Cooling system for electronic supercharger components

Abstract

The present invention relates to a cooling system for an electronic supercharger assembly. Specifically disclosed is an electronic supercharger including an outer shell and a rotor, the rotor being supported to rotate in the outer shell. The motor assembly is housed in the outer shell and includes an electric motor and a motor housing. The electric motor is housed in the motor housing. The electric motor is configured to drive the rotor to rotate in the outer shell. In addition, the electronic supercharger includes a cooling system configured to receive a coolant. The cooling system includes a manifold passage defined in the outer shell. The cooling system includes a first motor cooling circuit and a second motor cooling circuit, the first motor cooling circuit and the second motor cooling circuit being cooperatively defined by the outer shell and the motor housing. The first motor cooling circuit and the second motor cooling circuit are fluidly connected to the manifold passage. The manifold passage is configured to distribute the flow of the coolant between the first motor cooling circuit and the second motor cooling circuit.

Description

Technical Field

[0001] The present disclosure relates generally to electronic superchargers (e-chargers) and, more particularly, to cooling systems for electronic supercharger assemblies. Background Art

[0002] Some vehicles include a boosting device, such as a turbocharger or supercharger, which improves engine performance by compressing air that is then supplied to the engine. These devices may also be employed in fuel cell systems or other systems. In some cases, an electronic supercharger may be provided. The electronic supercharger may include an electric motor configured to drive and rotate a compressor impeller for compressing an airflow that is then supplied to the engine, a fuel cell stack, or the like.

[0003] These supercharging devices may include a cooling system. For example, in the case of an electric supercharger, a cooling system may be provided that directs a flow of coolant through the device to maintain an operating temperature within a predetermined range. Electric motors may be cooled, for example, to improve the operating efficiency of the motor.

[0004] However, conventional cooling systems for electronic superchargers are subject to various deficiencies, and as a result, operating efficiency may be negatively impacted. It may be difficult to provide acceptable cooling for some supercharged devices and / or under certain operating conditions. There may be space constraints that limit the size and / or routing of the cooling circuit and thus negatively impact cooling performance.

[0005] Therefore, it is desirable to provide a cooling system for an electronic supercharger that improves cooling. It is also desirable to provide a compact, highly manufacturable and cost-effective electronic supercharger cooling system. Other desirable features and characteristics of the present disclosure will become apparent from the subsequent detailed description and the appended claims, in conjunction with the accompanying drawings and the discussion of this background technology. Summary of the invention

[0006] In one embodiment, an electronic supercharger is disclosed, which includes an outer shell and a rotor, and the rotor is supported to rotate in the outer shell. The electronic supercharger includes a motor assembly housed in the outer shell. The motor assembly includes an electric motor and a motor case. The electric motor is housed in the motor case. The electric motor is configured to drive the rotor to rotate in the outer shell. In addition, the electronic supercharger includes a cooling system configured to receive a coolant. The cooling system includes a manifold passage defined in the outer shell. The cooling system includes a first motor cooling circuit and a second motor cooling circuit, and the first motor cooling circuit and the second motor cooling circuit are cooperatively defined by the outer shell and the motor case. The first motor cooling circuit and the second motor cooling circuit are fluidly connected to the manifold passage. The manifold passage is configured to distribute the flow of coolant between the first motor cooling circuit and the second motor cooling circuit.

[0007] In another embodiment, an electronic supercharger is disclosed, comprising: an outer housing; a rotor; a bearing that supports the rotor to rotate within the outer housing; and a motor assembly that is housed within the outer housing. The motor assembly comprises an electric motor and a motor housing. The electric motor is housed within the motor housing, and the electric motor is configured to drive the rotor to rotate within the outer housing. In addition, the electronic supercharger comprises a cooling system configured to receive a coolant. The cooling system comprises a bearing cooling circuit and a manifold passage defined in the outer housing. The bearing cooling circuit is arranged in series upstream of the manifold passage. The cooling system also comprises a first motor cooling circuit and a second motor cooling circuit, the first motor cooling circuit and the second motor cooling circuit being cooperatively defined by the outer housing and the motor housing. The first motor cooling circuit and the second motor cooling circuit are fluidly connected to the manifold passage. The manifold passage is configured to distribute the flow of the coolant between the first motor cooling circuit and the second motor cooling circuit.

