Power electronics system for wirelessly transmitting electrical energy to or from a vehicle

Abstract

The invention relates to a power electronics system (1) for wirelessly transmitting electrical energy to or from a vehicle (2), comprising: • a power transmission resonant circuit (23); • a power electronics unit (25) for charging or discharging a traction battery (5); • a converter (24) for exchanging electrical energy between the power transmission resonant circuit (23) and the power electronics unit (25), the converter having an AC voltage at the power transmission resonant circuit (23) and a DC voltage at the power electronics unit (25); • a first structural unit (41) in a first housing (61) and a second structural unit (42) in a second housing (62), wherein the first structural unit (41) and the second structural unit (42) are connected to each other by a connecting line (43) for transmitting electrical energy.

Description

[0001] POWER ELECTRONIC SYSTEM FOR WIRELESS TRANSMISSION OF ELECTRICAL ENERGY TO OR FROM A VEHICLE

[0002] The invention relates to the field of supplying vehicles with electrical energy. It relates in particular to a power electronic system for wirelessly transmitting electrical energy to or from a vehicle according to the preamble of claim 1.

[0003] Common inductive charging systems for electric vehicles typically consist of a ground pad module (GPM) and a vehicle-side car pad module (CPM), between which energy is inductively exchanged, for example, to charge a vehicle battery, particularly a traction battery, or to supply energy from the vehicle battery to the power grid. The CPM of the inductive charging system generally comprises the following basic electronic units: an electronic unit containing high-voltage power electronics, low-voltage electronics, EMC filters, functional components for communication and positioning, cooling, etc.

[0004] Magnetic / antenna unit comprising coil / strand, ferrites, coil carrier, etc.

[0005] Both units, with all their components, are integrated into the CPM as a single module, which is mounted / removed as a whole under the vehicle and connected to the vehicle via appropriate electrical interfaces (e.g., integration into the CAN bus, coupling with the vehicle battery, etc.). WO 2023 / 094266 Al (Brusa Elektronik AG) discloses a charging system for charging a vehicle's high-voltage battery. The charging system includes both an onboard charger (OBC), which is powered via a charging cable, and an inductive charger. According to the invention, the two chargers share certain battery-side components, such as a rectifier and a filter. This necessitates that the chargers be matched to each other and that their control during operation be coordinated.This means that the development of the inductive charger requires correspondingly complex planning and coordination with each vehicle manufacturer regarding redundant components and the integration of the controls.

[0006] US 10875417 B2 (Wytricity) discloses an inductive charger in which the operation of a stationary coil, its power supply unit, and / or a vehicle-side coil and associated power electronics is controlled based on a temperature measurement by reducing the transmitted power when the temperature is too high. Figure 1 shows a schematic representation of vehicle-side components, but this cannot be understood as a technical teaching because a battery (104) is depicted much smaller than the power electronics (126) for supplying the battery. Therefore, it is clear to those skilled in the art that Figure 1 is not a realistic representation of the spatial relationship between the depicted elements.

[0007] US 10065516 B2 (Robert Bosch GmbH) describes an inductive charger with a charging coil and resonant capacitors in a single housing, and a separate electronic unit with a rectifier. The housing can be mounted on a road surface or on the underbody of the vehicle. Connecting leads for the resonant capacitors form part of the charging coil. This eliminates the need for transmission lines and enables an integrated, compact design. A disadvantage of previous implementations as a single module is the required installation space. The available space under the vehicle is very limited, as it already houses the vehicle's large battery and various mechanical components such as the vehicle suspension.

[0008] Furthermore, there are safety-related aspects that must be considered. For example, damage to the power electronics components should be prevented if the vehicle collides with an obstacle, such as an object on the road, a bollard, or similar.

[0009] Discharge circuits should also typically be incorporated into the CPM's electronics to ensure safe voltage discharge in the event of an accident or during work on the module. Furthermore, the CPM must meet specific requirements regarding insulation and electromagnetic compatibility (EMC). It must have appropriately designed insulation suitable for high-voltage operation. EMC filters are used to attenuate electromagnetic interference. These are located at the CPM's circuit output and serve to minimize the transmission of interference from the circuit to the battery. The necessary measures, such as reinforced housings, insulation and circuit designs, the use of EMC filters, discharge circuits, etc., are complex and therefore expensive.

[0010] The object of the invention is to create a power electronic system of the type mentioned above which eliminates one of the disadvantages of the prior art and / or has advantages with regard to one or more of the aspects of safety, applicability, reduction of the number of components and integration into an existing vehicle system.

