Vehicle power module arrangements and distributors

Abstract

A vehicle power module assembly is provided. The vehicle power module assembly can include a multi-level housing that defines a first and a second chamber, an inlet opening into the first chamber, and an outlet opening from the second chamber. The housing can be configured such that the chambers form a stepped manifold to influence the torque of a coolant flow between the inlet and the outlet. A frame can support the housing and is positioned near at least one inverter. A strainer can be arranged in at least one of the chambers to promote uniformity of the coolant flow to the outlet. The frame assembly can include multiple frames stacked in an array, and each frame can define a channel that is at least partially aligned with the outlet.

Description

TECHNICAL FIELDThe present invention relates to vehicle power module assemblies and a vehicle. The disclosure relates to inverters and power module assemblies for motor vehicles.BACKGROUNDElectrified vehicles, such as battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), mild hybrid electric vehicles (MHEVs), or full hybrid electric vehicles (FHEVs) include an energy storage device, such as a high voltage (HV) battery. An inverter may be electrically connected between the battery and any electric machines to convert direct current from the battery into alternating current for the electric machines. The inverter may also convert alternating current from the electric machines to direct current for the battery.US 2014 / 0178736 A1 describes a battery module for an electric vehicle, which has a battery pack assembly which consists of a plurality of battery frames each having a battery cell and of a plurality of cooling plates which are each in thermal communication with a battery cell. In EP 2 432 106 A1, a cooling device for cooling a vehicle DC / DC converter is shown. DE 10 2013 201 332 A1 describes a cooling system for a vehicle battery. U.S. Pat. No. 8,203,839 B2 describes a cooling device having a liquid inlet distributor, a housing body and a liquid outlet distributor, which are produced from a molded polymer composite material. In U.S. Pat. No. 8,003,245 B2, a battery module has a battery assembly with a plurality of unit batteries, wherein a housing has the battery assembly and a coolant flow channel formed around the battery assembly.SUMMARYA vehicle power module assembly according to an aspect of the invention is described in claim 1. Among other things, the vehicle power module assembly includes a multi-level housing defining first and second chambers, an inlet opening into the first chamber, and an outlet opening from the second chamber. The housing is configured such that the chambers form a stepped manifold for influencing the moment of a coolant flow between the inlet and the outlet. A frame assembly supports the housing and is positioned proximate to at least one inverter. A screen may be disposed in at least one of the chambers to promote uniformity of coolant flow to the outlet. Each of the chambers may define a cross-sectional area substantially the same as the other. The chambers may have the shape of a substantially rectangular prism. The frame assembly may include a plurality of frames stacked in an array, and each frame may define a channel at least partially in registration with the outlet. Each of the frames may further define a cavity sized to at least partially receive an inverter, at least one of which is provided. At least one of the channels may be a multi-row channel with respect to one of the inverters in its vicinity, at least one of which is provided.A vehicle power module assembly according to another aspect of the invention is described in claim 6. Among other things, the vehicle power module assembly includes a partitioned housing defining first and second chambers, an inlet opening into the first chamber, an outlet opening from the second chamber, and a first partition that partially partitions the first chamber and has at least one passage. The housing is configured such that the chambers form a multi-level manifold and the first partition is positioned upstream of the inlet such that the at least one passage promotes uniform coolant flow delivery to the second chamber. The arrangement includes a frame arrangement for supporting the housing and at least one inverter. The first chamber may define a first cross-sectional area that is greater than a second cross-sectional area defined by the second chamber. The housing may be further configured such that the multi-level manifold defines a ledge to affect a momentum of the coolant entering the second chamber. The frame assembly may include a plurality of frames stacked in an array, each frame defining an outlet opening channel disposed with at least one passage such that a flow of coolant entering the channels is substantially uniform. The housing may further define a baffle adjacent the at least one passage such that the flow of coolant is directed into the passage and not along an entire length of the first chamber. A second baffle may be disposed in the first chamber upstream of the first baffle and define a plurality of apertures spaced