Electronic power module assembly and control logic with direct cooling vapor chamber system

Abstract

The present invention relates to an electronic power module assembly with a direct cooling vapor chamber system, a method for manufacturing / using such a power module assembly, and a vehicle equipped with such a power module assembly. The power module assembly includes an outer housing having an internal coolant chamber through which a coolant fluid circulates. A power semiconductor switching device is mounted to the housing of the module, separated from the coolant chamber and isolated from the coolant fluid. The power device selectively changes the current transmitted between a power source and an electrical load. A two-phase heat dissipation vapor chamber device includes an outer housing having a housing segment that is mounted to the module housing, fluidically sealed to the internal coolant chamber and exposed to the coolant fluid. Another housing segment includes an inwardly facing housing surface mounted to an outwardly facing surface of the power device, and an outwardly facing housing surface mounted to an inwardly facing surface of the power device.

Description

Technical Field

[0001] The present disclosure relates generally to high voltage electric power systems. More specifically, aspects of the present disclosure relate to a thermal management system for a traction power inverter module (TPIM) of an electrified vehicle powertrain. Background Art

[0002] The motor vehicles (e.g., modern automobiles) currently produced are initially equipped with a powertrain that operates to propel the vehicle and provide power for the vehicle's onboard electronics. For example, in automotive applications, the vehicle powertrain is typically represented by a prime mover that transmits drive power to the vehicle's final drive system (e.g., differential, axle, wheels, etc.) through an automatic or manual shift power transmission. Due to the availability and relatively cheap cost, light weight, and overall efficiency of reciprocating piston internal combustion engine (ICE) components, historically, automobiles have been powered by reciprocating piston internal combustion engine (ICE) components. As some non-limiting examples, such engines include compression ignition (CI) diesel engines, spark ignition (SI) gasoline engines, two-stroke, four-stroke, and six-stroke architectures, and rotary engines. On the other hand, hybrid electric and all-electric ("electric drive") vehicles utilize alternative power sources to propel the vehicle, and therefore minimize or eliminate reliance on fossil fuel-based engines for traction power.

[0003] A fully electric vehicle (FEV), colloquially referred to as an "electric vehicle," is a type of electrically driven vehicle configuration that completely removes the internal combustion engine and accompanying peripheral components from the powertrain system, relying only on traction electric motors for propulsion and for supporting accessory loads. The engine components, fuel supply system, and exhaust system of an ICE-based vehicle are replaced by a single or multiple traction motors, traction battery packs, and battery cooling and charging hardware in a FEV. In contrast, a hybrid electric vehicle (HEV) powertrain employs multiple traction power sources to propel the vehicle, most commonly a traction electric motor in combination with a battery-powered or fuel cell-powered traction electric motor to operate an internal combustion engine component. Because a hybrid electric-drive vehicle is able to obtain its power from a source other than the engine, the hybrid electric vehicle engine can be fully or partially shut down when the vehicle is propelled by the electric motor.

[0004] The high voltage (HV) electrical system manages the transmission of power between each traction motor and a rechargeable traction battery pack (also referred to as an "electric vehicle battery" or "EVB") that stores and supplies the necessary power for operating many hybrid and all-electric powertrains. The HV electrical system may employ a front-end DC-DC power converter that is electrically connected to the vehicle's traction battery pack to increase the voltage supply to the high voltage main direct current (DC) bus and the electronic power inverter module (PIM). High frequency bulk capacitors may be arranged across the positive and negative terminals of the main DC bus to provide electrical stability and store replenishment electrical energy. The size of the bulk capacitors (in terms of total capacitance) may be selected to achieve a desired DC bus voltage range, peak current, and ripple voltage when operating an inverter that employs, for example, a six-step operating mode. The operation and control of a multi-phase electric motor / generator unit (e.g., a permanent magnet synchronous traction motor) may be achieved by employing an inverter to convert DC electric power to alternating current (AC) power using a pulse width modulated control signal output from a resident vehicle controller.

[0005] Various multi-speed power transmission architectures have been developed for selectively transferring rotational power from a vehicle's prime mover to a final drive system. One type of power transmission device available is an electrically variable electric drive unit (EDU), which includes an electric motor / generator unit, planetary gear train elements, a clutch, power electronics, and optional differential and axle components. The clutch manages the engagement / disengagement of the gear train elements to provide an electrically variable mode, a fixed speed ratio mode, and a pure electric ("battery drive") operating mode. Electronic PIM assemblies are used to control the operation of the motor / generator unit of the EDU. Typically, power inverters, DC-DC power converters, and other required power electronic modules are assembled away from the EDU and subsequently installed to the EDU. Assembling individual power electronic modules to the EDU may require dedicated mounting hardware, electrical connectors, sealing gaskets, and housing containers to secure each module to the EDU. In order to regulate the operating temperature of each power electronic module, the EDU uses a fluid pump and dedicated piping to guide the coolant fluid into the discrete housing of each module. Summary of the invention

[0006] This article proposes an electronic power module assembly with a direct cooling vapor chamber system, a torque transmission powertrain using such a power module assembly, a method for manufacturing and using such a power module assembly, and a motor vehicle equipped with such a power module assembly. As an example, a power module packaging design is proposed, which uses multiple two-phase heat dissipation vapor chambers for thermal management of each power device of the module. The power device of the power module assembly can have the properties of a power semiconductor switch device, which is sandwiched between the opposite inner surfaces of the power module support housing. The coolant chamber is fluid-sealed in the support housing, and the coolant fluid circulates through the coolant chamber; the power device is fluidly isolated from the coolant fluid. Separate vapor chambers are mounted to the inner and outer surfaces of each power device, thereby thermodynamically connecting these surfaces to the internal coolant chamber of the support housing. In this way, the vapor chamber transfers the heat generated by the device to the coolant chamber to achieve direct cooling of the two sides of the power device. The vapor chamber device can be configured as an independent unit with a fluid-sealed housing, and the fluid-sealed housing has a substantially L-shaped or U-shaped cross-section. Each vapor chamber can extend the entire length of the housing side wall, or alternatively can define one or more of the walls of the support housing. A polymeric sealing strip may be used to fluidly seal the crimp interface between the vapor chamber housing and / or between the housing and the wall of the stent housing.

[0007] Ancillary benefits of at least some of the disclosed concepts may include a novel power module packaging design that provides effective direct cooling to opposite sides of each power device for optimized thermal management. In this way, the disclosed power module design simultaneously increases the power density and expected service life of the HV electrical system. The disclosed direct cooling vapor chamber system enables the power module to use high voltage insulated gate bipolar transistors (IGBTs) and wide bandgap (WBG) devices, which in turn helps improve powertrain performance. Other ancillary benefits may include a power module architecture that helps minimize electrical system complexity and associated costs while reducing gross vehicle weight and providing a more efficient powertrain system with improved vehicle mileage and fuel economy.

[0008] Aspects of the present disclosure relate to an electronic power module assembly having a direct cooling vapor chamber system for optimizing thermal management of power devices. In an example, a power module assembly for controlling the transmission of electrical power back and forth between a power source (e.g., one or more rechargeable battery packs) and an electrical load (e.g., one or more electric motors) is provided. The power module assembly includes a protective housing having an internal coolant chamber through which a coolant fluid circulates. One or more power devices (e.g., semiconductor switching devices) are at least partially mounted inside the module housing, physically separated from the internal coolant chamber and fluidly isolated from the coolant fluid. Each power device is selectively operable to modify the current transmitted between the power source and the electrical load. The power module assembly also includes one or more two-phase heat dissipation vapor chamber devices, each device including an outer housing having a first housing segment, the first housing segment being mounted to the module housing, fluidly sealed to the internal coolant chamber, and thus exposed to the coolant fluid. The inward-facing surface of the second housing segment of the vapor chamber outer housing is mounted to the outward-facing surface of the power device, and the outward-facing housing surface is mounted to the inward-facing surface of the power device.