[0011] At least one of these problems is solved by a power electronic system with the features of claim 1. The power electronic system serves for the wireless transmission of electrical energy to and / or from a vehicle, wherein the vehicle has a traction battery. The power electronic system comprises the following units:

[0012] • a power transmission coil;

[0013] • one or more resonant capacitances that form a power transmission resonant circuit with the power transmission coil;

[0014] • a power electronics unit for charging the traction battery or for drawing energy from the traction battery;

[0015] • a converter for exchanging electrical energy between the power transmission resonant circuit and the power electronics unit, with an alternating voltage at the power transmission resonant circuit and a direct voltage at the power electronics unit;

[0016] • a first assembly in a first housing and a second assembly in a second housing, wherein the first assembly and the second assembly are connected to each other by a connecting line for transmitting electrical energy.

[0017] The first and second modules together form a charging module that implements vehicle-side components of an inductive charging system. The charging module can have its own control unit.

[0018] This makes it possible to house the power electronics unit completely separate from the coil / magnet unit in the vehicle. However, it is also conceivable to implement the power electronics unit as a separate, independent module, so that all certifications only need to be carried out for this module, rather than having the entire charging module, typically a CPM, certified separately for each vehicle manufacturer, which would result in significantly more effort and costs. Furthermore, it can be advantageous to position the power electronics unit as close as possible to the coil / magnet unit, potentially allowing the connecting cable to be as short as possible or even eliminated entirely.

[0019] The charging module's control unit typically has the following functions:

[0020] • Measurement of voltages, currents and temperatures in the charging module.

[0021] • Receiving requests from external sources, i.e., from units outside the charging module, in particular specifications or charging management data, especially target values ​​regarding power to be transferred. • Receiving status information from external sources.

[0022] • Control and regulation of the charging module according to the measurements and the externally specified requirements and status information.

[0023] • Control of the electronic power switches of the charging module, in particular the power electronics unit.

[0024] Status information can be one or more of the following:

[0025] • Driving condition of the vehicle, in particular whether the vehicle is moving or stationary and / or whether the parking brake is engaged or released.

[0026] • Position data indicating whether the vehicle (CPM) is correctly positioned via GPM to begin charging and / or to ensure the best possible inductive power transfer.

[0027] • Charging operation with on-board charger active or inactive.

[0028] • Traction battery temperature. Traction battery charge level.

[0029] • Setpoint values ​​for the power to be transmitted can refer to power during charging or regenerative braking. • Setpoint values ​​for the power to be transmitted can be specified as absolute values ​​(e.g., in kW), relative values ​​(e.g., as a percentage of a reference power), or as a control signal (normalized with respect to a system-specific reference). In some embodiments, the power electronic system can implement a charging operation. In this mode, the power transfer coil absorbs energy from an oscillating electromagnetic field and generates an alternating current. From this, the inverter, operating as a rectifier, generates a direct current. From this, the power electronics unit generates a direct current to charge the traction battery.

[0030] In some embodiments, the power electronic system can implement regenerative braking. The power electronics unit draws direct current from the traction battery and generates a direct current to power the inverter. The inverter, operating as a power inverter, then converts this direct current into alternating current. From this alternating current, the power transfer coil generates an oscillating electromagnetic field.

[0031] In some embodiments, the power electronic system is designed for a unidirectional power flow. In particular, it can only implement charging operation. In this case, the converter can be configured as a rectifier. Alternatively, it can only implement regenerative braking operation. In this case, the converter can be configured as an inverter.

[0032] The power electronics unit is therefore typically a DC-DC converter. Depending on the design, it is configured for either unidirectional or bidirectional power flow.

[0033] The first assembly with the first housing and the second assembly with the second housing are designed to be mounted independently of each other and in separate locations within or on the vehicle. They are typically designed to be manufactured and transported independently of each other. In embodiments, the first assembly includes at least the power transmission coil, and the second assembly includes at least the power electronics unit.

[0034] This reduces the volume of the first module and offers more options for positioning the first housing on the underbody of the electric vehicle. The flat power transmission coil with its ferrites is significantly smaller in height than a conventional CPM design with all its components in a single module. Furthermore, high-performance electronics can be located in the second module, away from the first. This reduces the risk of damage to the first module in the event of a collision, as no high-voltage components are unintentionally exposed. In some variants, high-quality and therefore expensive cables for a high-voltage connection between the first and second modules can be omitted. Any necessary high-voltage insulation is only required for the connection between the coil and the resonant capacitors.

