Power module arrangement and distributor

Abstract

Vehicle power module arrangement (200) with a stacked array of frames (220), each defining a first passage (224) and a first stage (226), and stacked such that the first passages (224) are at least partially aligned in position with each other and the first stages (226) are aligned to define a distributor cavity, a power stage cavity (246) with one power stage (204) each and multiple outlets open to the respective first passages (224) and oriented with respect to the power stage cavities (246) to transfer coolant between them, and an inlet distributor with a first chamber (234) and a second chamber (236) extending over a length of the array and partially opening towards each other, so that the stages influence an impulse of the coolant moving from the first chamber (234) to the second chamber (236).

Description

TECHNICAL FIELD

[0001] The present disclosure relates to power inverters and power module assemblies for automotive vehicles. BACKGROUND

[0002] Electrified vehicles such as battery electric vehicles (BEVs), plug-in hybrid electric vehicles (PHEVs), mild hybrid electric vehicles (MHEVs), or full hybrid electric vehicles (FHEVs) incorporate an energy storage device such as a high-voltage (HV) battery system to act as the vehicle's power source. The HV battery system may include components that support the control of vehicle functionality and operation.Document JP 2012 - 110 207 A describes a vehicle power module assembly comprising an array of frames each defining a passage and a step and stacked such that the passages are at least partially in register with each other, the steps being aligned to define an inlet manifold having first and second chambers extending along a length of the array and partially opening toward each other such that the steps influence a momentum of coolant moving from the first to the second chamber. SUMMARY

[0003] A vehicle power module assembly includes an array of frames, each defining a passage and a step. The frames are stacked such that the passages are at least partially in register with each other and the steps are aligned to define an inlet manifold having first and second chambers extending a length of the array. The chambers are partially open to each other such that the steps influence momentum of coolant moving from the first to the second chamber. A pair of end plates may be disposed at either end of the array and configured to retain the frames therebetween. One of the end plates may define an inlet open to the first chamber.Each frame may further define a second passage and a second stage, and the frames may be further stacked such that the second passages are at least partially in register with each other and the second stages are aligned to define an outlet manifold having third and fourth chambers extending a length of the array. The third and fourth chambers may be partially open to each other such that the stages influence momentum of the coolant moving from the third to the fourth chamber. One of the end plates may define an outlet open to the fourth chamber. Each of the frames may further define a pair of channels extending therefrom, and each may have a first opening open to the second chamber and a second opening open to the third chamber. The channels may be arranged with each other to define a power stage cavity therebetween.Each of the frames may further define a pair of channels extending therefrom, one of which has an opening open to the second chamber. The assembly may also include a pair of thermal plates, each defining an opening open to the second chamber, arranged together to define a power stage cavity therebetween. A power stage is disposed within the power stage cavity.

[0004] A vehicle power module assembly includes a stacked array of module frames, a manifold, and a pair of end plates. The stacked array of module frames each defines a passage in register with another of the passages to define a manifold cavity, a power stage cavity, and a plurality of outlets open to the respective passages and oriented with respect to the power stage cavities to transfer coolant therebetween. The manifold is disposed within the manifold cavity and defines a manifold inlet open to an inlet chamber, manifold openings for alignment with the plurality of outlets, and a manifold outlet open to an outlet chamber. One of the end plates defines an inlet open to the manifold inlet, and another of the end plates defines an outlet open to the manifold outlet.The inlets, outlets, and openings are arranged together to provide a coolant path between the end plate inlet and the end plate outlet. The assembly may include a power stage disposed within each power stage cavity. The power stages are arranged together to define a coolant channel therebetween. Each module frame may be configured to support a portion of a thermal plate on either side of the respective power stage cavity so that the thermal plates are in thermal communication with adjacent power stages. Each module frame may define multi-passage channels on either side of the respective power stage cavity. Each channel may be in fluid communication with the manifold inlet chamber and the manifold outlet chamber.Each module frame may further define a plurality of edges offset from each other on opposite sides of the respective multi-pass channels. Each of the end plates may further define a recess sized to receive a portion of a thermal plate. Each of the module frames may further define a slot sized to allow a DC lead frame, an AC lead frame, or signal terminal pins to extend therethrough.

