WO2025196062A1 - Compact power electronics device for an electric or hybrid vehicle - Google Patents

Abstract

The invention relates to a power electronics device for an electric or hybrid vehicle, including: - a power inverter (3), capable of supplying an electric motor of the vehicle with alternating current when it is connected to a high-voltage battery of the vehicle; - a DC-DC converter (2) capable of supplying power to an on-board network of the vehicle when it is connected to the high-voltage battery; - a charger (5) capable of recharging the high-voltage battery from an alternating current supplied by a terminal external to the vehicle; and - a housing (1) accommodating the power inverter (3), the DC-DC converter (2) and the charger (5).

Description

Description

Title of the invention: Compact power electronics device for electric or hybrid vehicle

[0001] The present invention relates to the fields of electrotechnics and mechanics, and more specifically concerns a power electronics box for an electric or hybrid vehicle.

[0002] Such a vehicle comprises several power electronic components, including in particular an inverter for transforming the direct current supplied by a high-voltage battery of the vehicle into an alternating current to power an electric motor of the vehicle, capable of ensuring its movement. This inverter also converts the alternating current produced during braking by the electric motor into a direct current to recharge the high-voltage battery.

[0003] Another power component of such a vehicle is a direct current - direct current converter, capable of lowering the high voltage supplied by the high voltage battery, generally of the order of 400 to 800V, to a low voltage, generally of the order of 14V, making it possible to supply an on-board network of the vehicle, to which in particular the vehicle's computers are connected. This power supply is generally auxiliary to a power supply of the on-board network supplied by a low voltage battery of the vehicle, for example a lead battery, which can use the direct current - direct current converter to recharge itself or in the opposite direction to recharge the high voltage battery.

[0004] Finally, since the high-voltage battery needs to be regularly recharged, the electric or hybrid vehicle generally includes a charger, allowing the alternating current supplied by an external charging terminal to be converted into a direct current capable of recharging the high-voltage battery.

[0005] In order to enable the high-voltage battery to be recharged by an external direct current charging terminal, the electric or hybrid vehicle may include relays capable of directly electrically connecting the charging terminal to the high-voltage battery, or, when a voltage increase is necessary, to a voltage booster itself connected to the high-voltage battery.

[0006] All these power components are bulky and generally dispersed within separate casings in an engine compartment of the vehicle. In particular, the inverter is generally placed close to the electric motor while the charger is generally arranged between a vehicle charging socket and the high-voltage battery. This dispersion of the power components facilitates their thermal and electromagnetic management, to the detriment of the compactness of all the components of vehicle power. In addition, the multiplication of casings leads to a multiplication of parts necessary for their arrangement in the vehicle, in particular their fastening devices. The mass and cost of such arrangements are therefore significant. The architecture of the vehicle's cooling system and wiring system is further complicated by this dispersion of power electronic components.

[0007] There is therefore a need for an arrangement of the electronic power components of an electric or hybrid vehicle that is compact, lightweight and inexpensive.

[0008] To this end, the invention proposes a power electronics device for an electric or hybrid vehicle, comprising:

- a power inverter, capable of supplying an electric motor of the vehicle with alternating current when connected to a high-voltage battery of the vehicle,

- a direct current - direct current converter capable of supplying a vehicle's on-board network when connected to the high-voltage battery,

- a charger capable of recharging the high-voltage battery from an alternating current supplied by a terminal external to the vehicle, and

- a box housing the power inverter, the direct current - direct current converter and the charger.

[0009] By housing at least the power inverter, the DC-DC converter and the charger in the same housing, the cost of their integration into the vehicle and their size are significantly reduced. The high-voltage battery is understood here as a battery with sufficient electrical power to power the vehicle's electric motor, providing torque to the vehicle's wheels. The charger allows the battery to be recharged from an external charging terminal providing single-phase or three-phase current.

[0010] In one embodiment of the invention, the housing further houses relays capable of enabling recharging of the high-voltage battery from a direct current charging terminal, the housing comprising a first connector intended to be connected to the high-voltage battery, a second connector intended to be connected to the direct current charging terminal, and a third connector intended to be connected to stator inductances of the electric motor, the relays comprising at least one relay capable of electrically connecting the first connector to the second connector and one relay capable of electrically connecting the second connector to the third connector.