[0035] In certain embodiments, the positioning (POS module) and / or data transmission (WLAN module) components are arranged in the first unit. This ensures short and stable transmission paths for the positioning process and communication between the CPM and the GPM.

[0036] In embodiments, power electronic components of a drive train of the electric vehicle are arranged in the second housing, in particular a drive inverter.

[0037] In embodiments, the second component located in the second housing and the power electronic components of the drive train share common cooling and / or common electromagnetic shielding. In embodiments, a control unit for the first and second components is located in the second housing.

[0038] The control unit can be located outside or inside the second assembly.

[0039] The second housing can be one provided by the vehicle or powertrain manufacturer to accommodate individual powertrain components, such as a drive inverter (traction inverter), and optionally its control unit. This housing can therefore be supplied by the manufacturer and is designed to potentially accommodate the second component at a later date. The components housed within the enclosure, i.e., those of the powertrain as well as those of the charging module, can share common cooling and / or common electromagnetic shielding and / or insulation.

[0040] This makes it possible to implement the second unit without its own coolant supply or cooling system and / or without its own electrical shielding. Integrating the charging module, and especially the second unit, into vehicle systems is essentially defined by the required installation space within the second housing, by mounting or attachment points for installing the second unit, and optionally by the need for cooling capacity, as well as by electrical connections for power transmission and communication. In all other respects, the charging module and the powertrain are implemented separately. This applies particularly to the power electronics of the drive inverter and the power electronics unit, and especially also to the control of the drive inverter and the control of the power electronics unit.In some embodiments, the power electronics unit is connected to the traction battery via existing EMC filters of the drive inverter, in particular via a smoothing capacitor.

[0041] By integrating the EMC filters, a separate discharge circuit for the CPM's EMC filters, which is necessary for discharging the EMC filter's capacitance in the event of a crash and for maintenance purposes, can also be dispensed with.

[0042] In some embodiments, the second housing is located inside the vehicle and above the vehicle floor, for example in the area of ​​a rear seat.

[0043] In embodiments, at least one of the following is arranged in the first housing: • a positioning antenna, in particular an antenna of a UWB positioning module; and

[0044] • an antenna for data transmission, in particular an antenna of a WLAN module.

[0045] In some embodiments, a UWB (Ultra Wide Band) positioning module and / or a WLAN module are arranged in the first housing.

[0046] In embodiments, the second component includes the power electronics unit, the converter and at least one or more resonant capacitances.

[0047] This design requires the least space under the vehicle. Only the first housing, containing the power transmission coil and its magnetic field guide elements (typically ferrite elements), remains there. This allows the first housing to be very flat. The other components of the CPM, i.e., the charging module, are housed in the second housing. Since this variant contains no components requiring active cooling in the first housing, conventional fluidic cooling of the first unit is unnecessary. For cooling - 10 -

[0048] The second component can utilize existing cooling in the second housing. Preferably, the connecting line between the power transmission coil and the resonant capacitors is designed to transmit the highest AC voltages / currents of the system, for example, AC 1.4 kV / 70 A.

[0049] In some versions, the connecting line is formed by high-frequency strands.

[0050] High-frequency litz wire, also called RF litz wire, is a wire consisting of a large number of fine wires, usually insulated from each other by varnish. Typically, the wires are interwoven in such a way that, on average, each individual wire occupies as many positions as possible within the overall cross-section of the wire.

[0051] In some embodiments, the first component unit does not have active cooling.

[0052] In its various forms, the first component unit comprises the power transmission coil, which includes at least one or more resonant capacitors and the converter, and the second component unit comprises the power electronics unit.

[0053] In this embodiment, the length of the expensive high-frequency litz wire connection can be significantly reduced. This connection is only used for the short transmission path between the coil and the resonant capacitors, so power losses are very low here as well. A high-frequency litz wire connection is not required from the converter or rectifier onwards. From this point, rectified voltage / current is transmitted to the power electronics in the second unit in the second housing, for example, pulsed 600 V at 26 A. For this, a more economical cable (e.g., solid wire) can be used, resulting in a corresponding cost reduction. The power losses in this cable are also very low. In some embodiments, the connection is made of solid wire.

[0054] In various configurations, the connecting cable is designed to be insulated at low voltage.

[0055] Typically, this means that the insulation is designed for alternating voltages below 1000 volts.

[0056] Following general conventions, the boundary between low voltage and high voltage is understood to be a voltage of 1,000 volts alternating current (AC) and 1,500 volts direct current (DC).