[0005] A vehicle includes an electric machine, a traction battery, a power inverter, a power module assembly, a distributor, and a plurality of thermal plates. The traction battery is electrically connected to the electric machine. The power inverter is electrically coupled between the battery and the electric machine and includes a plurality of power stages. The power module assembly supports the power inverter and has a plurality of module frames configured to support the power stages, each defining a passageway such that when the plurality of module frames are stacked, the passageways define a distributor cavity. The distributor is disposed within the distributor cavity and defines an inlet chamber and an outlet chamber.The plurality of thermal plates are supported by the frames and are disposed between the power stages for thermal communication therewith, and such that the thermal plates provide fluid communication between the inlet and outlet chambers. The manifold may further define an inlet open to the inlet chamber, an outlet open to the inlet chamber, and a stage disposed with the inlet for influencing a momentum of the coolant moving from the inlet to the outlet. The manifold may further define an inlet open to the outlet chamber, an outlet open to the outlet chamber, and a stage disposed with the inlet for influencing a momentum of the coolant moving from the inlet to the outlet.The thermal plate may be further arranged with the manifold so that the coolant moves along adjacent power stages between the outlet of the inlet chamber and the inlet of the outlet chamber. A pair of end plates may be arranged on either side of the frames and configured to hold the frames therebetween. One of the end plates may define an inlet open to the inlet chamber. A pair of end plates may be arranged on either side of the frames and configured to hold the frames therebetween. One of the end plates may define an outlet open to the outlet chamber. BRIEF DESCRIPTION OF THE DRAWING

[0006] They show: Fig. 1 a diagram of an example hybrid vehicle, Fig. 2 an electrical diagram of a variable voltage converter and a power inverter, Fig. 3 is a perspective view of an example of a portion of a power module assembly, Fig. 4 a side view of the power module assembly section of Fig. 3, Fig. 5A is a perspective view of an example of a power module showing a power stage and thermal plates removed from a cavity of the power module, Fig. 5B is a front view of a cross-section of the power module of Fig. 5A, Fig. 5C a side view of the power module Fig. 5A, Fig. 6 is a perspective and partially exploded view of an example of a portion of a power module assembly, Fig. 7 is a side view of the power module assembly section of Fig. 6, with sections of the power module removed to show internal components, Fig. 8 is a perspective and partially exploded view of a power module of the power module assembly of Fig. 6, Fig. 9 is a side view of a section of another example of a configuration for a portion of a power module assembly, Fig. 10 is a perspective view of an example of a portion of a power module assembly and Fig. 11 is a partially sectioned side view of the power module assembly portion of Fig. 11. DETAILED DESCRIPTION

[0007] Embodiments of the present disclosure are described 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 may be exaggerated or minimized to show details of particular components. Therefore, specific structural and functional details disclosed herein are not to be interpreted as limiting, but merely as a representative basis for teaching those skilled in the art to variously employ the present disclosure.As will be understood by those of ordinary skill in the art, various features illustrated and described with reference to any of the figures may be combined with features illustrated in one or more other figures to produce embodiments not explicitly illustrated or described. The illustrated feature combinations provide representative embodiments for typical applications. However, various combinations and modifications of the features consistent with the teachings of this disclosure may be desirable for particular applications or implementations.

[0008] An example of a PHEV is in Fig. 1 and is generally referred to herein as a vehicle 16. The vehicle 16 may have a transmission 12 and is, for example, an electric vehicle powered by an electric machine 18 assisted by an internal combustion engine 20. The vehicle 16 may be connectable to an external power grid. The electric machine 18 may be an AC electric motor that is Fig. 1 as a motor 18. The electric machine 18 receives electrical energy and provides torque for vehicle propulsion. The electric machine 18 can also act as a generator for converting mechanical energy into electrical energy through regenerative braking.

[0009] 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 a DC electric motor that is Fig. 1 as a generator 24. Similar to the first electric machine 18, the second electric machine 24 can receive electrical energy and provide output torque. The second electric machine 24 can also act as a generator to convert mechanical energy into electrical energy and optimize power flow through the transmission 12. According to other embodiments, the transmission may not have a power-split configuration.

[0010] The transmission 12 may include a planetary gear unit (not shown) and operate as a continuously variable transmission without fixed ratios or step ratios. The transmission 12 may also include a one-way clutch (OWC) and a generator brake 33. The OWC may be coupled to an output shaft of the engine 20 to control the direction of rotation of the output shaft. The OWC may prevent the transmission 12 from driving the engine 20 in reverse. 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 the output shaft of the second electric machine 24 and the sun gear 28 from rotating. Alternatively, the OWC and 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 drive shaft 46. The drive shaft 46 may be coupled to a pair of drive gears 48 through a differential 50. An output gear (not shown) of the transmission may assist in transferring torque between the transmission 12 and the drive gears 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.