apart along a length thereof, and such that the plurality of apertures promote a uniform flow of the coolant to the second chamber. A screen may be disposed in the second chamber and span a length to promote a uniform flow of coolant to the outlet.A vehicle according to yet another aspect of the invention is described in claim 11. The vehicle includes an electric machine, a traction battery, an inverter, and a power module arrangement. The traction battery is electrically connected to the electric machine. The inverter is electrically connected between the battery and the electric machine. The power module assembly supports the inverter and includes an inlet and outlet manifold, a power module frame, and a thermal plate. The inlet and outlet manifolds each define first and second chambers in fluid communication with each other and arranged in a step alignment with respect to each other. The power module frame defines a power stage cavity. The thermal plate fluidly connects the manifolds and is aligned with the contents of the thermal conductivity cavity adjacent the thermal conductivity cavity. The step alignment is such that a moment of the coolant entering and leaving the thermal plate is at least partially affected by first and second steps defined by the manifolds. The power module assembly may further include a screen disposed in at least one of the two chambers and configured to promote a uniform flow of the coolant flow passing therethrough. The power module assembly may further include a power stage disposed in the power stage cavity. The thermal plate may define at least one multi-row channel. The power module frame may further define a manifold cavity sized to receive the first and second manifolds. Further, the power module assembly may include at least one partition disposed in one of the compartments of the manifolds and defining a plurality of apertures spaced apart along a length thereof such that the plurality of apertures promote a uniform flow of coolant passing therethrough.BRIEF DESCRIPTION OF THE DRAWINGSFIG. 1 is a circuit diagram of an exemplary hybrid vehicle. FIG. 2 is a circuit diagram of a variable voltage converter and inverter. FIG. 3 is a perspective view of an example of a part of a power module assembly. FIG. 4A is a perspective view of an example of a power module of the portion of the power module assembly of FIG. 3. FIG. 4B is a perspective view of an example of a frame of the power module of FIG. 4A. FIG. 4C is a cross-sectional side view of the power module of FIG. 4A showing an example of a coolant flow path. FIG. 5A is a perspective view of an example of a manifold of the portion of the power module assembly of FIG. 3. FIG. 5B is a cross-sectional side view of the manifold of FIG. 5A. FIG. 6 is a perspective view of an example of a manifold that may be used with a power module assembly. FIG. 7 is a perspective view of another example of a manifold that may be used with a power module assembly.DETAILED DESCRIPTIONDetailed embodiments of the present invention are disclosed herein. It is to be understood, however, that the disclosed embodiments are merely examples and that other embodiments may take various and alternative forms. The figures are not necessarily to scale; some features could be exaggerated or minimized to show details of particular components. The specific structural and functional details disclosed herein are therefore not to be interpreted as limiting, but merely as a representative basis for teaching one skilled in the art to variously employ the present disclosure. As those of ordinary skill in the art will understand, various features illustrated and described with reference to one of the figures may be combined with features illustrated in one or more other figures to produce embodiments that are not explicitly illustrated or described. The combinations of illustrated features provide representative embodiments for typical applications. Various combinations and modifications of the features consistent with the teachings of this disclosure, however, could be desired for particular applications or implementations.An example of a PHEV is shown in FIG. 1 and is generally referred to herein as vehicle 16. The vehicle 16 may include a transmission 12 and is an example of an electric vehicle propelled by an electric machine 18 with assistance from an internal combustion engine 20. The vehicle 16 may be connected to an external electricity grid. The electric machine 18 may be an AC electric motor shown as motor 18 in FIG. 1. The electric machine 18 receives electrical energy and provides torque for vehicle propulsion. The electric machine 18 may also act as a generator to convert mechanical energy to electrical energy by regenerative braking.The transmission 12 may have a power split configuration. The transmission 12 may include the first electric machine 18 and a second electric machine 24. The second electric machine 24 may be an AC electric motor, shown as motor 24 in FIG. 1. Similar to the first electric machine 18, the second electric machine 24 may receive electrical energy and provides output torque. The second electric machine 24 may also act as a generator to convert mechanical