[0009] Additional aspects of the present disclosure relate to motor vehicles equipped with electronic power module assemblies having a direct cooling vapor chamber system. As used herein, the terms "vehicle" and "motor vehicle" can be used interchangeably and synonymously to include any relevant vehicle platform, such as passenger cars (ICE, HEV, FEV, BEV, fuel cells, fully and partially autonomous, etc.), commercial vehicles, industrial vehicles, tracked vehicles, off-road and all-terrain vehicles (ATV), motorcycles, agricultural equipment, ships, aircraft, etc. In an example, a motor vehicle includes a body with a plurality of wheels and other standard initial equipment. Mounted on the body are one or more traction electric motors, which operate alone (e.g., for FEV powertrains) or in combination with an internal combustion engine assembly (e.g., for HEV powertrains) to selectively drive one or more wheels, thereby propelling the vehicle. One or more rechargeable traction battery packs are also mounted on the body, which selectively store and transmit current to provide power to the traction motor. The battery pack and the electric motor can be interconnected by a high-voltage circuit.

[0010] Continuing the discussion of the above example, the vehicle also includes one or more power module assemblies that manage the electrical exchange between the traction battery pack and the motor. The power module assembly includes a module housing that is attached to the vehicle body and includes an internal coolant chamber that circulates a coolant fluid. One or more power semiconductor switch devices are mounted to the module housing, separated from the internal coolant chamber and fluidly isolated from the coolant fluid. Each power device is operable to change the current transmitted between the traction battery pack and the traction motor. In order to mitigate the heat generated by the device, the power module assembly includes a first two-phase heat dissipation vapor chamber device having an external housing, the external housing having a housing section that is directly mounted to the module housing, fluidly sealed to the internal coolant chamber and exposed to the coolant fluid. Another housing section of the first vapor chamber device has an inboard-facing surface that is directly mounted to the outboard-facing surface of the power device. The second two-phase heat dissipation vapor chamber device includes an external housing having a housing section that is directly mounted to the module housing, fluidly sealed to the coolant chamber and exposed to the coolant fluid. Another housing section of the external housing of the second vapor chamber device has an outboard-facing surface that is mounted to the inboard-facing surface of the power device. The external housings each define a corresponding outer wall of the module housing. Notably, the disclosed power module assembly may be used in automotive and non-automotive applications, among others.

[0011] Also provided herein are methods for manufacturing any disclosed power module assembly, powertrain and / or motor vehicle and methods for operating any disclosed power module assembly, powertrain and / or motor vehicle. In an example, a method for configuring a power module assembly is provided, the power module assembly being operable to control the transmission of electrical power between a power source and an electrical load. The representative method includes, in any order and in any combination of any of the above and below disclosed options and features: receiving a module housing having an internal coolant chamber, the internal coolant chamber being configured to circulate a coolant fluid; mounting a power device to the module housing so that the power device is separated from the internal coolant chamber and fluidly isolated from the coolant fluid, the power device being operable to change the current transmitted between the power source and the electrical load; mounting a first housing segment of an outer housing of a vapor chamber to the module housing so that the first housing segment is fluidly sealed to the internal coolant chamber and exposed to the coolant fluid; mounting an inner housing surface of a second housing segment of the outer housing to an outer side surface of the power device; and mounting an outer housing surface of a second housing segment of the outer housing to an inner side surface of the power device.

[0012] This application also includes the following technical solutions.

[0013] 1. A power source module assembly for controlling electric power transmission between a power source and an electrical load, the power source module assembly comprising:

[0014] a module housing including an internal coolant chamber configured to circulate a coolant fluid;

[0015] a power device mounted to the module housing, separate from the internal coolant chamber, and fluidly isolated from the coolant fluid, the power device being operable to vary an electrical current transmitted between the power source and the electrical load; and

[0016] a vapor chamber comprising an outer housing having a first housing segment mounted to the module housing, fluidly sealed to the inner coolant chamber and exposed to the coolant fluid, and a second housing segment having an inner housing surface mounted to an outer side surface of the power device and an outer housing surface mounted to an inner side surface of the power device.

[0017] 2. The power module assembly of claim 1, wherein the module housing further comprises a plurality of housing walls interconnected with the vapor chamber to cooperatively define the internal coolant chamber.

[0018] 3. A power module assembly according to Option 2, wherein the shell wall includes a first end wall and a second end wall opposite each other, and wherein the outer shell of the vapor chamber extends between the first end wall and the second end wall and is adjacent to the first end wall and the second end wall at a first end and a second end of the outer shell, respectively, so that the vapor chamber defines an outer wall of the module shell.

[0019] 4. The power module assembly of claim 3, wherein the outer wall defined by the vapor chamber comprises a pair of substantially orthogonal outer walls of the module housing.

[0020] 5. A power module assembly according to Option 4, wherein the shell wall of the module shell also includes an outer shell wall, which extends between the first end wall and the second end wall and is adjacent to the first end wall and the second end wall at the first end and the second end of the outer shell wall, respectively, and wherein the first shell segment of the vapor chamber includes a flange mounted to the outer shell wall.

[0021] 6. A power module assembly according to Option 4, wherein the vapor chamber includes a first U-shaped vapor chamber and a second U-shaped vapor chamber, each of which defines a corresponding pair of substantially orthogonal outer walls of the module housing.

[0022] 7. A power module assembly according to Option 1, wherein the vapor chamber includes a first vapor chamber and a second vapor chamber, and the external shell includes a corresponding first external shell and a second external shell of the first vapor chamber and the second vapor chamber, and the first shell segment of each of the first external shell and the second external shell is mounted to the module shell, fluidly sealed to the internal coolant chamber and exposed to the coolant fluid.

[0023] 8. A power module assembly according to Option 7, wherein the power device is a first power device, the inner shell surface of the second shell segment of the first external shell is mounted to the outer surface of the first power device, and the outer shell surface of the second shell segment of the second external shell is mounted to the inner surface of the first power device, so that the first power device is sandwiched between the first vapor chamber and the second vapor chamber.

[0024] 9. The power module assembly according to Option 8 also includes a second power device, wherein the first external shell and the second external shell each include a corresponding third shell segment, the outer shell surface of the third shell segment of the first external shell is mounted to the inner surface of the second power device, and the inner shell surface of the third shell segment of the second external shell is mounted to the outer surface of the second power device, so that the second power device is sandwiched between the first vapor chamber and the second vapor chamber.

[0025] 10. The power module assembly of claim 1, wherein the vapor chamber further comprises a working fluid, a fluid wicking structure, and a support structure encapsulated within the outer shell.

[0026] 11. A power module assembly according to Option 10, wherein the fluid wicking structure defines a vapor core and is configured to draw the working fluid from the hot side of the external shell through the vapor core to the cold side of the external shell when the working fluid evaporates, and to draw the working fluid back to the hot side of the external shell when the working fluid condenses at the cold side of the external shell.

[0027] 12. The power module assembly of claim 1 further comprising a first polymer seal that fluidly seals the vapor chamber to the module housing and a second polymer seal that fluidly isolates the power device from the coolant fluid.

[0028] 13. The power module assembly of claim 1 further comprising a first polymer O-ring and a second polymer O-ring fluidically sealing the vapor chamber to the module housing, and a first polymer seal fluidically isolating the power device from the coolant fluid.

[0029] 14. An electric drive vehicle comprising:

[0030] a body to which a plurality of wheels are attached;

[0031] a traction motor attached to the vehicle body and configured to drive one or more of the wheels to thereby propel the vehicle;

[0032] a traction battery pack attached to the vehicle body and configured to deliver electrical current using the traction motor; and

[0033] Power module assembly, including:

[0034] a module housing attached to the vehicle body and including an internal coolant chamber configured to circulate a coolant fluid;

[0035] a power semiconductor switch device (power device) mounted to the module housing, separate from the internal coolant chamber, and fluidly isolated from the coolant fluid, the power device being operable to vary the current transmitted between the traction battery pack and the traction motor;

[0036] a first two-phase heat sink vapor chamber device having a first outer housing having a first housing segment mounted to the module housing, fluidly sealed to the internal coolant chamber and exposed to the coolant fluid, and a second housing segment having an inner housing surface mounted to an outer side surface of the power device, the first outer housing defining a first outer wall of the module housing; and

[0037] A second two-phase heat dissipation vapor chamber device having a second outer shell, the second outer shell having a first shell segment and a second shell segment, the first shell segment being mounted to the module housing, fluidly sealed to the coolant chamber and exposed to the coolant fluid, the second shell segment having an outer shell surface mounted to the inner side surface of the power device, the second outer shell defining a second outer wall of the module housing.