[0011] The vehicle 16 includes an energy storage device such as a traction battery 52 for storing electrical energy. The battery 52 may be an HV battery capable of outputting electrical energy to operate the first electric machine 18 and the second electric machine 24, as described further below. The battery 52 may also receive electrical energy from the first electric machine 18 and the second electric machine 24 when operating as generators. The battery 52 may be a battery pack comprised of multiple battery modules (not shown), each battery module including multiple battery cells (not shown). In other embodiments of the vehicle 16, alternative types of energy storage devices such as capacitors and fuel cells (not shown) are contemplated, which may supplement or replace the battery 52.

[0012] A high-voltage bus may electrically connect the battery 52 to the first electric machine 18 and the second electric machine 24. For example, the vehicle 16 may include a battery energy control module (BECM) 54 for controlling the battery 52. ​​The BECM 54 may receive input indicative of certain vehicle and battery conditions, such as battery temperature, battery voltage, and battery current. The BECM 54 may calculate and estimate parameters of the battery 52, such as battery state of charge (BSOC) and battery capacity (Pcap). The BECM 54 may provide an output that communicates the BSOC and Pcap to other vehicle systems and controllers.

[0013] The vehicle 16 may include a variable voltage DC / DC converter or inverter (VVC) 10 and an inverter 56. The VVC 10 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 step up or increase a voltage potential of the electrical energy provided by the battery 52. ​​The VVC 10 may also step down or decrease the voltage potential of the electrical energy provided by the battery 52. ​​The inverter 56 may convert DC energy supplied from the battery 52 via the VVC 10 into AC energy for operating the respective electric machines 18 and 24. The inverter 56 may also rectify AC energy provided by each of the electric machines 18 and 24 into a DC current for charging the battery 52.In other examples, the transmission 12 may operate with multiple inverters, such as one inverter associated with each of the electric machines 18 and 24. The VVC 10 includes an inductor assembly 14 (further described with reference to FIG. Fig. 2).

[0014] The transmission 12 is shown in communication with a transmission control module (TCM) 58 for controlling the electric machines 18 and 24, the VVC 10, and the 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. The TCM 58 may also monitor electrical parameters (e.g., voltage and current) at various locations within the VVC 10 and the inverter 56. The TCM 58 provides output signals corresponding to this information to other vehicle systems for use.

[0015] The vehicle 16 may include a vehicle system controller (VSC) 60 that communicates with other vehicle systems and controllers to coordinate operations thereof. Although depicted 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.

[0016] The vehicle control devices 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 cooperate with each other to perform vehicle operations. The control device may also include predetermined data or "lookup tables" accessible from the memory, which may be based on calculations and test data. This predetermined data may be used by the control devices to facilitate control of the vehicle operations. The VSC 60 may communicate with other vehicle systems and control devices (e.g., the BECM 54 and the TCM 58) over one or more wired or wireless connections using bus protocols such as CAN and LIN.The VSC 60 may receive an input (PRND, Park Reverse Neutral Drive) representing the current position of the transmission 12 (e.g., Park, Reverse, Neutral, or Drive). The VCS 60 may also receive an input (Accelerator Pedal Position, APP) representing an accelerator pedal position. The VSC 60 may provide outputs to the TCM 58 representing a desired wheel torque, a desired engine speed, and a generator brake command, and may provide contactor control to the BECM 54.

[0017] The vehicle 16 may include an engine control module (ECM) 64 for controlling the engine 20. The VSC 60 provides the ECM 64 with an output such as a desired engine torque, which may be based on a number of input signals, including APP, and may correspond to a driver request to propel the vehicle.

[0018] The battery 52 may periodically receive AC power from an external power supply or from an external electrical grid via a charging port 66. The vehicle 16 may also include an onboard charger 68 that receives AC power from the charging port 66. The charger 68 may have AC / DC conversion capability to convert the received AC power to DC power suitable for charging the battery 52 during a recharging event. Although discussed and described in the context of a PHEV, the inverter 56 may be implemented with other types of electrified vehicles, such as an FHEV or a BEV.