[0008] In an additional embodiment, a method of manufacturing an electronic supercharger is disclosed, the method comprising supporting an electric motor assembly and an attached rotor within an outer housing. The electric motor assembly comprises an electric motor and a motor housing. The electric motor is housed within the motor housing. The electric motor is configured to drive the rotor to rotate within the outer housing. The method also includes defining a cooling system configured to receive a coolant. The cooling system comprises a manifold passage defined in the outer housing. The cooling system comprises a first motor cooling circuit and a second motor cooling circuit, the first motor cooling circuit and the second motor cooling circuit being cooperatively defined by the outer housing and the motor housing. The first motor cooling circuit and the second motor cooling circuit are fluidly connected to the manifold passage. The manifold passage is configured to distribute the flow of coolant between the first motor cooling circuit and the second motor cooling circuit. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] The present disclosure will hereinafter be described in conjunction with the following drawings, wherein like reference numerals represent like elements, and wherein:

[0010] Figure 1 is a schematic diagram of an engine system of a vehicle having an electronic supercharger constructed according to an example embodiment of the present disclosure;

[0011] Figure 2 According to an exemplary embodiment of the present disclosure Figure 1 A perspective view of the electronic supercharger;

[0012] Figure 3 yes Figure 2 An exploded perspective view of an electronic supercharger;

[0013] Figure 4 yes Figure 2 A longitudinal cross-sectional view of an electronic supercharger;

[0014] Figure 5 yes Figure 2 A perspective view of a portion of an electronic supercharger;

[0015] Figure 6 yes Figure 2 A perspective view of a motor housing of an electronic supercharger;

[0016] Figure 7 yes Figure 6 a perspective view of a first side of a motor housing including a schematic representation of coolant flow thereon; and

[0017] Figure 8 yes Figure 6 A perspective view of a second side of a motor casing including a schematic representation of coolant flow. DETAILED DESCRIPTION

[0018] The following detailed description is merely exemplary in nature and is not intended to limit the disclosure or the application and uses of the disclosure. Furthermore, there is no intention to be bound by any theory presented in the preceding background or the following detailed description.

[0019] In summary, the example embodiments disclosed herein include an improved electronic supercharger. The disclosed electronic supercharger may be a device having an electrically driven compressor impeller that provides a compressed air flow to downstream components (e.g., an engine, a fuel cell stack, etc.). Moreover, the electronic supercharger of the present disclosure may be configured as an electronic supercharger, a hybrid turbocharger, an electronic boost device (e-boost device), an electronic turbocharger, an electronic auxiliary boost device, or other related components.

[0020] In particular, an electronic supercharger and a method of manufacturing the same are disclosed, wherein the electronic supercharger further comprises a fluid system for a coolant (i.e., a "cooling system"). In some embodiments, the cooling system may include a first cooling circuit for cooling a rotating bearing. The cooling system may also include a second cooling circuit for cooling an electric motor assembly included in the electronic supercharger. In some embodiments, the first and second cooling circuits may be arranged in series relative to each other such that substantially all of the coolant flow from one cooling circuit is received by the other cooling circuit. Furthermore, in some embodiments, the second cooling circuit for cooling the electric motor may be downstream of the first cooling circuit for cooling the bearing.

[0021] The second cooling circuit may include a manifold passage that extends through the electronic supercharger and distributes coolant to predetermined areas of the motor assembly. In some embodiments, the cooling system may expose the coolant to a circumferential surface of the motor assembly, a first longitudinal surface of the assembly, and a second longitudinal surface of the motor assembly. In some embodiments, there may be one or more coolant dividers, such as walls, ridges, or other barriers that separate the various coolant circuits for the motor assembly. Thus, the coolant flow can be separated and controlled to cool specific portions of the motor assembly. There may be multiple ports that fluidly connect the reservoir to multiple cooling circuits surrounding the motor assembly. Each port can provide personalized and customized coolant flow and / or pressure loss with respect to the motor assembly. In some embodiments, the size and / or orientation of the port can be specifically selected to provide a desired coolant flow and / or pressure loss through the cooling system.

[0022] The disclosed electronic supercharger may provide various advantages. For example, the layout and construction of the cooling system may be relatively simple and compact. Furthermore, due to these features, the electronic supercharger may have high manufacturability. The coolant flow may be managed so that the cooling of the bearings and the electric motor may be very efficient. As a result, the electronic supercharger may operate at high efficiency under a wide variety of operating conditions.

[0023] Figure 1 is a schematic diagram of an electronic supercharger 100 according to an example embodiment of the present disclosure. In some embodiments, the electronic supercharger 100 may be included in an engine system 102 of a vehicle.

[0024] Generally, the electronic supercharger 100 may include an electronic supercharger housing 104 and a rotor 106. The rotor 106 is configured to rotate about a rotor rotation axis 108 within the electronic supercharger housing 104.

[0025] The electric supercharger 100 may include a motor section 110 . The motor section 110 may include an electric motor that selectively drives the rotor 106 to rotate about an axis 108 .

[0026] The electric supercharger 100 may further include a compressor section 111 . Due to the rotation of the rotor 106 , the compressor section 111 of the electric supercharger 100 may compress a received input air flow 112 into a pressurized air flow 114 .

[0027] The electric supercharger 100 may also include a turbine section 116. The turbine section 116 may be configured to receive a high pressure and high temperature exhaust gas flow 118 from an engine (e.g., from an exhaust manifold 120 of an internal combustion engine 122 or other type of engine). The turbine section 116 may transfer and / or convert the energy of the exhaust gas flow 118. For example, the turbine section 116 may be operably connected to a generator for generating electrical energy for the motor section 110. In additional embodiments, the turbine section 116 may drive the rotor 106 to drive the rotation of the compressor section 111. The high pressure exhaust gas flow 118 may become a lower pressure exhaust gas flow 124, which is released into a downstream exhaust pipe 126.

