tension and wetting issues. This process firstly, Besides extensive component level validation, more than 100 fully
integrates a liquid heat exchanger to the body of the electronic functional and instrumented TPIMs were used to validate the product
module with robust leak-free hermetic joints and secondly, FSW to and demonstrate a highly robust design in laboratory and vehicle set
weld aluminum covers to cast aluminum cases to enclose the product up. These tests included high temperature durability (HTD), thermal
replacing glue-and-screw processes. This process outperforms the shock, powered temperature cycling (PTC), random vibration,
industry-standard with 45% smaller footprint, fast change tooling, mechanical shock, humidity, salt exposure, AC/DC electrical stress,
3-D force monitoring, 50% shorter process time that results in and EMC. Highlights of the comprehensive validation plan the
reduced carbon footprint and 40% power savings. includes -
Figure 12. (a) PTC Chamber and HTD Test Stand, (b) Signal and Load Rack.
Figure 9. (a) TPIM Vibration Test Set Up, (b) Internal Accelerometer
Locations. The sound pressure level of the TPIM shall be at or below some
indicated levels at four vertical sides and at the top surface, if
measured at locations 10 cm from the surface of the TPIM at the
geometric center of that surface. Test results shows (20 to 20,000 Hz),
in all cases and conditions the sound levels are far below the
maximum allowable limits. Figure 14.
Figure 10. (a) Gas Dynamometer and (b) Road Load Data Acquisition (RLDA
Vehicle Test Set up.
Test Results
Figure 11 shows some results during vibration test. They are tested
Figure 13. Thermal Results for 3 Cycle High Temperature Durability (HTD)
under currents pushing through IGBT and diode. During the test any
Profile.
cracks are watched and if any lead fail the temperature image will be
reflected as ‘cool’.
SUMMARY/CONCLUSIONS
Figure 12 (a) shows PTC chamber and HTD test stand, subjecting as This paper describes 2nd Generation VOLT TPIM design to achieve
many as 12 TPIM's simultaneously to grueling durability cycles cost and power density targets and yet maintain extremely high
simulating under hood conditions with inductive loads and rapid reliability and environmental robustness. System requirement,
temperature cycles between −40 and 105 °C. All hardware-input- architectural overview, electrical design of the power switch to
output (HWIO) was monitored during testing to identify anomalies, achieve efficiency target and thermal challenges are described with
capture a snapshot of environmental conditions present when illustrations. Mechanical design to provide stiff frame required for
anomalies occur, and track the amount of test exposure to correlate powertrain environment, to optimize integration and assembly cost,
with retail customer field time. Figure 13 show thermal results for 3 novel cooling and welding approach by Delphi made this TPIM
cycle HTD profile. unique. All major TPIM test items are mentioned, where more than
100 fully functional and instrumented TPIMs were used to validate
the product and demonstrate a highly robust design in laboratory,
dynamometer and vehicle test set up.
Figure11. (a) Vibration Test Results, (b) Lead Crack Inspection (Zoomed).
Anwar et al / SAE Int. J. Alt. Power. / Volume 4, Issue 1 (May 2015)
Figure 14. (a) PTC Chamber and HTD Test Stand, (b) Thermal Results for 3
Cycle HTD Profile.
REFERENCES
1. Duhon, A., Sevel, K., Tarnowsky, S., and Savagian, P., “Chevrolet
Volt Electric Utilization,” SAE Technical Paper 2015-01-1164, 2015,
doi:10.4271/2015-01-1164.
2. Tate, E., Harpster, M., and Savagian, P., “The Electrification of the
Automobile: From Conventional Hybrid, to Plug-in Hybrids, to
Extended-Range Electric Vehicles,” SAE Int. J. Passeng. Cars -
Electron. Electr. Syst. 1(1):156-166, 2009, doi:10.4271/2008-01-0458.
3. Kalhammer F. R., Koph B. M., Swan D. H., Roan V. P., Walsh M. P.,
“Status and Prospects for Zero Emission Vehicle Technology.”, Report
of the ARB Independent Expert Panel 2007, April 13th, 2007.
4. Nelson D.J., Wipke K.B., et al., “Optimizing energy management
strategy and degree of hybridization for a hydrogen fuel cell SUV.”,
EVS-18, Berlin, Oct. 2001.
5. Rahman, K., Anwar, M., Schulz, S., Kaiser, E. et al., “The Voltec
4ET50 Electric Drive System,” SAE Int. J. Engines 4(1):323-337, 2011,
doi:10.4271/2011-01-0355.
6. Anwar, M., Gleason, S., Grewe, T, “Design Considerations forHigh-
Voltage DC Bus Architecture and Wire Mechanization for Electric/
Hybrid Electric Vehicle Applications.”, IEEE ECCE Annual Conference,
Sept. 12-16, 2010, Atlanta, GA.
7. Lorenz, R.D., “Power Conversion Challenges with a Multidisciplinary
Focus.”, Proceedings of the IEEE Power Conversion Conference, 2002,
vol. 2, pp. 347-352, Osaka, April, 2002.
8. Mc Cosh D., “We Drive the World's Best Electric Car.”, Popular
Science, January 1994.
9. “New development in power electronics”, EVS26, Los Angeles, May 9,
2012.
10. “Novel Component packaging for high current applications using power
semiconductor devices”, 3rd International Automotive Power Electronics
Conference, Coeur Defense, Paris, France, 2009.
11. Miller, M., Holmes, A., Conlon, B., and Savagian, P., “The GM “Voltec”
4ET50 Multi-Mode Electric Transaxle,” SAE Int. J. Engines 4(1):1102-
1114, 2011, doi:10.4271/2011-01-0887.
12. Conlon, B., Blohm, T., Harpster, M., Holmes, A. et al., “The Second-
Generation “Voltec” Extended-Range Electric Vehicle Propulsion
System,” SAE Technical Paper 2015-01-1152, 2015, doi:10.4271/2015-
01-1152.
CONTACT INFORMATION
Mohammad Anwar can be reached by email at
mohammad.anwar@gm.com.
All rights reserved. No part of this publication may be reproduced, stored in a retrieval system, or transmitted, in any form or by any means, electronic, mechanical, photocopying, recording, or
otherwise, without the prior written permission of SAE International.
Positions and opinions advanced in this paper are those of the author(s) and not necessarily those of SAE International. The author is solely responsible for the content of the paper.