[0019] Fig. 2 shows an example of an electrical schematic of the VVC 10 and the inverter 56. The VVC 10 may include a first switching unit 70 and a second switching unit 72 for boosting the input voltage (V_bat) to provide an output voltage (V_dc). As shown, in the first switching unit 70, a first transistor 74 is connected in parallel with a first diode 76 with their polarities reversed (referred to herein as antiparallel). As shown, in the second switching unit 72, a second transistor 78 is connected in antiparallel with a second diode 80. Each of the transistors 74 and 78 may be a type of controllable switch (e.g., an insulated gate bipolar transistor (IGBT) or a field-effect transistor (FET)). Additionally, each of the transistors 74 and 78 may be individually controlled by the TCM 58.The inductor assembly 14 is illustrated as an input inductor connected in series between the battery 52 and the switching units 70 and 72. The inductor assembly 14 can generate a magnetic flux when a current is applied. When 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 may include alternative circuit configurations (e.g., more than two switches).

[0020] 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 in Fig. 2 only one complete half-bridge 82 is designated), namely three for the motor 18 and three for the generator 24. Each of the half-bridges 82 can have a positive DC supply line 84 coupled to a positive DC node of the battery 52 and a negative DC supply line 86 coupled to a negative DC node of the battery 52. ​​Each of the half-bridges 82 can also have a first switching unit 88 and a second switching unit 90. The first switching unit 88 has a first transistor 92 connected in parallel with a first diode 94. The second switching unit 90 has a second transistor 96 connected in parallel with a second diode 98. The first transistor 92 and the second transistor 96 can 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 energy from the battery 52 into a single-phase AC output on the AC supply line 100. Each of the AC supply lines 100 is electrically connected to the motor 18 or the generator 24. In this example, three of the AC supply lines 100 are electrically connected to the motor 18, and the other three AC supply lines 100 are electrically connected to the generator 24.

[0021] The components of the VVC and the inverter may be heated and / or cooled using a liquid thermal control system and an air thermal control system, or by another method known in the art. In one example of a liquid thermal control system, a thermal plate may be in thermal communication with the components of the VVC or the inverter. A system such as a pressurized system may control the flow of coolant through the thermal plates to assist in the removal of heat from the components, for example, heat generated during voltage conversion. The thermal control system may be configured with and / or assisted by a power module arrangement such that the thermal plates are in thermal communication with the components to facilitate their cooling by the coolant.

[0022] The Fig. 3 and Fig. 4 shows an example of a portion of a power module assembly for use with an electrified vehicle, generally referred to herein as power module assembly 200. Power module assembly 200 may include multiple power modules stacked in an array, with each power module generally referred to herein as power module 202. Each power module 202 may include a power stage 204 supported by a frame 206. Each power stage 204 may include semiconductors, a direct current (DC) terminal, and an alternating current (AC) terminal. Power stage 204 may be adjacent to one or more thermal plates 208. Thermal plates 208 may be in thermal communication with adjacent power stages 204.The frame 206 may orient the thermal plates 208 at a location proximate the power stages 204 to provide a flow path for coolant to assist in regulating thermal conditions of the power stages 204.

[0023] A pair of end plates 210 may be disposed at opposite ends of the array of power modules 202. The end plates 210 may be attached to an adjacent one of the frames 206 and help hold the power modules 202 therebetween. One of the end plates 210 may include an end plate inlet 214. One of the end plates 210 may include an end plate outlet 216. It is contemplated that various configurations are available for the locations of the end plate inlet 214 and the end plate outlet 216. For example, one of the end plates 210 may include both the end plate inlet 214 and the end plate outlet 216. In another example, the end plate inlet 214 and the end plate outlet 216 may be located on different end plates 210.The end plate inlet 214 and the end plate outlet 216 cooperate with a thermal control system of the power module assembly 200 to assist in supplying coolant to and removing coolant from the power modules 202. Each of the end plates 210 may define a recess sized to receive a portion of one of the thermal plates 208.

[0024] Additionally, with reference to the Fig. 5A to 5C, an example of a configuration of one of the power modules 202 is shown. The power modules 202 include a frame 220. The frame 220 may define a first passage 224, a first stage 226, a second passage 228, and a second stage 230. When the power modules 202 are stacked together, the first passages 224 may be at least partially in register with each other, and the second passages 228 may be at least partially in register with each other. Further, the first stages 226 may be aligned with each other to at least partially define a first chamber 234 and a second chamber 236, and the second stages 230 may be aligned with each other to at least partially define a third chamber 238 and a fourth chamber 240.The chambers and stages may be arranged together to define an integrated manifold to assist in supplying coolant to and removing coolant from the thermal plates 208.

