Modular power converter system for vehicle

Abstract

A system for a modular power converter in a drive unit of a vehicle is disclosed. The modular power converter includes a first power conversion unit including a first power conversion module disposed within a first housing defining a first outer recess. The modular power converter also includes a second power conversion unit including a second power conversion module disposed within a second housing. The second housing defines a second outer recess and is configured to couple with the first housing such that the first outer recess and the second outer recess collectively define a first coolant passage between the first housing and the second housing.

Description

[0001] Cross-references to related applications

[0002] This application claims the benefit of U.S. Provisional Patent Application No. 63 / 467,510, filed May 18, 2023, and U.S. Provisional Patent Application No. 63 / 536,303, filed September 1, 2023, each of which is incorporated herein by reference in its entirety. Background Technology

[0003] This disclosure generally relates to drive units for vehicles. More specifically, this disclosure relates to systems for providing integrated drive units having a (modular) power converter system for supplying power to the drive unit. Summary of the Invention

[0004] A power converter can be coupled to a drive unit to form an integrated drive unit assembly (e.g., for vehicles such as automobiles, ships, aircraft, etc.). The power converter can be shaped or contoured around the various components of the drive unit (e.g., a motor or transmission) to allow for a more compact package and to share a coolant path with the drive unit, enabling the same cooling fluid to be used to cool, for example, the transmission, motor, and power converter. The power converter can be constructed as a modular power converter with multiple power conversion units that can be stacked together depending on the size of the motor or its power output. Each power conversion unit can define a cooling path with adjacent coupled power conversion units to allow coolant flow between the units.

[0005] Within a power conversion unit, power conversion modules can be arranged in a relative configuration to position power electronic components near the coolant for targeted cooling. For example, the power electronic components can be received in a housing that is in fluid communication with a coolant path through the power converter to provide direct cooling (e.g., via immersion or jet cooling). Additionally, the relative power conversion modules can be coupled to a shared bus bar that extends between the relative power conversion modules.

[0006] According to one aspect of this disclosure, a drive unit for a vehicle may include a transmission and a motor operatively coupled to the transmission, and a power converter configured to supply power to the motor. The power converter may include a housing that can be fixed to at least one of the transmission and the motor. The housing may be shaped to correspond to the shape of the motor such that the housing at least partially surrounds the motor. For example, the housing may define a first cylindrical concave side that may contour around the motor.

[0007] According to another aspect of this disclosure, a modular power converter may include a first power conversion unit and a second power conversion unit. The first power conversion unit may include a first power conversion module disposed within a first housing, the first housing defining a first external recess. The second power conversion unit may include a second power conversion module disposed within a second housing, the second housing defining a second external recess. The second housing may be configured to connect with the first housing such that the first external recess and the second external recess together define a first coolant passage between the first housing and the second housing.

[0008] According to another aspect of this disclosure, a modular power converter may include multiple power conversion units, each power conversion unit having a first power conversion module disposed within a housing. The multiple power conversion units may include a first power conversion unit, a second power conversion unit, and multiple third power conversion units. The multiple third power conversion units may be arranged in a stacked configuration between the first power conversion unit and the second power conversion unit.

[0009] According to another aspect of this disclosure, the power converter may include a housing. A first power conversion module may be disposed within the housing and configured to supply power at a first maximum power level. A second power conversion module may be disposed within the housing and configured to supply power at a second maximum power level. A busbar may be fixed between the first and second power conversion modules, such that the first and second power conversion modules are configured to be opposite each other around the busbar.

[0010] According to another aspect of this disclosure, a power converter may include a housing defining a cooling path configured to receive a coolant flow, and a housing having an internal region in fluid communication with the cooling path. A power conversion module may include power electronics receivable in the housing, through which coolant flows.

[0011] According to another aspect of this disclosure, the busbar assembly may include a first conductive strip, a second conductive strip spaced apart from the first conductive strip to define a gap therebetween, and a capacitor positioned within the gap and connected to each of the first and second conductive strips.

[0012] According to another aspect of this disclosure, the power conversion module may include a circuit board, power electronic components coupled to the circuit board, a cooling jacket surrounding the power electronic components, and a housing coupled to the circuit board and covering the cooling jacket. The cooling jacket may define a coolant conduit configured to receive a coolant flow, allowing coolant to flow through the power electronic components.

[0013] According to another aspect of this disclosure, a thermal regulation system for a power conversion module including power electronic components may include a cooling jacket configured to surround the power electronic components. The cooling jacket may include a top jacket and a bottom jacket configured to engage with the top jacket. At least one of the top or bottom jacket may be shaped according to the shape of the power electronic components to define a coolant conduit between the cooling jacket and the power electronic components. The coolant conduit may be configured to receive a coolant flow.

[0014] According to another aspect of this disclosure, the power conversion module may include a core, a coil wound around the core, and a housing assembly coupled to at least one of the core and the coil. The thermal regulation system may further include an insert coupled to at least one of the core and the housing assembly, and the insert may define a coolant conduit configured to receive a coolant flow such that coolant can flow through the coil.

[0015] The foregoing and other aspects and advantages of this disclosure will become apparent in the description below. In this specification, reference is made to the accompanying drawings, which form a part of this specification, in which one or more embodiments are illustrated by way of illustration. However, these embodiments do not necessarily embody the full scope of the invention, and therefore, reference should be made to the claims as used herein to interpret the scope of the invention. In the following description, similar reference numerals are used to refer to similar parts in the figures. Attached Figure Description

[0016] The invention will be better understood when considering the following specific embodiments, and features, aspects, and advantages in addition to those described above will become apparent. This specific embodiment is illustrated in the following figures.

[0017] Figure 1 This is an exploded view of the drive unit according to various aspects of this disclosure.

[0018] Figure 2 for Figure 1 An isometric view of the drive unit, with the housing removed to show its internal components.

[0019] Figure 3 for Figure 2 A partially exploded isometric view of the drive unit.

[0020] Figure 4 for Figure 2 A top view of the drive unit.

[0021] Figure 5 for Figure 1 Front view of the transmission housing of the drive unit.

[0022] Figure 6 For when Figure 1The front view of the gasket positioned between the transmission housing and the power converter housing when the drive unit is assembled.

[0023] Figure 7 For the reason Figure 5 Detailed view of the first fluid collection tray defined by the transmission housing.

[0024] Figure 8 For the reason Figure 5 A detailed view of the second manifold defined by the transmission housing, wherein the gasket is indicated by dashed lines.

[0025] Figure 9 This is an isometric view of a power converter according to various aspects of this disclosure, wherein the converter housing is indicated by dashed lines to show the internal components of the power converter.

[0026] Figure 10 for Figure 8 The main view of the power converter.

[0027] Figure 11 For the reason Figure 10 A schematic diagram of the coolant passage defined by the recess in the power conversion unit.

[0028] Figure 12 for Figure 8 The front view of the power conversion unit of the power converter.

[0029] Figure 13 This is a schematic diagram of a power conversion unit including a coolant injector according to various aspects of this disclosure.

[0030] Figure 14 This is another schematic diagram of a power conversion unit according to various aspects of this disclosure.

[0031] Figure 15 for Figure 12 An isometric view of the power conversion module of the power conversion unit.

[0032] Figure 16 This is a front view of a busbar assembly according to various aspects of this disclosure.

[0033] Figure 17 for Figure 16 A top view of the busbar assembly.

[0034] Figure 18 for Figure 16 A partial isometric view of the first end of the busbar assembly.

[0035] Figure 19 An isometric view of another power conversion unit having a power component cooling jacket according to various aspects of this disclosure.

[0036] Figure 20This is an exploded view of the cooling jacket assembly according to various aspects of this disclosure.

[0037] Figure 21 for Figure 20 Isometric view of the cooling jacket assembly.

[0038] Figure 22 for Figure 20 Top view of the cooling jacket assembly.

[0039] Figure 23 for Figure 20 cooling jacket assembly along Figure 22 The left-side sectional view taken from line 23-23.

[0040] Figure 24 An isometric view of an inductor assembly according to various aspects of this disclosure.

[0041] Figure 25 for Figure 24 Thermal diagram of the inductor component.

[0042] Figure 26 for Figure 24 Isometric view of the core spacer of the cooling jacket assembly.

[0043] Figure 27 An isometric view of another inductor component according to various aspects of this disclosure.

[0044] Figure 28 A perspective view of a coolant guide according to various aspects of this disclosure.

[0045] Figure 29 for Figure 27 inductor components along Figure 27 A sectional view taken along line 29-29, in which the coolant guide is located.

[0046] Figure 30 for Figure 26 A cross-sectional view of the inductor assembly taken along line 29-29, in which another coolant guide is disposed.

[0047] Figure 31 This is a perspective view of a core with cooling fins according to various aspects of this disclosure.

[0048] Figure 32 The images show front, top, and left isometric views of cooling fins for power electronic components according to various aspects of this disclosure.

[0049] Figure 33 for Figure 32 Isometric views of the front, bottom, and left sides of the cooling fins.

[0050] Figure 34An isometric view of another cooling fin for a power electronic component according to various aspects of this disclosure.

[0051] Figure 35 An isometric view of another cooling fin for a power electronic component according to various aspects of this disclosure.

[0052] Figure 36 for Figure 35 Example heat sink along Figure 35 A sectional view taken from line 36-36.

[0053] Figure 37 for Figure 35 Example heat sink along Figure 35 A sectional view taken from line 37-37.

[0054] Figure 38 for Figure 35 Example heat sink along Figure 35 A sectional view taken from line 38-38.

[0055] Figure 39 For including the outer shell Figure 35 Isometric view of the cooling fins.

[0056] Figure 40 To illustrate the flow of coolant through Figure 39 Thermal diagram of the radiator.

[0057] Figure 41 This is a perspective view of a cooling sleeve assembly surrounding cooling fins according to various aspects of this disclosure. Detailed Implementation

[0058] Before providing a detailed description of any embodiment of the invention, it should be understood that the invention is not limited to applying it to the structural details and component arrangements described in the following specification or shown in the following drawings. The invention is capable of having other embodiments and can be practiced or implemented in various ways. Furthermore, it should be understood that the wording and terminology used herein are for descriptive purposes and should not be considered limiting. The terms “including,” “comprising,” or “having,” and variations thereof, as used herein, are intended to cover the items listed thereafter and their equivalents, as well as additional items. Unless otherwise specified or limited, the terms “installation,” “connection,” “support,” and “coupling,” and variations thereof, are used broadly and cover direct and indirect installation, connection, support, and coupling. Additionally, “connection” and “coupling” are not limited to physical or mechanical connections or couplings.

[0059] As used herein, the term "about" refers, for example, to a variation in numerical quantity that may occur through typical measurement and manufacturing processes used for footwear articles or other articles that may include embodiments of the present disclosure; through unintentional errors in these processes; through differences in the manufacture, origin, or purity of the ingredients used to manufacture the composition or mixture or to implement the method, etc. Throughout the disclosure, the terms "about" and "approximately" refer to a range of ±5% of the value of the numerical value following that term.

[0060] As used herein, a vehicle or electric vehicle (EV) may refer, for example, to passenger cars, commercial vehicles (e.g., buses, semi-trucks, etc.), industrial vehicles (e.g., loaders, front loaders, forklifts, etc.), aerospace vehicles (e.g., airplanes, helicopters, etc.), or marine vehicles (e.g., ships, submarines, etc.). In the context of electric vehicles (EVs), a motor may be referred to as a propulsion motor, which is configured to propel the electric vehicle. In the context of land-based electric vehicles (e.g., passenger cars, commercial vehicles, industrial vehicles), a motor may be more specifically referred to as a traction motor, which is configured to propel the electric vehicle on land.

[0061] The following discussion is provided to enable those skilled in the art to make and use embodiments of the invention. Various modifications to the illustrated embodiments will be readily apparent to those skilled in the art, and the general principles herein can be applied to other embodiments and applications without departing from the embodiments of the invention. Therefore, embodiments of the invention are not intended to be limited to the illustrated embodiments, but are to conform to the widest scope consistent with the principles and features disclosed herein. The following detailed description should be read with reference to the accompanying drawings, in which the same parts or elements in different drawings have the same reference numerals. The drawings, not necessarily drawn to scale, illustrate selected embodiments and are not intended to limit the scope of embodiments of the invention. Those skilled in the art will recognize that the examples provided herein have many useful alternatives and that they fall within the scope of embodiments of the invention.

[0062] High-efficiency power converters can convert power (e.g., AC to DC, DC to AC, and / or DC to DC) without significant energy loss. Low-efficiency power converters experience greater energy loss during power conversion. This energy loss can manifest as heat generated by the power converter during the conversion process. The power efficiency of a power converter, inductor, or other electronic component can be expressed as a percentage between 0 and 100%, and is determined using the following formula, based on the power input to and output from the component: Power Efficiency = (Output Power) / (Input Power). High-power-density power converters have a higher proportion of output power relative to the physical space occupied by the power converter. Power density can be calculated using the following formula: Power Density = (Output Power) / (Volume of Power Converter).

[0063] Applications, particularly advanced or modern applications, including power electronics (e.g., IGBTs, MOSFETs, and GAN switches) and power converters (e.g., transformers, converters, inverters), benefit from increased power density (or power per unit volume—or mass) of power electronics and power converters. Effective thermal management is a tool for increasing the power density of such systems, where, by definition, more power is driven through a given (or smaller) area. Conventional methods include air cooling, convective heat transfer using radiators, and indirect convection using coolants. However, these solutions typically offer poor thermal management capabilities and limit the potential for increasing the power density of existing power electronics and power converters. This paper discloses apparatuses and methods for providing increased power density in such systems, offering power gains beyond those achievable through other means, within the context of conventional apparatuses.

[0064] Furthermore, conventional systems employing direct or indirect liquid cooling methods focus on increasing the liquid flow rate, which is often impractical (e.g., due to increased pressure) and completely limits the efficiency and / or feasibility of the method—not to mention the thermal limitations discussed further herein. This paper discloses apparatuses and methods that overcome these drawbacks, enabling increased power density while maintaining overall system efficiency.

[0065] Furthermore, conventional power converter (e.g., inverter) systems typically require circuit boards with large surface areas to achieve sufficient power output. Therefore, the power converter is mounted on a large, essentially two-dimensional circuit board, located away from the vehicle's drive unit (e.g., in different parts of the vehicle). Conventional power converters are typically arranged linearly along the circuit board connected to the drive unit, with the aim of converting or transferring power to the drive unit. Circuit boards with large or linear surface areas are often constructed to provide sufficient cooling and allow the power converter to operate efficiently.

[0066] However, the surface area of ​​the circuit board significantly increases the space occupied by the power converter within or around the drive unit. This, in turn, increases the amount of unused space within the drive unit, leading to increased manufacturing costs and a large but low-power drive unit in electric vehicles. Furthermore, the large circuit board surface area is typically not modifiable once it is installed in the power converter system. Therefore, conventional power converter systems are relatively inflexible in providing variable power input to the motor and must often be installed separately from the drive unit they power. This, along with the limitations associated with the large circuit board surface area, can result in inefficient drive unit performance, increased manufacturing costs, and a less compact drive system (e.g., a combination of drive unit and associated power converter).

[0067] In general, this disclosure provides a system for a modular power converter system that can be advantageously integrated with a drive unit. In some non-limiting examples, the modular power converter system can be configured as a power converter whose dimensions can be modified according to desired power output or relative to other components of the drive unit. The power converter can be coupled to a motor and a transmission in the drive unit. For example, the power converter can be fixed between the motor and the transmission within a compact drive unit to eliminate unused space. To this end, the power converter can be shaped according to other components in the drive unit, such as a motor or transmission, such that the power converter can be mounted inside the drive unit side-by-side with or between the motor or transmission.

[0068] Because the power converter can be positioned within the empty space of the drive unit's envelope, the amount of unused space in the drive unit can be significantly reduced compared to conventional drive unit power converter systems, resulting in a more compact and efficient package. Furthermore, due to its modular structure, the power converter's size can be adjusted according to the motor's power requirements. For example, as the motor size increases, the power converter can be expanded, meaning its size can grow with the motor's dimensions to meet its power demands. Therefore, the power converter can be modified as the motor is modified. Specifically, one or more power converter units can be added to or removed from the power converter to modify its size.

[0069] Accordingly, a power conversion unit may include multiple power conversion modules (PCMs) within which various power electronic components are arranged. In some cases, multiple PCMs may be connected to a shared busbar and arranged in a stacked configuration to more efficiently utilize the physical space available for the power electronic components, which in turn increases the power density of the power converter. Therefore, the arrangement of PCMs in a power conversion unit, and the use of a shared busbar among them, combined with the modularity of the power converter, can provide a more efficient and capable power converter system.

[0070] In some aspects, a power converter system including a PCM may include local electronic controllers for individual components of the power converter system, as well as a main electronic controller or central electronic controller for the overall converter system. Specifically, the electronic controllers may be configured to selectively operate one or more power conversion units, power conversion modules, and / or power electronics in any combination to modulate the power output of the power converter. Additionally, the local electronic controllers may be software controllers implemented using the same hardware as the main electronic controller (e.g., a global and / or central controller for managing multiple local electronic controllers). In some aspects, the individual elements of the power converter system may include integrated controllers, and communication between the electronic controllers may be performed via a communication system that may include a DC bus, Ethernet (ETH) protocol, Controller Area Network (CAN) protocol, Serial Peripheral Interface (SPI) protocol, or any other communication protocol implemented via wired or wireless connections.

[0071] In some examples, power converter systems with PCMs include a hierarchical control system comprising a central controller cascaded with one or more local controllers to provide, for example, resonant damping, improved dynamic performance, and / or leakage current attenuation. The hierarchical control system can improve the modularity of components (e.g., facilitating the addition and removal of local controllers and their corresponding PCMs). For example, the central controller can provide an outer control loop, while each local controller can provide a different inner control loop. It is conceivable that the central controller can implement a proportional-integral (PI) controller, a proportional-integral-derivative (PID) controller, or other regulating controller that regulates the control of the power converter, or the control of the individual PCMs of the power converter. As part of the outer control loop, the central controller can generate control reference targets (e.g., three reference targets) based on regulation in a rotating reference frame (e.g., a dqn reference frame). The control reference targets can be generated in a stationary (abc) reference frame. The central controller can perform transformations between the stationary and rotating reference frames using Clarke and Park transforms, as well as inverse Clarke and Park transforms. Additionally, the central controller can provide the control reference targets to the local controllers. Local controllers can be configured to control one or more of the N phases of the PCM of a power converter, wherein control of the N phases of the power converter is distributed among local controllers. Therefore, each phase of each PCM of the power converter can be associated with and controlled by a specific local controller. Each local controller can generate a control signal (e.g., a PWM signal) for each power switching element of the PCM corresponding to that local controller, wherein the PWM signal has a duty cycle and / or frequency determined based on a control reference target received by that local controller. For example, the local controller can implement a PI algorithm, PID algorithm, or similar algorithm that receives a control reference target (e.g., a voltage or current reference for the PCM output) and the sensing characteristics of the PCM corresponding to the control reference target (e.g., voltage or current sensed at the PCM output), and generates a duty cycle to cause the sensing characteristics of the PCM to tend toward the control reference target.

[0072] Furthermore, a shared cooling loop can be formed between each component of the drive unit (e.g., motor transmission, power converter, etc.). This differs from conventional drive unit systems, which use separate coolant paths and cooling media for each component to regulate their temperature and prevent overheating. These separate cooling loops and media typically require separate pipes, conduits, etc., to guide and deliver the coolant media through the components in the drive unit, thereby promoting heat transfer between the components and the coolant, and ultimately cooling the drive unit components. As a result, the overall design of the drive unit becomes more complex, and the space available for power generation components within the drive unit is reduced. In other words, using multiple cooling loops that are not fluidly connected to each other increases the complexity of the drive unit design and reduces power output. Additionally, the use of extra parts (e.g., pipes, conduits, etc.) increases the size and manufacturing cost of the drive unit.

[0073] Therefore, this disclosure can provide systems and arrangements for sharing a coolant path in an integrated drive unit, the shared coolant path being advantageously formed by the components therein. In some non-limiting examples, the drive unit system may include a shared coolant circuit using a shared cooling medium (e.g., oil with dielectric properties) that cools the motor, transmission, power converter, other drive unit components, or any combination thereof. While each component may define its own coolant path, each coolant path may be in fluid communication with each other, thereby collectively defining a shared or integrated coolant path, meaning that coolant can flow between the motor, transmission, power converter, or any combination thereof. Additionally, the shared coolant path may include coolant channels extending through the power converter, for example, coolant channels formed between or around power conversion units within the power converter to provide cooling for power electronic components therein. In other words, coolant channels may extend through the power converter between power conversion units or their housings that can be stacked to form the power converter. The coolant channels in the power converter may be in fluid communication with each other to collectively form a fully integrated coolant path within the power converter.

[0074] Because the coolant path is fully integrated, the coolant can be reused across multiple components, and the number of individual coolant circuits for each component in the drive unit can be reduced. Therefore, the thermal efficiency of the drive unit can be improved.

[0075] In some aspects, the thermal management apparatus and methods for power electronics or power conversion devices described herein, during operation, utilize coolant jets (e.g., dielectric fluid, oil, automatic transmission fluid, or the like) to one or more devices via a drive unit as part of an integrated coolant flow path. This, in turn, allows the impinged fluid to recirculate through multiple power electronics arranged within the power converter, thereby reducing the amount of cooling required for effective regulation of the power converter. As a result, the overall efficiency of the power converter is improved. Furthermore, in some examples provided herein, coolant can be directed at the top and bottom of the device being cooled, or both, which differs from conventional cooling methods.

[0076] As discussed above, conventional thermal management systems utilizing cooling fins suffer from suboptimal designs, resulting in poor cooling performance or reduced power converter output due to size limitations within the drive unit. In contrast, the thermal management apparatus and method described herein provide cooling fins that increase the surface area for a given volume through the use of a three-dimensional grid structure. Increasing the surface area of ​​the cooling fins improves heat exchange between the fins and the coolant, which in turn enhances the cooling of power electronic components within the power converter. Furthermore, the three-dimensional grid structure allows the coolant to flow through the fins, providing a curved or meandering path, which improves fluid mixing and promotes turbulent flow, further enhancing cooling. Therefore, implementing cooling fins as a three-dimensional grid structure enhances cooling within the power converter, thereby further improving the overall efficiency of the power converter.

[0077] Figure 1 –4 illustrates a drive unit according to various aspects of this disclosure. This drive unit can be configured as a drive unit for a vehicle, such as an electric vehicle. The drive unit (e.g., drive unit 100) is generally configured to convert electrical energy into mechanical energy or other forms of electrical energy. For example, the drive unit can convert electrical energy into rotational mechanical energy or torque, which can be transmitted to an actuable or rotatable shaft. Thus, the drive unit can be configured to provide mechanical energy to an actuable shaft, such as a drive shaft coupled to one or more wheels to provide prime movers to an electric vehicle. In other words, the drive unit can provide power for driving the electric vehicle. In some aspects, multiple drive units can be used to drive the electric vehicle, and the drive units can be used individually or collectively (i.e., connected to each other) to power the electric vehicle. The drive unit can be configured as a single drive unit or multiple drive units, including, for example, a dual-motor drive unit, a three-motor drive unit, or other multi-motor drive unit configurations. The drive unit can be connected to one or more actuable components in the vehicle and can be arranged at any location in the vehicle, for example, along or adjacent to an actuable component.

[0078] A drive unit typically includes components configured to convert electrical potential energy into (rotational) kinetic energy, which can be used to perform work. Specifically, a drive unit typically includes a motor (e.g., an electric motor) configured to convert electrical energy into kinetic energy, a transmission for transferring the kinetic energy from the motor to an actuated component (e.g., a drive shaft), and a power converter capable of being configured to (e.g., provide electrical energy to the motor at a desired power, current type, etc.). Figure 1 In the non-limiting example shown in –4, drive unit 100 includes motor 104, transmission 108, and power converter 112. In some aspects, the drive unit may include a motor coupled to the transmission and power converter. The motor may be an electric motor, such as a permanent magnet synchronous motor, a direct current (DC) series motor, a brushless DC motor, a switched reluctance motor, an alternating current (AC) induction motor, or other types of motor. In some aspects, the motor may be a three-phase AC induction motor. A three-phase AC induction motor may be a field-wound synchronous motor. In some aspects, a three-phase induction motor may include a stator and a rotor, with the rotor rotatable within the stator to generate mechanical energy. In some aspects, the rotor is an electric motor or a linear actuator machine, and the stator is configured to be wirelessly connected to the electric motor.

[0079] A motor may include a motor housing extending between a first end and a second end along a motor axis defined therebetween. The motor can be arranged in any shape, such as substantially cylindrical, rectangular, or triangular. The motor housing typically extends to or covers the motor to protect sensitive electrical components therein and to connect the motor to other components in the drive unit. Figure 2 In the non-limiting example shown in –4, the motor 104 extends between a first end 116 and a second end 120 opposite to the first end 116. Therefore, the motor 104 may extend along a motor centerline or axis 124 defined between the first end 116 and the second end 120, for example, this motor centerline or axis may correspond to the rotation axis of the rotor. In some aspects, as indicated by arrow 126 (see…), Figure 4 Motor 104 can extend along motor axis 124 to any desired length. In this way, the dimensions of motor 104 can be modified to achieve the desired power characteristics of drive unit 100. In the non-limiting example shown, motor 104 is a generally cylindrical motor, but it is conceivable that motor 104 could be arranged in other shapes. Motor 104 may also include motor housing 128 (see...). Figure 1 The motor housing extends along the motor axis 124 between the first end 116 and the second end 120 and covers the motor 104.

[0080] As discussed above, a motor can be coupled to a transmission in a drive unit. A transmission typically includes components configured to transfer kinetic energy from a motor to an actuated component (e.g., a drive shaft). For this purpose, in the case of rotational kinetic energy, the transmission can control or change the amount of torque and rotational speed transmitted from the motor to the actuated component. In some aspects, a transmission can be a single-speed transmission, a continuously variable transmission (CVT), a multi-speed transmission, a direct-shift or direct-drive transmission, or a manual transmission, an automatic transmission, or any combination thereof. A transmission can include an input section and an output section, wherein the input section is an input shaft and the output section is an output shaft. In this way, a transmission can include an input section defining an input axis and an output section defining an output axis. The input section can be coupled to a motor, while the output section can be coupled to an actuated or rotatable component, such as a drive shaft. For example, the input section can be coupled to a motor via a clutch component or a linear actuator component, while the output section can be coupled to an actuated component via a differential. The transmission can also include one or more gears, belts, links, shafts, or valves, which can be arranged to facilitate the transfer of mechanical energy across the transmission. In other words, a transmission may include an input section connected to a motor and an output section connected to an actuated component (e.g., a shaft) to facilitate the transfer of energy from the motor to the actuated component.