energy to electrical energy and optimize energy flow through the transmission 12. In other embodiments, the transmission may not have a power split configuration.The transmission 12 may include a planetary gear set (not shown) and may operate as a continuously variable transmission and without any fixed or step ratios. The transmission 12 may also include a one-way clutch (O.W.C.) and a generator brake 33. The O.W.C. may be coupled to an output shaft of the engine 20 to control a rotational direction of the output shaft. The O.W.C. may prevent reverse drive of the engine 20 through the transmission 12. The generator brake 33 may be coupled to an output shaft of the second electric machine 24. The generator brake 33 may be activated to "brake" or prevent rotation of the output shaft of the second electric machine 24 and the sun gear 28. Alternatively, the O.W.C. and the generator brake 33 may be replaced by implementing control strategies for the engine 20 and the second electric machine 24. The transmission 12 may be connected to a driveshaft 46. The driveshaft 46 may be connected to a pair of driven wheels 48 through a differential 50. The transmission output gear (not shown) may assist in the transmission of torque between the transmission 12 and the drive wheels 48. The transmission 12 may also be in communication with a heat exchanger 49 or an automatic transmission fluid cooler (not shown) for cooling the transmission fluid.The vehicle 16 includes an energy storage device, such as a traction battery 52, for storing electrical energy. The battery 52 may be a high voltage battery that may output electrical energy for operation of the first electric machine 18 and the second electric machine 24, as discussed further below. The battery 52 may also receive electrical energy from the first electric machine 18 and the second electric machine 24 when operated as generators. The battery 52 may be a battery pack that is comprised of a plurality of battery modules (not shown), each battery module including a plurality of battery cells (not shown). Other embodiments of the vehicle 16 may contemplate alternative types of energy storage devices, such as capacitors and fuel cells (not shown) that supplement or replace the battery 52.A high voltage bus may electrically connect the battery 52 to the first electric machine 18 and to the second electric machine 24. The vehicle may include, for example, a battery energy control module (BECM) 54 for controlling the battery 52. The BECM 54 may receive input indicative of particular vehicle conditions and battery conditions, such as battery temperature, voltage, and current. The BECM 54 may calculate and estimate parameters of the battery 52, such as battery state of charge (BSOC) and battery power capability (Pcap). The BECM 54 may provide output indicating the BSOC and the Pcap to other vehicle systems and controllers.The vehicle 16 may include a DC-DC converter or variable voltage converter (VVC) 10 and an inverter 56. The VVC and inverter 56 may be electrically connected between the battery 52 and the first electric machine 18 and the second electric machine 24. The VVC 10 may "boost" or boost a voltage potential of the electrical energy provided by the battery 52. The VVC 10 may "step down" or reduce a voltage potential of the electrical energy provided by the battery 52. The inverter 56 may convert DC power supplied from the battery 52 via the VVC 10 to AC power for operation of each of the electric machines 18 and 24. The inverter 56 may also rectify AC power supplied from each of the electric machines 18 and 24 to DC power for charging the battery 52. In other examples, the transmission 12 may operate multiple inverters, such as an inverter associated with each of the electric machines 28 and 24. The VVC 10 includes a choke coil assembly 14 (described further with respect to FIG. 2 ).Transmission 12 is shown in communication with a transmission control module (TCM) 58 for controlling electric machines 18 and 24 of VVC 10 and inverter 56. The TCM 58 may be configured to monitor conditions of each of the electric machines 18 and 24, such as position, speed, and energy consumption. Further, the TCM 58 may monitor electrical parameters (e.g., voltage and current) at various locations in the VVC 10 and the inverter 56. The TCM 58 provides output signals corresponding to this information to other vehicle systems for use.The vehicle 16 may include a vehicle system controller (VSC) 60 that communicates with other vehicle systems and controllers to coordinate their functions. Although shown as a single controller, it is contemplated that the VSC 60 may include multiple controllers to control multiple vehicle systems and components according to overall vehicle control logic or software.The vehicle controllers, such as the VSC 60 and the TCM 58, may include various configurations of microprocessors, ASICs, ICs, memory (e.g., FLASH, ROM, RAM, EPROM, and / or EEPROM), and software code to co-act with one another to perform a series of vehicle operations. The controllers may also include predetermined data or look-up tables that are accessible from memory and may be based on computations and test data. The