Inverter module for motor controller and electric carrier with same
Patent Information
- Application Number
- CN202521458538.7
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-07-11
- Publication Date
- 2026-08-21
- Estimated Expiration
- 2035-07-11
AI Technical Summary
[0005]本实用新型提供了一种电机控制器用逆变模组及具有其的电动运载器，以解决现有支撑电容、功率模块及散热器连接布局方式存在的使电机电控一体化总成尺寸增大、成本增加，进而使电机电控一体化总成整体需要较大的安装空间、制约整车布局的灵活性、不利于电动运载器的轻量化的技术问题
本实用新型的电机控制器用逆变模组中，由于支撑电容、散热器及功率模块三者沿电机组件的轴向依次连接成整体，且散热器的第一侧整侧与支撑电容的外壳体连接，而支撑电容的外壳体又由金属材料制备形成，从而一方面，功率模块202通过散热器201将热量传递到散热水道腔体，实现散热，另一方面，支撑电容的热量也能够通过金属材质的外壳体快速、充分的向外传递至散热器的散热水道腔体，进而实现支撑电容快速、充分的降温，另一方面，由于支撑电容能够被快速、充分的降温，故而支撑电容整体容量可以设计的更小、整体体积也可以设计的更为小巧，从而减小电机电控一体化总成的轴向尺寸、有效降低材料成本，使电机电控一体化总成整体所需安装空间小、整车布局灵活性高，进而利于电动运载器的轻量化和低成本化；本实用新型结构中，通过其创新的结构设置，避免了如图2所示的现有散热器和功率模块沿电机径向布置，进而导致电机电控一体化总成尺寸大的技术问题。
Smart Images
Figure CN224670119U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of drive systems for electric vehicles, and more particularly, to an inverter module for a motor controller. Furthermore, this utility model also relates to an electric vehicle including the aforementioned inverter module for a motor controller. Background Technology
[0002] With the development of electric drive technology, the integration of electric drive components into a single unit is becoming increasingly apparent, and the integration of motors and motor controllers is an important trend in this process.
[0003] In existing technologies, the internal support capacitor of a motor and electronic control integrated unit is usually a separate component, consisting of a plastic shell encasing the internal capacitor core. The support capacitor is assembled between the positive and negative copper busbars of the controller and the power module, playing roles such as filtering and voltage regulation. Figure 1 As shown; to shorten the axial dimension of the motor, the power module is usually mounted below the supporting capacitor, and a heat sink is connected to the back of the power module to dissipate heat, such as... Figure 2 As shown.
[0004] The existing connection layout of the supporting capacitor, power module, and heat sink has several drawbacks. First, the vertical arrangement of the power module and heat sink with the supporting capacitor increases the length of the high-voltage electrical circuit path, thus increasing costs. Second, since the heat sink is located below the supporting capacitor and is not connected to it, there is virtually no heat exchange between the heat sink's cooling channels and the supporting capacitor. The supporting capacitor relies solely on heat conduction from its copper busbars on both sides and weak heat convection for heat dissipation. Therefore, the supporting capacitor is usually designed to be large to reduce heat generation, which not only increases the size of the integrated motor and electronic control assembly but also increases material costs. Consequently, the existing integrated motor and electronic control assembly requires a large installation space, is costly, and is not conducive to the lightweighting of electric vehicles. Utility Model Content
[0005] This utility model provides an inverter module for a motor controller and an electric vehicle having the same, in order to solve the technical problems of existing connection layouts of supporting capacitors, power modules and heat sinks, which increase the size and cost of the integrated motor and electronic control assembly, thus requiring a large installation space for the integrated motor and electronic control assembly, restricting the flexibility of the overall vehicle layout and hindering the lightweighting of the electric vehicle.