[0081] exist Figure 1 In the non-limiting example shown in –3, the transmission 108 includes a first side 132 and a second side 136, the first side 132 being coupled to a first end 116 of the motor 104, and the second side 136 being opposite to the first side 132. In some aspects, the first side 132 defines a plane along which the motor 104 and the transmission 108 are coupled. In other words, the motor 104 and the transmission 108 are coupled to each other at the first side 132 of the transmission 108. Specifically, the motor 104 may be operatively coupled or secured to the transmission 108 using fasteners (e.g., bolts, nuts, screws, latches, or other types of fasteners), or the motor 104 and the transmission 108 may be formed as an integral structure. Additionally, the transmission 108 may be coupled to an actuated member at the first side 132 or the second side 136, or the transmission 108 may be coupled to an actuated member extending through each side 132, 136 of the transmission 108.

[0082] In some aspects, the transmission 108 may further include an input portion 140 defining an input axis 144 and an output portion 148 defining an output axis 152, which may extend in a direction parallel to the input axis 144. In some aspects, the input axis 144 extends in a direction parallel to the motor axis 124, or the input axis 144 may extend along the motor axis 124 (i.e., the centerline of the motor 104), such that the input axis 144 is coaxial with the motor axis 124. In this way, the input portion 140 may be arranged concentrically with the motor 104, such that the motor 104 may be connected to the transmission 108 at the input portion 140 along a first side 132. Similarly, the transmission 108 may be connected to an actuable member at the output portion 148 along the first side 132, the second side 136, or both the first side 132 and the second side 136. In the non-restrictive axes shown, the output axis 152 is shown extending in a direction parallel to the input axis 144, but it is conceivable that other configurations in which the output axis 152 is not parallel to the input axis 144 can also be used, for example, in which the output axis 152 is perpendicular to the input axis 144.

[0083] See now Figure 1 In some aspects, the transmission 108 may include a transmission housing 158 that extends around or covers any internal components of the transmission 108 (e.g., gears, actuators, clutches, etc.). The transmission housing 158 may be secured to the motor 104, the motor housing 128, or both using fasteners (e.g., bolts, nuts, screws, latches, or other types of fasteners), or the transmission housing 158 and the motor housing 128 may be formed as an integral structure to secure the motor 104 to the transmission 108. The transmission housing 158 may completely cover the transmission 108, or it may partially cover the transmission 108. Specifically, the transmission housing 158 may include an output port 162 through which the output portion 148 extends. In the non-limiting example shown, the output port 162 is a generally circular port, but it is contemplated that the output port 162 may take other shapes or sizes. As will be discussed in more detail below, the transmission 108 may include additional components configured to transmit power received at the input 140 by the motor 104 to an actuable member at the output 148. In other examples, other methods of coupling the transmission to the actuable member may be used.

[0084] In some examples, components of the drive unit 100 are integrated into a single device (e.g., an electric vehicle (EV)). In this example, the grid connection point or grid terminal may be integrated into this single device, while other parts of the grid are separate from this single device. In other examples, components of the drive unit 100 are distributed among multiple devices. For example, the motor 104 and the transmission 108 may be integrated into the drive unit 100 within the EV, while the power converter 112 may be integrated into the electric vehicle power supply equipment (EVSE) (e.g., a charging station). In this example, the grid connection point or grid terminal may be integrated into the EVSE, while other parts of the grid may be separate.

[0085] The various aspects of a power converter will now be described in more detail. As discussed above, a power converter can be coupled to a motor, transmission, or other component in a drive unit. A power converter can be a charger, inverter, AC-AC converter, AC-DC converter, DC-AC converter, DC-DC converter, other types of converters, or any combination thereof. In some examples, a power converter can be used to rectify AC power from the AC mains to DC power to charge a battery, or to invert DC power from a battery to AC power to drive a motor or supply AC power to the AC mains. Furthermore, a power converter can be provided as a networked power converter providing multiple power conversion stages. For example, a power converter can include a DC / DC conversion stage and an AC / DC conversion stage, and can operate bidirectionally. To implement multiple stages, certain modules of the power converter can be assigned to the DC / DC conversion stage (one or more DC / DC ACMs), while certain modules can be assigned to the AC / DC conversion stage (one or more AC / DC ACMs). Additional hardwired connections or optional controllable contactors can provide connections between the DC / DC module and a high-voltage DC power supply, between the DC / DC module and an AC / DC module, and between the AC / DC module and an AC load or source (such as a motor and / or AC power grid).

[0086] Additionally, power converters can typically be located next to the motor, next to the transmission, between the motor and the transmission, or anywhere within the drive unit. In some cases, the power converter can be connected or secured to the motor, transmission, or both using fasteners such as bolts, nuts, screws, latches, or other types of fasteners. The power converter can also be sized to fit the motor or transmission, allowing it to be positioned between them. In some cases, the power converter can be positioned directly adjacent to or in contact with the motor and transmission, allowing it to be precisely contoured around them. The power converter can include a housing that encloses and secures it to the motor or transmission. As will be discussed in more detail below, the power converter can be modular or cascaded, comprising multiple individual power conversion units. Accordingly, the power converter can be scalable or modular, extending to any desired length, such as corresponding to the size or power output of the motor.

[0087] As described above, the power converter may include a power converter housing sized according to the shape of the motor or transmission. The power converter housing may have multiple sides, which may include planar sides, cylindrical sides, curved sides, concave sides, and convex sides, or any combination thereof, formed around the power converter and also shaped to correspond to the geometry of the motor, transmission, actuated member, or other component in the drive unit.

[0088] For example, see Figure 3 The power converter 112 can extend in a direction parallel to the motor axis 124, as indicated by arrow 176. Specifically, the power converter 112 can extend from the first side 132 of the transmission 108 to the second end 120 of the motor 104 (extending between them), such that the length of the power converter 112 is similar to the length of the motor 104. Similar to the motor 104, the power converter 112 can extend any desired length in the direction indicated by arrow 176 (e.g., along the motor axis 124). In this way, the dimensions of the power converter 112 can be modified to achieve the desired power characteristics of the drive unit 100 while still remaining within the footprint of the drive unit 100. In some respects, and as will be discussed in more detail below, the dimensions or length of the power converter 112 can also increase as the dimensions or length of the motor 104 increases. The relationship between the dimensions of the motor 104 and the dimensions of the power converter 112 can be characterized as a linear relationship, a logarithmic relationship, a step function, other types of functions, or any combination thereof.

[0089] like Figure 1As shown, the power converter may include a power converter housing 180 surrounding a plurality of power conversion units, which will be discussed in more detail below. The power converter housing 180 may be fixed to the motor 104, or in some cases, the power converter housing 180 may be fixed to the motor housing 128, the transmission housing 158, or both. The power converter housing 180 may be at least partially integrally formed with the motor housing 128, the transmission housing 158, or both, such that the power converter housing 180, the motor housing 128, the transmission housing 158, or any combination thereof define a combined housing (i.e., the combined housing is a single component). Therefore, this combined housing may enclose the motor 104, the transmission 108, the power converter 112, or any combination thereof.

[0090] In some aspects, the power converter housing 180 may include a plurality of sides 184. One or more sides 184 may be curved, cylindrical, or concave to partially surround components of the drive unit (e.g., motor 104, transmission 108, output portion 148 of transmission 108, actuable member, or any combination thereof). Specifically, one or more sides 184 of the power converter housing 180 may be shaped to mount around, partially surround, and / or contact a first component and a second component of the drive unit 100. In some aspects, the plurality of sides 184 of the power converter housing 180 may be specifically profiled according to other components in the drive unit 100. At least one of the plurality of sides 184 may have a flat, curved, concave, or convex profile depending on the shape of other components in the drive unit 100. For example, at least one of the plurality of sides 184 may have a cylindrical concave profile corresponding to the substantially cylindrical shape of the motor 104, thereby enabling the side to at least partially surround the motor 104.

[0091] In some aspects, the power converter housing 180 may include a plurality of sides 184, including a first side 184A, a second side 184B, a third side 184C, a fourth side 184D, a fifth side 184E, and a sixth side 184F. In the non-limiting example shown, the first side 184A is a cylindrical concave side profiled around the motor housing 128, such that the first side 184A can be concentrically arranged relative to the input axis 144. Furthermore, the second side 184B may be a combination of a cylindrical concave shape and a flat wall (i.e., the second side 184B may simultaneously include a flat portion and a cylindrical concave portion), such that the second side 184B is profiled around the output portion 148 and the actuated member. In other words, the second side 184B can be concentrically arranged relative to the output axis 152. In this way, the side profiles of the power converter housing 180 can correspond to the shapes of the motor 104, the transmission 108, and the actuated member. However, it is conceivable that the multiple sides 184 may include other shapes corresponding to the shape or profile of the transmission 108 to remain within the occupied area of ​​the drive unit 100 (e.g., not exceeding the spatial envelope defined by the sides of, for example, the transmission 108 and the motor 104 in one or more directions). Specifically, the occupied area of ​​the drive unit 100 may be defined as the profile of the drive unit 100 when viewed directly along the motor axis 124. When viewed along the motor axis 124, the power converter 112 may be shaped to remain within the occupied area of ​​the drive unit 100, thereby not extending beyond the profile of the motor 104, the transmission 108, or both.

[0092] See now for details. Figures 1-3 The power converter housing 180 will be discussed in more detail. It should be understood that, in order to illustrate the internal components of the motor 104, the transmission 108, and the power converter 112, [details omitted]. Figure 2 and Figure 3Housings 128, 158, and 180 have been removed. The power converter housing 180 may include a removable housing cover 186 having a generally planar profile and a flange 188 integrally formed around its periphery. An edge 190 of the power converter housing 180 may be defined by outwardly facing edges of a plurality of sides 184. The flange 188 may abut against the edge 190 when the housing cover 186 is placed in contact with other sides of the power converter housing 180. In some aspects, the flange 188 and the edge 190 may include fastener recesses 192 disposed therein. Fasteners 196 may be inserted through the fastener recesses 192 to secure the flange 188 to the edge 190, thereby sealing the power converter housing 180 to completely enclose the power converter 112 therein. As discussed above, the power converter housing 180 may be integrally formed with the motor housing 128, the transmission housing 158, or both. Therefore, the housing cover 186 can be shaped to correspond to the motor housing 128, the transmission housing 158, the converter housing 180, or any combination thereof, such that when the housing cover 186 is secured to any of the housings 128, 158, 180, the housing cover 186 can cover one or more of the motor 104, the transmission 108, or the power converter 112. In some aspects, the flange 188 can be configured to receive fasteners 196 therein to secure the housing cover 186 to any of the housings 128, 158, 180. It is conceivable that other methods of securing the housing cover 186 can also be used, such as hinges, latches, vacuum seals, other types of securing methods, or any combination thereof.

[0093] As discussed above, designing the dimensions of the power converter 112 to correspond to the shapes of other components in the drive unit 100 has several advantages. Specifically, designing the dimensions of the power converter 112 and the power converter housing 180 to correspond to the motor 104, the transmission 108, the actuating components, or a combination thereof, reduces the overall size of the drive unit 100, which may result in increased efficiency, reduced manufacturing costs, and enhanced power output. Forming the power converter 112 to be mounted between the motor 104 and the transmission 108 reduces wasted space in the drive unit 100, and the close proximity of the motor 104, the transmission 108, and the power converter 112 to each other provides various benefits of shared energy and coolant pathways, as will be discussed in detail below.

[0094] While this non-limiting example shows the power converter 112 positioned between the motor 104 and the output section 148, other spatial arrangements are conceivable and may also be used. For example, the power converter 112 may be coupled to the side of either the motor 104 or the transmission 108, adjacent to one of the motor 104 or the transmission 108, separate from the motor 104 or the transmission 108 (i.e., not in contact), or any combination thereof.

[0095] It will be apparent to those skilled in the art that the above description is an example of the arrangement of power converters in a drive unit, and that power converters can be configured to be mounted around certain components in the drive unit in any desired shape or combination of shapes, at least for the purpose of reducing unused space therein. Therefore, an advantage of this disclosure is that power converters can be configured to be mounted around other components in the drive unit, thereby reducing the surface area of ​​the power converters and thus providing a more compact power converter system and drive unit that can further improve drive unit efficiency while reducing manufacturing costs.

[0096] Furthermore, an integrated drive unit can provide an improved cooling arrangement, allowing for the sharing of cooling paths among the various components of the drive unit, including, for example, the transmission, motor, and power converter. Coolant (i.e., a liquid or gaseous cooling medium) is typically used to regulate the temperature of different components, such as the drive unit. Any type of coolant can be used to regulate the temperature of the drive unit, such as dielectric fluids or oils, glycol-based coolants, propylene glycol-based coolants, mixed organic acid technology coolants, inorganic acid technology coolants, organic acid technology coolants, or any combination thereof. When the coolant is used to cool both mechanical and electrical systems, using a coolant with dielectric properties may be advantageous. In some cases, the cooling system can also be configured as single-phase cooling (e.g., gas or liquid cooling) or two-phase cooling (e.g., evaporating a liquid cooling medium).

[0097] A cooling path (e.g., a shared coolant path) can be a path or loop through which coolant flows through a drive unit (e.g., drive unit 100) to regulate the temperature of one or more of its components. In other words, coolant can be directed to the drive unit to absorb heat from one or more of its components and maintain an optimal operating temperature (or operating temperature range) to prevent the drive unit from overheating. Any suitable method for regulating the temperature of the drive unit can be used, such as liquid cooling, direct liquid cooling, air cooling, mixed-phase cooling, two-phase cooling, or any combination thereof. In some aspects, the cooling path can be defined by a loop formed between the motor, transmission, power converter, other components, or any combination thereof. The cooling path can include any number of individual cooling paths that can be in fluid communication with each other to define a shared coolant path through the drive unit. In this way, a single coolant path can be used in the drive unit to simplify cooling and improve the thermal efficiency of the drive unit.

[0098] exist Figure 1 and Figure 4In the non-limiting example shown, the shared coolant path 300 can be defined by the motor 104, the transmission 108, the power converter 112, or any combination thereof. In some aspects, the motor 104 can define a first coolant path 304, the transmission 108 can define a second coolant path 308, and the power converter 112 can define a third coolant path 312. The first coolant path 304, the second coolant path 308, and the third coolant path 312 can be in fluid communication with each other in any combination to form the shared coolant path 300. In this way, the shared coolant path 300 can form a single loop to simplify the cooling of the drive unit 100.

[0099] Specifically, coolant (such as dielectric oil or other dielectric cooling medium) can be directed to a shared coolant path 300, and the coolant can flow through or between other components of the motor 104, transmission 108, power converter 112, drive unit 100, or any combination thereof. For example, coolant can flow along the shared coolant path 300 from transmission 108 to power converter 112 and from power converter 112 to motor 104. It is conceivable that alternative coolant paths could be used, such as configurations where the coolant first flows to power converter 112, motor 104, or other components of drive unit 100 before being directed to transmission 108.

[0100] The shared coolant path 300 can be formed by a recess, pipe, cooling line, fitting, or any other means for conveying fluid along or through the drive unit 100 and any combination thereof. For example, the shared coolant path 300 can be formed within a recess in the motor housing 128, the transmission housing 158, the converter housing 180, or any combination thereof. More specifically, the first coolant path 304 can be formed by a recess or by a first internal cavity 306 defined by the motor 104 or the motor housing 128, such that the first coolant path 304 is in fluid communication with internal components of the motor 104 (e.g., rotor, stator, or both) to regulate its temperature. In a similar manner, the second coolant path 308 can be formed by a recess or by an internal cavity 310 defined by the transmission 108 or the transmission housing 158, such that the second coolant path 308 is in fluid communication with internal components of the transmission 108 (i.e., gears, belts, strips, shafts, or valves) to regulate its temperature. In this configuration, the coolant can also act as a lubricant to simultaneously provide lubrication between any moving parts of the transmission 108. Additionally, the third coolant path 312 may be formed by a recess or by an internal cavity 314 defined by the power converter 112 or the power converter housing 180, such that the third coolant path 312 is in fluid communication with the internal components of the power converter 112, as will be described in more detail below.

[0101] Arranging a shared coolant path 300 among the motor 104, transmission 108, power converter 112, other components of the drive unit 100, or any combination thereof, offers several advantages. Specifically, using a shared coolant path simplifies the design of the drive unit 100 by reducing the number of independent coolant paths or cooling media required for each component. By using a single shared coolant path and cooling media, the complexity of the drive unit 100 is reduced, thereby improving its ease of manufacture, installation, and maintenance. Correspondingly, using a shared coolant path can also lead to lower manufacturing costs for the drive unit, as fewer components (e.g., pipes, hoses, valves, or other components in the coolant circuit) may be required to adequately regulate the temperature of the drive unit 100. Additionally, the coolant can be shared among the motor 104, transmission 108, power converter 112, other components of the drive unit 100, or any combination thereof, which can further reduce manufacturing costs and improve the thermal efficiency of the drive unit 100. This can provide more effective temperature regulation or thermal management for the drive unit 100, and can improve the performance, efficiency and service life of all components in the drive unit 100.

[0102] It will be apparent to those skilled in the art that the above description is an example of a shared coolant path in a drive unit, and that the coolant path can be configured to travel through and regulate the temperature of any component in the drive unit in any desired shape or along any desired route. Therefore, an advantage of this disclosure is that a single coolant path can be configured as a shared coolant path that travels through different components in the drive unit to improve its thermal efficiency. Furthermore, designing a shared coolant path to be located within different components of the drive unit can significantly reduce the number of parts required to adequately regulate the temperature of the drive unit, which can further improve the overall drive unit efficiency while reducing manufacturing costs.

[0103] As disclosed above, coolant can be used to regulate the temperature of various components within the drive unit. Furthermore, coolant can be used to lubricate components within the drive unit to improve overall operating efficiency. For example, coolant can be directly introduced onto components enclosed within the transmission (e.g., differential gears, shafts, bearings, etc.) to cool and lubricate them. However, direct introduction of coolant can cause it to accumulate or pool within cavities defined by housings (e.g., within gear cavities defined by the transmission, due to gravity). This can, in turn, cause components within these cavities (e.g., gears) to be submerged in coolant, potentially increasing resistance on these components and thus reducing efficiency and power output.

[0104] To prevent coolant buildup, according to some aspects of this disclosure, a gasket can be positioned within the housing. In some examples, the housing can be a housing assembly comprising a first housing defining a first internal volume and a second housing defining a second internal volume. When the housing is assembled, the first housing can be configured to engage with the second housing such that the first internal volume communicates with the second internal volume, thereby forming or defining the internal volume of the housing (i.e., the combined volume). Accordingly, the gasket can be advantageously positioned between the first and second housings to seal or isolate the first and second internal volumes. For example, the gasket can be positioned along the bottom side of the housing to seal the bottom regions or sections of the first and second internal volumes. Additionally, the gasket can include an outer edge that covers the periphery of the first housing. In other words, the outer edge can be part of the gasket positioned for sealing between the two parts of the housing. Furthermore, a baffle or wall may extend upward and / or inward from a section of the outer edge extending along the bottom side of the housing, and the baffle may extend from a first section of the outer edge to a second section of the outer edge to form a wall / flange extending into an internal cavity of the housing (e.g., a transmission housing). Additionally, one or more coolant collection trays may be defined by the housing for passively receiving coolant before it falls into the internal cavity of the housing, and these collection trays may guide (i.e., discharge) the coolant out of the internal cavity. That is, coolant thrown towards the housing (e.g., coolant picked up by gear teeth and thrown outward due to the centrifugal force generated by gear rotation) may be guided by the collection trays to another section of the housing and / or drive unit.

[0105] Gaskets can be used to at least partially seal cavities defined within a housing. See now. Figure 5 As discussed above, an exemplary first housing (e.g., transmission housing 158) can be used to cover multiple internal components, such as gears 316 (e.g., first gear 316A, second gear 316B, and third gear 316C), clutches, actuators, etc. In some aspects, gears 316 may be disposed in a first internal cavity (e.g., internal cavity 310 defined by transmission housing 158, see...). Figure 1 Inside. Additionally, the transmission 108 may include a gasket 322 that can surround the periphery of the internal cavity 310 to seal the internal cavity 310 from other sections of the transmission 108 and / or drive unit 100. Specifically, the gasket 322 may be positioned between a first housing (e.g., transmission housing 158) defining a first internal volume and a second housing (e.g., motor housing 128 and / or power converter housing 180) defining a second internal volume, see Figure 1Between the first and second internal volumes. In this way, the gasket 322 can control the flow of coolant between the first and second internal volumes, for example, preventing excessive coolant buildup in the internal cavity 310. Accordingly, the gasket 322 can also prevent coolant leakage from the internal cavity 310, thereby allowing lubrication of the components 316 disposed within the internal cavity 310. Thus, the gasket 322 helps maintain the coolant balance within the internal cavity 310 by maintaining a sufficient amount of coolant for lubrication while preventing excessive coolant from entering and submerging the components 316 disposed within the internal cavity 310. In addition, the gasket 322 can define an outer edge 324 that extends around the periphery of the internal cavity 310. The outer edge 324 is configured to be positioned between housing portions (e.g., the cover and the main housing, the two halves of the housing, etc.). More specifically, the gasket 322 can be pressed against the first housing and the second housing (e.g., the transmission housing 158 and the power converter housing 180, see Figure 1 The outer edge 324 can be shaped to form a seal between the gears 316 and the inner cavity 310. The outer edge 324 can be shaped to the sealing surface of the housing (e.g., transmission housing 158). In some examples, the outer edge 324 may define one or more concave curves and / or inflection points to correspond to the circular profile of the gear 316. Furthermore, the gasket 322 can be secured to the transmission 108 by a plurality of fasteners 326 distributed around the outer edge 324 (i.e., arranged around the periphery of the inner cavity 310), which, when tightened, can compress the outer edge 324 of the gasket 322. It is conceivable that the gasket can be formed from any suitable material, such as rubber, silicone, aluminum, polyurethane, paper, cork, steel, and / or any combination thereof.

[0106] In addition, see now Figure 5 and Figure 6 The outer edge 324 defines an outer peripheral edge 325 corresponding to the outside of the pad 322 (e.g., the surface of the pad 322 is exposed to the outside of the drive unit 100, see...). Figure 1 The outer peripheral edge 325 and the inner peripheral edge 327 corresponding to the interior of the gasket 322 are also present. The region between the outer peripheral edge 325 and the inner peripheral edge 327 is configured to be positioned between a first housing and a second housing (e.g., a transmission housing and a power converter housing). The inner edge 327 may be exposed to the interior cavity 310 and define its periphery. In other words, the inner edge 327 may define the interior region 320 of the gasket 322.

[0107] Additionally, the gasket 322 may include a wall 336 formed integrally with the outer edge 324 and at least partially separating the internal cavity 310 from other sections of the housing. It is contemplated that the wall 336 may be implemented using a variety of suitable shapes and / or sizes to at least partially seal the internal cavity 310. In some examples, the wall 336 may extend from the inner edge 327 of the outer edge 324 into the internal region 320 to reduce the “open” portions of the internal cavity 310 (i.e., portions of the internal cavity 310 in direct fluid communication with other components of the drive unit 100, see...). Figure 1 In some cases, wall 336 may be formed as a flange extending into the inner region 320 defined by inner edge 327. In other cases, for example... Figure 5 In the non-limiting example shown, wall 336 can extend from a first segment of outer edge 324 across inner region 320 to a second segment of outer edge 324. The first and second segments can be spaced apart from each other or angled relative to each other (e.g., the first segment can be positioned at a non-zero angle relative to the second segment).

[0108] In some cases, the gasket may include multiple walls extending from the inner edge 327 at a first segment of the outer edge 324 into the inner region 320. That is, the wall 336 may span between different segments of the inner peripheral edge 327 of the outer edge 324 (i.e., between a first point along the first segment of the inner peripheral edge 327 and a second point along the second segment of the inner peripheral edge 327). Therefore, the wall 336 may occupy or cover a portion of the inner region 320 defined by the outer edge 324. In some examples, the wall area defined by the wall 336 is between about 5% and about 50% of the inner region 320, or between about 5% and about 25% of the inner region 320, or between about 5% and about 15% of the inner region 320, or about 12% of the inner region 320, or at least 5% of the inner region 320, or at least 2% of the inner region 320, or less than 5% of the inner region 320.

[0109] As discussed above, the flow of coolant through the transmission's drive unit provides several benefits, such as temperature regulation and lubrication of the gears to reduce friction between them, which in turn improves overall transmission efficiency. However, due to gravity, after cooling and / or lubricating the gears, the coolant may be directed towards the bottom of the transmission. See also... Figure 5The transmission 108 defines a first end 328 (e.g., bottom end), a second end 330 (e.g., top end) opposite the first end 328, a third end or lateral end 332, and a fourth end or medial end 334 opposite the third end 332. Therefore, the internal cavity 310 may generally be enclosed by the first end 328, second end 330, third end 332, and fourth end 334 of the transmission 108. Accordingly, it is understood that gravity may cause coolant entering the internal cavity 310 to flow towards the first end 328 of the transmission 108.

[0110] exist Figure 5 and Figure 6 In the non-limiting example shown, wall 336 may extend between the first end 328 and the third end 332 of transmission 108 to at least partially cover the internal cavity 310. In other words, wall 336 may extend upwards (i.e., inwardly from a first section of the outer edge 324 extending along the first end 328 of transmission 108 toward the output axis 152) and laterally toward the third end 332 of transmission 108 along a second section of the outer edge 324. In some examples, wall 336 is configured to cover a portion of a second region or second area 340 defined by the first gear 316A (e.g., the largest differential gear in the transmission). Figure 5 As shown in a non-limiting example, the first gear 316A is positioned closer to the first end 328 of the transmission 108 than the second gear 316B or the third gear 316C. Accordingly, a wall 336 is configured to cover a portion of the first gear 316A to prevent excessive coolant from entering the internal cavity 310 and partially submerging the first gear 316A. For example, the wall 336 may define a wall area that comprises between 10% and 50% of the second area 340 defined by the first gear 316A, or between about 15% and 40% of the second area 340 defined by the first gear 316A, or between about 20% and 35% of the second area 340 defined by the first gear 316A, or about 30% of the second area 340 defined by the first gear 316A. In some examples, the wall 336 forms a profile around the output portion 148 extending along the output axis 152 (see [link to relevant documentation]). Figure 2 ).