[0038] 15. A method for configuring a power module assembly for controlling electrical power transfer between a power source and an electrical load, the method comprising:

[0039] receiving a module housing having an internal coolant chamber configured to circulate a coolant fluid;

[0040] mounting a power device to the module housing such that the power device is separated from the internal coolant chamber and fluidly isolated from the coolant fluid, the power device being operable to vary an electrical current transmitted between the power source and the electrical load;

[0041] mounting a first housing segment of an outer housing of a vapor chamber to the module housing such that the first housing segment is fluidly sealed to the inner coolant chamber and exposed to the coolant fluid;

[0042] mounting an inner housing surface of a second housing segment of the outer housing to an outer side surface of the power device; and

[0043] An outer housing surface of the second housing segment of the outer housing is mounted to an inner surface of the power device.

[0044] 16. The method of claim 15, wherein the module housing further comprises a plurality of housing walls, and wherein mounting the outer housing of the vapor chamber to the module housing comprises connecting the housing walls to the vapor chamber to cooperatively define the inner coolant chamber.

[0045] 17. A method according to Option 16, wherein the shell wall includes a first end wall and a second end wall opposite each other, and wherein the outer shell of the steam chamber extends between the first end wall and the second end wall and is adjacent to the first end wall and the second end wall at its first end and second end, respectively, so that the steam chamber defines the outer wall of the module shell.

[0046] 18. A method according to Option 15, wherein the vapor chamber includes a first vapor chamber and a second vapor chamber, and the external shell includes a first external shell and a second external shell of the first vapor chamber and the second vapor chamber, respectively, and wherein mounting the external shell to the module shell includes: mounting the first shell segment of each of the first external shell and the second external shell to the module shell so that the first shell segment is fluid-sealed to the internal coolant chamber and exposed to the coolant fluid.

[0047] 19. A method according to Option 18, wherein the power device is a first power device, the inner shell surface of the second shell segment of the first external shell is mounted to the outer surface of the first power device, and the outer shell surface of the second shell segment of the second external shell is mounted to the inner surface of the first power device, so that the first power device is sandwiched between the first vapor chamber and the second vapor chamber.

[0048] 20. A method according to Option 15, wherein the vapor chamber also includes a working fluid, a support structure and a fluid wicking structure encapsulated inside the external shell, and wherein the fluid wicking structure defines a vapor core and is configured to draw the working fluid from the hot side of the external shell through the vapor core to the cold side of the shell when the working fluid evaporates, and to draw the working fluid back to the hot side of the external shell when the working fluid condenses at the cold side of the shell.

[0049] The above summary of the invention does not represent every embodiment or every aspect of the present disclosure. On the contrary, the above summary of the invention only provides examples of some novel concepts and features set forth herein. When combined with the accompanying drawings and the appended claims, the above features and advantages of the present disclosure and other features and attendant advantages will be apparent from the following detailed description of the illustrative examples and modes for implementing the present disclosure. In addition, the present disclosure explicitly includes any and all combinations and sub-combinations of the elements and features presented above and below. BRIEF DESCRIPTION OF THE DRAWINGS

[0050] Figure 1 is a partially schematic side elevation view of a representative electric drive vehicle having a traction motor connected to a rechargeable traction battery pack through a high voltage electrical system according to aspects of the present disclosure.

[0051] Figure 2 is a schematic diagram of a representative electrified powertrain system having multiple traction battery packs connected to electric motor / generator units via a high voltage main DC bus, DC bulk capacitors, and a traction power inverter module (TPIM) assembly according to aspects of the present disclosure.

[0052] Figure 3 is an elevational perspective view of a representative high voltage power module assembly having a direct cooling vapor chamber system for power device thermal management in accordance with aspects of the disclosed concepts.

[0053] Figure 4 yes Figure 3 A partially exploded perspective view of a representative power module assembly.

[0054] Figure 5 is an elevational perspective view of another representative high voltage power module assembly having another direct cooling vapor chamber system for power device thermal management in accordance with aspects of the disclosed concepts.

[0055] Figure 6 yes Figure 5 A partially exploded perspective view of a representative power module assembly.

[0056] Figure 7 yes Figure 3Cross-sectional end view of a representative power module assembly.

[0057] Figure 8 yes Figure 5 Cross-sectional end view of a representative power module assembly.

[0058] Fig. 9 yes Figure 7 and 8 Magnified cross-sectional views of a representative vapor chamber device and selected portions of a power device.

[0059] The present disclosure may be modified into various variations and alternative forms, and some representative embodiments are shown in the accompanying drawings by way of example and will be described in detail below. However, it should be understood that the novel aspects of the present disclosure are not limited to the specific forms shown in the drawings listed above. On the contrary, the present disclosure will cover all modifications, equivalents, combinations, sub-combinations, permutations, groupings and substitutions that fall within the scope of the present disclosure, such as those covered by the appended claims. DETAILED DESCRIPTION

[0060] The present disclosure allows for many different forms of embodiments. Representative embodiments of the present disclosure are shown in the accompanying drawings and will be described in detail herein, with the understanding that these embodiments are provided as examples of the disclosed principles rather than limitations on the broad aspects of the present disclosure. In this regard, elements and limitations such as those described in the abstract, background technology, summary of the invention, and detailed description but not explicitly set forth in the claims should not be incorporated into the claims individually or collectively by implication, inference, or otherwise.

[0061] For the purposes of this detailed description, unless specifically disclaimed: the singular encompasses the plural and vice versa; the words "and" and "or" shall be both conjunctive and disjunctive; the words "any" and "all" shall mean "any and all"; and the words "include," "comprise," "contain," "have," and the like shall all mean "including but not limited to." In addition, approximate words, such as "approximately," "almost," "substantially," "generally," "approximately / roughly," and the like, may be used herein in the sense of, for example, "at, approximately, or nearly at," or "within 0-5%," or "within acceptable manufacturing tolerances," or any logical combination thereof. Finally, directional adjectives and adverbs, such as front, rear, inboard, outboard, starboard, port, vertical, horizontal, upward, downward, front, rear, left, right, and the like, may be relative to the motor vehicle, such as the forward driving direction of the motor vehicle when the vehicle is operatively oriented on a level driving surface.

[0062] Referring now to the drawings, in which like reference numerals represent like features throughout the several views, Figure 1, a schematic diagram of a representative automobile is shown, generally designated 10, and for purposes of discussion is depicted herein as a hybrid electric passenger car of the sedan type. Enclosed within the body 12 of the automobile 10 (e.g., within a passenger compartment, luggage compartment, or dedicated battery compartment) is a traction battery pack 14 that provides power to one or more electric motor-generator units 16 that drive one or more of the vehicle's wheels 18, thereby propelling the vehicle 10. The automobile 10 shown (also referred to herein simply as a "motor vehicle" or "vehicle") is merely an exemplary application in which the features of the present disclosure may be implemented. Likewise, the implementation of the inventive concepts of the specific electric drive powertrain architectures shown in the drawings should also be understood as exemplary applications of the disclosed concepts. Thus, it should be understood that aspects and features of the present disclosure may be applied to other powertrain architectures and may be implemented for any logically related type of motor vehicle. Furthermore, only selected components of the vehicle, powertrain, and power module assemblies are shown and will be described in greater detail herein. However, the vehicles and systems discussed below may include many additional and alternative features, as well as other commercially available peripheral components, for example, to execute the various protocols and / or algorithms of the present disclosure.