[0006] The technical solution adopted in this utility model is as follows: An inverter module for a motor controller includes: a support capacitor for filtering and stabilizing the incoming current, a power module for inverting and converting the current, and a heat sink for heat dissipation; the support capacitor includes a housing made of metal material, a first side of the heat sink is fixedly connected to the outer side of the housing, and a second side of the heat sink is fixedly connected to the power module, thereby connecting the support capacitor, the heat sink, and the power module sequentially along the axial direction of the motor assembly to form a whole; a cooling water channel cavity is also formed between the heat sink and the outer housing of the support capacitor for dissipating heat from the support capacitor and the power module respectively.
[0007] Furthermore, the supporting capacitor also includes a capacitor core package disposed within the housing, and a filler layer poured between the capacitor core package and the inner side of the housing for insulation and heat conduction.
[0008] Furthermore, the radiator includes a radiator body and a plurality of heat dissipation fins connected to a first side of the radiator body, the plurality of heat dissipation fins being arranged in a regular manner on the radiator body; the power module is fixed to a second side of the radiator body.
[0009] Furthermore, along the water inlet to outlet direction on the radiator body, the arrangement density of several heat dissipation fins gradually increases; or, along the water inlet to outlet direction on the radiator body, several heat dissipation fins are arranged in sections, with the arrangement density of several heat dissipation fins in section C closest to the water inlet side being the lowest, the arrangement density of several heat dissipation fins in section A closest to the water outlet side being the highest, and the arrangement density of several heat dissipation fins in section B located between section C and section A being in the middle.
[0010] Furthermore, the second side of the radiator body is recessed near its upper and lower edges to form two mounting steps; multiple sets of fastening bolts are installed on the mounting steps at intervals along their length to secure the outer shell of the cooling channel cavity to the outer shell of the supporting capacitor.
[0011] Furthermore, a main control board is also installed on the outside of the power module; two sets of temperature feedback components are also provided on the second side of the heat sink body. The two sets of temperature feedback components are located at both ends of the power module, and each set of temperature feedback components is connected between the heat sink body and the main control board to measure the temperature of the heat sink and transmit the feedback to the main control board.
[0012] Furthermore, the temperature feedback component includes an aluminum-based circuit board for feeding back the temperature of the heat sink, a temperature sensor for detecting the temperature of the aluminum-based circuit board, and multiple pins for transmitting signals; the aluminum-based circuit board is fixed to the second side of the heat sink body; the temperature sensor is connected to the aluminum-based circuit board; and the two ends of each pin are respectively connected to the aluminum-based circuit board and the main control board.
[0013] Furthermore, the power module includes multiple single-bridge arm modules, which are arranged sequentially at intervals along the water inlet to outlet direction on the radiator.
[0014] Furthermore, each single-bridge arm module extends along the axial direction of the vertical motor assembly so that the three-phase copper busbar fixed to it also extends along the axial direction of the vertical motor assembly, thereby allowing the three-phase terminals of the stator assembly arranged axially in the motor assembly to be directly connected to the three-phase copper busbar axially.
[0015] According to another aspect of the present invention, an electric vehicle is also provided, having an inverter module for a motor controller as described in any of the above.
[0016] This utility model has the following beneficial effects: In the inverter module for the motor controller of this utility model, the supporting capacitor, heat sink, and power module are sequentially connected as a whole along the axial direction of the motor assembly. The first side of the heat sink is connected to the outer shell of the supporting capacitor, which is made of metal. Therefore, on the one hand, the power module 202 transfers heat to the cooling channel cavity through the heat sink 201, achieving heat dissipation. On the other hand, the heat from the supporting capacitor can also be quickly and fully transferred outward through the metal outer shell to the cooling channel cavity of the heat sink, thus achieving rapid and sufficient cooling of the supporting capacitor. Furthermore, because the supporting capacitor can be cooled quickly and fully, its overall capacity and overall volume can be designed to be smaller, thereby reducing the axial dimension of the integrated motor and electronic control assembly, effectively reducing material costs, and making the overall installation space required for the integrated motor and electronic control assembly smaller, with higher flexibility in vehicle layout, thus facilitating the lightweighting and cost reduction of electric vehicles. In this utility model's structure, through its innovative structural design, it avoids the following... Figure 2 The existing heat sink and power module shown are arranged radially along the motor, which leads to the technical problem of a large size of the integrated motor and electronic control assembly.