[0111] Additionally, the walls of the gasket can be used in conjunction with a coolant collection tray defined by the transmission housing to guide coolant away from the gear chamber. In some aspects, coolant intentionally supplied to the gear chamber to cool and / or lubricate the gears therein may be picked up by the gear teeth and thrown outward toward the transmission housing due to the centrifugal force provided by the gear rotation. Subsequently, the coolant may flow downward along the transmission housing due to gravity, then reach the bottom of the transmission again and be picked up by the gear teeth. This cycle can be advantageously used to cool and re-lubricate the gears during transmission operation, but excessive buildup of coolant in the gear chamber can impede gear rotation and lead to reduced efficiency. To prevent such buildup, the gear teeth can also throw coolant out of the chamber. For example, the gear teeth can throw coolant over the walls of the flanges or toward recesses and / or protrusions formed in the housing that define a coolant collection tray configured to intercept coolant traveling along the transmission housing and redirect the coolant away from or out of the gear chamber.

[0112] See Figure 5 The diagram shows a front view of the transmission 108, with the first gear 316A depicted in shaded lines. As discussed above, the first gear 316A may be disposed within an internal cavity 310 partially defined by the transmission housing 158, and the wall 336 of the gasket 322 may be disposed along the front side or first side 132 of the transmission 108. That is, the wall 336 may be disposed in front of the first gear 316A (i.e., in the direction measured along the output axis 152). In this way, the wall 336 may partially enclose the internal cavity 310 and / or partially enclose the first gear 316A along the first end 328 of the transmission 108. Furthermore, one or more condensate trays 342 may be formed by the transmission housing 158. For example, the transmission housing 158 may define a first condensate tray 342A, which is formed as a protrusion along the third end 332 of the transmission 108, and a second condensate tray 342B, which is formed as a recess along the first end 328 of the transmission 108.

[0113] See now Figure 7 A detailed view is shown of a first coolant manifold 342A that may be formed along the third end 332 of the transmission 108. In some respects, the first coolant manifold 342A may be integrally formed with the transmission housing 158 and may be formed as a protrusion extending inward therefrom, as discussed above. Furthermore, the first coolant manifold 342A may be at least partially positioned above the wall 336 to allow coolant to flow along the first coolant manifold 342A, across the wall 336, and out of the internal cavity 310. That is, the first coolant manifold 342A may guide coolant flow across the wall 336 from a first internal volume (e.g., the first internal cavity 310 defined by the transmission housing 158) to a second internal volume (e.g., the internal cavity 314 defined by the power converter housing 180, see...).Figure 1 To achieve this, the first coolant collection tray 342A may define a channel 344 that receives or collects coolant and directs its flow through the wall 336. The channel 344 may be configured to direct the coolant in a forward direction (i.e., toward the first side 132 of the transmission 108, see...). Figure 5 Specifically, when viewed from the front, channel 344 may be defined as an angled or "V"-shaped profile, which prevents coolant from being guided into the second internal cavity 314 (see...). Figure 1 The coolant then flows back into the first internal cavity 310. Furthermore, the first manifold 342A may define a first end or front end 346 and a second end or rear end 348, and the first end 346 of the first manifold 342A may be positioned on the wall 336 at the third end 332 of the transmission 108. In other words, the first end 346 of the first manifold 342A may be positioned along the inner peripheral edge 327 of the gasket 322, while the second end 348 may be positioned along the second side 136 of the transmission 108 (see...). Figure 4 Positioning. In some examples, the width of channel 344 at the first end 346 is greater than the width at the second end 348.

[0114] Accordingly, the first collection plate 342A can be drawn from the second side 136 of the transmission 108 (see...) Figure 4 The first end 346 of the first collector plate 342A is angled downward toward the wall 336. In other words, the first end 346 of the first collector plate 342A can be positioned at a lower height along the transmission 108 than the second end 346 of the first collector plate 342A (i.e., a lower position taken along the vertical direction relative to the output axis 152, see...). Figure 5 For example, channel 344 can be configured at an angle 350°, where channel 344 is parallel to the output axis 152 (see...). Figure 5 The angle 350 is measured between the lines. In some examples, the angle 350 is between about 5 degrees and about 60 degrees, or between about 15 degrees and about 45 degrees, or between about 25 degrees and about 30 degrees, or about 30 degrees. Therefore, the coolant flowing into the first collector 342A can flow downward along the channel 344 due to gravity, then flow through the wall 336 and out of the internal cavity 310. In this way, the first collector can passively prevent the accumulation of excessive coolant in the gear cavity.

[0115] Accordingly, the second coolant tray can, for example, serve as a drain to guide excess coolant out of the gear cavity, further preventing liquid accumulation within the gear cavity. See now. Figure 8A detailed view is shown of a second coolant tray 342B formed as a recess or channel along the first end 328 of the transmission 108. In some respects, the second coolant tray 342B is configured to prevent fluid from reaching the last point of the internal cavity 310 and / or to drain any coolant trapped therein from the internal cavity 310 (e.g., toward the first side 132 of the transmission 108, see...). Figure 4 (Discharge). For example, the second coolant collection tray 342B may be provided as a substantially concave recess or channel to collect the coolant flow. Additionally, the wall 336 of the gasket 322 may span the second coolant collection tray 342, and the wall 336 may include an orifice or opening 352 extending therethrough (e.g., a check valve or one-way valve) to meter the flow of coolant out of the internal cavity 310. In other words, the opening 352 may control the flow of coolant from the first internal volume to the second internal volume. However, in some examples, the second coolant collection tray 342B may be formed from a recess of a different shape, which allows coolant to be discharged without using an orifice.

[0116] Arranging gaskets within the transmission to at least partially seal the gear cavities formed therein from the rest of the transmission has several advantages. In particular, sealing the bottom of the gear cavities prevents coolant buildup, ensuring that transmission components (e.g., gears) are not submerged in coolant. This, in turn, improves transmission efficiency and, for example, reduces resistance on the gears within the transmission. Furthermore, the use of a sump drain pan guides excess coolant out of the gear cavities, further preventing excess coolant buildup. In this way, more efficient transmission operation can be achieved. Correspondingly, compared to conventional drive units, the use of gaskets and sump drain pans as discussed above can also lead to reduced maintenance and / or repair costs, as reduced coolant buildup within the transmission extends the lifespan of components (e.g., gears, shafts, bearings, etc.). This, in turn, improves the overall performance, efficiency, and lifespan of the drive unit.

[0117] It will be apparent to those skilled in the art that the above description is an example of a transmission, and that the transmission can be configured in any desired shape or combination of shapes to guide coolant, at least for improving thermal regulation, while preventing excessive coolant buildup. Therefore, an advantage of this disclosure is that the gasket can be coupled to a transmission housing including a sump formed therein for guiding coolant out of the gear chambers of the transmission housing, thereby providing a more thermally efficient transmission system that further improves the overall drive unit efficiency. Accordingly, the gasket described herein can also be used in various other applications.

[0118] Accordingly, the modular power converter according to this disclosure can be arranged to provide coolant passages (e.g., internal coolant paths) to effectively cool the power electronic components therein. As discussed above, the power converter (e.g., power converter 112) can be an expandable or modular power converter that can extend to any desired length, which may correspond to the size of the motor or the power output. The power converter may include one or more power conversion units that can be interconnected to form the power converter. In some aspects, one or more power conversion units may be stacked on top of each other to form the power converter. For example, the plurality of power conversion units may include a top power conversion unit or a first power conversion unit, a bottom power conversion unit or a second power conversion unit, and one or more third power conversion units (e.g., a plurality of third power conversion units) interconnected to form the power converter. In some aspects, one or more third power conversion units may be sandwiched between the first power conversion unit and the second power conversion unit.

[0119] exist Figures 9-12 In the non-limiting example shown, the power converter 112 is configured as a modular power converter comprising a plurality of power conversion units 400. As shown, the plurality of power conversion units 400 are arranged in a stacked configuration, which includes a top power conversion unit or first power conversion unit 404, a bottom power conversion unit or second power conversion unit 408, and a plurality of third power conversion units 412 disposed between the first power conversion unit 404 and the second power conversion unit 408. That is, one or more third power conversion units 412 may be sandwiched between the first power conversion unit 404 and the second power conversion unit 408. It should be understood that any features or aspects of the first power conversion unit 404, the second power conversion unit 408, and the third power conversion unit 412 described herein are applicable to any power conversion unit. Additionally, although only three power conversion units 404, 408, and 412 are shown in this non-limiting example, it is conceivable that any number of power conversion units can be used in the power converter 112 to implement the drive unit 100 (see Figure 1 The desired power characteristics. In particular, the third power conversion unit 412 may be one of a plurality of third power conversion units 412.

[0120] Multiple power conversion units 400 can be housed within the power converter housing 180 (see...) Figure 1 ), making the power converter housing 180 (see Figure 1The first power conversion unit 404 can be surrounded by a first unit housing 416, the second power conversion unit 408 can be surrounded by a second unit housing 420, and the third power conversion unit 412 can be surrounded by a third unit housing 424.

[0121] In some respects, power conversion units 404, 408, 412 and their respective unit housings 416, 420, 424 may have similar shapes to correspond to the shape of power converter housing 180 (i.e., shaped to correspond to the geometry of motor 104, transmission 108, actuable member (e.g., shaft) or other components in the drive unit) (see, for example, see...). Figure 1 Specifically, the plurality of power conversion units can be shaped to mount around, partially surround, or contact a first component and a second component of the drive unit 100. In some aspects, the plurality of power conversion units 400 can be specifically profiled according to other components in the drive unit 100. For example, the profile of the plurality of power conversion units 400 can include flat, curved, concave, or convex sides depending on the shape of other components in the drive unit 100. Specifically, at least one side of the profile of the plurality of power conversion units 400 can have a cylindrical concave side corresponding to the substantially cylindrical motor 104, thereby enabling the aforementioned side to at least partially surround the motor 104.

[0122] Accordingly, coolant channels can be defined between the coupled power conversion units to provide coolant flow therebetween. Specifically, the housing of the power conversion unit can be shaped to at least partially define a coolant channel within the power converter (e.g., a portion of a third coolant path 312). When arranged in a stacked configuration, two adjacent power conversion units can be coupled to form a coolant path therebetween. Thus, in some cases, recesses in adjacent power conversion units can define a lateral half of a shared coolant path. In other non-limiting examples, the coolant path can also be formed in other ways.

[0123] In some aspects, a power conversion unit (e.g., its housing) may have a first side (e.g., a top side) and an opposing second side (e.g., a bottom side), and when the power conversion units are stacked, a coolant path can be formed between pairs of opposing power conversion units. For example, a first power conversion unit may be stacked on top of a second power conversion unit, wherein the second side of the first power conversion unit may be coupled to the first side of the second power conversion unit. In this way, the second side of the first power conversion unit may define a first lateral half of a coolant passage, while the first side of the second power conversion unit may define a second lateral half of a coolant passage. When the first power conversion unit is coupled to the second power conversion unit, these lateral halves may combine to collectively form a coolant passage between the power conversion units. Other power conversion units may also be used to form a coolant passage.

[0124] Accordingly, in some cases, the multiple power conversion units may include a third power conversion unit, which may be connected to the first and second power conversion units. Specifically, the third power conversion unit may be sandwiched between the first and second power conversion units. The third power conversion unit may include a first side and an opposing second side. In some cases, the first power conversion units may be stacked on top of the third power conversion unit, meaning that the second side of the first power conversion unit may be connected to the first side of the third power conversion unit. Accordingly, the third power conversion units may be stacked on top of the second power conversion unit, wherein the second side of the third power conversion unit may be connected to the second side of the second power conversion unit. In this way, cooling channels can be formed between the first and third power conversion units and between the third and second power conversion units. In some cases, multiple third power conversion units may be connected between the first and second power conversion units, and an additional cooling channel may be formed between each pair of third power conversion units.

[0125] Therefore, please continue to see Figures 9-12 A coolant passage may be defined between each of the power conversion units 404, 408, and 412. Specifically, the coolant passage may be defined between pairs of interconnected power conversion units 404, 408, and 412. More specifically, the coolant passage may be defined between the first power conversion unit 404 and the third power conversion unit 412, and between the second power conversion unit 408 and the third power conversion unit 412.

[0126] To form coolant channels, each of the power conversion units 404, 408, and 412 may have a top side or a first side 426 and a bottom side or a second side 428 (e.g., the first power conversion unit 404 may have a first side 426A and a second side 428A, the second power conversion unit 408 may have a first side 426B and a second side 428B, and the third power conversion unit 412 may have a first side 426C and a second side 428C). When arranged in a stacked configuration, the second side 428A of the first power conversion unit 404 may be connected to the first side 426C of the third power conversion unit 412, and the second side 428C of the third power conversion unit 412 may be connected to the first side 426B of the second power conversion unit 408. Accordingly, coolant channels 430 may be formed at the interfaces of the connected power conversion units to provide a flow path through which coolant can flow, thereby regulating the temperature of the power conversion units 404, 408, and 412.

[0127] In some respects, coolant passages 430 may be in fluid communication with each other and with the third coolant path 312. In this way, the shared coolant path 300 may include coolant passages 430, meaning that the third coolant path 312 and coolant passages 430 are drive units 100 (see [link to relevant documentation]). Figure 4 It is part of the shared coolant path 300.

[0128] Coolant channels can be defined by external recesses disposed in a power conversion unit (e.g., first power conversion unit 404) or its corresponding unit housing (e.g., first unit housing 416). The external recesses can be formed in any shape, such as cylindrical recesses, rectangular recesses, curved recesses, other shapes, or any combination thereof. Additionally, it is conceivable that any number of external recesses can be used with any number of power conversion units to form coolant channels. Figure 10 and Figure 11 In the non-limiting example shown, the top external recess or the first external recess 438A may be provided on the first side 426A of the first power conversion unit 404, while the bottom external recess or the second external recess 442A may be provided on the second side 428A of the first power conversion unit 404. In other words, the first external recess 438A on the first power conversion unit 404 may be opposite to the second external recess 442A.

[0129] Similar recesses can also be provided in the second power conversion unit 408 and the third power conversion unit 412. For example, see specifically... Figures 9-11The second power conversion unit 408 may include a first external recess 438B and a second external recess 442B, while the third power conversion unit 412 may include a first external recess 438C and a second external recess 442C. For example, the first external recess 438B may be disposed on the first side 426B of the second power conversion unit 408, and the second external recess 442B may be disposed on the second side 428B of the second power conversion unit 408. Correspondingly, the first external recess 438C may be disposed on the first side 426C of the third power conversion unit 412, and the second external recess 442C may be disposed on the second side 428C of the third power conversion unit 412.

[0130] In some respects, when power conversion units are connected to each other, the external recesses can be aligned with each other. In this way, a coolant channel can be formed between the connected power conversion units. For example, a first power conversion unit 404 can be connected to a third power conversion unit 412 such that the second external recess 442A of the first power conversion unit 404 is aligned with the first external recess 438C of the third power conversion unit 412, thereby forming a first coolant channel 430A. In this way, the second external recess 442A of the first power conversion unit 404 and the first external recess 438C of the third power conversion unit 412 can each define a lateral half of the first coolant channel 430A, such that when the first power conversion unit 404 is connected to the third power conversion unit 412, the first coolant channel 430A is completely defined.

[0131] Similarly, the second power conversion unit 408 can be connected to the third power conversion unit 412 such that the second external recess 442C of the third power conversion unit 412 can be aligned with the first external recess 438B of the second power conversion unit 408, thereby forming a second coolant channel 430B. Accordingly, the second external recess 442C of the third power conversion unit 412 and the first external recess 438B of the second power conversion unit 408 each define a lateral half of the second coolant channel 430B, such that when the second power conversion unit 408 is connected to the third power conversion unit 412, the second coolant channel 430B is completely defined.

[0132] However, it is conceivable that the arrangement of power conversion units 404, 408, and 412 relative to each other is an exemplary arrangement, and power conversion units 404, 408, and 412 may be arranged, stacked, or connected to each other in other ways to define the coolant passage 430. For example, connecting power conversion units 404, 408, and 412 to each other may include stacking power conversion units 404, 408, and 412 on top of each other, arranging them side by side, having them in direct contact with each other, using other arrangements, or any combination thereof.

[0133] In some aspects, the power converter may include additional components to further define coolant passages therein. Specifically, a power conversion unit positioned at an end of the power converter may define an external recess (e.g., a portion of a cooling passage) that is exposed and not closed by another power conversion unit. To allow coolant flow in the exposed cooling passage, a cover may be provided that is configured to close the cooling passage. See, for example, further... Figure 4 and Figure 5 The power converter 112 may further include a first cover 446 and a second cover 450 configured to be coupled to either end of the power converter 112. The first cover 446 and the second cover 450 may be shaped in a manner similar to that of the unit housings 416, 420, and 424, such that when the first cover 446 and the second cover 450 are connected to the power converter 112, the first cover 446 and the second cover 450 respectively completely or partially cover either end of the power converter 112. Specifically, the first cover 446 may be configured to be coupled to a first power conversion unit 404 (e.g., a first unit housing 416), and the second cover 446 may be configured to be coupled to a second power conversion unit 408 (e.g., a second unit housing 420). For example, the first cover 446 may be configured to be coupled to a first side 426A of the first power conversion unit 404, while the second cover 446 may be configured to be coupled to a second side 428B of the second power conversion unit 408. In this way, the unit housings 416, 420, 424, and the first cover 446 and the second cover 450 can completely surround the power conversion units 404, 408, 412. However, it is conceivable that the first cover 446 and the second cover 450 can be arranged in other ways, for example, wherein the first cover 446 and the second cover 450 may only partially cover the arrangement of the first power conversion unit 404 and the second power conversion unit 408, respectively.

[0134] In some respects, the first cover 446 and the second cover 450 can be coupled to power conversion units 404, 408, 412 to define additional coolant passages. As discussed above, a first external recess 438A can be provided on a first side 426A of the first power conversion unit 404. Therefore, when the first cover 446 is coupled to the first side 426A of the first power conversion unit 404, the first cover 446 can form a third coolant passage 430C with the first external recess 438A. Specifically, the first cover 446 can be coupled to the first side 426A of the first power conversion unit 404 as the upper boundary of the first external recess 438A, thereby forming a third coolant passage 430C with the first external recess 438A. In other words, by coupling the first cover 446 to the first power conversion unit 404 (e.g., the first unit housing 416), a third coolant passage 430C can be formed between the first power conversion unit 404 and the first cover 446. In some aspects, the first cover 446 may include an additional recess (not shown) that is shaped similarly to the first external recess 438A. For example, the additional recess (not shown) of the first cover 446 and the first external recess 438A may each define a lateral half of the third coolant passage 430C such that the third coolant passage 430C is fully defined when the first power conversion unit 404 is coupled to the first cover 446.

[0135] Similarly, the second cover 450 can be configured to cover the second power conversion unit 408, or more specifically, to cover the second side 428B of the second power conversion unit 408. As discussed above, a second external recess 442B can be provided on the second side 428B of the second power conversion unit 408. Therefore, when the second cover 450 is connected to the second side 428B of the second power conversion unit 408, the second cover 450 and the second external recess 442B can form a fourth coolant channel 430D. Specifically, the second cover 450 can be connected to the second side 428B of the second power conversion unit 408 as the upper boundary of the second external recess 442B, thereby forming a fourth coolant channel 430D with the second external recess 442B. In other words, connecting the second cover 450 to the second power conversion unit 408 (e.g., the second unit housing 420) can form a fourth coolant channel 430D between the second power conversion unit 408 and the second cover 450. In some aspects, the second cover 450 may include an additional recess (not shown) that is shaped similarly to the second external recess 442B. For example, the additional recess (not shown) of the second cover 450 and the second external recess 442B may each define a lateral half of the fourth coolant passage 430D such that the fourth coolant passage 430D is fully defined when the second power conversion unit 408 is coupled to the second cover 450.

[0136] In some respects, the first coolant passage 430A and the second coolant passage 430B may be in fluid communication with each other, with the third coolant passage 430C and the fourth coolant passage 430D, and with the third coolant path 312. In this way, the shared coolant path 300 may include the coolant passage 430, meaning that the third coolant path 312 and the coolant passage 430 are integrated into the drive unit 100 (see...). Figure 1 It is part of the shared coolant path 300.

[0137] Arranging power conversion units to define coolant channels between them offers several advantages. Specifically, using integrated flow paths in a power converter improves its thermal efficiency and reduces the surface area required to adequately regulate its temperature. By using integrated coolant paths among multiple power conversion units within the power converter, the number of individual coolant paths is reduced, improving manufacturing convenience. Correspondingly, using integrated coolant paths can also lead to lower manufacturing costs for the drive unit, as fewer components (such as pipes, hoses, valves, or other parts of the coolant circuit) may be needed to adequately regulate the power converter's temperature. This, in turn, allows for more efficient cooling of the individual power conversion units within the power converter and improves the overall performance, efficiency, and lifespan of the power converter.

[0138] It will be apparent to those skilled in the art that the above description is an example of a coolant flow path in a power converter, and that power converter units can be configured in any desired shape or combination of shapes to form cooling channels therebetween, at least for improving the thermal efficiency of the power converter units. Therefore, an advantage of this disclosure is that the power converter can include stackable power converter units that form coolant channels therebetween, thereby providing a more thermally efficient power converter system, which can further improve the efficiency of the drive unit.

[0139] Accordingly, coolant channels can be used to regulate the temperature of power electronics or power electronic components disposed within a power converter. As will be discussed in more detail below, one or more power electronics (e.g., IGBTs, MOSFETs, and GAN switches) can be arranged in a power converter to control the supply and return of power to and from a motor or battery. To provide effective thermal management for the power electronics, coolant channels can be arranged in the power converter to facilitate heat exchange between the power electronics therein and the coolant flowing through the coolant channels, thereby convectively cooling the power electronics. Using cooling channels, any type of cooling method can be used to cool the power electronics, such as direct cooling, indirect cooling, liquid cooling, air cooling, jet impingement cooling, cold plate cooling, two-phase cooling, etc., or any combination thereof. In some aspects, the power electronics can be arranged within a power conversion unit of the power converter, and the power unit housing can be configured to provide direct cooling to the power electronics.

[0140] Specifically, the coolant channel formed within the power unit housing may include one or more coolant jets configured to provide direct cooling to the power electronic components. For example, the power electronic components may be coupled to a mount, and the mount may be in fluid communication with the coolant channel. In this way, coolant flow can be directed from the coolant channel to the mount for the power electronic components to provide direct cooling. In some aspects, coolant can flow through the coolant channel to the mount, allowing coolant to flow across the power electronic components (e.g., cooling fins or other heat dissipation surfaces of the power electronic components). Furthermore, in some aspects, nozzles may be positioned between the coolant channel and the power electronic components to provide jet impingement cooling to the power electronic components. In this case, a first coolant flow is defined by the coolant channel, and a second coolant flow is defined by the coolant jet.

[0141] See now Figure 7 and Figure 8 A schematic diagram of a power conversion unit 500 is shown, which is similar to... Figure 7 The power conversion units 404, 408, and 412 are described above. The power conversion unit 500 may include a power unit housing 504 and a coolant channel 508, which are similar to those discussed above and... Figure 4 and Figure 5 The power unit housings 416, 420, 424 and the coolant passage 430 are shown in the diagram. Therefore, it should be understood that any aspect of the power conversion unit 500, the power unit housing 504 and the coolant passage 508 can be applied to the power conversion units 404, 408, 412, the power unit housings 416, 420, 424 and the coolant passage 430, respectively.

[0142] exist Figure 7 andFigure 8 In the non-limiting example shown, the coolant channel 508 may be configured to provide direct cooling to one or more power electronic components 512 disposed within the power conversion unit 500. As will be discussed in more detail below, the power electronic components 512 may be any suitable power electronic component (e.g., IGBT, MOSFET, and GAN switch, etc.) or any combination of power electronic components. In some aspects, one or more coolant jets 516 may be formed in the power unit housing 504 such that the coolant channel 508 is in fluid communication with the coolant jets 516 to provide cooling to the power electronic components 512.

[0143] Specifically, the coolant injector 516 can be integrally formed within the power unit housing to define an injection orifice 520 through which coolant can flow. For example, the coolant injector 516 can be integrally formed within a surface 524 of the power unit housing 504, which can be shared with a coolant channel 508. In this way, the coolant channel 508 can be in fluid communication with the coolant injector 516, allowing coolant to be guided from the coolant channel 508 through the coolant injector 516 and through the injection orifice 520. In this way, coolant can flow from the coolant channel 508 through the injection orifice 520 and onto the power electronic components. Therefore, coolant can be supplied to the power electronic components 512 through the coolant injector 516.

[0144] In some aspects, the coolant injectors may include additional structures (e.g., valve nozzles, etc.) configured to enhance the flow of coolant therebetween. Additionally, it is conceivable that any number of coolant injectors can be formed within the power unit housing, and that the coolant injectors can be formed along any surface or combination of surfaces of the power unit housing.

[0145] See also Figure 7 In the non-limiting example shown, the power electronics component 512 can be directly coupled to the surface 524 of the power unit housing 504 in which the coolant injector 516 is formed. Specifically, coolant can flow from the coolant channel 508 to the power electronics component 512 (e.g., the underside of the power electronics component 512) through the coolant injector 516 via the injection orifice 520. In other words, the coolant injector 516 can be configured to provide jet impact cooling directly to the power electronics component 512 (i.e., the impact surface). For example, the coolant injector 516 can directly spray coolant onto the power electronics component 512 or onto the cooling fins of the power electronics component 512, thereby providing direct cooling to the power electronics component 512. However, it is conceivable that the coolant injector can also provide indirect cooling to the power electronics component.

[0146] To facilitate cooling of the power electronic components, the power electronic components can be coupled to a power unit housing. For example, the power electronic components can be arranged within a mount coupled to the power unit housing. As discussed above, the mount can be in fluid communication with a coolant channel, allowing coolant flow from the coolant channel (e.g., via an opening therein, such as a spray nozzle) into the mount where the power electronic components are arranged. The mount can be arranged in any shape, such as a rectangular mount, a triangular mount, a cylindrical mount, or a similar shape. In some aspects, the mount can have an internal region in fluid communication with a coolant channel, a coolant spray nozzle, or both. In this way, coolant can flow through the power electronic components arranged in the internal region of the mount, thereby cooling the power electronic components.