[0057] Regarding the term "direct current" (DC), it's important to note that this also includes pulsating DC voltages. Such a voltage flows in only one direction (positive or negative). Its voltage value fluctuates periodically but never falls below zero (in the case of positive voltage) or above zero (in the case of negative voltage). It consists of a DC component and a superimposed AC component, also known as ripple. A typical example of a pulsating AC voltage is the output voltage of a rectifier without smoothing or with incomplete smoothing.

[0058] In its various forms, the first component unit features active cooling.

[0059] This allows the converter or rectifier of the first unit to be cooled in the first housing.

[0060] In various configurations, the first unit comprises the power transmission coil and at least one or more resonant capacitors, while the second unit comprises the inverter and the power electronics unit. Integrating the resonant capacitors into the first unit significantly reduces the required installation space under the vehicle for the first housing compared to the previous implementation of the charging module as a single CPM module. The high-quality connecting cable (high-frequency stranded wire, insulated from each other) between the power transmission coil and the resonant capacitors (here, for example, for transmitting AC 1.4 kV / 70 A) can be very short, resulting in very low power losses in this cable. The relatively long connecting cable between the first and second housings can be made of individual strands, particularly high-frequency stranded wire, to further reduce losses.If a certain level of power loss is accepted, this line can be made of solid wire, for example, to reduce costs. In some configurations, it is designed for the transmission of relatively low alternating voltages and currents, for example, 600 V / 26 A AC.

[0061] In some embodiments, the connecting line is formed by high-frequency litz wires.

[0062] In some versions, the connecting line is formed by solid wire.

[0063] In its various configurations, the first assembly unit does not feature active cooling.

[0064] Further preferred embodiments are evident from the dependent patent claims.

[0065] The invention will now be explained in more detail with reference to preferred embodiments, which are illustrated in the accompanying drawings. Figure 1 schematically shows a side view of an electric vehicle;

[0066] Figure 2 shows the structure of a charging module;

[0067] Figure 3 shows a side view of an electric vehicle with a charging module with separate components;

[0068] Figure 4 shows a spatial division of units of the charging module into separate building units according to a first variant;

[0069] Figure 5 shows a spatial division of units of the charging module into separate building units according to a second variant;

[0070] Figure 6 shows a spatial division of units of the charging module into separate building units according to a third variant.

[0071] The reference symbols used in the drawings and their meanings are summarized in the reference symbol list. Generally, identical parts in the figures are labeled with the same reference symbols.

[0072] Figure 1 shows a schematic side view of an electric vehicle 2 above a charging station 3 for inductive power transfer, which is located outside the electric vehicle 2 and includes a transmitter for transmitting an oscillating magnetic field. Above the charging station 3, which can also be referred to as a ground pad module (GPM), a wireless charging module 4 for charging a high-voltage battery or traction battery 5 of the electric vehicle 2 is arranged inside the electric vehicle 2. The wireless charging module 4 can also be referred to as a vehicle module or car pad module (CPM). The ground pad module 3 and the vehicle module 4 together form an inductive charging system 10 for the electric vehicle 2. The figure shows a conventional charging module 4 as a single unit comprising all components of the charging module 4. These are:

[0073] • An electronics unit with high-voltage (HV) power electronics, low-voltage (LV) electronics, EMC filter, functional components for communication and positioning, housing, cooling, etc. • A magnetic / antenna unit with coil or wire, ferrites, coil holder, etc.

[0074] Both units with all their components are combined in the conventional CPM as one module, which is mounted / dismounted as a whole under the vehicle and connected to the vehicle via appropriate electrical interfaces, for example by integration into CAN bus, coupling with the traction battery 5 etc.

[0075] Figure 2 shows a structure of the power-transmitting components of a charging module 4: a power transmission coil 21, together with resonant capacitors 22, forms a power transmission resonant circuit 23. The power transmission coil 21 typically has ferrite elements for guiding the magnetic flux. During charging, a voltage appearing at the power transmission resonant circuit 23 is rectified in a rectifier, generally referred to as a converter 24. A corresponding pulsating DC voltage feeds a power electronics unit 25, which generates a DC voltage for charging the traction battery 5. An EMC filter 26 is typically connected between the power electronics unit 25 and the traction battery 5. This filter may include at least one smoothing capacitor for smoothing the DC voltage at the traction battery.In regenerative operation, the power electronics unit 25 is operated in reverse, and the converter 24 is operated as an inverter. In this mode, it has controlled semiconductor switches instead of the diodes shown in Figure 2.