[0017] In addition to the objectives, features, and advantages described above, this utility model has other objectives, features, and advantages. The present utility model will now be described in further detail with reference to the figures. Attached Figure Description
[0018] The accompanying drawings, which form part of this application, are used to provide a further understanding of the present invention. The illustrative embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an undue limitation of the present invention. In the drawings: Figure 1 This is a schematic diagram showing the existing connection status of the support capacitor, heat sink, and power module. Figure 2 yes Figure 1A schematic diagram showing the assembly status of the central support capacitor, heat sink, and power module with the main motor body. Figure 3 This is a schematic diagram of the spatial structure of the inverter module for the motor controller according to a preferred embodiment of the present invention; Figure 4 yes Figure 3 Schematic diagram of the main structure of the radiator; Figure 5 yes Figure 4 A top-view structural diagram; Figure 6 This is a partial structural diagram of the inverter module for the motor controller according to a preferred embodiment of the present invention. Figure 1 ; Figure 7 This is a partial structural diagram of the inverter module for the motor controller according to a preferred embodiment of the present invention. Figure 2 .
[0019] Legend: 201. Heat sink; 2011. Heat sink body; 20111. Mounting step surface; 2012. Heat sink fins; 202. Power module; 203. Housing; 204. Capacitor core; 205. Positive and negative copper busbars; 206. Fastening bolts; 207. Main control board; 208. Temperature feedback component; 2081. Aluminum-based circuit board; 2082. Temperature sensor; 2083. Pins; 903, Three-phase copper busbar. Detailed Implementation
[0020] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below.
[0021] Reference Figure 3 A preferred embodiment of this utility model provides an inverter module for a motor controller, comprising: a support capacitor for filtering and stabilizing the incoming current, a power module 202 for inverting and converting the current, and a heat sink 201 for heat dissipation. The support capacitor includes a housing 203 made of metal material. The first side of the heat sink 201 is fixedly connected to the outer surface of the housing 203, and the opposite second side of the heat sink 201 is fixedly connected to the power module 202, thereby connecting the support capacitor, the heat sink 201, and the power module 202 sequentially along the axial direction of the motor assembly to form a whole. A cooling channel cavity is also formed between the heat sink 201 and the housing 203 of the support capacitor to dissipate heat from the support capacitor and the power module 202 respectively.
[0022] In the inverter module for the motor controller of this utility model, the supporting capacitor, heat sink 201, and power module 202 are sequentially connected as a whole along the axial direction of the motor assembly. The first side of the heat sink 201 is connected to the outer shell 203 of the supporting capacitor, which is made of metal. Therefore, on the one hand, the power module 202 transfers heat to the cooling channel cavity through the heat sink 201 for heat dissipation; on the other hand, the heat from the supporting capacitor can also be quickly and fully transferred outward through the metal outer shell 203 to the cooling channel cavity of the heat sink 201, thus achieving rapid and sufficient cooling of the supporting capacitor. Therefore, the overall capacity of the supporting capacitor can be designed to be smaller, and the overall volume can be designed to be more compact, thereby reducing the axial dimension of the integrated motor and electronic control assembly, effectively reducing material costs, and making the overall installation space required for the integrated motor and electronic control assembly smaller, with higher flexibility in vehicle layout, thus facilitating the lightweighting and cost reduction of electric vehicles. In the structure of this utility model, through its innovative structural design, it avoids the following... Figure 2 The existing heat sink and power module shown are arranged radially along the motor, which leads to the technical problem of a large size of the integrated motor and electronic control assembly.