[0028] Due to the compressor section 111, the pressurized air flow 114 may be characterized by an elevated temperature that is higher than the temperature of the input air flow 112. Therefore, the air flow 114 may be directed through an air cooler 130 (i.e., an intercooler), such as a convection-cooled charge air cooler. The air cooler 130 may be configured to dissipate heat from the air flow 114, thereby increasing its density. The resulting cooled and pressurized air flow 132 may be directed into an intake manifold 135 of the internal combustion engine 122, or alternatively into a compressor of a subsequent stage in series. The operation of the system may be controlled by an ECU 134 (engine control unit), which is connected to the rest of the system via a communication connection 136.

[0029] It will be appreciated that the electronic supercharger 100 may be variously included within the engine system 102 or within another system without departing from the scope of the present disclosure. For example, in some embodiments, the electronic supercharger 100 may be disposed within a fuel cell system.

[0030] In addition, it will be understood that the term "electronic supercharger" as used herein will be broadly interpreted to include, for example, a device with an electrically driven compressor impeller regardless of where the electronic supercharger is included, a system of the type in which the electronic supercharger is included, etc. It will also be understood that the electronic supercharger of the present disclosure may also be referred to as an electrically driven compressor assembly. Moreover, the electronic supercharger of the present disclosure may be configured as an electronic supercharger, a hybrid turbocharger, an electronic supercharging device, an electronic turbocharger, or other related components.

[0031] Reference now Figures 2 to 4, illustrates in more detail an electronic supercharger 100 according to an example embodiment. The compressor section 111, the motor section 110, and the turbine section 116 (described above) are arranged in a Figure 4 , and will be discussed in more detail below. The electronic supercharger 100 may also include a bearing section 115 that supports the rotor 106 for rotation within the electronic supercharger housing 104, as will be discussed. For clarity, several portions of the electronic supercharger housing 104 are hidden.

[0032] The electronic supercharger housing 104 may include an outer housing 202. The outer housing 202 may define portions of the motor section 110 and the bearing section 115. The outer housing 202 may be substantially cylindrical and hollow. The outer housing 202 may include a sidewall 204 and an end block 206. The sidewall 204 and the end block 206 may cooperate to define an integral, one-piece member made of metal. In some embodiments, the sidewall 204 and the end block 206 may be formed by a casting process and may be made of steel or aluminum and various alloys thereof. The sidewall 204 may be substantially cylindrical and may extend in a circumferential direction around the axis 108. The sidewall 204 may define a majority of the outer housing 202 within the motor section 110. The end block 206 may be circular and may be disposed transversely to (e.g., substantially perpendicular to) the axis 108. The end block 206 may define a majority of the outer housing 202 within the bearing section 115. The sidewall 204 and the end block 206 may cooperate to define a portion of the outer housing 202 such as Figure 3 The cylindrical motor cavity 208 is shown in FIG.

[0033] The outer housing 202 may also include an end plate 210 secured to the side wall 204 at a longitudinal end opposite the end block 206. The end plate 210 may be circular and generally flat and disposed transversely (e.g., substantially perpendicularly) to the axis 108. The end plate 210 may be removably attached to the side wall 204 to cover and enclose the motor cavity 208. Thus, the motor cavity 208 may be defined by a first end inner surface 205 of the end block 206, an inner diameter surface 207 of the side wall 204, and a second end inner surface 209 of the end plate 210.

[0034] Figure 3 and Figure 4 1 and 2. The rotor 106 is also shown in detail in FIG. The rotor 106 may include an elongated shaft 212 centered on the axis 108. The shaft 212 may extend continuously through the compressor section 111, the motor section 110, the bearing section 115, and the turbine section 116. The shaft 212 may also extend through the end block 206 and the end plate 210 of the outer casing 202.

[0035] The electronic supercharger 100 may further include a bearing 214. The bearing 214 may support the shaft 212 to rotate relative to the outer housing 202. The bearing 214 may be disposed within the bearing section 115, such as Figure 4 . In some embodiments, the bearing 214 can be a roller bearing having: an outer member (e.g., an outer race) fixed to the end block 206 of the outer shell 202; an inner member (e.g., an inner race) fixed to the shaft 212; and a plurality of roller members disposed between the outer member and the inner member to support the rotation of the shaft 212 relative to the outer shell 202. However, it will be appreciated that the bearing 214 can be constructed in different ways without departing from the scope of the present disclosure. For example, in additional embodiments, the bearing 214 can be a plain bearing.

[0036] The electronic supercharger 100 may also include a turbine wheel 216. The turbine wheel 216 may be mounted on one end of the shaft 212 located within the turbine section 116. The turbine wheel 216 may include a plurality of blades. The turbine wheel 216 may be housed in a turbine housing (not shown) of the electronic supercharger housing 104. In some embodiments, the turbine housing may be a volute structure. The exhaust gas flow 118 may rotate the turbine wheel 216, for example, to generate electrical energy and / or drive the shaft 212 to rotate within the compressor section 111.