[0076] Figure 3 shows a side view of an electric vehicle 2 with a charging module 4 comprising separate components. The charging module 4 is part of a power electronic system 1 of the electric vehicle 2. A first component 41 of the charging module 4 is arranged in a first housing 61 on the underbody of the electric vehicle 2. A second component 42 is arranged in a second housing 62 inside the vehicle, for example under or behind a rear seat, and is connected to the first component 41 via a connecting cable 43.

[0077] The following figures show different variants of a spatial division of units of the charging module 4 between the first assembly 41 and the second assembly 42. In each case, the first assembly 41 is arranged in the first housing 61 and the second assembly 42 in the second housing 62, which is only shown in figure 5, but is the case for all embodiments.

[0078] Depending on where the separation between the first construction unit 41 and the second construction unit 42 takes place, specific requirements arise for the connecting line 43. The connecting line must – depending on the variant:

[0079] • designed to transmit alternating voltage / current (85 kHz) from the coil to the remote resonant capacitances 22 (to form the necessary resonant circuit 23);

[0080] • designed for the transmission of alternating voltage / current (85 kHz) from the power transmission resonant circuit 23 to the remote power electronics unit 25; or

[0081] • designed for data transmission between a WLAN module 67 and / or a U WB positioning module 66 and corresponding LV components for signal processing.

[0082] When dealing with high alternating voltages and currents, so-called skin and proximity effects come into play in the connecting cable. Both effects lead to high power losses and mutual interference within the cables. Therefore, in these cases, the connecting cable should not consist of a solid material, but rather of a multitude of individual high-frequency strands that are insulated from each other.

[0083] Figure 4 shows a spatial division of the charging module 4 into separate units according to a first variant. Only the power transmission coil 21 is located in the first unit 41. The remaining units, starting with the resonant capacitors 22, are located in the second unit 42. This includes low-voltage components such as the control unit 44. Since this variant contains no components requiring active cooling in the first unit 41, fluidic cooling of the first unit 41 is unnecessary. This variant achieves the smallest possible installation space under the vehicle.

[0084] The connecting line 43 is designed as an example for transmitting an alternating voltage of 85 kHz at 1400 V and 70 A.

[0085] Figure 5 shows a spatial division of the charging module 4 units into separate modules according to a second variant. The power transmission resonant circuit 23 and the inverter 24 are arranged in the first module 41. The remaining power electronics unit 25 is arranged in the second module 42. The length of the high-quality connecting cable between the power transmission coil 21 and the resonant capacitors 22 is minimized. From the inverter 24 onwards, a connecting cable 43 made of high-frequency stranded wire is not required. From this point, rectified voltages and currents (e.g., pulsed 600 V / 26 A) are transmitted to the power electronics unit 25 in the second module 42 in the second housing 62. For this purpose, a cost-effective cable, e.g., made of solid wire, can be used, resulting in a corresponding cost reduction compared to the first variant. The power losses in this cable are also very low.In this variant, however, active cooling must be provided for the first assembly unit 41, for the rectifier or converter 24. This variant achieves minimal power loss in the charging module 4.

[0086] The connecting line 43 is designed as an example for transmitting an alternating voltage of 170 kHz at 600 V and 26 A.

[0087] The figure shows the first housing 61 and the second housing 62. In the first housing 61, in addition to the first component 41, an optional UWB positioning module 66 and / or a WLAN module 67 is arranged, or only an antenna of each such module. A UWB positioning module 66 is used, for example, for positioning relative to the GPM. A WLAN module 67 is used, for example, for communication with the GPM. In the second housing 62, in addition to the second component 42 and its control unit 44, a cooling unit 64 and other power electronic components, such as a drive inverter 63, can be arranged. The cooling unit 64 can be arranged to cool the power electronics unit 25 and the other power electronic components.

[0088] The first housing 61 and second housing 62 and the other components arranged therein, such as the control unit 44, cooling unit 64 and shielding unit 65, are also present in the embodiments shown in Figures 4 and 6, but for the sake of simplicity not all of them are shown there.

[0089] Figure 6 shows a spatial division of the charging module 4 units into separate modules according to a third variant. The power transfer coil 21 and the resonant capacitors 22 are arranged in the first module 41, thus forming the power transfer resonant circuit 23. The remaining units from the inverter 24 onwards are arranged in the second module 42. The length of the high-quality connecting cable between the power transfer coil 21 and the resonant capacitors 22 is minimized here as well. However, special requirements may arise for the relatively long connecting cable 43 between the first module 41 and the second module 42: If power losses are to be kept as low as possible, this cable should be made of individual strands to prevent the skin effect.If a certain level of power loss is accepted, this line can also be designed as a cost-effective option, for example as a solid wire.