predetermined data may be used by the controllers to enable control of vehicle operations. The VSC 60 may communicate with other vehicle systems and controllers (e.g., the BECM 54 and the TCM 58) via one or more wired or wireless connections using common bus protocols, e.g., CAN and LIN. The VSC 60 may receive Park Reverse Neutral Drive (PRND) inputs representing a current position of the transmission 12 (e.g., park, reverse, neutral, or drive). Further, the VSC 60 may receive inputs (APP) representing an accelerator pedal position. The VSC 60 may provide outputs representing a desired wheel torque, a desired engine speed, and a generator brake command to the TCM 58 and contactor control to the BECM 54.The vehicle 16 may include an engine control module (ECM) 64 for controlling the engine 20. The VSC 60 provides output, such as desired engine torque, to the ECM 64, which may be based on multiple input signals, including APP, and may correspond to a driver demand for vehicle propulsion.The battery 52 may periodically receive AC power from an external power supply or an external electricity grid via a charging port 66. Further, the vehicle 16 may include an onboard charger 68 that receives the AC power from the charging port 66. The charger 68 may include an AC / DC conversion capability for converting the received AC power to DC power suitable for charging the battery 52 during a charging operation. Although illustrated and described in the context of a PHEV 16, it is contemplated that the inverter 56 may be implemented with other types of electrified vehicles, such as a FHEV or a BEV.Referring to FIG. 2, an example of an electrical circuit diagram of the VVC 10 and the inverter 56 is shown. The VVC 10 may include a first switching unit 70 and a second switching unit 72 to boost the input voltage (Vbat) to provide output voltage (V_dc). The first switching unit 70 is shown to include a first transistor 74 connected in parallel with a first diode 76, but having their polarities reversed (referred to as anti-parallel). The second switching unit 72 is shown to include a second transistor 78 connected in antiparallel with the second diode 80. Each of the transistors 74 and 78 may be any type of controllable switch (e.g., an insulated gate bipolar transistor (IGBT) or a field effect transistor (FET)). Moreover, each transistor 74 and 78 may be individually controlled by the TCM 58. The inductor assembly 14 is shown as an input inductor connected in series between the battery 52 and the switching units 70, 72. The choke coil assembly 14 can generate magnetic flux when a current is supplied. As the current flowing through the inductor assembly 14 changes, a time-varying magnetic field is generated and a voltage is induced. Other embodiments of the VVC 10 include other circuit configurations (e.g., more than two switches).The inverter 56 may include a plurality of half bridges 82 stacked in an array. Each of the half bridges 82 may be packaged as a power stage. In the illustrated example, the inverter 56 includes six half-bridges (although only one full half-bridge 82 is labeled in FIG. 2 ), three for the motor 18, and three for the generator 24. Each of the half bridges 82 may also include a first switching unit 88 in a second switching unit 90. The first switching unit 88 includes a first transistor 92 connected in parallel with a first diode 94. The second switching unit 90 includes a second transistor 96 connected in parallel with a second diode 98. The first transistor 92 and the second transistor 96 may be IGBTs or FETs. The first switching unit 88 and the second switching unit 90 of each of the half bridges 82 convert the DC power of the battery 52 into a single phase AC output on the AC line 100. Each of the AC lines is electrically connected to the motor 18 or the generator 24. In this example, three of the AC lines 100 are electrically connected to the motor 18, and the other three AC lines 100 are electrically connected to the generator 24.Components of the VVC and inverter may be heated and / or cooled using a liquid thermal management system, an air thermal management system, or another method known in the art. In an example of a liquid thermal management system, a thermal plate may be in thermal communication with the components of the VVC or inverter. A system, such as a pressurized system, may control a flow of coolant through the thermal plates to assist in dissipating heat from the components, such as heat generated during voltage conversion. The thermal management system may be disposed with and / or supported by a power module assembly such that the thermal plates are in thermal communication with the components to enable cooling thereof by the coolant.FIG. 3 shows an example of a portion of a power module assembly for use with an electrified vehicle, referred to generally herein as a power module assembly 200. The power module assembly 200 may include multiple power modules stacked in an array, each power module generally referred to as power module 202. Referring still to FIGS. 4A through 4C, each power module 202 may include a power stage 204 supported by a frame 206. Each power stage 204 may include semiconductor, a direct