[0023] Optionally, such as Figure 3 As shown, the supporting capacitor also includes a capacitor core 204 disposed within the outer casing 203, and a filling layer poured between the capacitor core 204 and the inner surface of the outer casing 203 for insulation and heat conduction. In this optional solution, firstly, the plastic outer casing used to enclose the capacitor core 204 is replaced with a metal outer casing 203, which is an aluminum alloy casing in this invention, and a filling material is poured between the capacitor core 204 and the aluminum alloy casing. After curing, this filling material has good insulation and heat conduction effects. During operation, the heat generated by the capacitor core 204 can be quickly transferred outward through the filling material and the aluminum alloy casing, thereby effectively reducing the overall temperature of the capacitor core 204; secondly, the aluminum alloy casing and the heat dissipation channel cavity of the heat sink 201 are integrated into one part, and the heat from the capacitor core 204 can be quickly carried away by the coolant in the heat dissipation channel cavity, thereby further reducing the temperature of the capacitor core 204. Therefore, with the support of the two-fold design, the heat dissipation efficiency of the supporting capacitor is greatly improved in this utility model structure. As a result, the overall capacity of the supporting capacitor can be designed to be smaller and the volume can be designed to be more compact, saving space and reducing the overall size of the integrated motor and electronic control assembly.
[0024] Optionally, such as Figure 3 As shown, the second side of the supporting capacitor, which is opposite to the heat sink 201, also has an outwardly extending positive and negative copper busbar 205. The first end of the positive and negative copper busbar 205 passes through the outer casing 203 and is fixedly connected to the capacitor core 204. The second end of the positive and negative copper busbar 205 is used to connect to the DC harness for input DC current in order to introduce DC current.
[0025] Optionally, such as Figure 4 As shown, the radiator 201 includes a radiator body 2011 and a plurality of heat dissipation fins 2012 connected to a first side of the radiator body 2011. The plurality of heat dissipation fins 2012 are arranged in a regular manner on the radiator body 2011, and the plurality of heat dissipation fins 2012 also extend into the heat dissipation channel cavity. The power module 202 is fixed to the second side of the radiator body 2011.
[0026] Preferably, in the first embodiment of the arrangement of a plurality of heat dissipation fins 2012 (not shown in the figure), the arrangement density of the plurality of heat dissipation fins 2012 on the radiator body 2011 gradually increases along the direction from the water inlet to the water outlet. In the common existing motor and electronic control integrated circuits, the fins on the radiator 201 are usually evenly distributed, that is, the fin distribution density is basically consistent along the direction from the water inlet to the water outlet. However, in actual operation, the water temperature at the water outlet is higher than that at the water inlet, which leads to a higher module temperature near the water outlet compared to the module near the water inlet, thus failing to fully utilize the performance of the module near the water inlet. Therefore, in this preferred embodiment, the arrangement density of the plurality of heat dissipation fins 2012 on the radiator body 2011 gradually increases along the direction from the water inlet to the water outlet. Under this design, there are more heat dissipation fins in the area near the water outlet, and the contact surface with the coolant is larger, so that the module in this area can obtain better heat dissipation, thereby solving the existing technical problems.
[0027] Preferably, in the second embodiment where a plurality of heat dissipation fins 2012 are arranged, similarly, in the common existing motor and electronic control integrated circuits, the fins on the heat sink 201 are usually evenly distributed, that is, the fin distribution density is basically consistent along the direction from the water inlet to the water outlet of the heat sink. However, in actual operation, the water temperature at the water outlet is higher than that at the water inlet, which leads to a higher module temperature near the water outlet compared to the module near the water inlet, thus failing to fully utilize the performance of the module near the water inlet. Therefore, in this preferred embodiment, if... Figure 5 As shown, several heat dissipation fins 2012 are arranged sequentially in different areas along the water inlet to outlet direction on the radiator body 2011. The heat dissipation fins 2012 in area C, which is closest to the water inlet, have the lowest arrangement density, while those in area A, which is closest to the water outlet, have the highest arrangement density. The heat dissipation fins 2012 in area B, which is located between area C and area A, have a medium arrangement density. Under this design, there are more fins in area A near the water outlet, resulting in a larger contact surface with the coolant. The module in area A can achieve better heat dissipation, thus maintaining the module temperature in area A and area C at approximately the same level, while also minimizing the increase in water resistance.