[0025] For example, the chambers may open to an inlet and an outlet, such as endplate inlet 214 and endplate outlet 216. In this example, first chamber 234 may be open to endplate inlet 214 to receive coolant therefrom. Aligned stages 226 may be arranged with endplate inlet 214 such that steps 226 influence a momentum of coolant flowing between first chamber 234 and second chamber 236. For example, coolant transferred between first chamber 234 and second chamber 236 may contact aligned first stages 226. Similarly, coolant transferred between third chamber 238 and fourth chamber 240 may contact aligned second stages 230.This contact may disrupt coolant flow characteristics, such as velocity, to promote a more uniform coolant flow into the second chamber 236 and subsequently into the thermal plates 208 to assist in controlling the thermal conditions of the power stages 204, as will now be described.

[0026] Each of the frames 220 may include a pair of extension members 242 extending from an upper portion of the frame 220. The extension members 242 may define a power stage cavity therebetween. 246. The power stage cavity 246 may be sized to accommodate one of the power stages 204 and also to provide clearance for components thereof that extend from the power stages 204. For example, each power stage 204 may have two sets of signal pins 250, a DC terminal 252 (positive and negative terminals), and an AC terminal 254. The signal pins 250 may be connected to a gate driver board (not shown). The DC terminal 252 may be connected to a capacitor module (not shown). The AC terminal 254 may be connected to an electrical machine (not shown). Heat may be generated during operation of the components of the power stages 204, which may impair functionality and operational effectiveness.The thermal plates 208 can help dissipate generated heat to promote consistent operation and output of the power stages 204 and their components.

[0027] For example, the extension members 242 may each define cavities or cutouts sized to accommodate the thermal plates 208, or at least a portion thereof. The thermal plates 208 may be in thermal communication with the adjacent power stage 204 when located in their respective cavities. The thermal plates 208 may also be configured for fluid communication with the second chamber 236 and the third chamber 238. The arrangement of the chambers and the thermal plates 208 provides a flow path for coolant to move near the power stages 204 to assist in regulating their thermal conditions.In another example, the extension elements 242 may define features on the surfaces of the cavities of the extension elements 242 to assist in directing coolant flowing therethrough, such that a thermal plate is defined by the frame 220.

[0028] The Fig. 6 and Fig. 7 shows another example of a portion of a power module assembly, generally referred to herein as power module assembly 300. The power module assembly 300 may include multiple power modules stacked in an array, with each power module generally referred to herein as a power module 302. Each power module 302 may include a power stage 304 supported by a frame 306. Each power stage 304 may include semiconductors, a direct current (DC) connector, and an alternating current (AC) connector. The power stage 304 may be adjacent to one or more thermal plates 308. The thermal plates 308 may be in thermal communication with adjacent power stages 304. The frame 306 may orient the thermal plates 308 at a location proximate the power stages 304 to provide a flow path for coolant to assist in managing the thermal conditions of the power stages 304.

[0029] A pair of end plates 310 may be disposed at opposite ends of the array of power modules 302. The end plates 310 may be attached to an adjacent one of the frames 306 and help hold the power modules 302 therebetween. One of the end plates 310 may include an end plate inlet 314. One of the end plates 310 may include an end plate outlet 316. It is contemplated that various configurations are possible for the locations of the end plate inlet 314 and the end plate outlet 316. For example, one of the end plates 310 may include both the end plate inlet 314 and the end plate outlet 316. In another example, the end plate inlet 314 and the end plate outlet 316 may be located on different end plates 310.The end plate inlet 314 and the end plate outlet 316 cooperate with a thermal control system of the power module assembly 300 to assist in supplying coolant to the power modules 302 and removing coolant from the power modules 302.

[0030] For example, the end plate inlet 314 may open into a manifold 320. The manifold 320 may have an inlet chamber 324 and an outlet chamber 326. The end plate outlet 316 may open into the outlet chamber 326. The manifold 320 may be sized for placement within a cavity defined by the frames 306 of the power modules 302. For example, and as further described in Fig. 8, each frame 306 may define a passage 330. When the power modules 302 are stacked together, the passages 330 may be at least partially registered with each other to form a manifold cavity 334 (in Fig. 6) to receive the manifold 320 to support the supply of coolant to the thermal plates 308. Directional arrows in Fig. 8 shows an example of a coolant flow pattern within the thermal plates 308.

[0031] For example, the manifold 320 may define a plurality of manifold outlets 336 in the inlet chamber 324 and a plurality of manifold inlets 338 in the outlet chamber 326. The manifold outlets 336 may open to respective inlets 335 of the thermal plates 308 or to coolant channels between the power stages 304, allowing coolant to flow therethrough. The thermal plates 308 may define outlets 340 to assist in supplying coolant to the outlet chamber 326 after it passes through the thermal plate 308.