current (DC) terminal, and an alternating current (AC) terminal. The power stage 204 may be located adjacent to one or more thermal plates 208. The thermal plates 208 may be in thermal communication with adjacent power stages 204. The frame 206 may align the thermal plates 208 at a location proximate the power stages 204 to provide a flow path for coolant to assist in managing thermal conditions of the power stages 204.The power module assembly 200 may include wires for supplying and removing the coolant. For example, a first conduit 212 and a second conduit 214 may be in fluid communication with a manifold 220 to provide paths for supplying coolant and removing coolant therefrom. The manifold 220 may include a first manifold 220 aand a second manifold 220 b. The first manifold 220 aand the second manifold 220 bmay assist in managing flow of the coolant entering and leaving the thermal plates 208. For example, the first manifold 220 amay be an intake manifold and the second manifold 220 bmay be an exhaust manifold. The first manifold 220 aand the second manifold 220 bmay be a single component or made of separate components. The manifold 220 may be disposed in and supported by the stacked frames 206.For example, and as shown in FIGS. 4A through 4C, each frame 206 may define one or more cavities, such as a power stage cavity 242 and a manifold cavity 240. A size and a shape of each cavity may correspond to a size of a component for placement therein. Each power stage cavity 242 may be sized to receive one of the power stages 204 and at least a portion of one or more of the thermal plates 208. It is contemplated that the distribution cavity 240 and the power stage cavity 242 are separated by a divider 250. The divider 250 may include one or more passages 252 to assist in coolant transfer to and from the respective thermal plate 208. Another divider 253 may be disposed in the manifold cavity 240 and supported by the divider 250. It is also contemplated that the manifold cavity 240 is open to the thermal plates 218 in a configuration without the divider 250 or the divider 253.The manifold cavities 240 of the frames 206 may be substantially in register with each other when the power modules 202 are stacked in an array. The manifold cavities 240 of the frames 206 may be sized to receive a portion of the manifold 220. The manifold 220 may extend substantially along a length of the stacked array of power modules 202 when disposed in the manifold cavities 240. The power stage cavities 242 of the frames 206 may be substantially in register with each other when the power modules 202 are stacked in an array. Each frame 206 may define surface features, such as slots, in the power stage cavity 242 to assist in aligning and supporting the power stages 204 and the thermal plates 208. The thermal plates 208 may be disposed with the manifold 220 to aid in managing thermal conditions of the power stages 204 and other components of the power module assembly 200. At least one of the frames 206 may include a conduit inlet 256 for providing a passage through which coolant from the first conduit 212 may enter the first manifold 220 a. At least one of the frames 206 may include a conduit outlet 258 for providing a passage through which coolant may exit the second manifold 220 binto the second conduit 214.As mentioned above, each thermal plate 208 may be positioned proximate or adjacent to one or more power stages 204. For example, the thermal plates 208 at opposing ends of the power module assembly 200 may each be adjacent to one of the power stages 204 at the respective ends of the power module assembly 200. The other of the thermal plates 208 of the power module assembly 200 may be disposed adjacent to and between a pair of subsequent power stages 204, respectively. Each thermal plate 208 may have, for example, a multi-pass channel configuration for delivering coolant along portions or all of the respective power stages 204. FIG. 4C shows a cross-sectional view of a coolant flow path in which coolant may enter the first manifold 220 aon the way to the thermal plate 208 and then to the second manifold 220 b. The configuration of the thermal plate 208 provides a multi-pass coolant flow with respect to the adjacent power stage 204 in this example. Alternative multi-line configurations, for example with three or more multiple trains, are possible.An example of a structure of the first manifold 220a is shown in more detail in FIGS. 5A and 5B. For example, the first manifold 220 amay include a housing 280 aand the second manifold 220 bmay include a second housing 280 b(further details of the second manifold 220 bare shown in FIGS. 3, 4A, and 4C ). The housings 280 aand 280 bmay each have a shape resembling two rectangular prisms that partially overlap and are arranged in a stepwise configuration with respect to each other. It is contemplated that the housings 280 aand 280 bhave other shapes, such as a shape resembling two cylindrical prisms that partially overlap and are arranged in a stepwise configuration with respect to each other.The housing 280 aand the first manifold 220 amay define a first chamber 282 a, a wall 284 a, and a second chamber 286 a. The first chamber 