[0147] See also Figure 14 As shown in the non-limiting example, the seat 528 may be arranged between the power electronics component 512 and the coolant spray member 516. Specifically, the seat 528 may be coupled to a surface 524 of the power unit housing 504, which may be shared with the coolant channel 508, and the power electronics component 512 may be arranged within the seat 528. Specifically, the seat 528 may be directly fixed to the surface 524 of the power unit housing 504, or it may be integrally formed with the power unit housing 504 (e.g., co-molded), such that the seat 528 extends from the power unit housing 504 (e.g., its surface 524).

[0148] The housing 528 can be coupled to the coolant injector 516, and the internal region 534 of the housing 528 can be in fluid communication with the coolant injector 516. In other words, the internal region 534 of the housing 528 can be aligned with the injection orifice 520, allowing coolant to flow out from the coolant passage 508 and (optionally) enter the internal region 534 of the housing 528 through the coolant injector 516 or other openings. Therefore, coolant can flow through the power electronics 512, which can be received within the internal region 534 of the housing 528.

[0149] However, other arrangements of the housing for cooling power electronic components are also conceivable. For example, arrangements that include fluid conduits or plates within the housing's internal region can define a flow pattern along which the fluid can flow, such as a zigzag path pattern or other types of patterns. Alternatively, coolant can be allowed to accumulate or pool within the housing's internal region, allowing the power electronic components to be partially or completely immersed in the coolant. Additional examples of housings for cooling power electronic components are incorporated below. Figures 15-25 The following description is provided. Additionally, it is conceivable that multiple power electronic components can be arranged within a single socket, or that the ratio of socket to power electronic components can be 1:1 (i.e., a single power electronic component is arranged within each socket).

[0150] As described above, the coolant injector can be configured to guide a coolant flow from the coolant channel to the power electronic components. Specifically, a first coolant flow can flow through the coolant channel, while a second coolant flow can flow through the coolant injector. Figure 7 and Figure 8 In the non-limiting example shown, the first coolant flow 538 can flow through the coolant channel 508, while the second coolant flow 542 can flow from the coolant channel 508 through the coolant injector 516 and the injection orifice 520. It is conceivable that any number of second coolant flow paths (i.e., coolant flow paths through the coolant injectors) can exist. In some aspects, the second coolant flow 542 can originate from the first coolant flow 538, meaning that coolant can be supplied from the coolant channel 508 to the coolant injector 516. Additionally, coolant can return to the coolant channel 508 through the coolant injector 516. In this way, multiple coolant injectors can be in fluid communication with each other, meaning that coolant can be recycled within the power conversion unit or among the power electronic components disposed therein.

[0151] Arranging the housing of the power conversion unit to form coolant jets has several advantages. Specifically, coolant jets can provide direct cooling to the power electronic components housed within the power conversion unit, which improves the thermal efficiency of the power converter and reduces the surface area required to adequately regulate the power converter temperature. More efficient and direct cooling of the power electronic components can be provided by using cooling jets that are in fluid communication with an integrated fluid path within the power conversion unit. Correspondingly, using an integrated coolant path that includes cooling jets can also lead to reduced manufacturing costs for the drive unit, as fewer components (e.g., pipes, hoses, valves, or other parts of the coolant circuit) may be needed to adequately regulate the temperature of the individual power conversion units within the power converter. This, in turn, can improve the overall performance, efficiency, and lifespan of the power converter.

[0152] It will be apparent to those skilled in the art that the above description is an example of a coolant flow path in a power converter, and that the power unit housing can be configured in any desired shape or combination of shapes to form cooling jets therein, at least for improving the thermal efficiency of the power converter unit. Therefore, an advantage of this disclosure is that the power converter unit can include coolant jets formed therein that provide direct cooling to one or more power electronic components, thereby providing a more thermally efficient power converter system, which can further improve the efficiency of the drive unit.

[0153] Accordingly, power electronic components can be arranged within a power converter to provide power conversion with higher power efficiency, increased power density, and / or reduced cost. Specifically, one or more power electronic components (e.g., IGBTs, MOSFETs, and GAN switches) can be arranged within a power conversion unit of the power converter cell. More specifically, power electronic components can be arranged on one or more power conversion modules (PCMs), which are included within a single power conversion unit. As will be discussed in more detail below, a PCM may include one or more power electronic components coupled to a first side of a circuit board and a busbar coupled to a second side of the circuit board to direct or supply power to the power converter at maximum power levels. Furthermore, the PCM may be housed within a power unit housing of the power conversion unit, and a single power converter cell may include multiple PCMs. In this way, a power converter may include multiple PCMs configured to supply power to one or more components (e.g., motors, transmissions, etc.) in a drive unit at multiple discrete maximum power levels. In some examples, the PCM can supply power to the AC grid (e.g., for commercial or residential applications) or serve as part of an electric vehicle power supply unit (EVSE) in the form of a standalone electric vehicle battery charging station (e.g., where the PCM is connected to the AC grid and charges a high-voltage (HV) DC power source that is part of an electric vehicle separate from the EVSE charging station). Furthermore, it is conceivable that the PCM can be configured to operate individually or in combination with one or more additional PCMs, such as a charger, inverter, three-phase inverter, AC-AC converter, AC-DC converter, DC-AC converter, or DC-DC converter. As discussed above, the electronic controller can be configured to selectively operate the PCM individually or in any combination based on the operating parameters of the drive unit.

[0154] In some aspects, the PCMs in the power conversion unit can be arranged in a relative configuration, which can allow for more efficient cooling and a reduction in components. For this purpose, a first PCM (e.g., a first side of a first circuit board) can be positioned along the first side of the power conversion unit for cooling via a first cooling channel, while a second PCM (e.g., a first side of a second circuit board) can be positioned along the second side of the power conversion unit for cooling via a second cooling channel. Accordingly, the first and second PCMs can be coupled to a shared busbar extending between the PCMs. In some aspects, the first and second PCMs can selectively, individually or in combination, operate as a three-phase inverter and / or as a charger in charging mode to supply power to a battery. In some examples, the PCMs can selectively operate to provide multiphase AC current (e.g., three-phase) or one of the multiphase phases provided by the power converter as a whole (e.g., one of three or nine phases provided by the power converter). In some examples, the PCMs can selectively operate to provide multiphase in a larger number of AC current phases (e.g., three-phase in a nine-phase AC system).

[0155] See now Figure 9 As discussed above, the power conversion unit 900 may include a power unit housing 904 having a first external recess 908A defining a first coolant passage 912A at its top side or first side 916A, and a second external recess 908B defining a second coolant passage 912B at its bottom side or second side 916B. Additionally, the power conversion unit 900 may include a first PCM 920 and a second PCM 924 disposed therein, which may be positioned to improve PCM cooling.

[0156] For this purpose, PCMs typically include multiple power electronic components for converting between different types or qualities of electrical energy. In some aspects, each PCM includes grounding and / or electromagnetic shielding components that protect the power electronic components of each PCM by preventing the entry or escape of unwanted electromagnetic interference (EMI). Such shielding may be incorporated into the circuit board of the PCM (e.g., by designing ground planes and / or protective traces around sensitive components connected to the circuit board), or provided as cable shielding, one or more Faraday cages, and / or shielding housings made of conductive materials for reflecting or absorbing EMI. For example, a first PCM 920 may include a first circuit board 928 defining a first side 932 and a second side 936, and a first power electronic component 938 is coupled to the first side 932 of the first circuit board 928. Similarly, a second PCM 924 may include a second circuit board 940 defining a first side 944 and a second side 948, and a second power electronic component 952 is coupled to the first side 944 of the second circuit board 940. As will be discussed in more detail below, it is conceivable that the power components can be any combination of suitable power electronic components.

[0157] Accordingly, the conversion of electrical energy typically results in heat generation in the power electronic components, which must be removed. Therefore, the first PCM 920 and the second PCM 924 can be arranged in a relative configuration within the power unit housing 904 to provide more efficient cooling for the power electronic components 938, 952. Specifically, the first PCM 920 can be arranged within the power conversion unit 900 such that the first side 932 of the first circuit board 928 faces and extends along the first side 916A of the power unit housing 904. In this way, the first power electronic component 938, supported on the first side 932, can be positioned adjacent to the first external recess 908A defining the first coolant channel 912A. Thus, the first power component 938 can be enclosed by the first side 916A of the power conversion unit 900 and the first side 932 of the first circuit board 928. Furthermore, this arrangement allows the first power electronic component 938 (e.g., a FET, etc.) to be housed within a socket provided in the first side 916A (e.g., socket 528, see...). Figure 14 This allows for direct cooling (e.g., via jet impingement cooling or other cooling flows, as discussed in general above).

[0158] Similarly, a second PCM 924 can be arranged within the power conversion unit 900 such that a first side 944 of the second circuit board 940 faces and extends along a second side 916B of the power unit housing 904. In this way, a second power electronic component 952 supported on the first side 944 can be positioned adjacent to a second external recess 908B defining a second coolant channel 912B. Therefore, the second power electronic component 952 can be enclosed by the second side 916B of the power conversion unit 900 and the first side 944 of the second circuit board 940. Furthermore, this arrangement allows the second power electronic component 952 (e.g., a FET, etc.) to be housed within a socket provided in the second side 916B to allow for direct cooling (e.g., via jet impingement cooling or other cooling flows, as discussed generally above).

[0159] Therefore, in this relative configuration, the first side 932 of the first circuit board 928 can be arranged to face the first side 916A of the power conversion unit 900, while the first side 944 of the second circuit board 940 can be arranged to face the second side 916B of the power conversion unit 900. In other words, the first side 932 of the first circuit board 928 can face a direction opposite to that of the first side 944 of the second circuit board 940, and the second side 936 of the first circuit board 928 can face the second side 948 of the second circuit board 940.

[0160] In some respects, PCMs arranged in a relative configuration can allow for the sharing of components between them. For example, a power conversion unit may include a shared busbar that directs electrical energy supplied by the PCM to one or more output circuits in the power converter, which in turn can distribute the energy to one or more components in the drive unit, such as a motor. This busbar can extend and be fixed between two PCMs, allowing the PCMs to be arranged in a relative configuration around it, thereby utilizing the power conversion unit efficiently to reduce space usage and overall component count.

[0161] For example, see still Figure 12A shared busbar 960 can be connected between the first PCM 920 and the second PCM 924. More specifically, the busbar 960 can be connected to a second side 936 of the first circuit board 928 and a second side 948 of the second circuit board 940. In this way, the busbar 960 can be fixed (e.g., stacked) between the first PCM 920 and the second PCM 924. The busbar 960 may include additional components connected thereto, such as additional power components, conductive plates, covers, terminals, etc. Furthermore, it is conceivable that the busbar can be arranged in any suitable shape or combination of shapes to direct electrical energy supplied by the PCMs 920, 924 to other components in the drive unit. For example, the busbar 960 may include tabs 964 vertically aligned with power components 938, 952, and connector rails 968 capable of connecting adjacent tabs 964 to each other. In other words, the shared busbar 960 can be defined by alternating tabs 964 and connector rails 968 to fully channel electrical energy in the power conversion unit 900 while saving space.

[0162] Busbar 960 can provide a high-current-carrying electrical connection between a power source (e.g., a battery) and the first PCM 920 and the second PCM 924. For example, busbar 960 can supply DC power from the power source to the first PCM 920 and can supply DC power from the power source to the second PCM 924. Therefore, busbar 960 can also be referred to as a DC busbar. The first PCM 920 and the second PCM 924 may include (e.g., arranged in a bridge circuit) one or more power switching elements that are switched by a pulse width modulation (PWM) control signal to invert DC power into AC power. Additionally, in charging mode, the first PCM 920 and / or the second PCM 924 can receive AC power (e.g., from a coupled motor used as an engine during braking, from a connected utility grid, etc.). One or more power switching elements can be switched by a PWM control signal to rectify the AC power and provide a DC power output on busbar 960. The provided DC power can be received by the battery to charge it.

[0163] Arranging PCMs in a relative configuration within the power conversion unit has several advantages. Specifically, using a relative configuration allows for increased power electronics components that can be included in the power conversion unit by saving space, while maintaining adequate cooling of the power electronics components via cooling channels formed within the power conversion unit's housing (e.g., the power unit housing). Furthermore, arranging the power converters in a relative configuration allows for the sharing of busbars, thereby reducing the number of components required to guide electrical energy and saving space within the power conversion unit. Therefore, the power output of the power converter can be increased while reducing the physical space occupied by the power converter. As a result, the power density of the power converter can be increased, which can further enhance the efficiency of the drive unit.

[0164] It will be apparent to those skilled in the art that the above description is an example of how the PCM is arranged within a power conversion unit, and the PCM can be arranged in any configuration with a shared busbar to consolidate the number of components in the power conversion unit, at least for the purpose of increasing the power density of the power converter unit. For example, the power conversion unit may include more or fewer PCMs, power component groups, circuit boards, or shared busbars than discussed above. In this way, various aspects of the PCM, power conversion unit, and power converter can be modulated to achieve their desired power output characteristics. Furthermore, an advantage of this disclosure is that power converter modules can share a busbar to reduce the number of components in the power conversion unit, thereby increasing the amount of physical space available for power electronics and improving the power density of the power converter system, which can further improve the efficiency of the drive unit.

[0165] As discussed above, one or more power electronic components can be arranged within the power conversion unit, and specifically on a circuit board within the PCM. Figure 12 and Figure 15 In the non-limiting example shown, the circuit board for the PCM may include electronic components to provide multiphase AC current from a single DC input voltage. Specifically, as shown, the circuit board (e.g., first circuit board 928 and / or second circuit board 940) may include a first pair of field-effect transistors (FETs) 1004A, 1004B corresponding to the first phase, a second pair of FETs 1008A, 1008B corresponding to the second phase, and a third pair of FETs 1012A, 1012B corresponding to the third phase. Although the description herein refers to the first circuit board 928, it should be understood that the aspects discussed also apply to the second circuit board 940.

[0166] In some aspects, the FETs connected to the circuit board may include cooling fins disposed thereon, and pairs of FETs may be arranged at a specific angle relative to each other and relative to the circuit board. The specific configuration of the FETs can be selected such that each FET can be received in a socket to enhance cooling. In some aspects, the cooling fins disposed on each FET may be received within a socket to further enhance cooling. Figure 12 In the non-limiting example shown, the first circuit board 928 may define a plane 1014 that extends in a direction substantially parallel to a first side 916A of the power conversion unit 900. A first pair of FETs 1004 may be coupled to a first side 932 of the first circuit board 928 and may extend at an angle relative to the plane 1014, for example, at a non-orthogonal angle relative to the plane 1014 defined by the first circuit board 928. In some aspects, this angle may be between about 0 and 90 degrees, between about 30 and 60 degrees, between about 40 and 50 degrees, or about 45 degrees. In some aspects, the first FET 1004A and the second FET 1004B are arranged in a “V” shape, meaning that the first FET 1004A may extend in a direction perpendicular to the direction in which the second FET 1004B extends. In this way, an angle of about 90 degrees may be formed between the first FET 1004A and the second FET 1004B. However, it is contemplated that the FETs may be arranged at any angle relative to each other and relative to the plane defined by the circuit board. As another non-limiting example, the first FET may extend in a direction substantially parallel to the direction in which the second FET extends.

[0167] In some aspects, the FETs provided for the PCM (e.g., pairs of FETs housed on the PCM circuit board) can be junction FETs (JFETs), metal-oxide-semiconductor FETs (MOSFETs), or any other type of FET or power switching element. In some examples, the FETs of the PCM can perform switching to implement pulse width modulation (PWM), thereby converting a DC signal into an AC signal with a desired amplitude and frequency. For example, FET 1004 can implement PWM in response to a PWM input control current to generate an output AC signal with a defined amplitude and frequency in a first pair. For example, in some cases, the output signal of the first pair of FETs 1004 can be an AC signal with a root mean square (RMS) voltage of 120V (i.e., a peak-to-peak amplitude of 340V) and a frequency of 60Hz. The output signal of the second pair of FETs 1008 can be similar to the output signal of the first pair of FETs 1004 (e.g., an RMS output voltage of 120V and a frequency of 60Hz), but this signal can be phase-shifted by 120 degrees from the signal generated by the first pair of FETs 1004. Similarly, the output AC signal of the third pair of FETs 1012 can be offset by 120 degrees from the output signal of the second pair of FETs 1008. In some aspects, AC signals of other voltage levels and / or frequencies can be generated by the FETs and the circuit board. In some examples, the PCM can use switching components other than FETs to invert DC signals into AC signals, including, for example, insulated-gate bipolar transistors (IGBTs) or other transistor elements.

[0168] Additionally, each phase of AC current generated by the PCM can be filtered to produce the desired signal characteristics and filter out unwanted AC current frequencies or amplitudes. In some examples, the AC signal from the FET of the PCM can be filtered by an LC filter and then supplied to power downstream AC loads (e.g., motors) in the drive unit. See also... Figure 12 and Figure 15 The first circuit board 928 may include inductors 1016, 1020, and 1024 to provide inductance for an LC filter. As shown, the first inductor 1016 may be electrically located downstream of the first pair of FETs 1004 to generate a first-phase AC voltage. Similarly, the second inductor 1020 may provide inductance for the LC filter along a second-phase AC voltage, while the third inductor 1024 may provide inductance along a third-phase AC voltage.

[0169] In some examples, inductors (e.g., inductor coils 1016, 1020, 1024) can provide a sinusoidal output that includes both current and voltage. Because of this sinusoidal output, for example, the outputs of each PCM do not need to be perfectly timed or synchronized with each other. For instance, the PWM signals of the power switching elements driving the PCMs may vary slightly, and their edges do not need to be precisely matched, yet the power converter system will still perform power conversion as expected (e.g., without failure or malfunction due to misaligned PWM signal edges). Therefore, the enabling and disabling of specific PCMs can change over time; some previously disabled PCMs can be brought online instantly, and / or some previously enabled PCMs can be deactivated instantly, (this process) safely, quickly, and efficiently. Furthermore, due to the reduction in voltage over time, thereby reducing EMI associated with voltage variations, the sinusoidal output can eliminate the EMI shielding requirements for leads connected to the motor.

[0170] It is conceivable that the PCM's circuit board may also include other power electronic components, such as resistors, capacitors, gate drive isolators, microcontrollers, safety relays, DC / DC bridges, Hall effect sensors, input terminals, output terminals, another electronic component, or any combination thereof.

[0171] As discussed above, (shared) busbars can be connected between multiple PCMs to efficiently utilize the available physical space in the power converter and direct electrical energy supplied to or from the PCMs to one or more circuits within the power converter. Furthermore, the use of busbars allows for the interleaving of PCMs. As used herein, the term "interleaving" can at least mean that the sinusoidal outputs of the inverters in the individual PCMs are phase-shifted relative to each other, thus providing interleaved output signals, which in turn provides a smoother, more consistent, and / or otherwise improved output signal from the power converter. In some aspects, busbars can be configured as busbar assemblies that may include one or more conductive strips that may be connected to and / or partially surround multiple capacitors. That is, a busbar assembly may include two or more separate busbars that may be connected around one or more capacitors in a relative configuration. Placing capacitors between busbars can be advantageous because this allows for the interleaving of PCMs, thereby improving system performance and efficiency.

[0172] Busbar assemblies can be arranged in various shapes depending on the relative position of any PCMs connected to them. Therefore, a busbar assembly can be a linear or curved busbar, or it can have other shapes, such as a branched shape. The specific shape of the busbar assembly can be determined at least in part by the shape of one or more conductive strips(s). For example, as... Figure 16 and Figure 17As shown, the conductive strip can define an overall arcuate or curved shape and can be arranged concentrically with one or more other conductive strips, such that the busbar assembly also defines an overall arcuate or curved shape. Furthermore, the conductive strip can have a substantially uniform height or thickness along its length, or the conductive strip can have varying height or thickness defined by alternating tabs and rails to define the undulating or oscillating profile of the busbar. In other words, the height of the conductive strip can vary along the curved length of the conductive strip. It is conceivable that the conductive strip can be formed as a single component, meaning that its tabs and rails can be integrally or monolithically formed with each other, or that the conductive strip can be formed from multiple segments that can be interconnected.

[0173] For example, see now Figure 16 and Figure 17 The busbar assembly 1100 (e.g., busbar 960) may include one or more conductive strips (e.g., first conductive strip 1104 and second conductive strip 1108) and multiple capacitors (e.g., first capacitor 1112, second capacitor 1116, and third capacitor 1120). Each of the first capacitor 1112, second capacitor 1116, and third capacitor 1120 may include one or more sets of capacitors (i.e., as a single capacitor or multiple capacitors). However, it is contemplated that the busbar assembly may include any suitable number of conductive strips, capacitors, and / or other components. In some aspects, the conductive strips 1104, 1108 may define linear and / or arcuate profiles. For example, the first conductive strip 1104 may have a first radius of curvature that is between about 75% and about 100%, about 85% and about 95%, or about 90% of a second radius of curvature that may be defined by the second conductive strip 1108.

[0174] It is conceivable that the conductive strips (e.g., conductive strips 1104, 1108) can be used as the positive and negative DC rails, respectively, of the switching elements or transistor bridges of the PCM forming the power converter. Therefore, DC power supplied to the power converter can be provided across the conductive strips, and the power converter can then supply it to one or more inverters (e.g., for driving a motor). Additionally, the power converter can output DC power across the conductive strips (e.g., for supplying charging power). It is conceivable that the DC output can be rectified AC power received by the power converter from, for example, a motor (from regenerative braking) or a utility grid, which may have already been rectified.

[0175] Furthermore, each conductive strip may include a conductive tab and a conductive rail extending between adjacent conductive tabs. For example, the first conductive strip 1104 may include a first conductive tab 1124A, a second conductive tab 1128A, a third conductive tab 1132A, a first rail 1136A, a second rail 1140A, a first end rail 1144A (i.e., the third rail), and a second end rail 1148A (i.e., the fourth rail). The first rail 1136A may extend between the first conductive tab 1124A and the second conductive tab 1128A, while the second rail 1140A may extend between the second conductive tab 1128A and the third conductive tab 1132A. Therefore, the first tab 1124A and the second tab 1128A are spaced apart from each other by the first rail 1136A, while the second tab 1128A and the third tab 1132A are spaced apart from each other by the second rail 1140A. Furthermore, a first end rail 1144A may extend outward from a first conductive tab 1124A to define a first end 1152A of the first conductive strip 1104, while a second end rail 1148A may extend outward from a third conductive tab 1132A to define a second end 1156A of the first conductive strip 1104. In other non-limiting examples, the conductive strip may be formed differently to accommodate any arrangement of the PCM or other power electronic components.

[0176] Similarly, the second conductive strip 1108 may include a first tab 1124B, a second tab 1128B, and a third tab 1132B, a first rail 1136B extending between the first tab 1124B and the second tab 1128B, and a second rail 1140B extending between the second tab 1128B and the third tab 1132B. Additionally, the second conductive strip 1108 may include a first end rail 1144B and a second end rail 1148B. The first end rail 1144B extends outward from the first conductive tab 1124B to define a first end 1152B of the second conductive strip 1108, and the second end rail 1148B extends outward from the third conductive tab 1132B to define a second end 1156B of the second conductive strip 1108.

[0177] In some respects, the tabs 1124B, 1128B, and 1132B of the second conductive strip 1108 can be arranged to align with the tabs 1124A, 1128A, and 1132A of the first conductive strip 1104. Therefore, the lengths of the first rail 1136A and the second rail 1140A of the first conductive strip 1104 may be longer than the lengths of the first rail 1136B and the second rail 1140B of the second conductive strip 1108, respectively. Furthermore, the lengths of the first end rail 1144A and the second end rail 1148A of the first conductive strip 1104 may be shorter than the lengths of the first end rail 1144B and the second end rail 1148B of the second conductive strip 1108, respectively. In this way, the first conductive strip 1106 and the second conductive strip 1108 can have different lengths to accommodate any curvature in the busbar assembly 1100, thereby allowing the first conductive strip 1106 and the second conductive strip 1108 to extend substantially parallel to each other to maintain a substantially constant gap distance between them (e.g., tolerance of about one millimeter or less). In other cases, the gap distance between the conductive strips may vary. For example, the rails may be formed as thickened areas to provide greater strength or current carrying capacity to the busbar assembly. Therefore, the gap distance at the rails may be smaller than the gap distance at the tabs.

[0178] Accordingly, it is conceivable that the conductive tabs and rails of the busbar assembly can be configured into any desired shape or combination of shapes, at least to provide a suitable conductive path for the power supplied by the PCM. For example, such as Figure 16 and Figure 17 As shown, conductive tabs 1124, 1128, and 1132 may have a rectangular profile when viewed from the side and / or top. In the non-limiting example shown, conductive tabs 1124, 1128, and 1132 may be identical or similar in shape to each other; however, it is conceivable that the conductive tabs may be shaped differently to alter the conductive path through the busbar assembly or otherwise affect its electrical properties (e.g., resistance or current carrying capacity). See in particular Figure 16 The conductive tabs 1124, 1128, and 1132 may have a common tab length 1160 and a common tab height 1164, which is measured in a direction perpendicular to the tab length 1160. In some aspects, the tab length 1160 may be between about 25% and about 75% of the tab height 1164, between about 40% and about 60% of the tab height 1164, between about 40% and about 50% of the tab height 1164, or about 47% of the tab height 1164.

[0179] Furthermore, the conductive rails can have an "I" shaped profile when viewed from the side, and / or a trapezoidal profile when viewed from the top, such as... Figure 16 and Figure 17As shown. For example, the first conductive rail 1136A may be tapered at both ends to define a curved section 1168 and a straight section 1172 extending between the curved sections 1168. In other words, the curved section 1168 may be connected at one end to a first conductive tab 1124A or a second conductive tab 1128A and may be bent inward (i.e., towards, for example, the longitudinal centerline of the conductive strip, which may extend along its centroidal axis) to form the straight section 1172. See in particular Figure 16 Conductive rails 1136 and 1140 may have a rail length 1180 and a rail height 1184, the rail length 1180 being measured between the connected tabs, and the rail height 1184 being measured in a direction perpendicular to the rail length 1180. In some aspects, the rail length 1180 may be between about 75% and about 100% of the tab length 1160, between about 85% and about 95% of the tab length 1160, or about 90% of the tab length 1160. In some aspects, the rail height 1184 may be between about 25% and about 50% of the tab height 1164, or between about 30% and about 35% of the tab height 1164. Therefore, it can be understood that each bar in the busbar assembly may define an undulating profile. However, it should be understood that the above description is a non-limiting example of conductive bars in a busbar assembly, and the tabs and rails in the conductive bars may be constructed differently depending on the specific application.