[0063] Figure 1 is a simplified illustration of an electrically driven vehicle 10 docked in and operably coupled to a vehicle charging station 20 to charge an onboard rechargeable energy source, such as a high voltage direct current (DC) traction battery pack 14. The traction battery pack 14 may take on many suitable configurations, including an array of lead acid, lithium ion, or other applicable type of rechargeable electric vehicle batteries (EVBs). In order to provide an operable connection between the traction battery pack 14 and the vehicle charging station 20, the vehicle 10 may include an inductive charging component 22, such as having an integrated inductive coil, which is mounted to the underside of the vehicle body 12. The inductive charging component 22 serves as a wireless charging interface that is compatible with a wireless charging pad or platform 24, such as an internal EMF coil, of the vehicle charging station 20. In the example shown, the wireless charging pad / platform 24 is located on the floor of the vehicle charging station 20 and is positioned according to a "target location" that serves as a desired parking location for the purpose of efficient and effective wireless charging of the vehicle 10. Specifically, Figure 1 The vehicle 10 is depicted parked in proper fore-aft alignment and proper starboard-port alignment, which helps ensure that the inductive charging component 22 is substantially aligned with the wireless charging pad / platform 24 in both the lateral and longitudinal dimensions.

[0064] The vehicle charging station 20 may employ any type of wired and wireless charging technology developed heretofore and hereafter, including, as some non-limiting examples, inductive charging, radio charging, and resonant charging. According to electromagnetic induction charging technology, Figure 1The representative wireless charging pad 24 of the vehicle 10 may be activated with an electrical current to generate an alternating electromagnetic field near the inductive charging component 22. The magnetic field, in turn, induces an electrical current in the inductive charging component 22 of the vehicle 10. The induced current may be filtered, stepped down, and / or phase shifted by an onboard electrical modulation circuit to charge the traction battery pack 14 or other energy source (e.g., a standard 12V lead-acid starting, lighting, and ignition (SLI) battery, auxiliary power module, etc.) of the vehicle 10. A battery pack cooling system 56 may be integrated into the traction battery pack 14 to provide substantially uniform cooling of the modules within the battery pack, for example, by providing a metered flow of coolant fluid.

[0065] The traction battery pack 14 stores energy that can be used for propulsion by the traction motor 16 and for operating other vehicle electrical systems. The traction battery pack 14 is communicatively connected (wired or wireless) to the vehicle through an electronic control unit (ECU) 26. Figure 1 26 , which regulates the operation of various onboard vehicle components. For example, contactors controlled by the ECU 26 may isolate the traction battery pack 14 from other components when open, and connect the traction battery pack 14 to other components when closed. The ECU 26 is also communicatively connected to each electric motor-generator unit (MGU) 16 to control, for example, bidirectional energy transfer between the traction battery pack 14 and the MGU 16. For example, the traction battery pack 14 may provide a DC voltage, while the MGU 16 may operate using three-phase AC current; in this case, the ECU 26 converts the DC voltage into a three-phase AC current for use by the motor generator 16. In a regenerative mode in which the MGU 16 is used as a generator, the ECU 26 may convert the three-phase AC current from the MGU 16 into a DC voltage that is compatible with the traction battery pack 14. The representative ECU 26 is also shown in communication with the charging component 22, for example, to regulate the power supplied to the battery pack 14 from the vehicle charging station 20 to help ensure appropriate voltage and current levels. ECU 26 may also interface with charging station 20 , for example, to coordinate the timing, amount, and user preferences for delivering power to and from vehicle 10 .

[0066] Figure 1The vehicle charging station 20 also provides wired charging for the electric vehicle 10 via a "plug-in" electrical connector 32, which can be any of a variety of different commercially available electrical connector types. As a non-limiting example, the electrical connector 32 can be a Society of Automotive Engineers (SAE) J1772 (Type 1) or J1772-2009 (Type 2) electrical connector, which has a single-phase or split-phase mode for inductive vehicle charging operating at 120 to 240 volts (V) of alternating current (AC) and at a peak current of up to 80 amperes (A). In addition, the charging connector 32 can also be designed to meet the standards set forth in the International Electrotechnical Commission (IEC) 62196-3 Fdis and / or IEC 62196-2, as well as to meet any other currently applicable or hereafter enforced standards. The charging port 34 accessible on the exterior of the vehicle body 12 is a wired charging interface that serves as an electrical inlet into which the electrical connector 32 can be plugged or otherwise mated. This port 34 enables a user to easily connect and disconnect the vehicle 10 to a readily available AC or DC source, such as a public utility grid, via the charging station 20 . Figure 1 The charging port 34 is not limited to any particular design and may be any type of inlet, port, connection, socket, plug, etc. capable of achieving an inductive or other type of electrical connection. A hinged charging port door (CPD) 36 on the vehicle body 12 may be selectively opened and closed to access and cover the charging port 34, respectively.

[0067] As part of the vehicle charging process, the electric vehicle 10 may monitor wired / wireless charging availability, wireless power quality, and other relevant variables that may affect charging. According to the example shown, Figure 1 The vehicle ECU 26 communicates with and receives sensor signals from a monitoring system, represented herein by one or more onboard "resident" sensing devices 28 of the vehicle 10 and / or one or more off-board "remote" sensing devices 30 of the vehicle charging station 20. In practice, the monitoring system may include a single sensor, or it may include a distributed sensor architecture having various sensors packaged in locations similar to or alternative to those shown in the drawings. A CPD sensor 38 mounted by the charging port 34 may be sensed and polled or read by the vehicle's ECU 26 to determine the door status (open / closed) of the CPD 36. Additionally, a lock button 40 that facilitates physically attaching and securing the electrical connector 32 to the charging port 34 may include an internal switch (e.g., a SAES3-type switch) that serves as a sensing device to detect whether the electrical connector 32 is operatively connected to the charging port 34.

[0068] Figure 1A representative vehicle 10 may initially be equipped with a vehicle remote communication and information ("telematics") unit 42 that communicates wirelessly with a remotely located or "off-board" cloud computing service system 44 (e.g., via a cell tower, base station, and / or mobile switching center (MSC), etc.). Serving as both a user input device and a vehicle output device, the telematics unit 42 may be equipped with an electronic video display device 46 and various input controls 48 (e.g., buttons, knobs, switches, touch pads, keyboards, touch screens, etc.). These telematics hardware components may be used, at least in part, as a resident vehicle navigation system that allows, for example, assisted and / or automatic vehicle navigation, and as a human / machine interface (HMI) that allows, for example, a user to communicate with the telematics unit 42 and other systems and system components of the vehicle 10. Optional peripheral hardware may include a microphone that provides the vehicle occupant with the ability to input verbal or other auditory commands; the vehicle 10 may be equipped with an embedded voice processing unit that is programmed with a computerized voice recognition software module. A vehicle audio system having one or more speaker components may provide audible output to vehicle occupants and may be a stand-alone device dedicated to telematics unit 42 or may be part of a general audio system.

[0069] Continue to refer Figure 1 , the telematics unit 42 is an onboard computing device that provides hybrid services both alone and through its communication with other networked devices. The telematics unit 42 may generally be comprised of one or more processors, each of which may be implemented as a discrete microprocessor, an application specific integrated circuit (ASIC), a dedicated control module, etc. The vehicle 10 may provide centralized vehicle control through an ECU 26, which is operably connected to one or more electronic storage devices 50, each of which may take the form of a CD-ROM, a disk, an IC device, a semiconductor memory (e.g., various types of RAM or ROM) with a real-time clock (RTC), etc. Long-range vehicle communication capabilities with remote, off-board networked devices may be provided via one or more or all of a cellular chipset / component, a navigation and location chipset / component (e.g., a global positioning system (GPS) transceiver), or a wireless modem (all of which are collectively represented as 52). Short-range wireless connectivity may be provided via a short-range wireless communication device (e.g., a BLUETOOTH® unit or a near field communication (NFC) transceiver), a dedicated short-range communication (DSRC) component, and / or a dual antenna (all of which are collectively represented as 54). The above-mentioned communication devices can provide data exchange as part of periodic broadcasts in a vehicle-to-vehicle (V2V) or vehicle-to-everything (V2X) communication system (e.g., vehicle-to-infrastructure (V2I), vehicle-to-pedestrian (V2P), vehicle-to-device (V2D), etc.).