[0037] Additionally, the electronic supercharger 100 may include a compressor impeller 218. The compressor impeller 218 may be mounted on an end of the shaft 212 located within the compressor section 111. In some embodiments, the compressor impeller 218 may be attached to an end of the shaft 212 opposite to the turbine impeller 216. The compressor impeller 218 may include a plurality of blades. The compressor impeller 218 may be housed in a compressor housing (not shown) of the electronic supercharger housing 104. In some embodiments, the compressor housing may be a volute structure. The compressor impeller 218 may be driven to rotate about the axis 108 to compress the input airflow 112, thereby generating a pressurized airflow 114.

[0038] In addition, the motor section 110 of the electronic supercharger 100 may include Figure 6 Detailed description of the motor assembly 220 is shown in FIG. The motor assembly 220 may be disposed within the motor section 110. The motor assembly 220 may generally include an electric motor 222 and a motor housing 228 that houses the motor 222.

[0039] The motor 222 may include a stator 224 and a rotor 226. The rotor 226 may be fixed to the shaft 212 and supported for rotation within the motor housing 228. Both the rotor 226 and the stator 224 may be housed within the motor housing 228. The motor assembly 220 may also include a terminal block 236 having a plurality of terminals 238 that protrude from one side of the motor housing 228. In some embodiments, there may be three terminals 238 for supplying three-phase power to the motor assembly 220. The electrical power supplied to the terminals 238 may drive the rotation of the rotor 226 and the shaft 212, which in turn drives the rotation of the compressor impeller 218.

[0040] In some embodiments, the motor housing 228 may be substantially cylindrical and hollow. The exterior of the motor housing 228 may include a first longitudinal end face 230, a circumferential face 232, and a second longitudinal end face 234. The circumferential face 232 may extend circumferentially around the axis 108 and may be centered relative to the axis 108. The first longitudinal end face 230 and the second longitudinal end face 234 may be attached to opposite ends of the circumferential face 232. The first longitudinal end face 230 and the second longitudinal end face 234 may be annular and may be disposed substantially perpendicular to the axis 108. The rotor 226 and the stator 224 may be disposed between the first longitudinal end face 230 and the second longitudinal end face 234, and the shaft 212 may extend through openings in the first longitudinal end face 230 and the second longitudinal end face 234. In some embodiments, the motor housing 228 may be formed via a casting process and may be formed of metal. In some embodiments, the motor housing 228 may be a multi-part shell. For example, one member of the motor housing 228 may define the first longitudinal end surface 230 and a portion of the circumferential surface 232, and another member of the motor housing 228 may define the second longitudinal end surface 234 and the other portion of the circumferential surface 232, and these members may be attached at the sealed circumferential joint 229 ( Figure 4 and Figure 6 ).

[0041] The motor assembly 220 may be supported within the motor cavity 208. As such, the first longitudinal end surface 230 may be opposite to the first end inner surface 205 of the outer housing 202, the circumferential surface 232 may be opposite to the inner diameter surface 207 of the outer housing 202, and the second longitudinal end surface 234 may be opposite to the second end inner surface 209 of the outer housing 202.

[0042] Additionally, the electronic supercharger 100 may include a cooling system 250. The cooling system 250 may include a plurality of fluid channels, reservoirs, passages, circuits, etc. that receive one or more streams of liquid coolant. The coolant may flow through the cooling system 250 and remove heat from the electronic supercharger 100 to maintain high operating efficiency. Figure 7 and Figure 8202 and 228. The coolant flow through the cooling system 250 is schematically illustrated in FIG. In some embodiments, at least some fluid passages of the cooling system 250 may be defined by the outer housing 202. Also, in some embodiments, at least some fluid passages of the cooling system 250 may be cooperatively defined by the outer housing 202 and the motor housing 228.

[0043] As shown in the illustrated embodiment, the cooling system 250 may generally include a bearing cooling circuit 252 and a motor cooling manifold circuit 254. The bearing cooling circuit 252 may be configured to remove heat (cool) the bearing 214 and surrounding parts of the electronic supercharger 100, while the motor cooling manifold circuit 254 may be configured to remove heat (cool) the motor assembly 220 and surrounding parts of the electronic supercharger 100. In some embodiments, the cooling system 250 may be configured with a bearing cooling circuit 252 and a motor cooling manifold circuit 254, which are arranged in series so that the flow from one cooling circuit is received by the other cooling circuit. For example, as shown in the illustrated embodiment, the motor cooling manifold circuit 254 may be arranged in series with the bearing cooling circuit 252 and arranged downstream thereof. Therefore, the coolant flow from the bearing cooling circuit 252 may be received by the motor cooling manifold circuit 254.