[0090] Connecting line 43 is designed, by way of example, to transmit a (comparatively low) alternating voltage of 85 kHz at 600 V and 26 A. REFERENCE SYMBOL LIST

[0091] 1 Power electronic system

[0092] 2 electric vehicles

[0093] 3 floor module

[0094] 4 charging modules

[0095] 5 traction batteries

[0096] 10 inductive charging system

[0097] 21 Power transmission coil

[0098] 22 Resonance capacity

[0099] 23 Power transmission resonant circuit 24 Inverter

[0100] 25 Power electronics unit

[0101] 26 EMC filters

[0102] 41 first construction unit

[0103] 42 second building unit

[0104] 43 Connecting line

[0105] 44 Control

[0106] 61 first case

[0107] 62 second case

[0108] 63 drive inverters

[0109] 64 Cooling

[0110] 65 Shielding

[0111] 66 UWB positioning module

[0112] 67 WLAN module

Claims

PATENT CLAIMS 1. Power electronic system (1) for wirelessly transmitting electrical energy to and / or from a vehicle (2), wherein the vehicle has a traction battery (5); wherein the power electronic system (1) comprises: • a power transmission coil (21); • one or more resonant capacitances (22) which form a power transmission resonant circuit (23) with the power transmission coil (21); • a power electronics unit (25) for charging the traction battery (5) or for drawing energy from the traction battery (5); • a converter (24) for exchanging electrical energy between the power transmission resonant circuit (23) and the power electronics unit (25), with an alternating voltage at the power transmission resonant circuit (23) and a direct voltage at the power electronics unit (25); • a first component unit (41) in a first housing (61) and a second component unit (42) in a second housing (62), wherein the first component unit (41) and the second component unit (42) are connected to each other by a connecting line (43) for transmitting electrical energy, 2. Power electronic system (1) according to claim 1, wherein the first assembly (41) comprises at least the power transmission coil (21) and the second assembly (42) comprises at least the power electronics unit (25).

3. Power electronic system (1) according to one of the preceding claims, wherein the second housing (62) contains power electronic components (63) a drive train of the electric vehicle (2) are arranged, in particular a drive inverter (63).

4. Power electronic system (1) according to claim 3, wherein the second assembly (42) arranged in the second housing (62) and the power electronic components of the drive train have common cooling (64) and / or common electromagnetic shielding (65).

5. Power electronic system (1 ) according to one of the preceding claims, wherein a control (44) of the first assembly (41) and the second assembly (42) is arranged in the second housing (62).

6. Power electronic system (1) according to one of the preceding claims, wherein at least one positioning antenna, in particular an antenna of a UWB positioning module (66), is arranged in the first housing (61); and an antenna for data transmission, in particular an antenna of a WLAN module (67).

7. Power electronic system (1) according to one of claims 1 to 6, wherein the second assembly (42) comprises the power electronics unit (25), the converter (24) and the at least one or more resonant capacitances (22).

8. Power electronic system (1) according to claim 7, wherein the connecting line (43) is formed by high-frequency litz wires.

9. Power electronic system (1) according to claim 7 or 8, wherein the first assembly (41) does not have active cooling.

10. Power electronic system (1) according to any one of claims 1 to 6, wherein the first assembly (41) comprises the power transmission coil (21) comprising at least one or more resonant capacitors (22) and the converter (24), and the second assembly (42) comprises the power electronics unit (25).

11. Power electronic system (1) according to claim 10, wherein the connecting line (43) is formed by solid wire.

12. Power electronic system (1) according to claim 10 or 11, wherein the insulation of the connecting line (43) is designed for low voltage.

13. Power electronic system (1) according to claim 10 or 11 or 12, wherein the first assembly (41) has active cooling.

14. Power electronic system (1) according to any one of claims 1 to 6, wherein the first assembly (41) comprises the power transmission coil (21) and the at least one or more resonant capacitances (22), and the second assembly (42) comprises the converter (24) and the power electronics unit (25).

15. Power electronic system (1) according to claim 14, wherein the connecting line (43) is formed by high-frequency litz wires.

16. Power electronic system (1) according to claim 10, wherein the connecting line (43) is formed by solid wire.

17. Power electronic system (1) according to claim 7 or 8, wherein the first assembly (41) does not have active cooling.

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