[0070] Next go to Figure 2 , shows a representative electrified powertrain architecture having a rechargeable energy storage system (RESS) 115, wherein the RESS is suitable for storing energy for driving electrical loads (e.g. Figure 1 The RESS 115 may be a deep cycle, high ampere-hour electrical energy source rated at approximately 400 to 800 VDC or greater, for example, depending on the desired vehicle range, gross vehicle weight, and the power ratings of the various loads drawing electrical power from the RESS 115. To this end, the RESS 115 may include a plurality of high voltage, independently rechargeable battery packs (B1) 121A and (B2) 121B that are selectively electrically connected to a multi-phase electric machine, such as a three-phase permanent magnet (PM) traction motor (M) 114. Although not shown for simplicity of illustration, the RESS 115 may be a deep cycle, high ampere capacity battery system rated at approximately 400 to 800 VDC or greater, for example, depending on the desired vehicle range, gross vehicle weight, and the power ratings of the various loads drawing electrical power from the RESS 115. To this end, the RESS 115 may include a plurality of high voltage, independently rechargeable battery packs (B1) 121A and (B2) 121B that are selectively electrically connected to a multi-phase electric machine, such as a three-phase permanent magnet (PM) traction motor (M) 114. Figure 2 Two traction battery packs 121A, 121B and one traction motor 114 are shown in FIG. 1 , but a single traction battery pack or three or more traction battery packs may be used within the RESS 115 to power any number of traction electric motors.

[0071] The first and second traction battery packs 121A, 121B may be electrically connected in parallel relative to a high voltage main DC bus 160 and a power inverter module (PIM) 162 for managing the transfer of electrical energy to and from the traction electric motor 114. Each pack 121A, 121B is equipped with a stack of respective battery cells 161A and 161B, including lithium-ion battery cells, lithium-polymer battery cells, or any other rechargeable electrochemical battery cells that provide sufficiently high power density, as well as any necessary conductive battery support structures, battery pack cooling systems, and current regulation hardware. The number and arrangement of battery cells 161A, 161B in each pack 121A, 121B may vary depending on the intended application of the RESS 115, such as using 96 or more such cells per pack in certain high voltage applications. It should be understood that Figure 2 A representative powertrain architecture may include the above Figure 1 any options and features described for the vehicle drive system, and vice versa.

[0072] The DC-AC and AC-DC power inverter module 162 may be part of a traction power inverter module (TPIM) that is connected to the traction motor 114 via a multi-phase winding 166 to transfer power between the motor 114 and the battery packs 121A, 121B. The power inverter module 162 may include a plurality of power inverters and corresponding electric motor control modules that are operable to receive motor control commands and control inverter states therefrom to provide motor drive or regeneration functionality. The power inverter module 162 may include a set of semiconductor switches S I1 -SI6 (also referred to herein as "inverter switches"), which cooperatively convert DC power from the energy storage device (battery packs 121A, 121B) into AC power for powering the traction motor 114 via high frequency switching. Each semiconductor switch S I1 -S I6 It may be implemented as a voltage controlled bipolar switch device in the form of an insulated gate bipolar transistor (IGBT), a metal oxide semiconductor field effect transistor (MOSFET), a wide band gap (WBG) device or other suitable switch having a corresponding gate to which a gate signal is applied to change the on / off state of a given switch. For each phase of a three-phase motor, there is typically at least one semiconductor switch.

[0073] The traction battery packs 121A, 121B include a bank 168 of solid-state relay switches or contactors S1-S3 (also referred to herein as "battery pack contactor switches") that independently respond to signals from a suitable controller or dedicated control module to manage the electrical output of the battery system. The contactors / switches S1-S3 are adapted to close under electrical load to ensure instantaneous or near-instantaneous delivery of electrical power to, for example, the vehicle's propulsion system and to drive any number of onboard accessories. Like the semiconductor inverter switches within the PIM 162, the battery pack contactor switches 168 may be constructed of high-efficiency switching devices, such as wide-bandgap gallium nitride (GaN) or silicon carbide (SiC) MOSFETs, IGBTs, or other suitable electronic devices. Figure 2 The corresponding real-time currents of the traction battery packs 121A, 121B may be measured using dedicated first and second current sensors (A1) 174A and (A2) 174B, respectively, which may be integrated within the battery housing of the corresponding battery pack.

[0074] The DC output voltage of the traction battery packs 121A, 121B is transmitted across the positive and negative bus rails 170A and 170B, respectively, via a fixed high frequency DC bulk capacitor (C1) 172 placed electrically in parallel with both traction battery packs 121A, 121B. Figure 2 1 and 1 . The high frequency DC bulk capacitor 172 is depicted as a single device in FIG. However, it should be understood that the DC bulk capacitor 172 may be comprised of a plurality of capacitor devices electrically arranged in series, parallel, or any other suitable electrical configuration to provide capacitance in a circuit between the positive and negative conductors of the high voltage main DC bus 160. A RESS sensing system (not shown) may be arranged to monitor operating parameters of the main DC bus 160, the PIM 162, and the bulk capacitor 172, such as bus potentials measured across the positive and negative bus rails 170A and 170B of the high voltage main DC bus 160.

[0075] The capacitor size of the DC bulk capacitor 172 can be described by its total capacitance, which can be selected based on any number of variables, including the expected voltage range, peak current, and ripple voltage amplitude across the main DC bus 160. In this regard, the capacitance of the bulk capacitor can also be determined with respect to parameters such as peak voltage, root mean square (RMS) current, minimum and maximum bus current levels, operating temperature, and other factors. Thus, when operating the inverter module 162 using, for example, a six-step operating mode power, the size of the DC bulk capacitor 172 (measured by its total capacitance) can be selected based on the expected DC bus voltage ripple. As another option, the DC bulk capacitor 172 can take the form of any suitable capacitor storage device, whether it is an electrolytic device, an aluminum device, a ceramic device, a plastic capacitor device, a wound film device, etc. In addition, the conductive material used by each capacitor device can include any suitable conductive material, such as aluminum, copper, gold, zinc, or an alloy or composite of the aforementioned metal materials.

[0076] Figure 3 and 5 Both show a new type of electronic power module assembly ( Figure 3 TPIM 210 and Figure 5 The TPIM 310 is equipped with a direct cooling vapor chamber system for optimized thermal management of the individual power devices of the module. The power inverter modules 210, 310 can be electrically inserted between a power source and an electrical load to maintain high voltage, high frequency power transmission through smooth AC / DC current conversion, the power source being, for example, Figure 1 Traction battery pack 14 or Figure 2 RESS 115, electrical loads such as Figure 1 MGU 16 or Figure 2 In this regard, any of the power inverter modules 210, 310 may be incorporated into the Figure 1 and 2 or may alternatively be implemented in other commercial applications, including electric power utility grids, photovoltaic balancing systems, fuel cell generators, etc. Likewise, although shown and described as a traction power inverter module, it is contemplated that the following description of Figure 3-9 The novel features discussed may be implemented for other power module assemblies, including on-board charging module (OBCM), single power inverter module (SPIM), belt-alternator-starter (BAS) power inverter module (BPIM), rear power inverter module (RPIM), etc.

[0077] Common Reference Figure 3 and 4The power inverter module 210 assembly is configured with a protective housing 212, one or more power semiconductor switch devices 214, and one or more two-phase heat dissipation vapor chambers 216A and 216B devices, etc. Similarly, Figure 5 and 6 The power inverter module 310 assembly is configured with a protective housing 312, at least one power semiconductor switch device 314, and at least one two-phase heat dissipation vapor chamber 316A and 316B device. Although shown as including three power devices 214 ( Figure 4 ) or six power devices 314 ( Figure 6 ), but it is contemplated that the disclosed electronic power module assembly may include more or fewer power devices and vapor chambers than shown. As a non-limiting example, the longitudinal length of the module housing 212 may extend to accommodate six (6) or more power devices.