[0044] The bearing cooling circuit 252 may be an annular and continuous passage defined in the outer casing 202. The bearing cooling circuit 252 may extend circumferentially about the axis 108 and may surround the bearing 214. Figure 4 As shown in , the bearing cooling circuit 252 may extend along the axis 108 to cool both longitudinal ends of the bearing 214. Moreover, the bearing cooling circuit 252 may include at least one inlet 256 and at least one outlet 258. In some embodiments, the bearing cooling circuit 252 may only have a single inlet 256 and a single outlet 258. The inlet 256 may extend through the outer casing 202 transverse to the axis 108, such as Figure 4 The outlet 258 may be fluidly connected to the motor cooling manifold circuit 254 .

[0045] The motor cooling manifold circuit 254 may include a manifold passage 260. The manifold passage 260 may be defined in the outer housing 202. The manifold passage 260 may include an intake reservoir 262 and at least two ports (such as a first port 264, a second port 266, and a third port 268). The manifold passage 260 may be fluidly connected to the outlet 258 such that the manifold passage 260 is configured to receive flow from the bearing cooling circuit 252. The manifold passage 260 may distribute the received coolant between different downstream cooling circuits, as will be discussed in more detail below.

[0046] The intake reservoir 262 may extend longitudinally through the outer housing 202. More specifically, as Figure 4 As shown in , the intake reservoir 262 may be fluidly connected to the outlet 258 and may be in series with and downstream of the outlet 258. The intake reservoir 262 may extend from the outlet 258 along the axis 108 away from the bearing section 115 and into the motor section 110 of the electronic supercharger 100. The upstream portion of the intake reservoir 262 defined within the bearing section 115 may be angled radially outward from the axis 108. The downstream portion of the intake reservoir 262 defined within the sidewall 204 may extend substantially parallel to the axis 108.

[0047] The first port 264, the second port 266, and the third port 268 may be holes or other orifices. In some embodiments, the first port 264, the second port 266, and the third port 268 may be through holes. In addition, in some embodiments, the first port 264, the second port 266, and the third port 268 may be machined holes (e.g., drilled holes) formed through the outer shell 202.

[0048] In some embodiments, first port 264 may extend along first axis 272 and may extend through end block 206 to fluidly connect intake air reservoir 262 to first motor cooling circuit 263. In some embodiments, first axis 272 may be substantially parallel to axis 108.

[0049] Also, second port 266 may extend along second axis 274 and may extend through sidewall 204 to fluidly connect intake reservoir 262 to second motor cooling circuit 265. In some embodiments, second axis 274 may be disposed at an acute angle 299 relative to axis 108. Second axis 274 may be angled relative to axis 108 such that flow from second port 266 is directed radially inward and generally toward compressor section 111.

[0050] Likewise, the third port 268 may extend along a third axis 276 and may extend through the sidewall 204 to fluidly connect the intake reservoir 262 to the third motor cooling circuit 267. In some embodiments, the third axis 276 may be disposed at an acute angle relative to the axis 108. In some embodiments, the second axis 274 and the third axis 276 may be substantially parallel to each other (i.e., both are disposed at the same angle 299 relative to the axis 108).

[0051] The first port 264, the second port 266, and the third port 268 may be longitudinally spaced apart by a distance along the manifold passage 260. Figure 4 As shown in FIG. 1 , the second port 266 may be disposed longitudinally (relative to the axis 108 ) between the first port 264 and the third port 268 .

[0052] The first motor cooling circuit 263, the second motor cooling circuit 265, and the third motor cooling circuit 267 may be cooperatively defined between the outer surface of the motor housing 228 and the inner surface of the outer shell 202. In some embodiments, the first motor cooling circuit 263, the second motor cooling circuit 265, and the third motor cooling circuit 267 may be fluidly separated from each other via one or more fluid boundary members (i.e., baffles). In the illustrated embodiment, the baffles are included on the motor housing 228 and protrude radially away from the outer surface of the motor housing 228. However, one or more baffles may be included on the outer shell 202 without departing from the scope of the present disclosure.

[0053] Specifically, the first motor cooling circuit 263, the second motor cooling circuit 265, and the third motor cooling circuit 267 may be partially separated by the longitudinal baffle 251 ( Figure 6 ) is defined. The longitudinal baffle 251 can be a ridge, rib, wall or other elongated member that extends radially along the first longitudinal end surface 230, spans a circumferential surface 232 that is substantially parallel to the axis 108, and extends radially along the second longitudinal end surface 234. The longitudinal baffle 251 can protrude from these faces of the motor housing 228 and can abut against the first end inner surface 205, the inner diameter surface 207, and the second end inner surface 209 of the outer housing 202. In some embodiments, the longitudinal baffle 251 can provide a fluid boundary between the inlet side and the outlet side of the motor housing 228.