[0180] In some cases, conductive strips can be arranged in a spaced-apart configuration to define gaps between them, and one or more capacitors can be connected within these gaps (e.g., sandwiched between a first and a second conductive strip). For example, a capacitor can be fixed to either side of a tab on each conductive strip. Accordingly, it should be understood that each pair of opposing tabs on opposing conductive strips can be connected to a capacitor disposed therebetween. For example, in the case of multiple tabs along a busbar assembly, each pair of tabs can correspond to a group of one or more capacitors. Similar to the tabs, each group of capacitors can be spaced apart from other groups of capacitors by rails extending between the tabs.

[0181] In some respects, capacitors can serve as electrical contacts configured to connect busbar assemblies to their respective PCMs. More specifically, capacitors can be configured to connect to contacts of any one or more power electronic components disposed within the power converter, such as IGBTs, MOSFETs, and GAN switches. Additionally, the capacitor can be defined by a top portion and a bottom portion that are symmetrical about an opening formed therebetween. Furthermore, the capacitor can be sized to receive contacts of one or more power electronic components disposed within the power converter, thus serving as a connection point between the power electronic components and the busbar assembly. However, it is conceivable that the busbar assembly, including conductive strips and capacitors, can be arranged in any suitable configuration to provide a conductive path for power supplied by or to the PCM. Therefore, the busbar assembly can be made of suitable conductive materials, such as aluminum, brass, bronze, copper, other conductive alloys, and / or any combination thereof.

[0182] See you again Figure 17 The first conductive strip 1104 can be arranged concentrically relative to the second conductive strip 1108, thereby forming a gap 1188 between them. Alternatively, the first conductive strip 1104 and the second conductive strip 1108 can be arranged such that the conductive tabs 1124A, 1128A, and 1132A of the first conductive strip 1104 are radially aligned with the conductive tabs 1124B, 1128B, and 1132B of the second conductive strip 1108. Therefore, it can be understood that, when viewed from above, the gap 1188 can also define an undulating profile, such as... Figure 17 As shown.

[0183] Generally, as described above, capacitors can be disposed at the tabs of the busbar assembly. In the illustrated example, the first capacitor 1112 is connected to the first tabs 1124A and 1124B, the second capacitor 1116 is connected to the second tabs 1128A and 1128B, and the third capacitor 1120 is connected to the third tabs 1132A and 1132B. It is conceivable that the capacitors can be attached to the conductive strip using any suitable technique, such as fastening, welding, brazing, bonding, or similar methods. In some cases, supports may be provided to hold the capacitors in a specific arrangement or position.

[0184] In some cases, capacitors can be incorporated as contacts for the power electronics of a power converter (e.g., power electronics arranged on a circuit board within a PCM). In this way, power supplied to or generated by the PCM can be directed to the capacitors, and the capacitors can additionally control power input or output along a busbar (e.g., along conductive strips on a shared busbar to one or more output circuits in the power converter). In some aspects, the capacitors can be DC-link capacitors configured to improve the stability of the DC voltage supplied to or generated by the power converter. Furthermore, it is conceivable that capacitors can be configured in any desired shape or combination of shapes, at least to provide a suitable conductive path for the power supplied by the PCM.

[0185] exist Figure 16 and Figure 17 In a non-limiting example, capacitors 1112, 1116, and 1120 may each define a rectangular profile when viewed from the side and / or top. In some respects, capacitors 1112, 1116, and 1120 are similar to or identical to each other. Therefore, any description of the first capacitor 1112 herein may also apply to the second capacitor 1116 and / or the third capacitor 1120. See now. Figure 18 The first conductive strip 1104 is indicated by a dashed line, and the first capacitor 1112 is fastened within the gap 1188. The first capacitor 1112 may include a top portion 1204 and a bottom portion 1208, each portion of which may be formed by multiple capacitors.

[0186] In some cases, mounting plate 1216 may be disposed on the sides of top portion 1204 and bottom portion 1208. Mounting plate 1216 can be used to contact first conductive tabs 1124A and 1124B of first conductive strip 1104 and second conductive strip 1108 respectively, thereby securing first capacitor 1112 to conductive strips 1104 and 1108. Furthermore, mounting plate 1216 can connect individual capacitors together, so that they are connected in parallel between first conductive strip 1104 and second conductive strip 1108. In this way, first capacitor 1112 directly contacts conductive strips 1104 and 1108. For example, each capacitor in first capacitor 1112 may have a first terminal connected to mounting plate 1216, thereby connected to first conductive strip 1104, and may have a second terminal connected to mounting plate 1216, thereby connected to second conductive strip 1108. Therefore, in some examples, due to the parallel connection of these capacitors, the capacitance of the first capacitor 1112 can be equal to the sum of the capacitances of each capacitor forming the first capacitor 1112. Furthermore, in some examples, the DC link capacitance of the PCM can be or includes the sum of the capacitances of the first capacitor 1112, the second capacitor 1116, and the third capacitor 1120 (i.e., the sum of the capacitances of each capacitor constituting these first capacitors 1112, second capacitor 1116, and third capacitor 1120), because they are connected in parallel between the first conductive strip 1104 and the second conductive strip 1108.

[0187] After assembly, the first capacitor 1112 can define a cavity 1220. The cavity 1220 can extend and be defined between the top portion 1204 and the bottom portion 1208 and the terminal end 1224 of the mounting plate 1216. The terminal end 1224 of the mounting plate 1216 can be bent inward and is completely or partially disposed within the cavity 1220. Accordingly, the top portion 1204 and the bottom portion 1208 of the first capacitor 1112 can be symmetrical about the cavity 1220.

[0188] In some aspects, the slits in the capacitor (i.e., the gaps between individual capacitors of a plurality of capacitors) are configured as rectangular slits that are designed to receive contacts from one or more power electronic components arranged on a circuit board or otherwise included in a PCM. Since the slits are formed in both the top and bottom portions of the capacitor, meaning the slits face upwards and downwards, the capacitor can be electrically connected to both the first and second PCMs. Additionally, the slits increase the surface area of ​​the capacitor, which in turn allows for more efficient heat transfer and cooling of the busbar assembly.

[0189] Arranging busbars as shared busbar assemblies among multiple PCMs in a power converter offers several advantages. In particular, using shared busbars reduces the space required to efficiently direct power generated from the PCMs away from the power converter (e.g., to a motor). This, in turn, increases the available space within the power converter for more power components, resulting in a more efficient and powerful power converter. Correspondingly, using shared busbar assemblies also allows PCMs to be stacked on top of each other within the power converter, further increasing the power density of the power converter, as discussed above. Furthermore, shared busbars are compatible with a variety of different power components, meaning that individual power components can be removed from a PCM, added to a PCM, or replaced within a PCM without also removing the shared busbar.

[0190] It will be apparent to those skilled in the art that the above description is an example of a shared busbar assembly in a power converter, and that the busbar can be configured in any desired shape or combination of shapes to provide a suitable conductive path for electrical power supplied by the PCM. Therefore, an advantage of this disclosure is that the busbar assembly can be coupled to multiple PCMs to provide efficient power distribution within the power converter.

[0191] As discussed above, power electronic components can be coupled to a socket in fluid communication with a coolant channel to provide direct cooling to the power electronic components. The coolant can be provided using various techniques in the thermal conditioning system, such as using nozzles, forming cooling jets within the power unit housing of the power converter, directly immersing the power electronic components in the coolant, and / or other suitable techniques. For example, a cooling jacket can define a coolant conduit extending through it to or otherwise in fluid communication with one or more power electronic components to allow coolant flow through them. Thus, the cooling jacket can be used to further regulate the temperature of the power electronic components in the power converter. In some aspects, at least one power electronic component disposed on a circuit board or PCM can be surrounded by a cooling jacket, which can be provided for the entire circuit board or for a single power electronic component. In other examples, multiple cooling jackets can be provided on the circuit board to cool corresponding components on the board. For example, each cooling jacket can be associated with one or more circuit elements on the circuit board to be cooled by direct jet impact cooling of liquid coolant. In some cases, cooling jackets can be disposed on both sides of the circuit board.

[0192] Additionally, each cooling sleeve on the circuit board can be surrounded by a sleeve housing. For this purpose, the sleeve housing can further secure the sleeve to the circuit board and protect the sleeve and the power electronic components enclosed by the sleeve. It is conceivable that the sleeve can be formed as a single component with the circuit board, meaning that the sleeve and the circuit board can be integrally or monolithically formed together. For example, the sleeve housing can be an injection-molded or 3D-printed housing, or a shell shaped according to the shape of the power electronic component(s) being cooled, as will be discussed in more detail below. The sleeve housing can be soldered, brazed, bonded, fastened, or otherwise permanently attached to the circuit board, or the sleeve housing can be removably attached to the circuit board to allow easy replacement of the power electronic components on the circuit board. Furthermore, the sleeve housing can be constructed in any suitable shape and can be formed as a single component, or the sleeve housing can be arranged as a sleeve housing assembly including different shaped portions (e.g., inductor-shaped portions and / or FET-shaped portions) corresponding to the shape of the power electronic components disposed therein. Therefore, it should be understood that the sleeve housing can have a variety of different constructions, at least for protecting the cooling sleeves and / or power electronic components on the circuit board. In some cases, two or more housings can be connected in series, such that the outlet of the first housing can be linked to the inlet of the second housing. In other examples, two or more housings can be connected in parallel, such that the inlets of the first and second housings can be connected to the same coolant source (i.e., a common coolant source), and the outlets of the first and second housings can be connected to a common manifold or outflow pipe.

[0193] See now Figure 19 The circuit board 928 may also include a plurality of housings 1304 that surround cooling jackets and / or power electronic components disposed thereon (see Figure 20 For example, circuit board 928 may include a first housing 1304A, a second housing 1304B, and a third housing 1304C (collectively referred to as housings 1304). Each housing 1304 may be arranged on circuit board 928 to cover a corresponding cooling jacket and / or power electronic components (e.g., inductor coils and / or FETs, see...). Figure 20 In some respects, the housing 1304 may completely enclose the power electronic components, or the housing may partially enclose the power electronic components. For example, the housing 1304 may define an inductor terminal port 1308, and a terminal 1312 of the inductor coil 1352 (see...). Figure 20 The inductor terminal 1312 can pass through the inductor terminal port 1308. The inductor terminal 1312 can be located at the upper end of one side of the housing 1304 from the inductor coil 1352 (see...). Figure 20 The inductor terminal extends outwards, but it is conceivable that the inductor terminal can extend outwards from the inductor coil along any surface or portion of the housing. Inductor terminal 1312 serves as inductor coil 1352 (see...). Figure 20The input and output sections of the cooling housing function and can be configured to connect with one or more other power electronic components in the power converter. In some cases, the housing 1304 can be integrally formed with the circuit board 928, or the housing 1304 can be attached to the circuit board 928 using appropriate connection techniques (e.g., soldering, fastening, bonding, etc.). Therefore, it should be understood that the cooling housing can be configured in any particular shape, at least for the purpose of enclosing and / or protecting the power electronic components on the circuit board.

[0194] Accordingly, the cooling sleeve can be configured to define a contour similar to one or more power electronic components within the cooling sleeve. In other words, the cooling sleeve can be shaped or contoured to follow the shape of the corresponding power electronic component. For example, the cooling sleeve can define portions corresponding to power electronic components of different shapes (e.g., FETs and inductors). It is conceivable that different portions of the cooling sleeve can be integrally formed with each other or formed separately, such that the cooling sleeve can be configured as a cooling sleeve assembly. For example, the cooling sleeve can be configured as a clamshell assembly including a first shell and a second shell (e.g., a top shell and a bottom shell, respectively), which can be mounted together to surround one or more power electronic components. In some aspects, the cooling sleeve completely surrounds the power electronic component, and / or the cooling sleeve can define openings therein (e.g., inlet openings, outlet openings, terminal openings, etc.).

[0195] Alternatively, the cooling jacket can be an injection-molded or 3D-printed shell, the shape of which is adapted to the shape of one or more power electronic components. For example, the jacket can be configured to surround the power electronic components to define a predetermined gap or void around them. As used herein, a gap or void can refer to the distance or space between the jacket and the power electronic components. The specific size of the gap can vary depending on the heat transfer coefficient required to dissipate the target heat and the available flow rate and back pressure limitations of a given design. For example, the gap can be set to less than about 10 mm, less than about 5 mm, less than about 1 mm, less than about 0.75 mm, less than about 0.5 mm, less than about 0.3 mm, or any range thereof.

[0196] Accordingly, the cooling sleeve can be configured to provide a variable gap distance between its inner surface and any of the power electronic components it encloses, or the variable gap distance can be substantially the same for all power electronic components. Additionally, the gap distance between the inner surface and the circuit board surface can differ from, or be substantially the same as, the distance between the inner surface of the cooling sleeve and the power electronic components.

[0197] In some respects, the gap can maintain a high volumetric flow rate relative to the heat dissipation surface, thereby achieving a high heat transfer coefficient for a given flow rate. Additionally, the gap ensures that pressurized, viscous coolant flows through all available paths, particularly flowing past and close to the heat dissipation components, rather than bypassing them. The improved flow in this example is, for example, because the resistance to bypassing components is not significantly lower than the resistance to flowing through them. In some respects, two or more cooling jackets can be connected in series, such that the outlet of the first cooling jacket is connected to the inlet of the second cooling jacket. In other respects, two or more cooling jackets can be connected in parallel, such that the inlets of the first and second cooling jackets are connected to the same coolant source, and the outlets of the first and second cooling jackets are also connected.

[0198] See now Figures 20-23 The diagram shows paired FETs 1324A and 1324B, an inductor assembly 1328, and a cooling jacket 1332. In some respects, FET 1324 is similar to FETs 1004, 1008, and 1012, while inductor assembly 1328 is similar to... Figure 12 and 15 The inductors 1016, 1020, and 1024 are described herein. Therefore, it should be understood that any description of the FET 1324 and inductor assembly 1328 herein may apply to some or all other examples of the FETs and inductors discussed herein. In some aspects, each FET 1324 has a top side or first side 1336 and a bottom side or second side 1340 opposite to the first side 1336. The FET 1324 may also have cooling fins 1344 extending outward from its first side 1336 to enhance heat exchange between the coolant and the FET 1324. Furthermore, the FET 1324 may have one or more electrical contacts 1348 extending outward and / or downward from it. The electrical contacts 1348 may be configured to connect the FET 1324 to one or more other electronic components, such as capacitors in a shared busbar assembly as discussed above.

[0199] Inductor assembly 1328 may include a (copper) winding or coil 1352 with a wound core. The coil 1352 and core 1356 may be disposed within housing assembly 1360. Housing assembly 1360 includes a top cover or first cover 1360A and a bottom cover or second cover 1360B positioned on either side of the coil 1352 and core 1356. A window 1360C may be defined between the top cover 1360A and the bottom cover 1360B (see...). Figure 21 ), making window 1360C (see Figure 21The coil 1352 may be exposed. The inductor assembly 1328 may, for example, be a "PQ" type inductor with a stranded (litz) coil. In other examples, the inductor assembly 1328 may be other types of inductors and / or include unstranded coils. Furthermore, the core 1356 and housing assembly 1360 may be made of any suitable material, such as ceramic composites, ferroalloys, ferrites, etc.

[0200] Accordingly, a cooling jacket can surround the inductor coil and the FET to provide coolant flow for heat dissipation and improve system performance. For example, the cooling jacket 1332 can be configured as a clamshell jacket, including a top jacket 1364 and a bottom jacket 1368. As shown, the cooling jacket 1332 can be configured according to the shape of one or more of the FET 1324 and the inductor assembly 1328. This, in turn, can maintain a high volumetric flow rate relative to the heat dissipation surface thereon, as discussed above. In other words, the cooling jacket 1332 can define the FET jacket 1372 and the coil jacket 1376. In some aspects, the FET jacket 1372 and the coil jacket 1376 can be integrally formed with each other, or the FET jacket 1372 and the coil jacket 1376 can be formed separately from each other. In other examples, the top jacket 1364 can define a top FET jacket 1372A and a top coil jacket 1376A, while the bottom jacket 1368 can define a bottom FET jacket 1372B and a bottom coil jacket 1376B. Therefore, it should be understood that the cooling jacket 1332 can be configured in various shapes, at least for creating gaps near the paired FETs and / or inductor coils.

[0201] Accordingly, FET sleeve 1372 may define FET cavity 1380, in which FET 1324 is disposed, while coil sleeve 1376 may define coil cavity 1384, in which inductor assembly 1328 and / or coil 1352 is disposed. In some aspects, FET cavity 1380 and the internal region 534 of socket 528 (see...) Figure 14The cooling sleeve 1332 is essentially similar. Furthermore, the cooling sleeve 1332 may define one or more orifices therein, which may be configured to allow the FET 1324 and / or inductor coil 1352 to be attached to the circuit board. For example, the cooling sleeve may include orifices configured to allow the lead of the coil to extend through it and connect the inductor coil to the circuit board and / or other power electronic components. In some cases, only a single lead of the inductor coil may extend outside the cooling sleeve. In some examples, the orifices formed in the cooling sleeve may also be configured to receive electrical contacts of the FET 1324. For example, the FET sleeve 1372 (e.g., bottom FET sleeve 1372B) may define one or more orifices 1388 through which electrical contacts 1348 may extend. In this way, the cooling sleeve can surround the FET 1324 while still allowing them to be electrically connected to one or more other components in the PCM (e.g., a shared busbar assembly).

[0202] Furthermore, it is conceivable that the cooling jacket may define a coolant conduit extending above, below, around, and / or across the power electronics components. See now. Figure 21 An isometric view of a cooling sleeve 1332 fastened around the FET 1324 and inductor assembly 1328 is shown, with the cooling sleeve 1332 indicated by dashed lines. In some aspects, the FET sleeve 1372 may completely surround the FET 1324, with electrical contacts 1348 extending downward through contact orifices 1388. Additionally, the inductor sleeve 1376 may extend around the coil 1352 and may be surrounded on both sides by a top cover 1360A and a bottom cover 1360B. In this way, the cooling sleeve 1332 may define a coolant channel 1392 that at least partially surrounds the FET 1324 and inductor assembly 1328 and can deliver coolant therebetween.

[0203] Therefore, it is conceivable that a coolant conduit may be defined by a gap between a cooling jacket and one or more power electronic components therein. Specifically, the cooling jacket may be shaped to at least partially define a coolant conduit therein, which may be in fluid communication with coolant injectors, coolant channels, coolant paths, and / or any combination thereof in the power converter. That is, coolant flow may be provided first through the coolant path and coolant channel, and then directed to the inlet of the coolant conduit defined by the cooling jacket. In this way, the power converter may have an integrated coolant path to provide cooling for the power conversion unit, PCM, and / or the power electronic components contained therein. In some aspects, the coolant conduit may have an inlet at a first end of the cooling jacket and an outlet at a second end of the cooling jacket. Additionally, the coolant conduit may be positioned between a pair of FETs and inductors, meaning that coolant may flow first through the FETs and then along the conduit to the inductors, thereby thermally conditioning the FETs and inductors. In some aspects, coolant that has circulated through the cooling jacket is collected and returned to the pump for subsequent circulation via the integrated coolant path, as discussed above.

[0204] See now Figure 22 The image shows a top view of the FET 1324 and inductor assembly 1328 surrounded by an assembled cooling jacket 1332. In some aspects, assembling the cooling jacket may include securing a top sleeve 1364 to a bottom sleeve 1368, for example via ultrasonic welding, brazing, bonding, or other suitable techniques. In some examples, a coolant conduit 1392 may be defined between the FET 1324 and the cooling jacket 1332, and / or between the inductor assembly 1328 and the cooling jacket 1332. Additionally, the cooling jacket 1332 may define a conduit inlet 1396 formed in the FET sleeve 1372. The conduit inlet 1396 may be configured to receive coolant flow from a coolant injector, coolant channel, coolant path, and / or other coolant source. The coolant conduit 1392 may include a plurality of individual conduits extending diagonally across each FET 1324 and then converging forward inward in the inductor assembly 1328. Additionally, the coolant conduit 1392 may wrap around the coil 1352 and then terminate at the conduit outlet 1400 formed behind the coil sleeve 1376. Thus, the coolant flow indicated by arrow 1404 may enter the coolant conduit 1392 at the conduit inlet 1396, flow through the coolant conduit 1392 (e.g., through the FET 1324 and the coil 1352), and then exit the cooling sleeve 1332 at the conduit outlet 1400.

[0205] In some examples, the diameter of the conduit inlet can be significantly smaller (e.g., three, four, five, or more times smaller) than the diameter of the supply pipe that provides coolant to the cooling jacket. In other words, the cross-sectional area of ​​the conduit inlet can be smaller than the cross-sectional area of ​​the supply pipe, where cross-sectional area refers to the surface area of ​​an imaginary two-dimensional plane perpendicular to the coolant fluid flow. Therefore, the conduit inlet can reduce the fluid flow space, thereby increasing the fluid velocity through the inlet (relative to the fluid velocity through the supply pipe), ultimately resulting in a higher heat transfer coefficient (HTC) for the inductor coil supplied by the coolant compared to the case without the increased flow velocity.

[0206] See now Figure 23 It shows along Figure 22 The image shows a cross-sectional side view of the cooling sleeve 1332 taken from line 23-23. In some aspects, a conduit inlet 1396 may be formed in the bottom FET sleeve 1372B, while the coolant conduit 1392 may extend upward and across each FET 1324 (e.g., across cooling fins 1344), and then downward in front of the inductor assembly 1328. Therefore, it should be understood that the coolant flow 1404 may be directed upward through the coolant conduit 1392, upward across each FET 1324, and downward toward the bottom coil sleeve 1376B. Additionally, the coolant flow 1404 may extend circumferentially around the coil 1352 and then exit the cooling sleeve 1332 at a conduit outlet 1400.

[0207] It should be understood that the above description is a non-limiting example of a coolant conduit formed by a cooling jacket. Therefore, it is conceivable that the coolant conduit can have a variety of different designs or configurations without departing from the scope of this disclosure. For example, the coolant can flow along different routes across multiple power electronic components, and the coolant can enter and / or exit at different locations within the cooling jacket. As another non-limiting example, the coolant can flow through an inductor coil and then across a FET. In some examples, the coolant conduit can extend into a coil cavity formed at the center of the coil, and the coolant can flow through the coil cavity in addition to flowing across the FET and the inductor coil to further facilitate cooling of the inductor coil. Therefore, it should be understood that the cooling jacket can have a variety of different configurations, at least for providing a coolant conduit around and / or through one or more power electronic components to facilitate thermal regulation in the PCM.

[0208] In this regard, the cooling sleeve may include various additional components that define coolant conduits different from those described above. Additionally, different coolant conduit arrangements, and / or combinations thereof, can be used to enhance the thermal regulation of power electronic components on the circuit board. Specifically, the inductor sleeve may include fluid inlets and / or outlets arranged in different ways, such as multiple fluid inlets and outlets, fluid inlets and outlets located on the core, and / or fluid inlets and outlets positioned along the side of the inductor coil housing. In some examples, the inductor assembly may include inserts disposed therein (e.g., adjacent to the core and / or coil to guide coolant flow through the inductor coil). In other examples, components of the inductor coil (e.g., inductor coil housing, coil, core, etc.) may be configured to include grooves and / or fins to further guide coolant through the inductor coil.

[0209] See now Figure 24 An isometric view of an example of a power electronic component (e.g., an inductor assembly) is shown, which may include core spacers to introduce and draw coolant into and out of the core (e.g., a hollow core) of the power electronic component. Specifically, Figure 24 An inductor assembly 1428 is shown, which includes a copper winding or coil 1432 that may be wound around a central core 1436 and disposed within a housing assembly 1440. The inductor assembly 1428 may be a "PQ" type inductor with a stranded wire coil. In other examples, the inductor assembly 1428 may be other types of inductors and / or include unstranded wire coils.

[0210] In some aspects, housing assembly 1440 includes a top cover 1440A, a bottom cover 1440B, a first sidewall 1440C, and a second sidewall 1440D, which are positioned around coil 1432 and core 1436. Covers 1440A and 1440B may be similar to covers 1360A and 1360B (see...). Figure 21Alternatively, the covers 1440A and 1440B may be substantially planar. Additionally, the sidewalls 1440C and 1440D may each define an outer planar profile and a concave, curved inner profile relative to the core 1436. In other words, each sidewall may have a concave inner surface that is curved according to the curvature of the coil 1432. Furthermore, a window 1444 may be defined between the top cover 1440A and the bottom cover 1440B, such that the window 1444 exposes the coil 1432. This window may define a fluid inlet and / or outlet for the housing assembly. In some aspects, the inlet port 1448 extends through the top cover 1440A and may be configured to receive a coolant flow. Accordingly, a plurality of side outlet ports 1452 may be defined in the sidewalls 1440C and 1440D to guide a coolant flow out of the housing assembly 1440. In some respects, multiple side outlet ports 1452 can be arranged as outlet port rows (e.g., first row 1456A, second row 1456B, and / or third row 1456C). Each side outlet port 1452 can be arranged in any shape, such as a rectangular port, a circular port, an elliptical port, etc.

[0211] See also Figure 24 The inductor assembly 1428 may also include one or more core spacers 1460 coupled to the core 1436. While the core spacers 1460 are shown as circular, it is conceivable that the core spacers can be constructed in any suitable shape, and that they can have a similar and / or identical profile to the core. In some aspects, the core 1436 may be divided into a top core portion 1436A and a bottom core portion 1436B, which may be separated by the core spacers 1460 (e.g., the core spacers 1460 may be sandwiched between the top core portion 1436A and the bottom core portion 1436B). In other examples, the core spacers may be constructed differently. For example, the inductor assembly 1428 may include a first core spacer (e.g., spacer 1464, see...). Figure 26 The first core spacer 1460B is connected between the top cover 1440A and the top core portion 1436A, the second core spacer 1460B is connected between the top core portion 1436A and the bottom core portion 1436B, and the third core spacer 1460C is connected between the bottom core portion 1436B and the bottom cover 1440B.