[0078] Selected portions of module housings 212 and 312 may be formed of electrically insulating materials (eg, plastic, epoxy resin, and / or epoxy resin impregnated fiberglass), or of metallic materials, including cast or stamped aluminum, steel, etc. As shown, Figure 3 The module housing 212 is manufactured with multiple external housing walls, including a first (front end) outer wall 211, a second (rear end) outer wall 213 longitudinally spaced apart from the first outer wall 211, and a third (top) outer wall 215 substantially perpendicular to the first and second walls 211, 213. The third outer wall 215 extends between the first and second outer walls 211, 213 and abuts the first and second outer walls 211, 213 at their opposite longitudinal ends. These three housing outer walls 211, 213, 215 can be formed as a one-piece integral structure. In comparison, Figure 5 The module housing 312 is manufactured with a first (front end) outer wall 311 and a second (rear end) outer wall 313, the second outer wall being substantially parallel to and longitudinally spaced from the first outer wall 311. The outer walls of the housing cooperatively define the internal coolant chamber 217 ( Figure 7 ) and 317( Figure 8 ), a heat dissipation coolant fluid 218 and 318 (e.g., a glycol-based coolant) circulates through the internal coolant chamber. In this regard, each housing 212, 312 has a coolant inlet port 220 and 320 that provides a fluid connection point to a coolant source (e.g., a coolant feed line, an electric pump, and a heat exchanger), and thereby receives coolant fluid from the coolant source. The coolant fluid is returned from the power inverter module 210, 310 to the coolant source (e.g., a coolant return line and a coolant fluid volume) via a coolant outlet port 222 and 322 that protrudes from the housing 212, 312 on the opposite side of the inlet port 220, 320.

[0079] In addition to providing an interface for heat exchange coolant fluid, the housing 212, 312 of the power inverter module also provides mechanical support, corrosion resistance, vibration protection, thermal protection, etc. for the device mounted thereon. The power inverter module 210, 310 may include a plurality of optional features, such as a conductive substrate (not shown), on which the module housing 212 is rigidly mounted using, for example, threaded fasteners. The active (drain) terminal of each power device 214, 314 can be electrically connected to the substrate, and the active (source) terminal of each device 214, 314 is electrically connected to a conductive PIM tab, each tab providing a terminal connection point with a multi-phase winding. As will be explained in further detail below, any of the outer walls of the module housing can be formed from a heat dissipation vapor chamber device. Alternatively, the module housing can be an integral structure that is configured separately from the vapor chamber device and subsequently assembled with the vapor chamber device. It should be understood that the shape, size, and configuration of the module housing may be different from those shown in the accompanying drawings to accommodate design constraints for other applications.

[0080] Mounted within the housing 212, 312 of the PIM are at least one, or as shown three or six power devices 214, 314, which are operable individually and collectively to regulate current transfer between a power source and an electrical load. In a representative TPIM implementation, each power device 214, 314 is an integrated circuit (IC) based semiconductor switching device, such as an IGBT device, a WBG device, a MOSFET device, etc. An example is the HybridPACK™ DSC S2 half-bridge power module produced by Infineon Technologies AG. For at least some applications, it may be desirable that all of the power devices 214, 314 within a given PIM assembly 210, 310 are substantially identical to one another. For the sake of brevity and simplicity, two groups of power devices 214, 314 will be described below with respect to FIG. Fig. 9 The representative semiconductor switch device 214 presented in FIG. 2 is further described in detail as follows: Figure 7 and 8 Although not shown, other electronic devices may be operably supported on the module housing 212, such as a contact resistor board, a motor control unit, etc.

[0081] The power devices 214, 314 are securely mounted to the inner surface of the PIM assembly 210, 310, for example, via compression hardware, mounting brackets, mechanical fasteners, brazing, welding, adhesives, or other suitable techniques. In particular, the power devices 214, 312 are shown juxtaposed in coplanar alignment, nested in the recess 219 ( Figure 7 ) and 319( Figure 8 ) inside, the cavity is defined on at least three sides thereof by vapor chambers 216A-B, 316A-B. The PIM assembly 210, 310 may include Figure 8 A single device receiving recess 219 extending longitudinally along the bottom side of the module housing 212 is shown, or as shown in FIG. Figure 8 A plurality of discrete pockets 319 are shown disposed on opposite sides of the module housing 312. In this manner, the mutually parallel power devices 214, 314 are sandwiched between the vapor chambers 216A-B, 316A-B and physically isolated from the coolant chambers 217, 317. The electrical tabs 221, 321 of the power devices 214, 314 protrude laterally outward from the module housing 212, 312. An alternative configuration may include a series of longitudinally spaced pockets, each receiving and storing a respective power device therein.

[0082] For a PIM architecture where each power device 214 is mounted in a separate shared pocket 219, a single (first) polymer seal strip 224A may be compressed between the interfacing segments of the vapor chambers 216A, 216B to fluidly isolate the power device 214 from the coolant chamber 217. A pair of horizontally spaced polymer seal strips 224B and 224C are compressed between the vapor chambers 216A, 216B and the module housing 212, and thereby fluidly seal the vapor chambers 216A, 216B to the module housing 212. It may be preferred for at least some embodiments that each seal strip 224A-C is a one-piece continuous structure extending substantially the entire length of the module housing 212. In this case, the seal strips 224A-C may also double up to fluidly seal the coolant chamber 317. Although shown as elongated seal strips having a circular cross-section, the disclosed seal strips may employ alternative geometries, materials, and configurations without departing from the intended scope of the present invention.

[0083] On the other hand, the disclosed PIM architecture having multiple discrete pockets 319 in which individual power devices 314 are mounted can employ a variety of different fluid seals to operably interconnect the housing 312, the power devices 314, and the vapor chambers 316A-B. Figure 5 and 6 Consistent with the representative examples set forth in , a plurality of sealing strips 324 are compressed between the interfacing sections of the vapor chambers 316A, 316B to fluidly isolate the power device 314 from the coolant chamber 317. For any of the disclosed PIM architectures, a rectangular polymer O-ring 326 can be compressed between each vapor chamber 316A-B and its respective housing end wall 311, 313, and thereby fluidly seal each vapor chamber 316A-B to its respective housing end wall 311, 313. Similar to the sealing strips 224A-C described above, the sealing strips 324 and O-rings 326 can work together to fluidly seal the coolant chamber 317. Thus, as Figure 7 and 8As best shown in FIG. 2 , one or more inwardly facing surfaces of each vapor chamber 216A-B, 316A-B are directly exposed to the coolant fluid 218 , 318 within the interior coolant chamber 217 , 317 .

[0084] Continue to refer to Figure 3-6 , the vapor chambers 216A-B, 316A-B provide thermal conduits that interface the opposing inwardly facing and outwardly facing surfaces of the power devices 214, 314 with a coolant fluid 218, 318 that circulates through an internal coolant chamber 217, 317 of the module housing. According to the illustrated example, the power inverter module 210, 310 device is configured with two hermetically sealed independent vapor chambers 216A-B, 316A-B, each of which physically abuts and thereby cools one or more of the power devices 214, 314. However, it is contemplated that the power inverter module 210, 310 may include more or less than two vapor chambers, which may take alternative shapes, sizes, and packaging locations that differ from the illustrated configuration. For example, a separate vapor chamber may be dedicated to cooling a single power device in the power device.

[0085] Compare Figure 4 and 6 A partial exploded view of the Figure 3 and 4 The vapor chambers 216A and 216B have an L-shaped geometry, and Figure 5 and 6 The vapor chamber 316A and 316B devices have a U-shaped geometry. Despite this difference in geometry, for at least some applications, it may be desirable that the structural content and overall operation of the vapor chambers 216A-B, 316A-B shown are substantially identical to each other. For the purposes of simplicity and clarity, reference will be made to Fig. 9 The representative vapor chamber 216 shown in the figure is used to describe all four vapor chambers 217A-B, 316A-B. Each vapor chamber 216 device may include: a rigid thermally conductive outer shell 228 (e.g., formed of flat and contoured copper tubes or curled copper plates) with a working fluid (filled hollow arrows 230); a fluid wicking structure 232; and a pillar-like inner skeleton support structure 234 encapsulated inside the outer shell 228. The wicking structure 234 can be made of a variety of suitable materials, such as fine fiber roving, wound fabric, wound metal wire, mesh, directly engraved from the inner surface of the shell 228 for grooved wicks, copper particles for sintered powder wicks, etc. The working fluid 230 (whether in fluid or gas form) can include a mixture of water and refrigerant. Each vapor chamber 216 can be a hermetically sealed, discrete unit that lacks a fluid port for exchanging coolant fluid with the internal coolant chamber 217.