[0054] In addition, the first motor cooling circuit 263 and the second motor cooling circuit 265 can be partially defined by a first circumferential baffle 253. The first circumferential baffle 253 can be a ridge, rib, wall, or other elongated member that extends circumferentially around the circumferential face 232 proximate the first longitudinal end face 230. The first circumferential baffle 253 can protrude from the circumferential face 232 and can abut against the inner diameter surface 207. Figure 6 As shown in FIG. 2 , the first circumferential baffle 253 may include a first baffle end 280 connected to the longitudinal baffle 251 (on the inlet side of the motor housing 228) and an opposite second baffle end 282 (terminal end) spaced apart from the longitudinal baffle 251 (on the outlet side of the motor housing 228) so as to define a circumferential space 284 therebetween. In this way, the first motor cooling circuit 263 may be fluidly connected to the second motor cooling circuit 265 via the space 284.

[0055] The first motor cooling circuit 263 can also be formed by the first inner edge 201 ( Figure 6 The first inner edge 201 may be annular and may protrude axially from the first longitudinal end surface 230 .

[0056] Additionally, the second motor cooling circuit 265 and the third motor cooling circuit 267 can be partially defined by a second circumferential baffle 255. The second circumferential baffle 255 can be a ridge, rib, wall, or other elongated member that extends circumferentially around the circumferential face 232 proximate the second longitudinal end face 234. The second circumferential baffle 255 can protrude from the circumferential face 232 and can abut against the inner diameter surface 207. Figure 6 As shown in FIG. 2 , the second circumferential baffle 255 may include a first baffle end 286 connected to the longitudinal baffle 251 (on the inlet side of the motor housing 228) and an opposite second baffle end 288 (terminal end) spaced apart from the longitudinal baffle 251 (on the outlet side of the motor housing 228) so as to define a circumferential space 290 therebetween. In this way, the third motor cooling circuit 267 may be fluidly connected to the second motor cooling circuit 265 via the space 290.

[0057] The third motor cooling circuit 267 can also be formed by the second inner edge 203 ( Figure 4 The first inner edge 203 may be annular and may protrude axially from the second longitudinal end surface 234.

[0058] In some embodiments, without the baffles 251 , 253 , 255 and the first inner edge 201 and the second inner edge 203 , the outer surface of the motor housing 228 may be substantially smooth. This may increase the manufacturability of the motor housing 228 .

[0059] The motor cooling manifold circuit 254 may also include an outlet 270 ( Figure 2 , Figure 3 , Figure 5 and Figure 8 ). The outlet 270 may be the only outlet (a single, separate outlet) of the circuit 254, such that substantially all coolant flow within the circuit 254 exits through the outlet 270. The outlet 270 may be a through hole or other aperture extending through the side wall 204 of the outer shell 202. Figure 5 As shown in , the outlet 270 may be angularly spaced from the longitudinal plane containing the first port 264, the second port 266, and the third port 268. In some embodiments, the longitudinal baffle 251 may be angularly disposed between the outlet 270 and the ports 264, 266, 268. Thus, the longitudinal baffle 251 may provide a fluid barrier for the coolant flowing from the ports 264, 266, 268, thereby causing the fluid to flow circumferentially around the motor housing 228. Figure 8As shown in , the outlet 270 may be fluidly connected to the first motor cooling circuit 263, the second motor cooling circuit 265, and the third motor cooling circuit 267. For example, the outlet 270 may be centered on the second motor cooling circuit 265, the space 284 may be fluidly connected to the first motor cooling circuit 267 and the outlet 270, and the space 290 may be fluidly connected to the third motor cooling circuit 269 and the outlet 270.

[0060] Thus, the first motor cooling circuit 263 may be cooperatively defined by the first longitudinal end surface 230, the first end inner surface 205, the first circumferential baffle 253, the first inner edge 201, and the longitudinal baffle 251. The second motor cooling circuit 265 may be cooperatively defined by the circumferential surface 232, the inner diameter surface 207, the first circumferential baffle 253, the second circumferential baffle 255, and the longitudinal baffle 251. The third motor cooling circuit 267 may be cooperatively defined by the second longitudinal end surface 234, the second end inner surface 209, the second circumferential baffle 255, the second inner edge 203, and the longitudinal baffle 251.

[0061] Therefore, if Figure 7 and Figure 8 As shown in FIG. 2 , the coolant may flow in through the inlet 256, flow through the bearing cooling circuit 252, and flow to the outlet 258, thereby removing heat from the bearing 214 as the coolant flows. The coolant flow may be received by the motor cooling manifold circuit 254. Specifically, the flow received from the outlet 258 by the intake reservoir 262 may be distributed between the first port 264, the second port 266, and the third port 268. The coolant entering the first motor cooling circuit 263 from the first port 264 may flow circumferentially around the first longitudinal end face 230 of the motor assembly 220, and may flow out from the outlet 270. The coolant entering the second motor cooling circuit 265 from the second port 266 may flow circumferentially around the circumferential face 232 of the motor assembly 220, and may flow out from the outlet 270. In addition, the coolant entering the third motor cooling circuit 267 from the third port 268 may flow circumferentially around the second longitudinal end face 234 of the motor assembly 220, and may flow out from the outlet 270. This flow through the motor cooling manifold circuit 254 may remove heat from the motor (eg, heat at the stator 224 , rotor 226 , fluid seals, etc.) to maintain efficient motor operation.