This embodiment makes it possible in particular to reduce the number of connectors required to charge the high-voltage battery, when the latter can use different power components such as a voltage booster using stator inductances, or a direct connection to the battery, or even a current conversion using the charger. [0011] In one embodiment of the invention, the power inverter, the converter and the charger are supported in the housing by at least two different support plates. These support plates are superimposed and form levels of the housing, which also comprises a bottom and a cover. The housing therefore comprises, in this embodiment, intermediate fixing levels allowing the housing not to extend mainly over a single dimension, which would make it difficult to arrange it in the vehicle. The power inverter and the converter are, for example, fixed at least in part to a first support plate and the charger at least in part to a second support plate. Indeed, certain components of the inverter, the converter or the charger are possibly grouped elsewhere in the housing, such as input and output electromagnetic compatibility filters of the inverter, the converter and the charger. The support plates each form, for example, an external portion of the housing, which facilitates the assembly of the housing. The support plates can be fixed to each other and to the base or cover on an external perimeter of the case, fitted with ears with screw holes.

[0012] According to an optional and advantageous characteristic of the invention, the power electronics device according to the invention comprises a cooling circuit in the housing, extending at least partly between the two support plates and passing through at least one of the two support plates. By thus pooling the cooling resources between the different stages of the housing, its size and cost are optimized.

[0013] The cooling circuit comprises, for example, at least one coolant well connecting the two support plates, the well being formed by one and/or the other of the support plates. In other words, the cooling circuit does not require a specific pipe to connect the support plates, the well being formed by one or more uprights formed by one and/or the other of the support plates. A seal is, for example, compressed in a groove at the level of the upright(s) forming the well, between the two support plates.

[0014] Furthermore, each external portion of the housing formed by one of the support plates can be provided with an inlet or an outlet for the cooling circuit. This design of the support plates also makes it possible not to require specific piping within the housing to bring the coolant into the cooling circuit. Indeed, in this embodiment of the invention, the support plates are thick enough to allow the cooling circuit to be partly hollowed out in the support plates, which locally form one or more coolant wells, and partly formed by one or more cooling plates distant from the support plates, and in which the coolant The cooling circuit is supplied by one or more of the wells. In other words, in this embodiment of the invention, the cooling circuit does not require a specific pipe within the housing.

[0015] The cooling circuit extends for example at least in part between a first of the two support plates and a heat conduction zone with components of the power inverter, and between a second of the two support plates and a heat conduction zone with components of the charger or the converter.

[0016] The thermal conduction zones are formed by thermally conductive plates, for example metallic, in particular aluminum, these plates possibly each being associated with one or more layers of thermal paste. The cooling circuit can be locally offset from the first or second support plate to circulate on one of the thermal conduction zones, for example inside a cold plate, or is locally delimited on one side by the first or second support plate and on the other side by one of the thermal conduction zones.

[0017] For example, a first part of the cooling circuit extends parallel to the first support plate while being in thermal contact with power modules of the power inverter, and a second part of the cooling circuit extends on the second support plate while being in thermal contact with said components of the charger, fixed to the second support plate on the side opposite the power modules of the power inverter, a first coolant well connecting the first and second parts of the cooling circuit. A capacitor of the power inverter, fixed to the first support plate, extends for example between the first and second support plates while being in thermal contact with the second part of the cooling circuit. The power modules are in particular power transistors of the inverter. By "in thermal contact" with a component, it is meant that when the cooling circuit is filled with coolant, the latter is separated from this component only by materials that are good thermal conductors such as metal or thermal paste. The inverter capacitor is a smoothing capacitor designed to smooth the voltage arriving at the high-voltage battery, whether this voltage is generated by the inverter or another converter, and can therefore heat up considerably. Thanks to the proposed arrangement, the inverter capacitor is potentially cooled both on the side of the first support plate and on the side of the second support plate.