[0032] Fig. 9 shows, in cross-section, another example of a configuration for a portion of a power module assembly, generally referred to as power module assembly 400. An inlet chamber 424 of a manifold may define an opening 426 that is in fluid communication with channels 430 defined between power stages 434 so that the coolant can enter the channels 430. The inlet chamber 424 may extend along only a portion of the length of the power module assembly 400 so that the opening 426 can be disposed at a substantially central location with respect to the power module assembly 400. An outlet chamber (not shown) of the manifold may receive the coolant after it has flowed through the channels 430. In this example, the channels 430 may provide a flow path similar to that of the thermal plates 308 described above ( Fig. 9 shows only portions of the channels 430, although it should be understood that the channels 430 may be configured to provide a coolant path similar to that of the thermal plates 308. Additionally, the channels 430 may include features such as extrusions or steps to direct coolant flow within the channels 430 to promote thermal communication with adjacent power stages 434. For example, the channels 430 may have edges offset from each other on opposite sides of the respective channel 430 and spaced apart along the channel 430. Each of the channels 430 may be a multi-pass channel.

[0033] The Fig. 10 and Fig.11 illustrate another example of a configuration for a portion of a power module assembly, generally referred to herein as power module assembly 500. In this example, a manifold is disposed beneath a power module stack including a plurality of power module assemblies 506 (shown in phantom to indicate underlying components). The manifold may define or include an inlet 510 in fluid communication with a first chamber 512 and a second chamber 514. A first stage 518 may be located within the second chamber 514 and at least partially subdivide the second chamber 514. A first screen 522 may be located upstream of the second chamber 514. Each of the plurality of first openings 526 may be located upstream of the first screen 522 and open to a channel (not shown) of the power module assembly 506.The channel may be configured to direct coolant flow adjacent a power stage (not shown) of the power module assembly 506. Each of the plurality of second openings 530 may be located downstream of the respective channels. A second screen 534 may be located downstream of the respective second opening 530 and open to a third chamber 536. A second stage 538 may be located within the third chamber 536 and at least partially subdivide the third chamber 536. The third chamber 536 may be in fluid communication with a fourth chamber 542, which may be open to an outlet 546.

Claims

[1] A vehicle power module assembly (200) comprising a stacked array of frames (220) each defining a first passage (224) and a first stage (226) and stacked such that the first passages (224) are at least partially in register with each other and the first stages (226) are aligned to define a manifold cavity, a power stage cavity (246) each having a power stage (204) and a plurality of outlets open to the respective first passages (224) and oriented with respect to the power stage cavities (246) for transferring coolant therebetween, and an inlet manifold having a first chamber (234) and a second chamber (236) extending a length of the array and partially open to each other such that the stages affect a momentum of the coolant moving from the first chamber (234) to the second chamber (236). [2] The assembly (200) of claim 1, further comprising a pair of end plates (210) disposed at either end of the array and adapted to hold the frames (206) therebetween, one of the end plates (210) defining an inlet (214) open to the first chamber (234). [3] The assembly (200) of claim 1 or 2, wherein each frame (206) further defines a second passage (228) and a second stage (230), and wherein the frames (206) are further stacked such that the second passages (228) are at least partially in register with each other and the second stages (230) are aligned to define an outlet manifold having a third chamber (238) and a fourth chamber (240) extending a length of the array and partially opening toward each other such that the second stages (230) affect a momentum of the coolant moving from the third (238) to the fourth chamber (240). [4] The assembly (200) of claim 3, further comprising a pair of end plates (210) disposed at either end of the array and adapted to retain the frames (206) therebetween, one of the end plates defining an outlet (216) open to the fourth (240) chamber. [5] The assembly (200) of any of claims 3 or 4, wherein each of the frames (206) further defines a pair of channels extending from the second passage (228) and each having a first opening open to the second chamber (236) and a second opening open to the third chamber (238), the channels being arranged together to define a power stage cavity (246) therebetween. [6] An assembly (200) according to any preceding claim, wherein each of the frames (206) further defines a pair of channels extending from the inlet manifold, one of which has an opening open to the second chamber (236), and wherein the channels are arranged together to define a power stage cavity (246) therebetween. [7] Arrangement (200) according to one of the preceding claims, further comprising: a pair of thermal plates (208) each defining an opening open to the second chamber (238) and arranged together to define a power stage cavity (246) therebetween, and a power stage (204) disposed within the power stage cavity (246).

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