[0062] It will be appreciated that the cooling system 250 provides efficient cooling. Moreover, the electronic supercharger 100 is relatively compact, having a highly manufacturable design. Furthermore, since the bearing cooling circuit 252 and the motor cooling manifold circuit 254 are arranged in series, there may be relatively few interfaces, seals, etc. to maintain. Additionally, this layout increases manufacturability. Furthermore, since there are multiple independent cooling circuits within the motor cooling manifold circuit 254, the coolant flow for the motor assembly 220 may be specifically customized for specific areas of the motor assembly 220. Moreover, the cooling system 250 may maintain a suitable fluid pressure throughout, and significant pressure losses therethrough may be avoided.

[0063] The electronic supercharger 100 may be manufactured as described above. As mentioned, the outer housing 202 may be formed via a casting method. The ports 264, 266, 268 and the outlet 270 may then be machined into the outer housing 202. The motor housing 228 may also be cast, and the motor 222 may be assembled within the motor housing 228 and attached to the rotor 106. Next, the rotor 106 and the motor assembly 220 may be assembled within the outer housing 202.

[0064] In some embodiments, one or more of the ports 264, 266, 268, and / or the outlet 270 may be adjusted according to a predetermined target flow characteristic. For example, if the pressure loss within the cooling system 250 is too great within the second motor cooling circuit 265, the user may determine how to adjust the second port 266 (e.g., using a computerized fluid dynamics model). Specifically, the user may determine a new adjusted size (diameter) of the second port 266 and / or a new adjusted angle 299 of the axis 274 of the second port 266. The second port 266 may then be adjusted, for example, by re-drilling the second port 266. The first port 264 and the third port 268 may be similarly adjusted to change the flow characteristics of the first motor cooling circuit 263 and the third motor cooling circuit 267, respectively. Thus, an existing electronic supercharger 100 design may be quickly and easily adjusted by adjusting the ports 264, 266, 268. Furthermore, during the development phase of the electronic supercharger 100 , the size / orientation of each port 264 , 266 , 268 may be variables that may be adjusted for controlling and adjusting flow characteristics through the cooling system 250 .

[0065] Although at least one exemplary embodiment has been presented in the above detailed description, it will be appreciated that there are a large number of variations. It will also be appreciated that one or more exemplary embodiments are merely examples and are not intended to limit the scope, applicability or configuration of the present disclosure in any way. On the contrary, the above detailed description will provide a convenient roadmap for implementing the exemplary embodiments of the present disclosure to those skilled in the art. It will be appreciated that various changes may be made in the functions and arrangements of the elements described in the exemplary embodiments without departing from the scope of the present disclosure as set forth in the appended claims.

Claims

1. An electronic supercharger, comprising: outer shell; a rotor supported for rotation within the outer casing; a motor assembly housed in the outer housing, the motor assembly comprising an electric motor and a motor housing, the electric motor being housed and fluid-sealed in the motor housing, the electric motor being configured to driveably rotate the rotor within the outer housing; as well as A cooling system configured to receive a coolant, the cooling system comprising a manifold passage defined in the outer housing, the cooling system comprising a first motor cooling circuit and a second motor cooling circuit, the first motor cooling circuit and the second motor cooling circuit being cooperatively defined by the outer housing and the motor casing, the motor casing isolating the electric motor from the coolant fluid, the first motor cooling circuit and the second motor cooling circuit being fluidly connected to the manifold passage, the manifold passage being configured to distribute the flow of the coolant between the first motor cooling circuit and the second motor cooling circuit.

2. The electronic supercharger according to claim 1, wherein: The motor housing includes a circumferential surface and a longitudinal end surface; wherein the first motor cooling circuit is defined in part by the circumferential surface; and Wherein, the second motor cooling circuit is partially defined by the longitudinal end surface.

3. The electronic supercharger according to claim 2, wherein: The cooling system includes a third motor cooling circuit fluidly connected to the manifold passage; wherein the manifold passage is configured to distribute the flow of the coolant between the first motor cooling circuit, the second motor cooling circuit, and the third motor cooling circuit; Wherein, the longitudinal end surface is a first longitudinal end surface; wherein the motor housing comprises a second longitudinal end surface; and Wherein, the third motor cooling circuit is partially defined by the second longitudinal end surface.

4. The electronic supercharger according to claim 1, wherein: At least one of the motor housing and the outer housing includes a baffle that defines a fluid boundary for at least one of the first motor cooling circuit and the second motor cooling circuit.

5. The electronic supercharger according to claim 4, wherein: The motor housing includes an outer surface, a circumferential baffle and a longitudinal baffle; wherein the circumferential baffle and the longitudinal baffle radially protrude from the outer surface; wherein the circumferential baffle extends circumferentially along the outer surface; and Wherein, the longitudinal baffle extends longitudinally along the outer surface.