[0018] Said components of the converter are for example housed between the first support plate and the second support plate and are in thermal contact with a third part of the cooling circuit, arranged on the first support plate and connected by a second coolant well, to the second part of the cooling circuit. This third part of the cooling circuit is for example hollowed out in the first support plate, while the first part of the cooling circuit is for example arranged in a cold plate in thermal contact with the power modules of the inverter, at a distance from the first support plate. This arrangement of the cooling circuit makes it possible to cool components which are not arranged at the same level with respect to the support plates, and therefore provides design flexibility allowing an optimal filling rate of the housing.

[0019] When the housing also houses relays, these are for example fixed to the first support plate on the side opposite said converter components and are in thermal contact with the third part of the cooling circuit. The relays and the power modules of the inverter are for example fixed under the first support plate, that is to say between the first support plate and the bottom of the housing, the relays, the power modules and the inverter capacitor being supported by a support structure fixed to the first support plate, the latter comprising a recess through which the inverter capacitor extends to the second support plate. These component fixings on either side of a support plate, using a support structure in the housing, make it possible to further optimize the filling rate of the housing.

[0020] In this example of arrangement, the space between the bottom of the housing and the first support plate therefore houses the relays and at least part of the power inverter, the first support plate being fixed to the bottom. The second support plate is fixed to the first support plate, the space between the first support plate and the second support plate houses the direct current - direct current converter and at least part of the inverter capacity. Finally, the space between the second support plate and the cover houses components of the charger.

[0021] In order to further optimize the compactness of the housing, input and output electromagnetic compatibility filters of the charger, the DC-DC converter and/or the inverter are housed between the cover and a third support plate located between the cover and the second support plate. This third support plate therefore separates these electromagnetic compatibility filters from components of the charger other than the electromagnetic compatibility filters of the charger. Preferably in this exemplary embodiment of the invention, an electromagnetic shielding screen separates the input and output electromagnetic compatibility filters of the charger, the DC-DC converter and/or the inverter, from these other components of the charger. Only one shielding screen is thus necessary in the housing, which optimizes the arrangement of the components. The cover may also include electromagnetic shielding elements of one or more solenoids so as not to influence the electromagnetic compatibility filters, when this or These solenoids are housed between the cover and the third support plate. These solenoids are, for example, those of the charger and/or the direct current - direct current converter.

[0022] Other characteristics and advantages of the invention will become apparent from the following description on the one hand, and from several examples of embodiment given for informational and non-limiting purposes with reference to the attached schematic drawings on the other hand, in which:

[0023] [Fig.1] is a simplified electrical diagram of a housing of a power electronics device according to the invention, in one embodiment of the invention,

[0024] [Fig.2] is a perspective view of the exterior of the housing of [Fig.l],

[0025] [Fig.3] is a sectional view of the interior of the housing of [Fig.l],

[0026] [Fig.4] is an exploded perspective view of the housing of [Fig.l],

[0027] [Fig.5] is a perspective view of a first support plate of the housing of the

[Fig.l], on one side comprising a channel of a cooling circuit, the first support plate being shown with a closing plate of this channel and with a tubular outlet connection of the cooling circuit,

[0028] [Fig.6] is a perspective view of the first support plate of [Fig.5], shown from the other side of this first support plate,

[0029] [Fig.7] is a perspective view of relays, a capacitor, power modules and the internal volume of the cooling circuit mentioned in relation to [Fig.5] and capable of cooling these components, within the housing of [Fig.l], and

[0030] [Fig.8] is a perspective view of the two faces of a second support plate of the housing of [Fig.l], in which another channel of the cooling circuit of [Fig.7] is formed, and of a closing plate of this other channel.

[0031] According to one embodiment of the invention, a power electronics device according to the invention comprises a housing 1, shown in Figures 1 to 4.

[0032] The power electronics device is intended to be integrated into an electric or hybrid vehicle. It comprises, housed in the housing 1, a power inverter 3, a chopper 4, a direct current - direct current converter 2, a charger 5 and relays 6.