282 aand the second chamber 286 amay define cross-sectional areas that correspond or substantially correspond to each other. Wall 284 amay also be referred to herein as a ledge and may affect a momentum of coolant flowing between chambers to aid in diverting a flow pattern of coolant flowing therethrough. The housing 280 may also define a first opening 288 aand a second opening 290 athrough which liquid, such as coolant, may enter and exit the housing 280 a. A screen 302 amay be disposed in the first chamber 282 aand / or the second chamber 286 a. In this example, the screen 302a is shown as a member having passages forming a screen in the second chamber 286a. The screen 302 amay extend along a length of the first chamber 282 aand act to affect uniformity of coolant flowing therethrough.The second housing 280 band the second manifold 220 bmay define a first chamber 282 b, a wall 284 band a second chamber 286 b(best shown in FIGS. 3 and 4C ). The first chamber 282 band the second chamber 286 bmay define cross-sectional areas that correspond or substantially correspond to each other. Wall 284 bmay also be referred to herein as a ledge and may affect a momentum of coolant flowing between chambers to aid in diverting a flow pattern of coolant flowing therethrough. The second housing 280 bmay also define a first opening 288 band a second opening 290 bthrough which liquid, such as coolant, may enter and exit the second housing 280 b. A screen 302 bmay be disposed in the first chamber 282 band / or the second chamber 286 b. In this example, the screen 302 bis shown as a member having passages forming a screen in the second chamber 286 b. The screen 302 bmay extend along a length of the first chamber 282 band act to affect uniformity of coolant flowing therethrough.Several configurations of the first manifold 220 a, the second manifold 220 b, and the frame 206 are contemplated. Although FIGS. 5A and 5B show details of the first manifold 220 a, it should be appreciated that the characteristics and principles shown may also be present in and / or used in the second manifold 220 b. For example, in a configuration where the first manifold 220 ais upstream of the second manifold 220 b, the first chamber 282 ais upstream of the second chamber 286 ain the first manifold 220 a, while the first chamber 282 bis downstream of the second chamber 286 din the second manifold 220 b. However, it is contemplated that the second manifold 220 bmay be located upstream of the first manifold 220 ain another configuration. Any of the configurations may use wall 284 aand wall 284 bto aid in the management of the flow of coolant therethrough. Further, a pressurized coolant system may provide options for positioning the first manifold 220 aand the second manifold 220 bin different orientations, such as above, below, or on both sides of the power stages 204.FIG. 6 shows another example of a manifold configuration that may be used with a power module assembly, and is generally referred to herein as manifold 350. The manifold 350 is contained within a housing 354. The housing 354 may define an inlet 356 opening into a first chamber 358. The first chamber 358 may be divided by a partition 360. The partition 360 may define a plurality of apertures 364 spaced apart from each other. The plurality of apertures 364 may aid in promoting a uniform or substantially uniform flow of coolant from a first portion to a second portion of the first chamber 358. Further, the housing may define a second chamber 368. The first chamber 358 and the second chamber 368 may be arranged in a multi-level manifold configuration such that a wall 370 is defined in the path of the coolant flow. For example, coolant flowing through the plurality of apertures 364 may contact the wall 370 prior to entering the second chamber 368. The wall 370 may thus affect a momentum of the coolant to promote a more uniform flow as the coolant enters the second chamber 368. To further affect the uniformity of the coolant flow, a screen 374 may be disposed in the housing 354 as shown in the second chamber 368 in FIG. 6. The screen 374 may define a plurality of apertures to aid in influencing uniformity of the coolant flow. The housing 354 may further define an outlet 376 for the coolant. The outlet 376 may open into a thermal plate or other channel that may be located near a component, such as a power stage, to aid in the management of thermal conditions thereof.Although several configurations are contemplated, in this example, the first chamber 358 and the second chamber 368 may have a shape similar to that of rectangular prisms that at least partially overlap. In an alternative configuration, the housing 354 may have a shape similar to, for example, two cylindrical prisms that partially overlap and are arranged in a step configuration with respect to each other.The manifold 350 thus provides a multi-level manifold having features to assist in affecting torque and uniformity of coolant flow to increase an efficiency of managing heating conditions of adjacent components, such as power stages. Additional features of the manifold 350 may be modified depending on available space and desired performance. For example, a