[0212] Additionally, it is conceivable that each core spacer 1460 may be axially aligned with a side outlet port 1452 (e.g., along the direction extending between covers 1440A and 1440B). For example, a first core spacer may be axially aligned with a side outlet port 1452 of the first row 1456A, a second core spacer 1460B may be axially aligned with a side outlet port 1452 of the second row 1456B, and a third core spacer 1460C may be axially aligned with a side outlet port 1452 of the third row 1456C. Furthermore, a core spacer 1460 may include one or more spacer outlet ports 1464 disposed around its periphery, which may enhance the cooling of the core 1436. For example, each core spacer 1460 may each include a plurality of spacer outlet ports 1464 disposed circumferentially around the spacer 1460. Accordingly, it is conceivable that each spacer outlet port 1464 may be arranged in any shape, such as a rectangular port, a circular port, an elliptical port, etc. The outlet port 1464 can be formed as a channel in the core spacer 1460.

[0213] In this way, the core spacer can guide the flow of coolant through the inductor assembly. Specifically, the inductor coolant conduit can be defined by the inlet port 1448, the core 1436, the core spacer 1460, the coil 1432, and the side outlet port 1452. In other words, coolant can be supplied through the inlet port 1448 and flow downward into the core 1436, thereby cooling the core 1436. Furthermore, the coolant can exit the core 1436 through the spacer outlet port 1464 and be guided (e.g., radially) through the coil 1432, thereby cooling the coil 1432. Finally, the coolant can exit the housing assembly 1440 through the side outlet port 1452. In this way, the thermal regulation of the core can be enhanced.

[0214] Figure 25 A top view of the thermal diagram of inductor assembly 1428 is shown, including through core spacer 1460 (see...). Figure 24 The radial coolant flow is as follows. As shown, the temperature of the core 1436 and core spacer 1460 is approximately lower than the temperature of the coil because the coolant can enter the core first and then the coil 1432. Therefore, as the coolant passes through the coil 1432, the heat generated by the coil 1432 is absorbed by the coolant. The heated coolant then exits the inductor assembly 1428, where the heat is dissipated from the system.

[0215] Figure 26 An isometric view of a core spacer (e.g., one of core spacers 1460) is shown. The core spacer 1460 may have a generally circular shape and may define a central aperture 1468 extending therethrough. When the core spacer 1460 is connected to the core 1436 (see...) Figure 24When connected, the central port 1468 can be connected to the inlet port 1448 (see...). Figure 24 Alignment allows coolant to flow through inlet port 1448 (see...) Figure 24 ), through the central aperture 1468 and into the core 1436 (see Figure 24 In addition, the core spacer 1460 may include a plurality of spacer outlet ports 1464. As described above, the outlet ports 1464 are formed as radial channels in the core spacer 1460. Coolant can flow radially outward from the central orifice 1468 and through the outlet ports 1464. In this way, the coolant can be effectively circulated through the core 1436. Furthermore, the spacer outlet ports 1464 can be angled radially outward from the central orifice 1468 and can be circumferentially spaced equidistantly from each other around the core spacer 1460. In addition, the core spacer 1460 may include spacer outlet ports 1464 on either side (e.g., the top side 1472 and the bottom side 1476). In some aspects, the outlet ports 1464 provided in the top side 1472 are offset relative to the outlet ports 1464 provided in the bottom side 1476.

[0216] It is conceivable that the core spacer may include any number of suitable outlet ports to guide coolant from the core to the coil and / or inductor assembly. For example, Figure 26 The core spacer 1460 shown may have eight spacer outlet ports 1464 in the top side 1472 and eight spacer outlet ports 1464 in the bottom side 1476. In other examples, the core spacer may include more or fewer than eight spacer outlet ports (e.g., between 2 and 50 spacer outlet ports, or between 4 and 20 spacer outlet ports, or between 6 and 18 spacer outlet ports, or between 12 and 18 spacer outlet ports). However, in other examples, more or fewer core spacers may be used, and the core spacers may be arranged and / or shaped differently.

[0217] See now Figure 27 An isometric view of another example inductor assembly is shown, including an example coolant guide disposed therein. The coolant guide can be configured to guide coolant through the coil and along the core, and / or the coolant guide can also be configured as a coil guide that protects and / or accommodates the coil in a fixed position within the inductor assembly. Specifically, Figure 27 An inductor assembly 1528 is shown. The inductor assembly 1532 includes a copper winding or coil 1536, which may surround a central core 1436 and be housed within a housing assembly 1440. In some aspects, the housing assembly 1540 may be associated with a housing assembly 1440 (see [link to housing assembly 1536]). Figure 24The housing assembly 1540 is substantially similar to the housing assembly 1540A, which means that the housing assembly 1540 can have a top cover 1540A, a bottom cover 1540B, a first sidewall 1540C, and a second sidewall 1540D. Additionally, a window 1544 can be defined between the top cover 1540A and the bottom cover 1540B, such that the window 1544 exposes the coil 1532. The inductor assembly 1528 can be (e.g., a "PQ" type inductor with a stranded wire coil). In other examples, the inductor assembly 1528 is other types of inductors and / or includes a non-stranded wire coil.

[0218] In some examples, inlet port 1548 may extend through a first sidewall 1540C adjacent to the bottom cover 1540B and may be configured to receive a coolant flow. Additionally, outlet port 1552 may extend through a second sidewall 1540D adjacent to the bottom cover 1540B and may be configured to guide a coolant flow out of the housing assembly 1540. Alternatively, ports 1548 and 1552 may each serve as both an inlet and an outlet, meaning that coolant can flow in and out through each port 1548 and 1552. In other examples, window 1544 may define an inlet and / or outlet to introduce and guide a coolant flow into and out of the housing assembly 1540. Therefore, it should be understood that coolant can be introduced into and removed from the housing assembly in a variety of different ways. Furthermore, the housing assembly may also include a coolant guide configured to guide coolant through the coil and along the core, as will be discussed in detail below.

[0219] See now Figure 28 A perspective view of an example coolant guide (e.g., coolant guide 1556) is shown. In some aspects, coolant guide 1556 may define a baffle wall 1560, and a base 1564 may be coupled to the baffle wall 1560. The baffle wall 1560 and the base 1564 may each define a central core aperture 1580 therethrough. The baffle wall 1560 may be formed in a cylindrical or any other suitable shape, and in some cases, its shape may correspond to the core 1536 (see...). Figure 27 The shape of the baffle wall 1560 is also defined by an edge 1568 formed at its top apex 1572. Correspondingly, the base 1564 can be configured as a flange extending around the bottom end 1576 of the baffle wall 1560. When the coolant guide 1556 is arranged in the inductor assembly 1528 (see...) Figure 27 When in the case of a base 1564, the base 1564 can be configured to abut against the bottom cover 1540B (see...). Figure 27 Accordingly, multiple pillars 1584 may extend downward from the base 1564. The pillars 1584 may serve as support members, engaging with the bottom cover 1540B and extending the coolant guide 1556 from the bottom cover 1540B (see...). Figure 27(Lift up.) It is conceivable that the coolant guide can be formed as a single component, which means that the baffle wall and the base can be formed integrally or as a single piece.

[0220] See now Figure 29 This shows the way through Figure 27 A cross-sectional view of inductor assembly 1528, taken from line 29-29, showing a coolant guide 1556 disposed within inductor assembly 1528. Specifically, coolant guide 1556 is shown radially disposed between coil 1532 and core 1536, such that core 1536 can be located within a central core aperture 1580. However, in some aspects, baffle wall 1560 may only extend a portion of the height of coil 1532, measured between top cover 1540A and bottom cover 1540B. For example, baffle wall 1560 may extend between approximately 75% and approximately 100% of the height of coil 1532, or between approximately 75% and approximately 85%, or approximately 80%. Furthermore, core 1538 may define a first diameter 1588, while baffle wall 1560 may define a second diameter 1592, which is larger than the first diameter 1588. In some respects, the first diameter 1588 is between approximately 75% and approximately 100% of, or approximately 80% and approximately 90% of, the second diameter 1592, or approximately 88%. In this way, an axial coolant conduit 1596 can be formed between the core 1538 and the baffle wall 1560. In other words, the axial coolant conduit 1596 can be formed in the space between the core 1538 and the baffle wall 1560.

[0221] Additionally, as described above, the coolant guide 1556 can be lifted away from the bottom cover 1540B via the support 1584. In this way, the coolant guide 1556 can form a radial coolant conduit within the inductor assembly 1528. The direction of coolant flow in the inductor assembly 1528 is indicated by arrow 1600. Specifically, coolant can enter the housing assembly 1540 through the inlet port 1548 and / or the outlet port, then flow radially inward through the coil 1532 and toward the core 1538. The coolant can flow upward through the coil 1532 and then through the edge 1568. In some aspects, the coolant can directly contact the top cover 1540A. The coolant can then flow through the edge 1568 and downward through the axial coolant conduit 1596 to directly cool the core 1536. In some aspects, a second radial coolant conduit 1604 is defined between the bottom cover 1540B and the base 1564, and the radial coolant conduit 1604 can be in fluid communication with the axial coolant conduit 1596 and ports 1548, 1552. Therefore, coolant can flow from the axial coolant passage 1596 into the radial coolant passage 1604, and then flow radially outward through ports 1548, 1552 and / or exit the housing assembly 1540 to the reservoir. In other words, the axial coolant conduit 1596 and the radial coolant conduit 1604 can define L-shaped coolant conduits. Therefore, an advantage of this disclosure is that a coolant guide can be used to guide coolant through an inductor assembly to thermally regulate the coil and / or core of the inductor. It is conceivable that the above description, as an example of an inductor assembly, may be compatible with various different inductor housing assemblies, such as... Figure 21 Cooling jacket 1332 and / or Figure 24 The inductor assembly 1428. For this purpose, the inductor assembly may have an alternative construction that further enhances the thermal regulation of the inductor coil.

[0222] In another example of this disclosure, the coolant guide for the inductor assembly can be configured as a multi-part guide having a first guide and a second guide, the first guide and the second guide being mounted together to define a coolant conduit through the inductor assembly. For example, see now. Figure 30A cross-sectional view of another inductor assembly 1628 is shown, which includes a coil 1632, a core 1636, and a housing assembly 1640 (e.g., a top cover 1640A, a bottom cover 1640B, a first sidewall 1640C, and a second sidewall 1640D). Furthermore, the inductor assembly 1628 may include one or more radial inlet ports 1644 defined in the sidewalls 1640C, 1640D, and the radial inlet ports 1644 may be configured to receive coolant. Accordingly, an outlet port 1648 may be axially defined below the core 1638, and the outlet port 1648 may be configured to guide a coolant flow out of the housing assembly 1640. The outlet port 1648 may be axially downward (i.e., below the inductor assembly 1628) and / or radially outward (e.g., relative to the inductor assembly 1628). Figure 30 (Leave the page) Guide the coolant.

[0223] The inductor assembly 1628 may also include a coolant guide 1656 having a top guide 1656A and a bottom guide 1656B (e.g., a first guide and a second guide), which can be mounted together to guide coolant through the inductor assembly 1628. Furthermore, the coolant guide 1656 can also protect and / or secure components of the inductor assembly 1628 (e.g., securing the coil 1632 and core 1638 in a fixed position within the housing assembly 1640), thereby increasing the structural integrity of the inductor assembly 1628 and eliminating the need for additional fastening components. In some aspects, each of the coolant guides 1656A and 1656B can be individually formed using any suitable technique (e.g., injection molding and / or 3D printing).

[0224] Furthermore, the top guide 1656A may include a first baffle wall 1660A and a first base 1664A connected to the first baffle wall 1660A. The first baffle wall 1660A may be formed in a cylindrical or any other suitable shape, the shape of which may correspond to the shape of the side walls 1640C, 1640D. Additionally, the first baffle wall 1660A may also define a first edge 1668A opposite to the first base 1664A. Accordingly, the first base 1664A may be configured to abut against the top cover 1640A, meaning that the first base 1664A can separate the top cover 1640A from other components in the inductor assembly 1628. For example, the first base 1664A may be arranged between each coil 1632 and the top cover 1640A, between the core 1638 and the top cover 1640A, and / or between the side walls 1640C, 1640D and the top cover 1640A. Furthermore, the first baffle wall 1660A may define a first diameter 1676A. It is conceivable that the first baffle wall and the first base may be integrally or integrally formed with each other.

[0225] Accordingly, the bottom guide 1656B may include a second baffle wall 1660B and a second base 1664B connected to the second baffle wall 1660B. The second baffle wall 1660B may be formed in a cylindrical or any other suitable shape, the shape of which may correspond to the shape of the core 1636. In addition, the second baffle wall 1660B may also define a second edge 1668B, which is formed toward the front end 1680 of the inductor assembly 1628. Relatedly, the second base 1664B may be configured to abut against the bottom cover 1640B, meaning that the second base 1664B can separate the bottom cover 1640B from other components in the inductor assembly 1628. For example, the second base 1664B may be arranged between each coil 1632 and the bottom cover 1640B, between the core 1638 and the bottom cover 1640B, and / or between the sidewalls 1640C, 1640D and the bottom cover 1640B. Additionally, the second baffle wall 1660B may define a second diameter 1676B. In some aspects, the first diameter 1676A is between about 1% and about 50% of the second diameter 1676B, or between about 20% and about 30%, or about 25% of the second diameter 1676B. It is conceivable that the second baffle wall and the second base may be integrally or integrally formed with each other, or they may be formed as separate parts.

[0226] Therefore, it should be understood that coolant guides 1656A and 1656B can define a cooperative shape. However, the first baffle wall 1660A can be arranged between the side walls 1640C and 1640D and the coil 1632, while the second baffle wall 1660B can be arranged between the coil 1632 and the core 1636. Thus, the coil 1632 can be surrounded by the coolant guide 1656. Additionally, an inlet gap 1684 can be formed between the second base 1664B and the first edge 1668A, and the inlet gap 1684 can be in fluid communication with the radial inlet port 1644. In other words, the first baffle wall 1660A may extend only a portion of the height of the coil 1632. Furthermore, a top gap 1688 can be formed between the first base 1664A and the second edge 1668B, meaning that the second baffle wall 1660B may extend only a portion of the height of the coil 1632. In some respects, the first baffle wall 1660A may directly contact the sidewalls 1640C and 1640D, but the second baffle wall 1660B may not directly contact the core 1636. Therefore, an axial coolant conduit 1692 can be formed between the core 1636 and the second baffle wall 1660B, and the axial coolant conduit 1692 can be in fluid communication with the outlet port 1648.

[0227] See also Figure 30A coolant guide can form a coolant channel in the inductor coil. The coolant flow direction in the inductor assembly 1628 is indicated by a dashed arrow 1696. For example, coolant can enter the inductor assembly 1628 through the inlet port 1644 and inlet gap 1684 formed between the second base 1664B and the first edge 1668A, and then flow through the coil 1632. Specifically, coolant can flow upward through the coil 1632 (e.g., along the baffle wall 1660), and then flow through the top gap 1688 formed between the first base 1664A and the second edge 1668B (i.e., radially inward toward the core 1636). Figure 30 As shown, the coolant may directly contact the base 1664, rather than the covers 1640A and 1640B. Alternatively, the coolant may flow through the top gap 1688 and downwards along the axial coolant conduit 1692 to directly cool the core 1636. After flowing through and / or along the core 1636, the coolant can flow out of the inductor assembly 1628 through the outlet port 1648 (e.g., relative to...). Figure 30 (In the direction of leaving the page). In other words, the coolant can be collected through the outlet port 1648. Therefore, the advantage of this disclosure is that the coolant guide can be used to guide the coolant through the inductor coil and fix the components in the inductor coil in a fixed position. Furthermore, it is conceivable that the above description is an example of an inductor assembly that may be compatible with various different inductor sleeve assemblies, such as Figure 21 Cooling jacket 1332, Figure 24 Inductor component 1428, and / or Figure 27 The inductor component 1528. Therefore, the inductor component can have an alternative construction that further enhances thermal regulation in the PCM.

[0228] In some aspects, inductor components may include additional components configured to optimize thermal regulation in a PCM. For example, an inductor component may include components with fins and / or ridges to increase its surface area, which in turn can improve heat transfer and thermal regulation in the PCM and / or power converter. For example, see now. Figure 31 A perspective view of a core 1736 is shown, which includes a plurality of fins 1740 formed longitudinally thereon. Specifically, the plurality of fins 1740 may extend along the axial length of the core 1736. However, it should be understood that the fins may be formed on the core in various different ways, such as circumferential fins, helical fins, mesh fins, etc. Furthermore, it should be understood that the use of fins is not limited to the core; any specific component of the PCM and / or power converter may be constructed in a similar manner to increase its surface area.

[0229] As discussed above, arranging a cooling jacket in a power converter to at least partially enclose one or more power electronic components connected to a circuit board offers several advantages. Specifically, the cooling jacket can constrain fluid flow to provide fully wetted devices under cooling. As presented in some embodiments herein, limiting the volume of coolant flow for a given flow rate contrasts with conventional designs that typically rely on higher flow rates. Furthermore, the gap formed between the cooling jacket and the power electronic components disposed therein can produce a high heat transfer coefficient for a given flow rate and ensure that pressurized viscous coolant flows through all available paths, particularly by flowing across heat dissipation components rather than bypassing them. Accordingly, arranging the power electronic components to include one or more inserts (e.g., coolant spacers and / or guides) can further improve the heat transfer coefficient in the power electronic components for a given flow rate. Specifically, using guides to direct coolant flow in the power electronic components improves cooling of the components and ensures efficient coolant circulation through them. Additionally, integrated coolant paths using coolant conduits formed by the cooling jacket can reduce maintenance costs because the coolant can be reused across multiple components.

[0230] It will be apparent to those skilled in the art that the above description is an example cooling jacket in a power converter, and that the cooling jacket can be configured in any desired shape or combination of shapes to facilitate thermal regulation of the power electronic components. Therefore, an advantage of this disclosure is that the cooling jacket can be used to surround one or more power electronic components and is fluidly connected to an integrated coolant path in the drive unit to improve the thermal efficiency and performance of the power converter.

[0231] As discussed above, cooling fins can be used to absorb heat from power electronic components (such as IGBTs, MOSFETs, and GAN switches) to enhance cooling within power converters. In other words, cooling fins can conduct heat generated by power electronic components away, thereby cooling the power electronic components. To achieve this, cooling fins can be provided to maximize the surface area in contact with the coolant, which in turn ensures optimal heat exchange between the fins and the coolant. That is, increasing the contact area of ​​the fins can result in greater heat exchange and efficiency. In some cases, the surface area can be increased by constructing the cooling fins as a three-dimensional grid structure. For a given volume, the grid structure can increase the surface area and can also define a tortuous path through the cooling fins, which can improve fluid mixing and turbulent flow, further increasing heat transfer to the coolant and thus improving cooling. In some aspects, cooling fins are configured as part of a heat sink or conduit connected to the power electronic components. For example, cooling fins can be configured as freestanding fins, sinusoidal heat sinks, grid-like or columnar heat sinks, tortuous path heat sinks, clamshell heat sink assemblies, or any combination thereof. Furthermore, it is conceivable that cooling fins can be manufactured using any suitable conductive material, such as aluminum, aluminum alloys, copper, graphite, ceramic composites, or any combination thereof. In some examples, cooling fins are manufactured using open-cell, closed-cell, regularly foamed, and / or irregularly foamed metal foams.

[0232] In some examples, the heat sink may be directly connected to one or more power electronic components, and / or the heat sink may be received in a housing as discussed above. Alternatively, the heat sink may include multiple columnar members arranged in a grid pattern, extending upwards from the base to increase the heat sink surface area exposed to the coolant. See now. Figure 32 and 33In the non-limiting example shown, the heat sink 1700 includes a base 1702 and a plurality of columnar members 1704 extending therefrom. The heat sink 1700 can be coupled to one or more power electronic components, such as a first FET 1706 and a second FET 1708. Specifically, the FETs 1706 and 1708 can be coupled to a lower side 1710 of the base 1702, while the plurality of columnar members 1704 can extend upward from a top side 1712 of the base 1702. It is contemplated that the base 1702 and the plurality of columnar members 1704 can be configured in any suitable shape or combination of shapes (e.g., square, circular, rectangular, etc.). In the non-limiting example shown, the base 1702 is a substantially square base, while the columnar members 1704 are substantially rectangular in shape, which simplifies the manufacture of the heat sink 1700. Additionally, the heat sink 1700 may be at least partially received within a housing 1714, which is also connected to the FETs 1706 and 1708. It should be understood that the housing 1714 may be partially open on one or more of its sides to allow coolant to enter the housing 1714 and flow through the heat sink 1700, or the housing 1714 may close the heat sink 1700 and define an inlet / outlet to supply coolant to the heat sink 1700. Furthermore, the FETs 1706 and 1708 may be directly connected to the heat sink 1700 (i.e., the lower side 1710 of the base 1702), and / or the FETs 1706 and 1708 may be directly connected to the housing 1714.

[0233] Furthermore, the columnar elements can include arrays, such as square or rectangular arrays (e.g., 5x5, 10x10, 15x15, 20x20, 25x25, 50x50 arrays, or other suitable configurations). See details. Figure 32 The multiple columnar elements 1704 can be arranged in a basic square array (i.e., an m×n array), thereby forming multiple mesh-like channels 1716 between the multiple columnar elements 1704. The channels 1716 can define the coolant flow path through the heat sink 1700, allowing the coolant to flow through (i.e., contact) the multiple columnar elements 1704, thereby more effectively regulating the heat sink 1700 and, consequently, the temperature of the FETs 1706 and 1708. In other words, the coolant can contact each side of each of the multiple columnar elements 1704 to improve heat exchange with the heat sink 1700. Relatedly, the multiple columnar elements 1704 can act as baffle walls to guide the coolant through the heat sink 1700 and increase coolant mixing within the heat sink 1700, which in turn can further enhance heat exchange by disrupting any thermal boundary layers formed in the coolant as the coolant absorbs heat from the heat sink 1700.

[0234] In some examples, one of the plurality of columnar members may define a first height greater than a second height defined by the base of the heat sink. In the non-limiting example shown, one of the plurality of columnar members 1704 defines a first height 1718 measured from the top side 1712 of the base 1702 to the distal end of the columnar member, while the base 1702 may define a second height 1720 extending from the lower side 1710 of the base 1702 (see below). Figure 33 The measurement extends to the top side 1712 of the base 1702. In some aspects, the second height 1720 is between about 20% and about 80% of the first height 1718, or between about 20% and about 60% of the first height 1718, or between about 30% and about 50% of the first height 1718, or about 40% of the first height 1718.

[0235] In some examples, a heat sink may define one or more meandering paths and may be coupled to one or more power electronic components to improve thermal efficiency within the power converter. It should be understood that, as used herein, a “meandering path” can refer to a fluid path (e.g., a coolant path) with a meandering profile defined by multiple bends between an inlet and an outlet, with cross-flow between different paths. Therefore, a meandering path heat sink may include one or more meandering paths through which coolant is guided to improve thermal management of the heat sink and its coupled power electronic components. Furthermore, the fluid path profile within a meandering path heat sink can be designed to increase the total travel distance of the coolant within the heat sink, as well as the surface area of ​​the heat sink in contact with the coolant, which in turn can improve heat exchange between the heat sink and the coolant. Additionally, a meandering path can further improve cooling efficiency by promoting stronger mixing, thereby reducing the thermal boundary layer formed in the coolant circulating through the heat sink. Moreover, coupling a heat sink including a meandering path to power electronic components allows the components to achieve higher maximum continuous currents compared to using conventional heat sinks. Additionally, this advantage of higher maximum continuous current can be amplified as the flow rate of coolant fluid through the radiator increases. That is, a tortuous path radiator can keep connected components at lower temperatures under high continuous current compared to the temperatures achievable with conventional radiators, thereby further improving power output and efficiency. For example, in one sample test, as described herein, a radiator incorporating a tortuous path increased the maximum continuous current of connected power electronic components (e.g., four FETs) by 30% to 40% compared to using a columnar radiator, where the specific increase varied based on coolant fluid flow rate, ranging from 1 liter per minute to 6 liters per minute.

[0236] See now Figure 34The non-limiting example shown may include one or more rails 1802 connected to one or more connectors 1804 to define a tortuous path 1806 through the radiator 1800. In some examples, the connectors 1804 may be spaced apart from each other and offset in the flow direction to define gaps 1808 therebetween, which may define one or more tortuous paths 1806 through the radiator 1800. That is, as coolant flows through the radiator 1800, the coolant can travel between the gaps 1808, contacting and absorbing heat from the rails 1802 and connectors 1804, thereby regulating the temperature of the radiator 1800. In some examples, the connectors 1804 are sinusoidal in shape. Specifically, connector 1804 can be coupled to a first rail 1802A at one end and to a second rail 1802B at its second (i.e., opposite) end. Connector 1804 can be convexly bent away from the first rail 1802A at its first end, reaching an inflection point, and then concavely bent towards the second rail 1802B from that inflection point. In this way, the heat sink can generally define a sinusoidal profile. Furthermore, connector 1804 and gap 1808 can be arranged in a repeating pattern, which further simplifies the manufacture of heat sink 1800 and allows the heat sink to be designed to achieve a specific cooling profile within the power converter. For example, such a heat sink can be formed by stamping and bending sheet metal. Additionally, such a heat sink can be layered to form a three-dimensional grid structure, with the rails of the first heat sink and the rails of the second heat sink connected in a stacked configuration.

[0237] For this purpose, the heat sink can be an expandable or modular heat sink, which can be extended to any desired length to provide a specific thermal regulation profile in the power converter. That is, the length of rail 1802 can be increased to allow more connectors 1804 to be connected between them, thereby increasing the surface area of ​​heat sink 1800. In some examples, the heat sink can be made of steel, aluminum, or other metals, giving it thermal and electrical conductivity.