[0033] As visible [Fig.2], the housing 1 is in four superimposed parts and fixed to each other by screws and forming different levels of the housing 1. These parts are:

- a bottom 10 of the housing 1;

- a first support plate 12, forming an external portion of the housing 1 by extending the side walls of the bottom 10; here the first support plate 12 comprises on this external portion a cooling circuit outlet orifice, connected to a tubular outlet connection 98 of the cooling circuit; the tubular outlet connection 98 is screwed onto the external portion, a seal being well securely compressed between the outlet tubular connection 98 and the perimeter of the outlet orifice;

[0034] - a second support plate 14, forming another external portion of the housing 1 by extending the external portion of the housing 1 formed by the first support plate 12; the second support plate 14 comprises on this other external portion, a cooling circuit inlet orifice, connected to a cooling circuit inlet tubular connection 91; the latter is screwed onto this other external portion, a seal being of course compressed between the inlet tubular connection 91 and the periphery of the inlet orifice;

- a cover 16 of the housing 1.

[0035] At the interface of each part of the housing 1 with another part of the housing 1, ears on the periphery of the part of the housing 1 have screw holes, allowing the parts of the housing 1 to be fixed to each other. This periphery also allows a sealing gasket 81 (visible [Fig.4]) to be accommodated to prevent external moisture from entering the housing 1 at the junction between two neighboring parts of the housing. The housing 1 has a total of three sealing gaskets 81 compressed between the peripheries of the parts of the housing 1.

[0036] In addition to the tubular connections 91, 98 fixed to the external part of the housing 1, the latter comprises, fixed to this external part, a set of electrical connectors C1 to C10 making it possible to electrically connect the elements of the power electronics device to other electrical devices of the vehicle, external to the housing 1:

[0037] - the connector C1 makes it possible to electrically connect a high-voltage battery of the vehicle to the inputs of the power inverter 3 (see [Fig.1]); the outputs of the power inverter 3, here a three-phase inverter, are connected to the connector C3, intended to be connected to the stator inductances of a three-phase electric motor of the vehicle; thus the power inverter 3 is capable of supplying the electric motor of the vehicle with alternating current when it is connected to the high-voltage battery of the vehicle by the connector C1.

[0038] - connector C2 makes it possible to electrically connect a wound rotor of the electric motor to chopper 4, itself electrically connected to connector C1; chopper 4 is thus able to electrically power the wound rotor from the current supplied by the high-voltage battery. In an alternative embodiment, the rotor of the electric motor has permanent magnets and the housing does not incorporate a chopper.

[0039] - the connector C4 makes it possible to electrically connect an on-board network of the vehicle to the direct current - direct current converter 2, itself electrically connected to the connector Cl; the direct current - direct current converter 2 is thus able to supply the on-board network when it is connected to the high-voltage battery.

[0040] - the C5 connector allows the electrical connection of a vehicle charging socket, compatible with an external charging terminal in single-phase or three-phase alternating current, to the charger 5, itself electrically connected to the connector Cl; the charger 5 is thus able to recharge the high-voltage battery from the alternating current supplied by the external charging terminal.

[0041] - the connector C6 makes it possible to electrically connect a domestic electrical outlet of the vehicle to the charger 5. When a user of the vehicle connects a load, such as a kettle or a barbecue requiring an electrical power supply, to the electrical outlet, this connection is detected by a computer of the vehicle which then activates the charger 5 in reversible mode. The charger 5 is then able to convert the energy supplied by the high voltage battery into single-phase alternating current to supply the load (this mode of operation of the vehicle is also called V2L or “vehicle to load” in English). In an alternative embodiment, the charger 5 is not reversible and the housing therefore does not include a connector C6.

[0042] - connector C7 makes it possible to electrically connect a vehicle air conditioning system to the vehicle's high-voltage battery, connector C7 being electrically connected to connector CL

[0043] - connector C8 makes it possible to electrically connect a vehicle heating system to the vehicle's high-voltage battery, connector C8 being electrically connected to connector CL

[0044] - the CIO connector is a low-voltage connector for connecting a CAN (Controller Area Network) computer bus of the vehicle to a control circuit of the power inverter 3 and the chopper 4, to a control circuit of the direct current-direct current converter 2, to a control circuit of the charger 5 and to a control circuit of the relays 6. These control circuits are internal to the housing 1. In other words, the CIO connector makes it possible to connect one or more computers of the vehicle, external to the housing 1, to the control circuits present in the housing 1.

[0045] - connector C9 makes it possible to electrically connect a vehicle charging socket, compatible with an external direct current charging terminal, to the high voltage battery to directly recharge the high voltage battery, or to recharge it using the power inverter 3 and the vehicle's electric motor as a voltage booster.