cross-sectional area of the first chamber 358 may be greater than a cross-sectional area of the second chamber 368. Changing the cross-sectional areas may provide additional space for receiving one or more baffles.FIG. 7 shows another example of a manifold configuration that includes multiple baffles and is generally referred to herein as manifold 400. In this example, the manifold 400 may include a housing 404. The manifold 400 may be an intake manifold paired with an opposing exhaust manifold (not shown) having similar characteristics. The housing 404 may define an inlet 408 that opens into a first chamber 410 defined by the housing 404 and a first partition 412. The first partition 412, a second partition 414, and the housing 404 may define a second chamber 418 and a third chamber 420. A first partition opening 424 may be defined by the first partition 412. A baffle 426 may share the first chamber 410 and be positioned adjacent the first baffle opening 444. The diverter wall 426 may act to direct coolant flow into the first divider wall opening 424 and not along an entire length of the first chamber 410. A plurality of second partition apertures 430 may be spaced apart from one another and defined by the second partition 414 to promote a uniform flow of coolant into the third chamber 420.The housing 404 may define a fourth chamber 434 that is offset from the first chamber 410, the second chamber 418, and the third chamber 420. For example, an orientation of the chambers may be such that the manifold has multiple planes and / or is stepped, and may be such that a step 436 is defined to affect coolant flow. For example, coolant flowing through the plurality of apertures 364 may contact the shoulder 436 on the way to the fourth chamber 434 prior to entering the fourth chamber 430. The wall 370 may thus affect a momentum of the coolant to promote a more uniform flow as the coolant enters the fourth chamber 434. To further affect the uniformity of the coolant flow, a screen 440 may be disposed in the housing 354 as shown in the fourth chamber 434 in FIG. 7. The screen 440 may define a plurality of apertures to aid in influencing uniformity of the coolant flow. The housing 404 may further define an outlet 442 for the coolant. The outlet 442 may open into a thermal plate or other channel that may be located near a component, such as a power stage, to aid in the management of thermal conditions thereof. The manifold 400 thus provides a multi-level manifold having features to assist in affecting torque and uniformity of coolant flow to increase an efficiency of managing thermal conditions of adjacent components, such as power stages.Although several configurations are contemplated, a first manifold plane containing the first chamber 410, the second chamber 418, and the third chamber 420 may collectively have a shape similar to that of a rectangular plasma. Likewise, a second manifold plane may include the fourth chamber 434 and may have a shape similar to a rectangular prism. The fourth chamber 434 may at least partially overlap another. In an alternative configuration, the chambers may collectively have a shape resembling, for example, two cylindrical prisms that partially overlap and are arranged in a step configuration with respect to each other. Additional features of the manifold 400 may be modified depending on available space and desired performance. For example, a cross-sectional area of the chambers of the first manifold plane may be greater than a cross-sectional area of the fourth chamber 434. Changing the cross-sectional areas may provide additional space for receiving one or more baffles.The frame 206 described above may have alternative configurations for accommodating alternative manifold configurations, such as the manifolds 350 and 400.While exemplary embodiments are described above, it is not intended that these embodiments describe all possible forms encompassed by the claims. The terms used in the specification are words of description rather than limitation, and it is understood that various changes may be made without departing from the spirit and scope of the disclosure. As previously described, the features of the various embodiments may be combined to form further embodiments of the disclosure that may not be explicitly described or illustrated. While various embodiments could have been described as providing advantages or being preferred over other embodiments or prior art implementations with respect to one or more desired characteristics, as will be apparent to those of ordinary skill in the art, tradeoffs between one or more features and one or more characteristics can be made to achieve desired overall system characteristics that depend on the specific application and implementation. These properties may include, but are not limited to, cost, strength, longevity, life cycle cost, marketability, appearance, packaging, size, serviceability, weight, mikroability, ease of assembly, etc. Thus, embodiments described as less desirable than other embodiments or prior art implementations with respect to one or more characteristics are not outside the scope of the disclosure and may be desirable for particular applications.