[0238] Accordingly, the radiator can define various different coolant paths (e.g., tortuous paths) through it (see example). Figure 39 and Figure 40 See now. Figures 35-39 The non-limiting example shown could be another example radiator (e.g., a tortuous path radiator 1900) that may include multiple inlets 1902 and multiple outlets 1904 (see [reference]). Figure 40 These inlets and outlets can be formed as slots within the body 1906 of the radiator 1900. Specifically, the inlet 1902 can be defined on a first side 1908 of the tortuous path radiator 1900, while the outlet 1904 can be defined on a second side 1910 of the tortuous path radiator 1900 (see...). Figure 40On the first side 1908, the second side 1910 is opposite to the first side 1908. Accordingly, at least one zigzag path 1912 may be located at the entrance 1902 and the exit 1904 (see...). Figure 40 The tortuous path 1912 extends between (i.e., between the first side 1908 and the second side 1910). In some aspects, the tortuous path 1912 may be formed by one or more cavities 1914 defined in the body 1906, and the tortuous path 1912 may extend toward the second side 1910 of the tortuous path radiator 1900 (see...). Figure 40 The serpentine or wavy profile is defined by extension. It is conceivable that a tortuous path radiator may include any number of suitable inlets, outlets, and / or tortuous paths to improve thermal efficiency within the power converter. In some cases, fluid can flow along various paths from any inlet or subset of inlets to any outlet or subset of outlets. In some cases, the flow along a particular path may vary depending on operating conditions, such as fluid pressure or flow rate.

[0239] Accordingly, the inlet, outlet, and tortuous path can be arranged in a grid-like configuration (i.e., an array) within the tortuous path radiator. See, for example, and specifically... Figure 36 The inlet 1902 can be arranged in a 4×4 array. As shown in the figure, the inlet 1902 opens to the second side 1910 that can extend towards the heat sink 1900 (see figure). Figure 40 A meandering path 1912 extending (i.e., in the horizontal direction). In other words, the meandering path 1912 may include a horizontal channel 1912A. However, a portion of the meandering path 1912 may also extend in the vertical direction, such as... Figure 37 As shown. That is, the tortuous path 1912 may also include a vertical channel 1912B, and the intersection between the horizontal channel 1912A and the vertical channel 1912B can form multiple turns 1916 (e.g., alternating 90-degree turns), which change the direction of the coolant as it flows through the radiator 1900. Accordingly, changing the direction of the coolant can increase the distance the coolant travels through the radiator 1900, promote mixing, and reduce the formation of a thermal boundary layer, thereby further improving the thermal efficiency within the radiator 1900. Therefore, and as... Figure 38 As shown, the tortuous path 1912 may include a horizontal channel 1912A and a vertical channel 1912B to facilitate improved heat exchange within the radiator 1900. For example, coolant may enter the tortuous path 1912 at inlet 1902 and travel horizontally (i.e., along horizontal channel 1912A), then encounter a bend 1916 (e.g., a wall) and flow vertically (i.e., along vertical channel 1912B). The coolant flow may continue to alternately change direction before exiting at outlet 1904 (see...). Figure 40 The distance from the radiator 1900 is increased, which increases the surface area of ​​the radiator 1900 in contact with the coolant.

[0240] Accordingly, the radiator may include a housing or enclosure to further increase the contact area between the radiator and the coolant. For example... Figure 39 As illustrated in a non-limiting example, the heat sink 1900 may be surrounded by a housing 1918 configured to define a gap around the body 1906 of the heat sink 1900. As coolant enters through inlet 1902, some coolant may flow through the body 1906 and through a conduit defined by the gap between the body 1906 and the housing 1918, which may facilitate faster cooling of the heat sink 1900, and consequently, faster cooling of any power electronic components coupled to the heat sink 1900. In some examples, a tortuous path 1912 may be in fluid communication with the gap formed between the body 1906 and the housing 1918 (e.g., via a cavity 1914 defined in the body 1906). It is contemplated that the housing 1918 may share inlet 1902 and / or outlet 1904 with the body 1906, or that the housing 1918 may define additional inlets and / or outlets.

[0241] As discussed above, the profile of the coolant path within the heatsink can be configured to enhance the cooling of power electronic components within the power converter. In particular, a meandering path can include a serpentine (e.g., snake-like) profile to increase the distance the coolant travels through the heatsink, meaning the coolant contacts more of the heatsink surface area, thus allowing the coolant to absorb heat more efficiently. In other words, increasing the heatsink surface area in contact with the coolant increases the heat exchange between the heatsink and the coolant. Now see Figure 40 An example thermal diagram illustrating heat exchange between a zigzag path heat sink 1900 and a coolant flow 1920 is shown. As discussed above, power electronic components 1922 (e.g., IGBTs, MOSFETs, and GAN switches) can be coupled to the heat sink 1900, and the heat sink 1900 can be configured to absorb heat from the power electronic components 1922 to regulate their temperature. To achieve this, coolant 1920 can enter the zigzag path heat sink 1900 at various inlets 1902, flow through a zigzag path 1912, and exit the zigzag path heat sink 1900 at various outlets 1904. As coolant 1920 flows through the zigzag path 1912, it can absorb heat from the heat sink 1900, thereby reducing the temperature of the heat sink 1900. Consequently, the temperature of the power electronic components 1922 can also be reduced.

[0242] Furthermore, the contour of the tortuous path promotes turbulent flow within the tortuous path radiator, which further enhances cooling efficiency. As discussed above, the tortuous path 1912 may include multiple turns 1916, which can increase the total distance the coolant travels within the tortuous path radiator 1900 and disrupt the formation of a thermal boundary layer. It is conceivable that the multiple turns may include acute-angle turns, rounded or curved turns, alternating turns, and / or any combination thereof. In the non-limiting example shown, the multiple turns 1916 may be implemented as acute-angle (e.g., 90-degree) turns, which, as the coolant 1920 is guided through the tortuous path 1912, can disturb the laminar flow of the coolant 1920, thereby reducing the formation of a thermal boundary layer within the coolant 1920 (i.e., the coolant 1920 is in direct contact with the surface of the tortuous path 1912). In this way, the contour of the tortuous path 1912 can promote mixing within the coolant 1920 flow, homogenizing the temperature of the coolant 1920 on the surfaces in contact with the tortuous path radiator 1900. In other words, the contour of the tortuous path 1912 can prevent hot spots from forming within the tortuous path heat sink 1900, thereby resulting in a more uniform temperature distribution across the heat sink 1900, and consequently a more uniform temperature distribution in the power electronic components 1922.

[0243] Additionally, heat sinks can be manufactured using metal foaming technology to form a solid metal matrix (e.g., composed of rails and connectors) with gas-filled pores (e.g., voids) distributed throughout the matrix. Specifically, heat sinks can be manufactured using open-cell or closed-cell metal foaming technology to further increase the heat sink surface area while reducing weight and manufacturing costs due to high reproducibility. This, in turn, simplifies the production of the heat sink, power converter, and drive unit as a whole. However, it should be understood that heat sinks can be manufactured using a variety of suitable technologies, such as casting, die casting, extrusion, stamping, machining, forging, powder metallurgy, 3D printing, injection molding, metal foaming, etc.

[0244] As discussed above, cooling jackets can be used to enclose power electronic components, thereby defining cooling conduits (i.e., paths for coolant travel) through the gap between the cooling jacket and the power electronic components. In some examples, cooling jackets can also be used to enclose fins (e.g., heat sinks) coupled to power electronic components to guide coolant through the fins and / or create additional cooling conduits, thereby further facilitating heat exchange within the power converter or power conversion unit. For example, cooling fins can define a first coolant conduit therethrough, and the gap between the outer surface of the cooling fins and the cooling jacket can define a second coolant conduit. In other words, coolant can flow through the cooling fins (e.g., through the first coolant conduit) and around the outside of the cooling fins (e.g., through the second coolant conduit). Therefore, using a cooling jacket can increase the surface area of ​​the cooling fins in contact with the coolant, thereby achieving faster cooling and higher thermal efficiency. In some aspects, cooling jackets can be provided as a jacket assembly, as discussed above.

[0245] See now Figure 41 The thermal regulation system 2000 may include a power electronics component 2002, a base 2004, cooling fins 2006 (i.e., a heat sink), and a cooling sleeve assembly 2008. Specifically, the power electronics component 2002 may be coupled to a first side of the base 2004, while the cooling fins 2006 may be coupled to a second side of the base 2004 opposite to the first side. It is conceivable that the cooling fins may be provided as heat dissipation elements, such as those discussed above (e.g., columnar heat sinks, tortuous path heat sinks, individual cooling fins, etc.). For example, the cooling fins 2006 may include a plurality of slots 2010 extending therethrough to define a first coolant conduit 2012A passing through the cooling fins 2006 (i.e., through the interior of the cooling fins 2006). Additionally, the cooling sleeve assembly 2008 may be configured to at least surround the second side of the cooling fins 2006 and the base 2004 to define a second coolant conduit 2012B in the gap between the cooling fins 2006 and the cooling sleeve assembly 2008. In other words, the second coolant conduit 2012B can be formed between the cooling jacket assembly 2008 and the outer surface 2014 of the cooling fins 2006. Therefore, when coolant is received by the cooling jacket assembly 2008, the coolant can simultaneously flow through the cooling fins 2006 (via the first coolant conduit 2012A) and (via the second coolant conduit 2012B). In this way, the total surface area of ​​the cooling fins 2006 in contact with the coolant can be increased, thereby enhancing the thermal regulation of the cooling fins 2006 and the power electronic components 2002.

[0246] In some examples, the cooling jacket assembly includes multiple components arranged to cover cooling fins and define coolant conduits. In a non-limiting example, the cooling jacket assembly 2008 is a clamshell assembly including a first or top sleeve 2016 and a second or bottom sleeve 2018. The first sleeve 2016 may be configured to cover the second side of the seat 2004 and the cooling fins 2006. Alternatively, the first sleeve 2016 may be a separate housing, or it may be a power unit housing 904 (see [link to relevant documentation]). Figure 12 The second set 2018 can be configured to connect with the first set 2016 to completely surround the cooling fins 2006. In some examples, the second set 2018 can be a PCB (e.g., the first PCB 928, see...). Figure 12 The base 2004 can be integrated with the second set 2018, thereby connecting the power electronics component 2002 to the second set 2018. To create the second coolant conduit 2012B, the first set 2016 can be configured to cover the cooling fins 2006 by connecting to the second set 2018. In other words, the cooling sleeve assembly can be a clamshell assembly, allowing the first and second sets to be mounted together to surround the cooling fins.

[0247] Implementing cooling fins as heat sinks and guiding coolant through them via coolant conduits offers several advantages. In particular, using a heat sink increases the total surface area of ​​the cooling fins in contact with the coolant, which in turn enables faster and more efficient cooling within the power converter. Specifically, the cooling fins discussed herein can provide more efficient heat exchange with circulating coolant, thereby enabling more efficient thermal management of power electronic components thermally connected to the cooling fins. Furthermore, the use of integrated coolant paths via coolant conduits formed by cooling jackets can reduce operating costs, as the coolant can be reused across multiple components.

[0248] It will be apparent to those skilled in the art that the above description is an example of cooling fins in a power converter. Cooling fins can be configured in any desired shape (one or more) and comprise any desired material (one or more) to facilitate efficient thermal regulation of power electronic components. Therefore, an advantage of this disclosure is that cooling fins can be implemented as heat sinks to enhance cooling and provide coolant conduits as part of an integrated coolant path within the drive unit, thereby improving the thermal efficiency and performance of the power converter.

[0249] As used in the claims, the phrase "at least one of A, B, and C" means at least one of A, at least one of B, and / or at least one of C, or any one of A, B, or C, or a combination of A, B, and C. A, B, and C are elements in the list, and A, B, and C can be anything included in the specification.

[0250] The invention has been described with reference to one or more preferred embodiments, and it should be understood that many equivalents, substitutions, variations, and modifications can be made within the scope of the invention, in addition to those expressly stated. For example, it should be understood that all preferred features described herein are applicable to all aspects of the invention described herein.

[0251] Therefore, although the invention has been described in conjunction with specific embodiments and examples, it is not necessarily so limited, and various other embodiments, examples, uses, modifications and deviations from these embodiments, examples and uses are intended to be covered by the appended claims. The full disclosure of each patent and publication cited herein is incorporated by reference as if each patent or publication were individually incorporated by reference herein.

[0252] The various features and advantages of the invention are set forth in the following claims.

[0253] Other examples

[0254] Example 1: A drive unit for an electric vehicle, the drive unit comprising: a transmission; a motor operatively coupled to the transmission; and a power converter configured to supply power to the motor, the power converter including a housing fixed to at least one of the transmission and the motor.

[0255] Example 2: According to the drive unit of Example 1, the shape of the housing corresponds to the shape of the motor, such that the housing at least partially surrounds the motor.

[0256] Example 3: A drive unit according to Example 1 or 2, wherein the motor extends along the motor axis away from the first side of the transmission, and wherein the power converter extends parallel to the motor axis.

[0257] Example 4: According to the drive unit of Examples 1-3, the transmission includes an input section configured to be operatively coupled to a motor and an output section configured to be operatively coupled to a drive shaft, the input section defining an input axis, the output section defining an output axis, and wherein a power converter is positioned between the input axis and the output axis.

[0258] Example 5: The drive unit according to Example 4, wherein the housing defines a first cylindrical concave side profiled around the input axis.

[0259] Example 6: The drive unit according to Example 4 or 5, wherein the shape of the housing corresponds to the shape of the output section, such that the housing at least partially surrounds the output section.

[0260] Example 7: The drive unit according to Example 6, wherein the housing defines a second cylindrical concave side profiled around the output axis.

[0261] Example 8: The drive unit according to Examples 1-7, wherein the power converter defines a first coolant path, the first coolant path being in fluid communication with at least one of a second coolant path of the transmission and a third coolant passage path of the motor.

[0262] Example 9: The drive unit according to Example 8, wherein the coolant is configured to flow from the transmission to the power converter and from the power converter to the motor.

[0263] Example 10: The drive unit according to Examples 1-9, wherein the power converter includes multiple power conversion modules configured to supply power to the motor at multiple discrete maximum power levels.

[0264] Example 11: According to the drive unit of Examples 1-10, wherein the power converter is a modular power converter, the modular power converter includes a first power conversion unit and a second power conversion unit configured to be interconnected with each other, each of the first power conversion unit and the second power conversion unit includes a unit housing and a power conversion module disposed within the unit housing.

[0265] Example 12: The drive unit according to Example 11, wherein the first power conversion unit and the second power conversion unit can be selectively operated to supply power to the motor.

[0266] Example 13: The drive unit according to Example 11 or 12 further includes an electronic controller configured to selectively operate each of the first power conversion unit and the second power conversion unit based on the operating parameters of the drive unit.

[0267] Example 14: The drive unit according to Examples 11-13, wherein the first power conversion unit and the second power conversion unit are connected in a stacked configuration and extend parallel to the motor axis.

[0268] Example 15: The drive unit according to Examples 11-14, wherein the power conversion module of at least one of the first power conversion unit and the second power conversion unit is configured to operate in charging mode to supply power to the battery.

[0269] Example 16: According to the drive unit of Examples 11-15, the housing of the first power conversion unit defines a first external recess, the housing of the second power conversion unit defines a second external recess, and the first external recess and the second external recess together form a shared coolant channel between the first power conversion unit and the second power conversion unit.

[0270] Example 17: The drive unit according to Examples 1-16 further includes an end cover configured to be simultaneously connected to a motor and a power converter, wherein the motor and the power converter are fixed between the end cover and the gearbox.

[0271] Example 18. A modular power converter includes: a first power conversion unit including a first power conversion module disposed within a first housing, the first housing defining a first external recess; and a second power conversion unit including a second power conversion module disposed within a second housing, the second housing defining a second external recess and configured to be coupled to the first housing such that the first external recess and the second external recess together define a first coolant passage between the first housing and the second housing.

[0272] Example 19: A modular power converter according to Example 18, wherein at least one of a first power conversion module and a second power conversion module is configured to operate together as an inverter and a charger.

[0273] Example 20: A modular power converter according to Example 18 or 19, wherein at least one of a first power conversion module and a second power conversion module is configured to operate as an inverter and a charger.

[0274] Example 21: A modular power converter according to Examples 18-19, wherein at least one of a first power conversion module and a second power conversion module is configured to operate as a three-phase inverter.

[0275] Example 22: A modular power converter according to Examples 18-20, wherein the second housing further defines a third external recess opposite to the second external recess.

[0276] Example 23: The modular power converter according to Example 22 also includes a cover plate configured to be coupled to the second housing to cover the third external recess, thereby defining a second coolant passage between the second housing and the cover plate.

[0277] Example 24: The modular power converter according to Examples 18-23 further includes a third power conversion unit, the third power conversion unit including a third power conversion module disposed within a third housing, the third housing defining a fourth external recess and configured to be coupled to the second housing such that the third external recess and the fourth external recess together define a second coolant passage between the second housing and the third housing.

[0278] Example 25: A modular power converter according to Examples 18-24, wherein the first power conversion unit further includes a third power conversion module disposed within a first housing, the third power conversion module being configured to be opposite to the first power conversion module.

[0279] Example 26: A modular power converter includes: a plurality of power conversion units, each of the plurality of power conversion units having a first power conversion module disposed within a housing, the plurality of power conversion units including: a first power conversion unit, a second power conversion unit, and a plurality of third power conversion units, the plurality of third power conversion units being arranged in a stacked configuration between the first power conversion unit and the second power conversion unit.

[0280] Example 27: A modular power converter according to Example 26, wherein multiple power conversion units define multiple first coolant channels between each pair of coupled power conversion units.

[0281] Example 28: A modular power converter according to Example 27, wherein each of a plurality of first coolant channels has a first lateral half defined by a first housing and a second lateral half defined by a second housing.

[0282] Example 29: The modular power converter according to Example 27 or 28 further includes: a first cover configured to be coupled to a housing of a first power conversion unit to form a second coolant passage between the first cover and the first power conversion unit; and a second cover configured to be coupled to a housing of a second power conversion unit to form a third coolant passage between the second cover and the second power conversion unit.

[0283] Example 30: A modular power converter according to Examples 26-29, wherein each of the plurality of power conversion units further includes a second power conversion module disposed within a housing.

[0284] Example 31: A modular power converter according to Example 30, wherein a first power conversion module and a second power conversion module are arranged in a configuration opposite to each other, each of the first power conversion module and the second power conversion module being connected to a busbar extending between the first power conversion module and the second power conversion module.

[0285] Example 32: A modular power converter according to Examples 26-31, wherein at least one of a plurality of power conversion units is configured to operate as a three-phase inverter.

[0286] Example 33: A modular power converter according to Examples 26-32, wherein at least one of a plurality of power conversion units is configured to operate as a charger.

[0287] Example 34: A power converter includes: a housing; a first power conversion module disposed in the housing and configured to supply power at a first maximum power level; a second power conversion module disposed in the housing and configured to supply power at a second maximum power level; and a busbar fixed between the first power conversion module and the second power conversion module such that the first power conversion module and the second power conversion module are configured to be opposite each other with respect to the busbar.

[0288] Example 35: A power converter according to Example 34, wherein each of the first power conversion module and the second power conversion module includes a circuit board defining a first side configured to be connected to a busbar and a second side configured to be connected to an inductor and a field-effect transistor.

[0289] Example 36: A power converter according to Example 35, wherein the housing includes a first external recess and a second external recess, the first external recess being configured to receive a first coolant flow and the second external recess being configured to receive a second coolant flow, the first external recess extending along a second side of a circuit board of a first power conversion module and the second external recess extending along a second side of a circuit board of a second power conversion module.

[0290] Example 37: A power converter according to Example 36, wherein the housing includes a first base and a second base, the first base being configured to receive a field-effect transistor of a first power conversion module, the second base being configured to receive a field-effect transistor of a second power conversion module, the first base being in fluid communication with a first external recess, and the second base being in fluid communication with a second external recess.

[0291] Example 38: A power converter according to Examples 34-37, wherein at least one of a first power conversion module and a second power conversion module is configured to operate as an inverter and a charger.

[0292] Example 39: A power converter according to Examples 34-38, wherein at least one of the first power conversion module and the second power conversion module is a three-phase inverter.

[0293] Example 40: A power converter according to Examples 34-39, wherein a first power conversion module and a second power conversion module are configured to operate simultaneously to provide power at a third maximum power level.

[0294] Example 41: A power converter according to Examples 34-40, wherein the housing is configured to be fixed to a drive unit including a transmission and a motor.

[0295] Example 42: A power converter according to Example 41, wherein the shape of the housing at least partially surrounds the motor, and the housing defines a cylindrical concave side profiled around the motor axis.

[0296] Example 43: A power converter includes: a housing defining a cooling path configured to receive a coolant flow, and a seat having an internal region in fluid communication with the cooling path; and a power conversion module including power electronic components received in the seat such that coolant flows through the power electronic components.

[0297] Example 44: A power converter according to Example 43, wherein the power converter includes a coolant injector configured to inject a jet of coolant from a cooling path into the power electronic components.

[0298] Example 45: A power converter according to Example 44, wherein the coolant injector is integrally formed with the housing material.

[0299] Example 46: A power converter according to Examples 43-45, wherein power electronics define a plane and wherein the power electronics are coupled to a circuit board such that the power electronics are positioned relative to the circuit board at an angle, which is a non-orthogonal angle.

[0300] Example 47: A power converter based on Example 46, where the angle is approximately 45 degrees.

[0301] Example 48: A power converter according to Examples 43-47, wherein the power electronics include cooling fins received within a housing.

[0302] Example 49: A power converter based on Examples 43-48, wherein the power electronics are field-effect transistors.

[0303] Example 49: A power converter based on Examples 43-48, wherein the power electronics are field-effect transistors.

[0304] Example 50: A busbar assembly includes: a first conductive strip; a second conductive strip spaced apart from the first conductive strip to define a gap therebetween; and a capacitor positioned within the gap and connected to each of the first and second conductive strips.

[0305] Example 51: According to the busbar assembly of Example 50, each of the first and second conductive bars includes a conductive tab and a conductive rail extending from the conductive tab, and a capacitor is fixed between the conductive tab of the first conductive bar and the conductive tab of the second conductive bar.

[0306] Example 52: A busbar assembly according to Example 51, wherein conductive tabs define a first height and conductive rails define a second height less than the first height.

[0307] Example 53: A busbar assembly according to Example 52, wherein conductive tabs define a first length and conductive rails define a second length less than the first length.

[0308] Example 54: According to the busbar assembly of Example 50, the first conductive strip and the second conductive strip are arranged concentrically such that the gap has a substantially constant width along the length of the busbar assembly.

[0309] Example 55: Busbar assembly according to Example 50, wherein the capacitor is one of a plurality of capacitors.

[0310] Example 56: A busbar assembly according to Example 55, wherein a plurality of capacitors are arranged in series between a first conductive bar and a second conductive bar.

[0311] Example 57: According to the busbar assembly of Example 55, a plurality of capacitors are fixed to each other by mounting brackets and to a first conductive bar and each of the conductive bars.

[0312] Example 58: A busbar assembly according to Example 50, wherein the capacitors include a first plurality of capacitors, a second plurality of capacitors, and a cavity formed between the first plurality of capacitors and the second plurality of capacitors.

[0313] Example 59: A busbar assembly according to Example 58, wherein a capacitor defines a plurality of slits configured to be connected to power electronic components.

[0314] Example 60: Busbar assembly according to Example 50, wherein the capacitor is a DC link capacitor.

[0315] Example 61: A power conversion module includes: a circuit board; a power electronic component connected to the circuit board; a cooling jacket surrounding the power electronic component; and a housing connected to the circuit board and covering the cooling jacket, wherein the cooling jacket defines a coolant conduit configured to receive a coolant flow such that coolant flows through the power electronic component.

[0316] Example 62: A power conversion module according to Example 61, wherein the power electronic components are at least one of a FET and an inductor.

[0317] Example 63: A power conversion module according to Example 61, wherein a gap of less than 10 mm is formed between the inner surface of the cooling jacket and the power electronic components, and wherein a coolant conduit is formed in the gap.

[0318] Example 64: The power conversion module according to Example 61, wherein the shape of the housing corresponds to the shape of the cooling sleeve, such that the housing at least partially surrounds the cooling sleeve.

[0319] Example 65: A power conversion module according to Example 61, wherein inductor terminal ports are formed in a cooling jacket and a housing.

[0320] Example 66: A power conversion module according to Example 61, wherein the cooling jacket includes a top jacket configured to connect with the bottom jacket.

[0321] Example 67: A power conversion module according to Example 61, wherein the housing defines an inlet opening at its first end and an outlet opening at its second end.

[0322] Example 68: The power conversion module according to Example 61, wherein the cooling jacket is one of a plurality of cooling jackets.

[0323] Example 69: According to the power conversion module of Example 68, two or more of the plurality of cooling jackets are connected in parallel such that the first inlet of the first cooling jacket is connected to the second inlet of the second cooling jacket.

[0324] Example 70: According to the power conversion module of Example 68, two or more of the multiple cooling jackets are connected in series, such that the outlet of the first cooling jacket is connected to the inlet of the second cooling jacket.

[0325] Example 71: A thermal regulation system for a power conversion module including power electronic components, the thermal regulation system comprising: a cooling jacket configured to surround the power electronic components, the cooling jacket including a top sleeve and a bottom sleeve configured to engage with the top sleeve, wherein at least one of the top sleeve and the bottom sleeve is shaped according to the shape of the power electronic components to define a coolant conduit between the cooling jacket and the power electronic components, the coolant conduit being configured to receive a coolant flow.

[0326] Example 72: A thermal regulation system according to Example 71, wherein the power electronic component includes an electrical contact; and wherein an orifice is formed in the cooling jacket such that the electrical contact of the power electronic component extends through the orifice.

[0327] Example 73: A thermal regulation system according to Example 71, wherein a gap of less than 1 mm is formed between the inner surface of the cooling jacket and the power electronic components.

[0328] Example 74: A thermal regulation system according to Example 71, wherein the power electronic components are at least one of a FET and an inductor.

[0329] Example 75: A thermal regulation system according to Example 74, wherein a cooling jacket further defines a FET jacket and an inductor jacket, the FET jacket defining a FET cavity in which the FET is disposed, and the inductor jacket defining a coil cavity in which the inductor coil is disposed.

[0330] Example 76: A thermal regulation system according to Example 75, wherein a conduit inlet is formed in a FET sleeve and a conduit outlet is formed in an inductor sleeve; and wherein a coolant conduit is defined between the conduit inlet and the conduit outlet.

[0331] Example 77: A power conversion module comprising: power electronics including: a core; a coil wound around the core; a housing assembly coupled to at least one of the core and the coil; and an insert coupled to at least one of the core and the housing assembly, the insert defining a coolant conduit configured to receive a coolant flow and guide coolant flow through the coil.