6. The electronic supercharger according to claim 5, wherein: the longitudinal baffle defining a fluid boundary between an inlet side of the motor housing and an outlet side of the motor housing; wherein the circumferential baffle includes a first end connected to the longitudinal baffle on the inlet side of the motor housing; wherein a space is defined between the second end of the circumferential baffle and the longitudinal baffle on the outlet side of the motor housing; wherein the first motor cooling circuit and the second motor cooling circuit are fluidly connected to the manifold passage proximate the inlet side; and Therein, the first motor cooling circuit and the second motor cooling circuit are fluidly connected via the space.

7. The electronic supercharger according to claim 1, wherein: The outer shell includes a casting; wherein the manifold passage comprises a first machined hole in the casting and a second machined hole in the casting; and wherein the first motor cooling circuit is fluidly connected to the first machined hole; and Wherein, the second motor cooling circuit is fluidly connected to the second machined hole.

8. The electronic supercharger according to claim 1, wherein: The manifold passage includes an intake reservoir, a first port, and a second port; wherein the air intake reservoir extends longitudinally within the outer shell; wherein the first port fluidly connects the intake air reservoir and the first motor cooling circuit; and Wherein, the second port fluidly connects the intake air reservoir and the second motor cooling circuit.

9. The electronic supercharger according to claim 8, wherein: The rotor is supported for rotation about a rotor axis within the housing; wherein the first port and the second port are longitudinally spaced apart by a distance; wherein the first port extends along a first port axis, the first port axis being substantially parallel to the rotor axis; and Wherein, the second port extends along a second port axis, and the second port axis is arranged at an angle relative to the rotor axis.

10. The electronic supercharger according to claim 8, wherein: The outer shell includes side walls and end blocks; wherein the side wall extends circumferentially around the rotor axis; wherein the end block is arranged transversely to the rotor axis; wherein the side wall and the end block cooperate to define a motor cavity for receiving the motor assembly; wherein the first port extends through the end block to fluidly connect the intake air reservoir and the first motor cooling circuit; and wherein the second port extends through the sidewall to fluidly connect the intake air reservoir and the second motor cooling circuit.

11. The electronic supercharger according to claim 1, wherein: The cooling system includes a bearing cooling circuit disposed upstream of the manifold passage.

12. An electronic supercharger, comprising: outer shell; Rotor; a bearing supporting the rotor for rotation within the outer casing; a motor assembly housed in the outer housing, the motor assembly comprising an electric motor and a motor housing, the electric motor being housed and fluid-sealed in the motor housing, the electric motor being configured to driveably rotate the rotor within the outer housing; as well as A cooling system configured to receive a coolant, the cooling system comprising a bearing cooling circuit and a manifold passage defined in the outer housing, the bearing cooling circuit being disposed in series upstream of the manifold passage, the cooling system further comprising a first motor cooling circuit and a second motor cooling circuit, the first motor cooling circuit and the second motor cooling circuit being cooperatively defined by the outer housing and the motor casing, the motor casing isolating the electric motor from the coolant fluid, the first motor cooling circuit and the second motor cooling circuit being fluidly connected to the manifold passage, the manifold passage being configured to distribute the flow of the coolant between the first motor cooling circuit and the second motor cooling circuit.

13. The electronic supercharger according to claim 12, wherein: The bearing cooling circuit is continuous and annular.

14. The electronic supercharger according to claim 12, wherein: The bearing cooling circuit includes a single inlet and a single outlet; wherein the manifold passage includes an intake reservoir, a first port, and a second port; wherein the intake reservoir is fluidly connected to the single outlet; and Wherein, the air intake reservoir is connected in series with the single outlet and is downstream thereof.

15. The electronic supercharger according to claim 14, wherein: The air intake reservoir extends longitudinally within the outer housing; wherein the manifold passage includes a first port fluidly connecting the intake air reservoir and the first motor cooling circuit; and Wherein, the manifold passage includes a second port fluidly connecting the intake air reservoir and the second motor cooling circuit.

16. The electronic supercharger according to claim 15, wherein: The rotor is supported for rotation about a rotor axis within the housing; wherein the first port extends along a first port axis, the first port axis being substantially parallel to the rotor axis; and Wherein, the second port extends along a second port axis, and the second port axis is arranged at an angle relative to the rotor axis.

17. The electronic supercharger according to claim 12, wherein: The cooling system includes a third motor cooling circuit fluidly connected to the manifold passage; and Wherein the manifold passage is configured to distribute the flow of the coolant among the first motor cooling circuit, the second motor cooling circuit, and the third motor cooling circuit.

18. The electronic supercharger according to claim 17, wherein: The motor housing includes a circumferential surface, a first longitudinal end surface, and a second longitudinal end surface; and wherein the first motor cooling circuit is at least partially defined by the first longitudinal end surface; wherein the second motor cooling circuit is defined by the circumferential surface; and Wherein, the third motor cooling circuit is at least partially defined by the second longitudinal end surface.

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