[0086] Go to Figure 3 ,4 7, the L-shaped outer shell 228 of each vapor chamber 216A, 216B device is composed of three adjacent parts: a horizontally oriented bottom (first) shell segment 223, a vertically oriented side (second) shell segment 225, and a horizontally oriented flanged (third) shell segment 227. The first shell segment 223 is vertically spaced apart from and substantially parallel to the top wall 215 of the module housing. In contrast, the second shell segment 225 protrudes substantially vertically from the side edge of the first shell segment 223. On the other hand, the third shell segment 227 protrudes laterally from the upper edge of the second shell segment 225 and is oriented substantially parallel to the first shell segment 223. The longitudinal ends of the first, second and third shell segments 223, 225, 227 of the outer shell 228 extend between and abut (e.g., by crimping, welding, brazing, etc.) the longitudinally spaced end walls 211, 213 of the module housing 212. Likewise, the side edges of the flanged housing segments 227 abut (e.g., by crimping, welding, brazing, etc.) the side edges of the top wall 215 of the module housing. With this arrangement, the housings 228 of the two vapor chambers and the outer walls 211, 213, 215 of the housings together define the internal coolant chamber 217. In addition, the horizontal housing segment 223 of the first vapor chamber 216A defines the bottom-most outer wall of the module housing 212, while the vertical housing segments 225 of the first and second vapor chambers 216A, 216B each define one of the laterally spaced (left and right) side walls of the module housing 212.

[0087] Common Reference Figure 5 , 68, the U-shaped outer shell 328 of each vapor chamber 316A, 316B device is composed of three adjacent parts: a horizontally oriented bottom (first) shell segment 323, a vertically oriented middle (second) shell segment 325, and a horizontally oriented top (third) shell segment 327. The first shell segment 323 is vertically spaced apart from and substantially parallel to the third shell segment 327. In this regard, the second shell segment 325 extends between and protrudes substantially vertically from the lateral edges of the first shell segment 223 and the second shell segment 225. The first and third shell segments 323, 327 of both the first and second vapor chambers 316A, 316B are substantially parallel to each other. The longitudinal ends of the three shell segments 323, 325, 327 of the outer shell extend between and abut against the end walls 311, 313 of the module (e.g., via any of the techniques described above or readily adapted techniques). Likewise, the lateral edges of the third shell segment 327 are fluidly sealed (e.g., via sealing strips 324) with the adjacent inner surface of the second shell segment 325. With this arrangement, the vapor chamber shell 328 and the end walls 311, 313 collectively define the internal coolant chamber 317. In addition, the first shell segment 323 of the first vapor chamber 316A defines the bottom-most outer wall of the module housing 312, the third shell segment 327 of the second vapor chamber 316B defines the top-most outer wall of the module housing 312, and the vertical shell segments 325 of the vapor chambers 316A, 316B each define one of the laterally spaced (left and right) side walls of the module housing 312.

[0088] like Figure 7 As best shown in FIG. 1 , the inwardly facing surface (“housing surface”) of the bottom housing segment 223 of the first vapor chamber 216A is mounted directly to the outwardly facing surfaces of three power devices 214, while the outwardly facing surface of the bottom housing segment 223 of the second vapor chamber 216B is mounted directly to the inwardly facing surfaces of the power devices 214. Likewise, the inwardly facing housing surface of the bottom housing segment 323 of the first vapor chamber 316A is mounted directly to the outwardly facing surfaces of the bottom row of power devices 314, while the outwardly facing housing surface of the bottom housing segment 323 of the second vapor chamber 316B is mounted directly to the inwardly facing surfaces of the bottom row of power devices 314. The inwardly facing surface of the top housing segment 327 of the second vapor chamber 316A is mounted directly to the outwardly facing surfaces of the top row of power devices 314, while the outwardly facing surface of the top housing segment 327 of the first vapor chamber 316A is mounted directly to the inwardly facing surfaces of the top row of power devices 314. Brazing, soldering, or welding the interfacing surfaces of the power devices 214, 314 and vapor chambers 216A-B, 316A-B ensures the most efficient heat exchange while optionally eliminating the need for specialized mounting hardware, adhesives, fasteners, and the like.

[0089] During operation of the power inverter module 210, 310 assembly, the power device 214, 314 will generate a large amount of heat. The power device 214, 314 will directly convect a portion of this heat to the vapor chamber 216A-B, 316A-B through its inner and outer surfaces. The heat will be transmitted through the interfacing surfaces of the vapor chamber 216, thereby evaporating the working fluid 230 sealed in the outer shell 228. When the working fluid 230 evaporates due to the heat generated by the absorption device, the fluid wicking structure 232 will draw the evaporated fluid 230 from the hot side of the outer shell 228 (e.g., the side closest to and in contact with the power device 214) through the vapor core 236 defined at the center of the wicking structure 232. The evaporated working fluid 230 expands and spreads to adjacent sections of the shell 228. Upon reaching the cold side of the outer housing 228 (e.g., the side farthest from the power device 214 and the section farther from the power device 314), the working fluid 230 condenses through the coolant fluid 218 and the ambient air contacting the outer housing 228. When condensing, the fluid wicking structure 232 draws the working fluid 230 back to the hot side of the outer housing 228.

[0090] Aspects of the disclosed concepts also relate to methods for manufacturing any of the disclosed vehicles, powertrains, and power modules and methods for using any of the disclosed vehicles, powertrains, and power modules. Some or all of the operations described in further detail below may represent algorithms or workflow processes corresponding to processor-executable instructions, which may be stored, for example, in a main memory, an auxiliary memory, and / or a remote memory, and executed, for example, by a resident or remote controller, a processing unit, a control logic circuit, or other module or device network to perform any or all of the above or following functions associated with the disclosed concepts. It should be appreciated that the order in which these operations are performed may be changed, additional operations may be added, and some of the described operations may be modified, combined, or eliminated.

[0091] Assemble power module components (e.g. Figure 3 and 4 PIM 210 or Figure 5 and 6A method of manufacturing, retrieving or loading (collectively "receiving") a module housing, such as a protective housing 212, having an internal coolant chamber, wherein the internal coolant chamber is designed to circulate a coolant fluid therethrough. One or more power devices (e.g., power semiconductor switch devices 214, 314) are mounted to the inner surface of the module housing. The power devices are encapsulated so that each power device is physically separated from the internal coolant chamber and concomitantly fluidically isolated from the coolant fluid. One or more vapor chambers (e.g., two-phase heat dissipation vapor chambers 216A-B, 316A-B) are also mounted to the module housing. This may include mounting one or more housing segments of the housing of the vapor chamber device to the module housing so that at least one housing segment is fluidly sealed to the internal coolant chamber and exposed to the coolant fluid. Before, simultaneously with, or after attaching the vapor chamber to the module housing, mounting the inner housing surface of the housing segment of the outer housing to the outer side surface of the power device, and mounting the outer side housing surface of the housing segment of the vapor chamber to the inner side surface of the power device.

[0092] The above method may also include: forming an outer housing of the vapor chamber with adjacent housing segments, the housing segments being shaped and sized to accommodate the size of the power device. The outer housing may then be bent into an L-shaped or U-shaped structure. The method may optionally include: potting the power device in a layer of directly bonded copper (DBC) or directly bonded aluminum (DBA). For example, Fig. 9 The power device 214 is depicted as a layered stack structure having first and second substrates 231 and 233 (e.g., formed of aluminum oxide (Al2O3), aluminum nitride (AlN), or silicon nitride (Si3N4)), each substrate sandwiched between two DBC layers 235 of a copper aluminum (CuAl) alloy and bonded to opposing surfaces of a silicon carbide (CiC) IGBT power device chip 237. In this case, the adjoining housing segments of the top and bottom vapor chambers 216 are shown as being brazed / welded directly to the outer DBC layers 235. The substrates 231 and 233 may be welded or glued directly to the opposing sides of the IGBT power device chip 237. Once the vapor chamber is attached to the power device, a sealing strip, an O-ring, and / or other appropriate sealing mechanism may be applied to seal and form an internal coolant chamber. Optionally, a silver paste or thermal interface adhesive may be applied to selected portions of the power device and the vapor chamber. Likewise, an adhesive sealant may be applied along selected portions of the internal coolant chamber, such as at the joint area between the support housing and the vapor chamber housing. The method may also include applying a compression structure or fastener to hold the power device in place.