[0028] In the prior art, the mounting surface on the heat sink used for welding and fixing the power module is a plane, and the relative gap between this mounting surface and the copper busbar connecting the power module and the copper busbar 903 is small. Therefore, in the prior art, the fastening bolts used to fix the heat sink shell are located at opposite ends of the power module or between the power modules. When the fastening bolts are located at opposite ends of the power module, the large gap between the fastening bolts at both ends makes it impossible to stably and tightly fix the outer shell of the heat dissipation channel cavity to the outer shell of the supporting capacitor, which greatly reduces the sealing degree of the heat dissipation channel cavity. When the fastening bolts are located between the power modules, the fastening bolts occupy space, thus increasing the overall size of the power module and the heat sink along the power module arrangement direction. In the present invention, as... Figure 6 As shown, the second side of the radiator body 2011 has two recessed mounting steps 20111 near its upper and lower edges. Multiple sets of fastening bolts 206 are installed on the mounting steps 20111 at intervals along its length to securely fix the outer shell of the cooling channel cavity to the outer shell 203 of the supporting capacitor.
[0029] In this novel design, multiple sets of fastening bolts 206 are arranged sequentially along the length of the radiator 201, ensuring reliable and uniform force application. This allows for tight fixing of the outer shell of the cooling channel cavity to the outer shell 203 supporting the capacitor, effectively preventing leakage of the cooling channel cavity. On the other hand, within the length of the heat dissipation fins 2012, the mounting step surface 20111 is staggered from the second side of the power module 202. The fastening bolts 206 are positioned below the power module 202, providing sufficient installation space and safety electrical clearance with the copper busbars 903 connecting the power module. This ensures that the fastening bolts 206 do not occupy the overall dimensions of the power module and the radiator along the power module's arrangement direction.
[0030] Optionally, such as Figure 7 As shown, a main control board 207 is also provided on the outside of the power module 202. Two sets of temperature feedback components 208 are also provided on the second side of the heat sink body 2011. The two sets of temperature feedback components 208 are respectively located at both ends of the power module 202, and each set of temperature feedback components 208 is connected between the heat sink body 2011 and the main control board 207, so as to measure the temperature of the heat sink 201 and transmit the feedback to the main control board 207.
[0031] In this optional solution, such as Figure 7As shown, the temperature feedback component 208 includes an aluminum-based circuit board 2081 for feeding back the temperature of the heat sink 201, a temperature sensor 2082 for detecting the temperature of the aluminum-based circuit board 2081, and multiple pins 2083 for transmitting signals. The aluminum-based circuit board 2081 is fixed to the second side of the heat sink body 2011. The temperature sensor 2082 is connected to the aluminum-based circuit board 2081. The two ends of each pin 2083 are respectively connected to the aluminum-based circuit board 2081 and the main control board 207.
[0032] Specifically, such as Figure 7 As shown, a recess is pre-set near the power module 202 on both sides of the heat sink body 2011. This recess can perfectly accommodate an aluminum-based circuit board 2081 of the same shape. A thermally conductive adhesive is filled between the aluminum-based circuit board 2081 and the heat sink body 2011. The solidified thermally conductive adhesive has good thermal conductivity and a certain strength, which can effectively transfer the temperature of the heat sink body 2011 to the aluminum-based circuit board 2081, and can resist vibration of a certain intensity without being damaged, effectively adhering the aluminum-based circuit board 2081 to the heat sink body 2011 without it coming off. The lower layer of the aluminum-based circuit board 2081 is a thermally conductive layer made of aluminum-based material for heat conduction, and the upper layer is an insulating layer with circuitry. The temperature sensor 2082 is located on the upper insulating layer of the aluminum-based circuit board 2081, ensuring that the heat from the heat sink body 2011 can be efficiently conducted to the temperature sensor 2082, and also achieving insulation between the temperature sensor 2082 and its connecting circuitry and the heat sink body 2011. One end of pin 2083 is connected to the circuit of the upper insulating layer of the aluminum-based circuit board 2081, and the other end of pin 2083 is connected to the main control board 207. The electrical signal generated by the temperature sensor 2082 when heated is transmitted to the main control board 207 through the circuit of the upper insulating layer and then through pin 2083.