[0332] Example 78: A power conversion module according to Example 77, wherein the housing assembly includes: a first cover connected to a first side of the core; a second cover connected to a second side of the core; a first sidewall connected to the first cover and the second cover; and a second sidewall connected to the first cover and the second cover.

[0333] Example 79: A power conversion module according to Example 78, wherein a first shroud includes an inlet port configured to receive a coolant flow such that coolant flows into the core; and wherein a first sidewall and a second sidewall include a plurality of side outlet ports configured to guide a coolant flow out of the housing assembly.

[0334] Example 80: A power conversion module according to Example 77, wherein the core includes a first core and a second core; and wherein an insert is connected between the first core and the second core.

[0335] Example 81: A power conversion module according to Example 80, wherein the insert includes a central aperture radially aligned with the core; and wherein the insert defines a spacer outlet port configured to allow coolant to flow from the central aperture to the coil.

[0336] Example 82: The power conversion module according to Example 81, wherein the spacer outlet port is arranged radially around the central orifice.

[0337] Example 83: A power conversion module according to Example 78, wherein the insert is configured as a coolant guide, the coolant guide including a cylindrical baffle wall and a base extending radially from the end of the baffle wall.

[0338] Example 84: A power conversion module according to Example 83, wherein the first diameter of the core is smaller than the second diameter of the baffle wall; and wherein the baffle wall is radially disposed between the coil and the core.

[0339] Example 85: A power conversion module according to Example 83, wherein an axial coolant conduit is formed between the baffle wall and the core; and wherein the axial coolant conduit is configured to guide coolant flow along the core.

[0340] Example 86: The power conversion module according to Example 85, wherein the coolant guide further includes a plurality of struts extending downward from the base, the struts being configured to engage with the housing assembly such that the base is spaced apart from one of the first cover and the second cover of the housing assembly.

[0341] Example 87: A power conversion module according to Example 86, wherein a radial coolant conduit is formed between the base and one of the first and second covers; and wherein the radial coolant conduit is in fluid communication with the axial coolant conduit.

[0342] Example 88: A power conversion module according to Example 77, wherein the core includes a plurality of cooling fins formed thereon.

[0343] Example 89: A gasket for sealing between a first housing and a second housing, the gasket comprising: an outer edge including an inner peripheral edge and an outer edge defining an inner region of the gasket, the outer edge being configured to be positioned between the first housing and the second housing; and a wall formed together with the outer edge as a single component, the wall extending from the inner peripheral edge of the outer edge into the inner region.

[0344] Example 90: The gasket according to Example 89, wherein the wall area is at least 5% of the interior area.

[0345] Example 91: A gasket according to Example 89, wherein the wall is one of a plurality of walls extending from the inner peripheral edge.

[0346] Example 92: A gasket according to Example 89, wherein the wall is a flange that extends from a first portion of the outer edge into the inner region.

[0347] Example 93: A gasket according to Example 89, wherein the wall is a flange that extends from a first segment of the outer edge across a portion of the inner region to a second segment of the outer edge.

[0348] Example 94: The gasket according to Example 93, wherein the first segment of the outer edge is at a non-zero angle relative to the second segment of the outer edge.

[0349] Example 95: The gasket according to Example 93, wherein the first segment of the outer edge is spaced apart from the second segment of the outer edge.

[0350] Example 96: A drive unit for an electric vehicle, the drive unit comprising: a housing including a first housing defining a first internal volume and a second housing defining a second internal volume, the first housing configured to be coupled to the second housing such that the first internal volume communicates with the second internal volume to define an internal volume of the housing; and a gasket including an outer edge positioned to seal between the first housing and the second housing, and a wall extending from the outer edge into the internal volume of the housing.

[0351] Example 97: The drive unit according to Example 96, wherein the wall is configured to control the flow of coolant between the first internal volume and the second internal volume.

[0352] Example 98: The drive unit according to Example 96, wherein the wall spans at least 2% of the area defined by the inner edge of the outer edge.

[0353] Example 99: The drive unit according to Example 96, wherein the first housing includes a first protrusion extending from the first housing into the internal volume for guiding coolant from the first internal volume through the wall to the second internal volume.

[0354] Example 100: A drive unit according to Example 99, wherein a first housing defines a channel for collecting coolant flow, and a gasket wall extends across the channel and includes an opening for controlling coolant flow from a first internal volume out of the channel to a second internal volume.

[0355] Example 101: The drive unit according to Example 96, wherein the first housing is a cover and the second housing is the main housing.

[0356] Example 102: The drive unit according to Example 96, wherein a first internal volume is configured to receive a transmission system, and the second housing further includes a third internal volume configured to receive a power converter and a fourth internal volume configured to receive a motor.

[0357] Example 103: A power conversion module includes: power electronics; and cooling fins connected to the power electronics, the cooling fins being configured as a three-dimensional grid structure defining multiple flow paths for coolant flow through the cooling fins.

[0358] Example 104: A power conversion module according to Example 103, wherein cooling fins define one or more tortuous paths to guide coolant through them.

[0359] Example 105: The power conversion module according to Example 104, wherein one or more tortuous paths include multiple turns to generate turbulent coolant flow within the cooling fins.

[0360] Example 106: The power conversion module according to Example 103 also includes a cooling jacket configured to surround cooling fins to define at least one coolant conduit for receiving coolant flow.

[0361] Example 107: According to the power conversion module of Example 106, at least one coolant conduit includes a first coolant conduit and a second coolant conduit, the first coolant conduit being used to guide coolant through the interior of the cooling fins, and the second coolant conduit being used to guide coolant through the exterior of the cooling fins.

[0362] Example 108: According to the power conversion module of Example 103, the cooling fins include a first rail, which is connected to a second rail via a connector, and wherein the connector is convexly bent away from the first rail to an inflection point, and then concavely bent from the inflection point toward the second rail.

[0363] Example 109: A power conversion module according to Example 108, wherein the connector is one of a plurality of connectors spaced apart from each other by a plurality of gaps, the plurality of gaps defining a plurality of flow paths to guide coolant through cooling fins.

[0364] Example 110: The power conversion module according to Example 103, wherein the cooling fins are manufactured using at least one of open-cell or closed-cell metal foaming to form a metal substrate with gas-filled pores distributed throughout the metal substrate.

[0365] Example 111: A power conversion module according to Example 103, wherein multiple flow paths are defined by multiple cavities defined within the body of the cooling fins, and wherein the multiple cavities are arranged in a grid configuration within a three-dimensional grid structure.

[0366] Example 112: The power conversion module according to Example 103, wherein multiple flow paths include horizontal coolant channels and vertical coolant channels for guiding coolant through cooling fins.

Claims

1. A drive unit for a vehicle, the drive unit comprising: transmission; A motor, which is operatively connected to the transmission; as well as A power converter configured to supply power to the motor, the power converter including a housing fixed to at least one of the transmission and the motor.

2. The driving unit according to claim 1, characterized in that, The shape of the housing corresponds to the shape of the motor, such that the housing at least partially surrounds the motor.

3. The driving unit according to claim 1, characterized in that, The motor extends along the motor axis away from the first side of the transmission, and The power converter extends parallel to the motor axis.

4. The driving unit according to claim 1, characterized in that, The transmission includes an input section configured to be operatively coupled to the motor and an output section configured to be operatively coupled to a drive shaft, the input section defining an input axis and the output section defining an output axis. The power converter is located between the input axis and the output axis.

5. The driving unit according to claim 4, characterized in that, The housing defines a first cylindrical concave side that is contoured around the input axis.

6. The driving unit according to claim 4, characterized in that, The shape of the housing corresponds to the shape of the output section, such that the housing at least partially surrounds the output section.

7. The driving unit according to claim 6, characterized in that, The housing defines a second cylindrical concave side that is contoured around the output axis.

8. The driving unit according to claim 1, characterized in that, The power converter defines a first coolant path, which is in fluid communication with at least one of a second coolant path of the transmission and a third coolant passage path of the motor.

9. The driving unit according to claim 8, characterized in that, The coolant is configured to flow from the transmission to the power converter and from the power converter to the motor.

10. The driving unit according to claim 1, characterized in that, The power converter includes multiple power conversion modules configured to supply power to the motor at multiple discrete maximum power levels.

11. The driving unit according to claim 1, characterized in that, The power converter is a modular power converter, which includes a first power conversion unit and a second power conversion unit configured to be connected to each other. Each of the first power conversion unit and the second power conversion unit includes a unit housing and a power conversion module disposed within the unit housing.

12. The driving unit according to claim 11, characterized in that, The first power conversion unit and the second power conversion unit can be selectively operated to supply power to the motor.

13. The driving unit according to claim 12, characterized in that, It also includes electronic controllers, The electronic controller is configured to selectively operate each of the first power conversion unit and the second power conversion unit based on the operating parameters of the drive unit.

14. The driving unit according to claim 11, characterized in that, The first power conversion unit and the second power conversion unit are connected in a stacked configuration and extend parallel to the motor axis.

15. The driving unit according to claim 11, characterized in that, The power conversion module of at least one of the first power conversion unit and the second power conversion unit is configured to operate in charging mode to supply power to the battery.

16. The driving unit according to claim 11, characterized in that, The housing of the first power conversion unit defines a first external recess, and the housing of the second power conversion unit defines a second external recess. The first external recess and the second external recess together form a shared coolant channel between the first power conversion unit and the second power conversion unit.

17. The driving unit according to claim 1, characterized in that, It also includes an end cover configured to be simultaneously connected to the motor and the power converter, wherein the motor and the power converter are fixed between the end cover and the transmission.

18. A modular power converter, comprising: A first power conversion unit, the first power conversion unit including a first power conversion module disposed in a first housing, the first housing defining a first external recess; as well as The second power conversion unit includes a second power conversion module disposed within a second housing. The second housing defines a second external recess and is configured to be connected to the first housing such that the first external recess and the second external recess together define a first coolant passage between the first housing and the second housing.

19. The modular power converter according to claim 18, characterized in that, At least one of the first power conversion module and the second power conversion module is configured to operate together as an inverter and a charger.

20. The modular power converter according to claim 19, characterized in that, At least one of the first power conversion module and the second power conversion module is configured to operate as an inverter and a charger.

21. The modular power converter according to claim 19, characterized in that, At least one of the first power conversion module and the second power conversion module is configured to operate as a three-phase inverter.

22. The modular power converter according to claim 18, characterized in that, The second housing further defines a third external recess opposite to the second external recess.

23. The modular power converter according to claim 22, characterized in that, It also includes a cover plate configured to connect to the second housing to cover the third external recess, thereby defining a second coolant passage between the second housing and the cover plate.

24. The modular power converter according to claim 22, characterized in that, It also includes a third power conversion unit, which includes a third power conversion module disposed within a third housing, the third housing defining a fourth external recess and configured to be connected to the second housing such that the third external recess and the fourth external recess together define a second coolant channel between the second housing and the third housing.

25. The modular power converter according to claim 18, characterized in that, The first power conversion unit further includes a third power conversion module disposed within the first housing, the third power conversion module being arranged opposite to the first power conversion module.

26. A modular power converter, comprising: Multiple power conversion units, each of which has a first power conversion module disposed within a housing, the multiple power conversion units comprising: First power conversion unit Second power conversion unit, and A plurality of third power conversion units are arranged in a stacked configuration between the first power conversion unit and the second power conversion unit.

27. The modular power converter according to claim 26, characterized in that, The plurality of power conversion units define a plurality of first coolant channels between each pair of connected power conversion units.

28. The modular power converter according to claim 27, characterized in that, Each of the plurality of first coolant channels has a first lateral half defined by a first housing and a second lateral half defined by a second housing.

29. The modular power converter according to claim 27, characterized in that, Also includes: A first cover, configured to be connected to a housing of the first power conversion unit, to form a second coolant channel between the first cover and the first power conversion unit; as well as A second cover, configured as a housing connected to the second power conversion unit, forms a third coolant channel between the second cover and the second power conversion unit.

30. The modular power converter according to claim 26, characterized in that, Each of the plurality of power conversion units further includes a second power conversion module disposed within the housing.

31. The modular power converter according to claim 30, characterized in that, The first power conversion module and the second power conversion module are arranged in a relative configuration, and each of the first power conversion module and the second power conversion module is connected to a busbar that extends between the first power conversion module and the second power conversion module.

32. The modular power converter according to claim 26, characterized in that, At least one of the plurality of power conversion units is configured to operate as a three-phase inverter.

33. The modular power converter according to claim 26, characterized in that, At least one of the plurality of power conversion units is configured to operate as a charger.

34. A power converter, comprising: case; A first power conversion module is disposed in the housing and configured to supply power at a first maximum power level; A second power conversion module is disposed in the housing and configured to supply power at a second maximum power level; as well as A busbar is fixed between the first power conversion module and the second power conversion module, such that the first power conversion module and the second power conversion module are configured to be opposite each other with respect to the busbar.

35. The power converter according to claim 34, characterized in that, Each of the first power conversion module and the second power conversion module includes a circuit board defining a first side configured to be connected to the busbar and a second side configured to be connected to an inductor and a field-effect transistor.

36. The power converter according to claim 35, characterized in that, The housing includes a first external recess and a second external recess, the first external recess being configured to receive a first coolant flow and the second external recess being configured to receive a second coolant flow, the first external recess extending along a second side of the circuit board of the first power conversion module and the second external recess extending along a second side of the circuit board of the second power conversion module.

37. The power converter according to claim 36, characterized in that, The housing includes a first seat and a second seat, the first seat being configured to receive a field-effect transistor of the first power conversion module, and the second seat being configured to receive a field-effect transistor of the second power conversion module. The first seat is in fluid communication with the first external recess, and the second seat is in fluid communication with the second external recess.

38. The power converter according to claim 34, characterized in that, At least one of the first power conversion module and the second power conversion module is configured to operate as an inverter and a charger.

39. The power converter according to claim 38, characterized in that, At least one of the first power conversion module and the second power conversion module is a three-phase inverter.

40. The power converter according to claim 34, characterized in that, The first power conversion module and the second power conversion module are configured to operate simultaneously, thereby providing power at a third maximum power level.

41. The power converter according to claim 34, characterized in that, The housing is configured to be fixed to a drive unit that includes a transmission and a motor.

42. The power converter according to claim 41, characterized in that, The housing is shaped to at least partially surround the motor, and the housing defines a cylindrical concave side that is contoured around the motor axis.

43. A power converter, comprising: A housing, the housing defining a cooling path configured to receive a coolant flow, and a seat having an internal region in fluid communication with the cooling path; as well as A power conversion module, the power conversion module including power electronic components received in the housing, through which the coolant flows.

44. The power converter according to claim 43, characterized in that, The power converter includes a coolant injector configured to inject a jet of coolant from the cooling path into the power electronics components.

45. The power converter according to claim 44, characterized in that, The coolant injector is integrally formed with the material of the housing.

46. ​​The power converter according to claim 43, characterized in that, The power electronic components define a plane, and The power electronic component is connected to the circuit board such that the power electronic component is positioned at an angle relative to the circuit board, the angle being a non-orthogonal angle.

47. The power converter according to claim 46, characterized in that, The angle is approximately 45 degrees.

48. The power converter according to claim 43, characterized in that, The power electronics include cooling fins received within the housing.

49. The power converter according to claim 43, characterized in that, The power electronic component is a field-effect transistor.

50. A busbar assembly, comprising: First conductive strip; A second conductive strip, which is spaced apart from the first conductive strip to define a gap therebetween; as well as A capacitor is positioned within the gap and connected to each of the first and second conductive strips.

51. The busbar assembly according to claim 50, characterized in that, Each of the first conductive strip and the second conductive strip includes a conductive tab and a conductive rail extending from the conductive tab, and the capacitor is fixed between the conductive tab of the first conductive strip and the conductive tab of the second conductive strip.

52. The busbar assembly according to claim 51, characterized in that, The conductive tab defines a first height, while the conductive rail defines a second height that is less than the first height.

53. The busbar assembly according to claim 52, characterized in that, The conductive tab defines a first length, while the conductive rail defines a second length that is less than the first length.

54. The busbar assembly according to claim 50, characterized in that, The first conductive strip and the second conductive strip are arranged concentrically, so that the gap has a substantially constant width along the length of the busbar assembly.

55. The busbar assembly according to claim 50, characterized in that, The capacitor is one of a plurality of capacitors.

56. The busbar assembly according to claim 55, characterized in that, The plurality of capacitors are arranged in series between the first conductive strip and the second conductive strip.

57. The busbar assembly according to claim 55, characterized in that, The plurality of capacitors are fixed to each other by mounting brackets and to each of the first conductive strip and the second conductive strip.

58. The busbar assembly according to claim 50, characterized in that, The capacitor includes a first plurality of capacitors, a second plurality of capacitors, and a cavity formed between the first plurality of capacitors and the second plurality of capacitors.

59. The busbar assembly according to claim 58, characterized in that, The capacitor defines a plurality of slits configured to be connected to power electronic components.

60. The busbar assembly according to claim 50, characterized in that, The capacitor is a DC link capacitor.

61. A power conversion module, comprising: Circuit board; A power electronic component, the power electronic component being connected to the circuit board; A cooling jacket surrounds the power electronic component; as well as A housing, which is connected to the circuit board and covers the cooling sleeve. The cooling jacket defines a coolant conduit configured to receive a coolant flow, such that the coolant flows through the power electronic component.

62. The power conversion module according to claim 61, characterized in that, The power electronic component is at least one of a FET and an inductor.

63. The power conversion module according to claim 61, characterized in that, A gap of less than 10 mm is formed between the inner surface of the cooling jacket and the power electronic component, and the coolant conduit is formed in the gap.

64. The power conversion module according to claim 61, characterized in that, The shape of the sleeve corresponds to the shape of the cooling sleeve, such that the sleeve at least partially surrounds the cooling sleeve.

65. The power conversion module according to claim 61, characterized in that, Inductive terminal ports are formed in the cooling sleeve and the sleeve housing.

66. The power conversion module according to claim 61, characterized in that, The cooling jacket includes a top jacket configured to connect with the bottom jacket.

67. The power conversion module according to claim 61, characterized in that, The housing defines an inlet opening at its first end and an outlet opening at its second end.

68. The power conversion module according to claim 61, characterized in that, The cooling jacket is one of a plurality of cooling jackets.

69. The power conversion module according to claim 68, characterized in that, Two or more of the plurality of cooling jackets are connected in parallel, such that the first inlet of the first cooling jacket is connected to the second inlet of the second cooling jacket.

70. The power conversion module according to claim 68, characterized in that, Two or more of the plurality of cooling jackets are connected in series, such that the outlet of the first cooling jacket is connected to the inlet of the second cooling jacket.

71. A thermal regulation system for a power conversion module including power electronic components, the thermal regulation system comprising: A cooling jacket configured to surround the power electronic component, the cooling jacket including a top sleeve and a bottom sleeve configured to connect with the top sleeve. At least one of the top sleeve and the bottom sleeve is shaped according to the power electronic component to define a coolant conduit between the cooling sleeve and the power electronic component, the coolant conduit being configured to receive a coolant flow.

72. The thermal control system according to claim 71, characterized in that, The power electronic components include electrical contacts; and An opening is formed in the cooling jacket, allowing the electrical contacts of the power electronic components to extend through the opening.

73. The thermal control system according to claim 71, characterized in that, A gap of less than 1 mm is formed between the inner surface of the cooling jacket and the power electronic component.

74. The thermal control system according to claim 71, characterized in that, The power electronic component is at least one of a FET and an inductor.

75. The thermal control system according to claim 74, characterized in that, The cooling sleeve further defines a FET sleeve and an inductor sleeve, the FET sleeve defining a FET cavity in which the FET is disposed, and the inductor sleeve defining a coil cavity in which the inductor coil is disposed.

76. The thermal control system according to claim 75, characterized in that, The conduit inlet is formed in the FET sleeve, and the conduit outlet is formed in the inductor sleeve; and The coolant conduit is defined between the conduit inlet and the conduit outlet.

77. A power conversion module, comprising: Power electronic components, including: Core, A coil, the coil being wound around the core; A housing assembly, the housing assembly being coupled to at least one of the core and the coil; and An insert, which is coupled to at least one of the core and the housing assembly, defines a coolant conduit configured to receive and guide a coolant flow through the coil.

78. The power conversion module according to claim 77, characterized in that, The housing assembly includes: A first cover is connected to a first side of the core. The second cover is connected to the second side of the core; A first sidewall, the first sidewall being connected to the first cover and the second cover; and The second sidewall is connected to the first cover and the second cover.

79. The power conversion module according to claim 78, characterized in that, The first cover includes an inlet port configured to receive the coolant flow, allowing coolant to flow into the core; as well as The first sidewall and the second sidewall include a plurality of side outlet ports configured to guide coolant flow out of the housing assembly.

80. The power conversion module according to claim 77, characterized in that, The core includes a first core and a second core; and The insert is connected between the first core and the second core.

81. The power conversion module according to claim 80, characterized in that, The insert includes a central aperture radially aligned with the core; and The insert defines a spacer outlet port configured to allow coolant to flow from the central orifice to the coil.

82. The power conversion module according to claim 81, characterized in that, The spacer outlet port is arranged radially around the central orifice.

83. The power conversion module according to claim 78, characterized in that, The insert is configured as a coolant guide, the coolant guide including a cylindrical baffle wall and a base extending radially from the end of the baffle wall.

84. The power conversion module according to claim 83, characterized in that, The first diameter of the core is smaller than the second diameter of the baffle wall; and The baffle wall is radially disposed between the coil and the core.

85. The power conversion module according to claim 83, characterized in that, An axial coolant conduit is formed between the baffle wall and the core; and The axial coolant conduit is configured to guide the coolant flow along the core.

86. The power conversion module according to claim 85, characterized in that, The coolant guide also includes a plurality of struts extending downward from the base, the struts being configured to engage with the housing assembly such that the base is spaced apart from one of the first and second covers of the housing assembly.

87. The power conversion module according to claim 86, characterized in that, A radial coolant conduit is formed between the base and one of the first and second covers; and The radial coolant conduit is in fluid communication with the axial coolant conduit.

88. The power conversion module according to claim 77, characterized in that, The core includes a plurality of cooling fins formed thereon.

89. A gasket for sealing between a first housing and a second housing, the gasket comprising: The outer edge includes an inner peripheral edge and an outer edge defining an internal region of the gasket, the outer edge being configured to be positioned between the first housing and the second housing; and A wall, which together with the outer edge forms a single component, and the wall extends from the inner peripheral edge of the outer edge into the inner region.

90. The gasket according to claim 89, characterized in that, The wall area is at least 2% of the interior region.

91. The gasket according to claim 89, characterized in that, The wall is one of a plurality of walls extending from the inner peripheral edge.

92. The gasket according to claim 89, characterized in that, The wall is a flange that extends from a first portion of the outer edge into the inner region.

93. The gasket according to claim 89, characterized in that, The wall is a flange that extends from a first section of the outer edge across a portion of the inner region to a second section of the outer edge.

94. The gasket according to claim 93, characterized in that, The first segment of the outer edge forms a non-zero angle with respect to the second segment of the outer edge.

95. The gasket according to claim 93, characterized in that, The first segment of the outer edge is spaced apart from the second segment of the outer edge.

96. A drive unit for an electric vehicle, the drive unit comprising: A housing, the housing comprising a first housing defining a first internal volume and a second housing defining a second internal volume, the first housing being configured to be connected to the second housing such that the first internal volume communicates with the second internal volume to define the internal volume of the housing; as well as A gasket, the gasket including an outer edge positioned to seal between the first housing and the second housing, and a wall extending from the outer edge and into the internal volume of the housing.

97. The driving unit according to claim 96, characterized in that, The wall structure is configured to control the flow of coolant between the first internal volume and the second internal volume.

98. The driving unit according to claim 96, characterized in that, The wall spans at least 5% of the area defined by the inner edge of the outer edge.

99. The driving unit according to claim 96, characterized in that, The first housing includes a first protrusion extending from the first housing into the internal volume for guiding coolant flow from the first internal volume through the wall to the second internal volume.

100. The driving unit according to claim 99, characterized in that, The first housing defines a channel for collecting the coolant flow, and the wall of the gasket extends across the channel and includes an opening for controlling the coolant flow from the first internal volume out of the channel to the second internal volume.

101. The driving unit according to claim 96, characterized in that, The first housing is a cover, while the second housing is the main housing.

102. The driving unit according to claim 96, characterized in that, The first internal volume is configured to receive a transmission system, and the second housing further includes a third internal volume configured to receive a power converter and a fourth internal volume configured to receive a motor.

103. A power conversion module, comprising: Power electronic components; as well as Cooling fins, connected to the power electronic components, are configured as a three-dimensional grid structure that defines multiple flow paths for coolant flow through the cooling fins.

104. The power conversion module according to claim 103, characterized in that, The cooling fins define one or more tortuous paths to guide the coolant through them.

105. The power conversion module according to claim 104, characterized in that, The one or more meandering paths include multiple turns to generate turbulent coolant flow within the cooling fins.

106. The power conversion module according to claim 103, characterized in that, It also includes a cooling jacket configured to surround the cooling fins to define at least one coolant conduit for receiving coolant flow.

107. The power conversion module according to claim 106, characterized in that, The at least one coolant conduit includes a first coolant conduit and a second coolant conduit, the first coolant conduit being used to guide coolant through the interior of the cooling fins, and the second coolant conduit being used to guide coolant through the exterior of the cooling fins.

108. The power conversion module according to claim 103, characterized in that, The cooling fins include a first rail, which is connected to a second rail via a connector, wherein the connector is convexly bent away from the first rail to an inflection point, and then concavely bent from the inflection point toward the second rail.

109. The power conversion module according to claim 108, characterized in that, The connector is one of a plurality of connectors spaced apart from each other by a plurality of gaps that define a plurality of flow paths to guide coolant through the cooling fins.

110. The power conversion module according to claim 103, characterized in that, The cooling fins are manufactured using at least one of open-cell or closed-cell metal foaming to form a metal substrate with gas-filled pores distributed throughout the metal substrate.

111. The power conversion module according to claim 103, characterized in that, The plurality of flow paths are defined by a plurality of cavities defined within the body of the cooling fins, wherein the plurality of cavities are arranged in a grid configuration within the three-dimensional grid structure.

112. The power conversion module according to claim 103, characterized in that, The multiple flow paths include horizontal coolant channels and vertical coolant channels for guiding coolant through the cooling fins.

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