[0093] Aspects of the present disclosure have been described in detail with reference to the illustrated embodiments; however, those skilled in the art will recognize that many modifications may be made thereto without departing from the scope of the present disclosure. The present disclosure is not limited to the exact configuration and composition disclosed herein; any and all modifications, changes and variations apparent from the above description are within the scope of the present disclosure as defined by the appended claims. Furthermore, the present concept expressly includes any and all combinations and sub-combinations of the aforementioned elements and features.

Claims

1. A power module assembly for controlling electric power transmission between a power source and an electrical load, the power module assembly comprising: a module housing including an internal coolant chamber configured to circulate a coolant fluid; a power device mounted to the module housing, separate from the internal coolant chamber, and fluidly isolated from the coolant fluid, the power device being operable to vary an electrical current transmitted between the power source and the electrical load; as well as A vapor chamber comprises two outer shells respectively having a first shell segment and a second shell segment, wherein the first shell segment is mounted to the module housing, is fluid-sealed to the internal coolant chamber and is exposed to the coolant fluid, and the second shell segments of the two outer shells respectively have an inner shell surface mounted to the outer side surface of the power device and an outer shell surface mounted to the inner side surface of the power device.

2. The power module assembly according to claim 1, wherein: The module housing also includes a plurality of housing walls interconnected with the vapor chamber to cooperatively define the interior coolant chamber.

3. The power module assembly according to claim 2, wherein: The shell wall includes a first end wall and a second end wall opposite to each other, and wherein the outer shell of the vapor chamber extends between the first end wall and the second end wall and is adjacent to the first end wall and the second end wall at the first end and the second end of the outer shell, respectively, so that the vapor chamber defines the outer wall of the module shell.

4. The power module assembly according to claim 3, wherein: The outer wall defined by the vapor chamber includes a pair of orthogonal outer walls of the module housing.

5. The power module assembly according to claim 4, wherein: The shell wall of the module shell also includes an outer shell wall, which extends between the first end wall and the second end wall and is adjacent to the first end wall and the second end wall at the first end and the second end of the outer shell wall respectively, and wherein the first shell section of the steam chamber includes a flange mounted to the outer shell wall.

6. The power module assembly according to claim 4, wherein: The vapor chamber includes a first U-shaped vapor chamber and a second U-shaped vapor chamber, each of which defines a corresponding pair of orthogonal outer walls of the module housing.

7. The power module assembly according to claim 1, wherein: The vapor chamber includes a first vapor chamber and a second vapor chamber, and the external shell includes a corresponding first external shell and a second external shell of the first vapor chamber and the second vapor chamber, and the first shell segment of each of the first external shell and the second external shell is mounted to the module shell, fluidly sealed to the internal coolant chamber and exposed to the coolant fluid.

8. The power module assembly according to claim 7, wherein: The power device is a first power device, the inner shell surface of the second shell segment of the first external shell is mounted to the outer surface of the first power device, and the outer shell surface of the second shell segment of the second external shell is mounted to the inner surface of the first power device, so that the first power device is sandwiched between the first vapor chamber and the second vapor chamber.

9. The power module assembly according to claim 8 further includes a second power device, wherein the first external shell and the second external shell each include a corresponding third shell segment, the outer shell surface of the third shell segment of the first external shell is mounted to the inner surface of the second power device, and the inner shell surface of the third shell segment of the second external shell is mounted to the outer surface of the second power device, so that the second power device is sandwiched between the first vapor chamber and the second vapor chamber.

10. The power module assembly according to claim 1, wherein: The vapor chamber also includes a working fluid, a fluid wicking structure, and a support structure enclosed within the outer housing.

11. The power module assembly according to claim 10, wherein: The fluid wicking structure defines a vapor core and is configured to draw the working fluid from the hot side of the external shell through the vapor core to the cold side of the external shell when the working fluid evaporates, and to draw the working fluid back to the hot side of the external shell when the working fluid condenses at the cold side of the external shell.

12. The power module assembly of claim 1 further comprising a first polymer seal bead fluidly sealing the vapor chamber to the module housing and a second polymer seal bead fluidly isolating the power device from the coolant fluid.

13. The power module assembly of claim 1 further comprising first and second polymer O-rings fluidly sealing the vapor chamber to the module housing and a first polymer seal bead fluidly isolating the power device from the coolant fluid.

14. An electric drive vehicle comprising: a body to which a plurality of wheels are attached; a traction motor attached to the vehicle body and configured to drive one or more of the wheels to thereby propel the vehicle; a traction battery pack attached to the vehicle body and configured to deliver electrical current using the traction motor; as well as Power module assembly, including: a module housing attached to the vehicle body and including an internal coolant chamber configured to circulate a coolant fluid; a power device mounted to the module housing, separate from the internal coolant chamber, and fluidly isolated from the coolant fluid, the power device being operable to vary the current transmitted between the traction battery pack and the traction motor; a first two-phase heat sink vapor chamber device having a first outer housing having a first housing segment mounted to the module housing, fluidly sealed to the internal coolant chamber and exposed to the coolant fluid, and a second housing segment having an inner housing surface mounted to an outer side surface of the power device, the first outer housing defining a first outer wall of the module housing; and A second two-phase heat dissipation vapor chamber device having a second outer shell, the second outer shell having a first shell segment and a second shell segment, the first shell segment being mounted to the module housing, fluidly sealed to the coolant chamber and exposed to the coolant fluid, the second shell segment having an outer shell surface mounted to the inner side surface of the power device, the second outer shell defining a second outer wall of the module housing.

15. A method for configuring a power module assembly for controlling electrical power transfer between a power source and an electrical load, the method comprising: receiving a module housing having an internal coolant chamber configured to circulate a coolant fluid; mounting a power device to the module housing such that the power device is separated from the internal coolant chamber and fluidly isolated from the coolant fluid, the power device being operable to vary an electrical current transmitted between the power source and the electrical load; mounting a first housing segment of an outer housing of a vapor chamber to the module housing such that the first housing segment is fluidly sealed to the interior coolant chamber and exposed to the coolant fluid, wherein the vapor chamber has two outer housings; mounting an inner housing surface of a second housing segment of one of the outer housings to an outer side surface of the power device; and An outer casing surface of a second casing segment of another outer casing is mounted to an inner surface of the power device.

16. The method according to claim 15, wherein: The module housing further includes a plurality of housing walls, and wherein mounting the outer housing of the vapor chamber to the module housing includes connecting the housing walls with the vapor chamber to cooperatively define the interior coolant chamber.

17. The method according to claim 16, wherein: The shell wall includes a first end wall and a second end wall that are opposite, and wherein the outer shell of the vapor chamber extends between the first end wall and the second end wall and is adjacent to the first end wall and the second end wall at its first end and second end, respectively, so that the vapor chamber defines an outer wall of the module shell.

18. The method according to claim 15, wherein: The vapor chamber includes a first vapor chamber and a second vapor chamber, and the external shell includes a corresponding first external shell and a second external shell of the first vapor chamber and the second vapor chamber, and wherein mounting the external shell to the module shell includes: mounting the first shell segment of each of the first external shell and the second external shell to the module shell so that the first shell segment is fluidly sealed to the internal coolant chamber and exposed to the coolant fluid.

19. The method according to claim 18, wherein: The power device is a first power device, the inner shell surface of the second shell segment of the first external shell is mounted to the outer shell surface of the first power device, and the outer shell surface of the second shell segment of the second external shell is mounted to the inner surface of the first power device, so that the first power device is sandwiched between the first vapor chamber and the second vapor chamber.

20. The method according to claim 15, wherein: The vapor chamber also includes a working fluid encapsulated within the external shell, a support structure and a fluid wicking structure, and wherein the fluid wicking structure defines a vapor core and is configured to draw the working fluid from the hot side of the external shell through the vapor core to the cold side of the shell when the working fluid evaporates, and to draw the working fluid back to the hot side of the external shell when the working fluid condenses at the cold side of the external shell.

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