[0033] Preferably, such as Figure 7 As shown, pin 2083 has a bent structure to absorb the relative displacement caused by the different frequencies of vibration between the main control board 207 and the heat sink 201, and to prevent the displacement from causing the solder joints between pin 2083 and the main control board 207 or the aluminum-based circuit board 2081 to fail.
[0034] Optionally, such as Figure 3 As shown, the power module 202 includes multiple single-bridge arm modules, which are arranged sequentially at intervals along the water inlet to outlet direction on the radiator 201.
[0035] In existing designs, to shorten the axial dimension of the integrated motor and electronic control assembly, the power module and heat sink are usually placed below the supporting capacitor, such as... Figure 2As shown, since the power module and heat sink are located below the supporting capacitor and are not axially aligned with the supporting capacitor, this approach can reduce the axial dimension of the assembly. However, the reason for choosing this arrangement is that the power module is a standard component with a fixed package, containing multiple inverter bridges and having a large overall size. The heat sink, on the other hand, must be aligned with the power module to dissipate heat from it. If the power module and heat sink are axially aligned with the supporting capacitor, it will occupy a large amount of axial space and increase the overall size. Therefore, in this utility model, firstly, the power module 202, heat sink 201, and supporting capacitor are axially aligned, providing stronger heat dissipation capacity for the supporting capacitor through a shared heat dissipation channel cavity, thereby achieving a high degree of integration of the power module 202, heat sink 201, and supporting capacitor, reducing their size; secondly, the integrated power module 202, heat sink 201, and supporting capacitor can be placed radially outside the motor assembly, thereby reducing the axial dimension of the integrated motor and electronic control assembly; thirdly, in this utility model, multiple single-bridge arm modules are used to form the power module 202, and these modules are arranged sequentially and at intervals on the heat sink 201 along the water inlet to outlet direction. This arrangement not only saves a large amount of packaging material but also reduces volume and lowers costs. It should be noted that this design protects against issues beyond simply arranging individual components like... Figure 3 The six single-arm modules shown, and any combination of any number of modules, are all within the scope of protection of this application.
[0036] Preferably, such as Figure 3 As shown, multiple single-arm modules are evenly or non-uniformly spaced along the water inlet to outlet direction on the radiator 201. Each single-arm module extends along the axis of the vertical motor assembly, so that the three-phase copper busbar 903 fixed to it also extends along the axis of the vertical motor assembly. This allows the three-phase terminals of the axially arranged stator assembly in the motor assembly to be directly connected to the three-phase copper busbar 903 axially without the need for additional wiring harnesses. This reduces the use of additional wiring harnesses, lowers material costs, and also greatly shortens the overall size of the integrated motor and electronic control assembly.
[0037] A preferred embodiment of this utility model also provides an electric vehicle having an inverter module for a motor controller as described above. Therefore, the electric vehicle of this utility model can not only achieve rapid and sufficient cooling of the supporting capacitor, but also allow the overall capacity of the supporting capacitor to be designed to be smaller and the overall volume to be designed to be more compact. Thus, the size of the integrated motor and electronic control assembly can be reduced, material costs can be effectively reduced, the overall installation space required for the integrated motor and electronic control assembly is small, and the overall vehicle layout is highly flexible, thereby facilitating the lightweighting and cost reduction of the electric vehicle.
[0038] Alternatively, electric vehicles include new energy vehicles, electric aircraft, etc.
[0039] The above description is merely a preferred embodiment of this utility model and is not intended to limit the utility model. Various modifications and variations can be made to this utility model by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of this utility model should be included within the protection scope of this utility model.