Claims

A vehicle power module assembly (200) comprising: a multi-level housing (280a) of a manifold (220a) defining first and second chambers (282a, 286a), an inlet port (288a) into the first chamber (282a) and an outlet port (290a) from the second chamber (286a), the housing (280a) being configured such that the chambers (282a, 286a) are in fluid communication with each other and are arranged in a step arrangement with each other to form a step manifold for affecting the momentum of a flow of coolant between the inlet port (288a) and the outlet port (290a), one in at least one of the chambers (282a, 286a) for promoting uniformity of coolant flow to the outlet opening (290a), and a frame assembly for supporting the housing (280a) positioned proximate to at least one inverter (56), the frame assembly comprising a plurality of frames (206) stacked in an array, wherein a plurality of power modules (202) are stacked in the array, and each frame (206) defines a channel at least partially in register with the outlet opening (290a).The assembly of claim 1, wherein each of the chambers (282a, 286a) defines a cross-sectional area substantially corresponding to one another.An assembly according to any preceding claim, wherein the chambers are of substantially rectangular prism shape.The assembly of any preceding claim, wherein each of the frames (206) defines a cavity sized to at least partially receive an inverter, at least one of which is provided.The arrangement of claim 4, wherein at least one of the channels is a multi-row channel with respect to an inverter in its vicinity, at least one of which is provided.A vehicle power module assembly comprising: a partitioned housing (354) of a manifold (350) defining first and second chambers, an inlet opening (356) into the first chamber (358), an outlet opening (376) from the second chamber, and a first partition (360) partially partitioning the first chamber (358) and having at least one passage (364), wherein the housing (354) is configured such that the chambers form a multilevel manifold defining a ledge to affect a momentum of coolant entering the second chamber, and the first partition (360) is positioned upstream of the inlet opening (356) such that the at least one passage (364) promotes uniform coolant flow delivery to the second chamber; a screen (374) disposed in the second chamber and spanning a length to promote uniform coolant flow to the outlet port (376); a frame assembly for supporting the housing, comprising an array of a plurality of stacked frames (206), wherein a plurality of power modules (202) are stacked in the array.The assembly of claim 6, wherein the first chamber (356) defines a first cross-sectional area that is greater than a second cross-sectional area defined by the second chamber.The assembly of any of claims 6 to 7, wherein the frame assembly comprises a plurality of frames stacked in an array, each frame defining a channel opening into the outlet opening and disposed with at least one passage such that a flow of coolant entering the channels is substantially uniform.The assembly of any of claims 6 to 8, wherein the housing further defines a baffle adjacent the at least one passage such that coolant flow is directed into the passage and not along an entire length of the first chamber.The assembly of any of claims 6 to 9, further comprising a second baffle disposed in the first chamber upstream of the first baffle and defining a plurality of apertures spaced apart along a length thereof, and such that the plurality of apertures promote a uniform flow of the coolant to the second chamber.A vehicle (16) comprising: an electric machine (18, 24); a traction battery (54) electrically connected to the electric machine (18, 24); an inverter (56) electrically connected between the battery (54) and the electric machine (18, 24); and a power module assembly (200) supporting the inverter (56) and comprising: inlet and outlet manifolds each defining a manifold (220a, 220b) having first and second chambers (282a, 286a; 282b, 286b), the first and second chambers (282a, 286a; 282b, 286b) in fluid communication with each other and disposed in a step alignment with respect to each other; a screen (302a, 302b) disposed in at least one of the two chambers and configured to promote uniformity of coolant flow passing therethrough; a power module frame defining a power stage cavity (242); and a thermal plate (208) fluidly connecting the manifolds (220a, 220b) and aligned with the contents of the thermal conductivity adjacent the power stage cavity (242), wherein the stage alignment is such that a moment of coolant entering and leaving the thermal plate (208) is at least partially affected by first and second steps defined by the stage alignment of the first and second chambers (282a, 286a; 282b, 286b) of the manifolds (220a, 220b).The vehicle of claim 11, wherein the power module assembly (200) further comprises a power stage (204) disposed in the power stage cavity (242).The vehicle of any of claims 11 to 12, wherein the thermal plate (208) defines at least one multi-row channel.The vehicle of any of claims 11 to 13, wherein the power module frame (206) further defines a manifold cavity (240) sized to receive the first and second manifolds (220a, 220b).The vehicle of any of claims 11 to 14, wherein the power module assembly comprises at least one baffle (360) disposed in one of the compartments of the manifolds and defining a plurality of apertures (364) spaced apart along a length thereof such that the plurality of apertures (364) promote a uniform flow of coolant passing therethrough.

Images