Claims
1. An inverter module for a motor controller, characterized in that, include: Support capacitor for filtering and stabilizing incoming current, power module (202) for inverting and converting current, and heat sink (201) for heat dissipation. The supporting capacitor includes a housing (203) made of metal material, a heat sink (201) is fixedly connected to the outer side of the housing (203) on the first side, and a power module (202) is fixedly connected to the opposite second side of the heat sink (201), thereby connecting the supporting capacitor, the heat sink (201) and the power module (202) in sequence along the axial direction of the motor assembly into a whole. A heat dissipation channel cavity is also formed between the heat sink (201) and the outer shell (203) of the supporting capacitor to dissipate heat from the supporting capacitor and the power module (202) respectively.
2. The inverter module for a motor controller according to claim 1, characterized in that, The supporting capacitor also includes a capacitor core (204) disposed within the housing (203) and a filler layer poured between the capacitor core (204) and the inner side of the housing (203) for insulation and heat conduction.
3. The inverter module for a motor controller according to claim 1, characterized in that, The radiator (201) includes a radiator body (2011) and a plurality of heat dissipation fins (2012) connected to the first side of the radiator body (2011). The plurality of heat dissipation fins (2012) are arranged in a regular manner on the radiator body (2011). The power module (202) is fixed to the second side of the heat sink body (2011).
4. The inverter module for a motor controller according to claim 3, characterized in that, Along the water inlet to outlet direction on the radiator body (2011), the density of several heat dissipation fins (2012) gradually increases; or Along the water inlet to water outlet direction on the radiator body (2011), several heat dissipation fins (2012) are arranged in different areas. The heat dissipation fins (2012) in area C, which is closest to the water inlet side, have the lowest arrangement density. The heat dissipation fins (2012) in area A, which is closest to the water outlet side, have the highest arrangement density. The heat dissipation fins (2012) in area B, which is located between area C and area A, have a medium arrangement density.
5. The inverter module for a motor controller according to claim 3, characterized in that, The second side of the radiator body (2011) is recessed near its upper and lower edges to form two mounting step surfaces (20111). Multiple sets of fastening bolts (206) are installed on the mounting step surface (20111) at intervals along its length to secure the outer shell of the heat dissipation channel cavity to the outer shell (203) of the supporting capacitor.
6. The inverter module for a motor controller according to claim 3, characterized in that, A main control board (207) is also installed on the outside of the power module (202); Two sets of temperature feedback components (208) are also provided on the second side of the radiator body (2011). The two sets of temperature feedback components (208) are located at both ends of the power module (202), and each set of temperature feedback components (208) is connected between the radiator body (2011) and the main control board (207) to measure the temperature of the radiator (201) and transmit the feedback to the main control board (207).
7. The inverter module for a motor controller according to claim 6, characterized in that, The temperature feedback component (208) includes an aluminum-based circuit board (2081) for feedback of the temperature of the heat sink (201), a temperature sensor (2082) for detecting the temperature of the aluminum-based circuit board (2081), and multiple pins (2083) for transmitting signals. An aluminum-based circuit board (2081) is fixed to the second side of the heat sink body (2011); The temperature sensor (2082) is connected to the aluminum-based circuit board (2081); Each pin (2083) is connected to the aluminum-based circuit board (2081) and the main control board (207) at its two ends respectively.
8. The inverter module for a motor controller according to claim 1, characterized in that, The power module (202) includes multiple single-bridge arm modules, which are arranged sequentially at intervals along the water inlet to outlet direction on the radiator (201).
9. The inverter module for a motor controller according to claim 8, characterized in that, Each single-bridge arm module extends along the axial direction of the vertical motor assembly so that the three-phase copper busbar (903) fixed thereto also extends along the axial direction of the vertical motor assembly, thereby allowing the three-phase terminals of the stator assembly arranged axially in the motor assembly to be directly connected to the three-phase copper busbar (903) axially.
10. An electric vehicle, characterized in that, An inverter module for a motor controller as described in any one of claims 1-9.