[0046] More precisely:

[0047] - connector C9 has a negative terminal connected via a first relay 61 of relays 6, to a negative terminal of connector C1;

[0048] - the connector C9 comprises a positive terminal connected via a second relay 62 of the relays 6, to a positive terminal of the connector C1; the first and second relays 61 and 62 therefore allow, when they are closed, a recharge in direct current from the high voltage battery without an intermediate converter stage; [0049] - the housing 1 also comprises a precharge capacitor connected in parallel to the terminals of the connector C9; a negative terminal of the precharge capacitor is connected to the negative terminal of the connector C9 via the first relay 61, and a positive terminal of the precharge capacitor is connected to the positive terminal of the connector C9 via a third relay 63 of the relays 6;

[0050] - finally a fourth relay 64 of the relays 6 connects the positive terminal of the precharge capacity to a terminal of the connector C3 intended to be connected to a neutral point of the electric motor.

[0051] It is therefore understood that when the direct current charging of the high voltage battery requires a voltage increase, the vehicle computer closes the fourth relay 64 to precharge the precharge capacity, the first, second, third relays being open. Then, when the precharge capacity is at the same voltage level as the charging terminal, the computer also closes the first and third relays 61 and 63 (the second relay 62 being open) which connects the direct current charging terminal to the input of the voltage booster, the output of the latter being connected to the high voltage battery since this output corresponds to the inputs of the power inverter 3, connected to the connector Cl.

[0052] It should be noted that when the direct current charging terminal is directly connected to the high voltage battery, the first and second relays 61 and 62 are closed and the third and fourth relays 63 and 64 are open.

[0053] In addition, the vehicle charging socket compatible with direct current charging may be identical to the vehicle charging socket compatible with alternating current charging, if the vehicle charging socket is a so-called Combo or CCS socket (from the English “Combined Charging System”).

[0054] The arrangement of the elements of the power electronics device mentioned above, in the housing 1, will now be described in relation to Figures 3 to 6.

[0055] The power inverter and the chopper comprise in particular power modules 36 and a smoothing capacitor 32 which are fixed on a support structure 18 made of synthetic polymer material (plastic). The relays 6 are also fixed on this support structure 18, itself fixed to the first support plate 12, between the bottom 10 of the housing and the first support plate 12.

[0056] The relays 6 are housed between the bottom 10 of the housing and the first support plate 12, on a first lateral side of the smoothing capacitor 32, and the power modules 36 are housed between the bottom 10 of the housing and the first support plate 12, on a second lateral side of the smoothing capacitor 32, opposite the first lateral side. The “lateral sides” of the smoothing capacitor 32 refer to positions relative to this smoothing capacitor 32, located parallel to a main extension dimension of the first support plate 12. The first support plate 12 has a recess 13 (visible [Fig.4]) allowing the smoothing capacitor 32 to extend from the support structure 18 to the second support plate 14, through the first support plate 12. In fact, only a layer 33 of thermally conductive material (referenced [Fig.7]) separates the smoothing capacitor 32 from the second support plate 14, so as to allow the cooling of the smoothing capacitor 32, as will be explained later in relation to Figures 7 and 8.

[0057] The bottom 10 of the casing has six bus bar passages corresponding to the outputs of the power modules 36, for their connections to the electric motor of the vehicle. These connections correspond to the connectors C2 and C3 of [Fig. 1]. A control circuit for the power inverter 3 and the chopper 4 is fixed to the support structure 18 on the side opposite the power modules 36. This control circuit is therefore housed between the support structure 18 and the bottom 10 of the casing 1.

[0058] The direct current - direct current converter 2 and its control circuit are fixed on the first support plate 12 on the side opposite the relays 6 with respect to the first support plate 12, and on the first lateral side of the smoothing capacitor 32. The direct current - direct current converter 2 is therefore housed between the first support plate 12 and the second support plate 14.

[0059] Finally, the components of the charger 5 and its control circuit are housed between the second support plate 14 and the cover 16. A third support plate 17, internal to the housing 1, i.e. not forming an external portion of the housing 1, distributes the components 50 housed between the second support plate 14 and the cover 16 on two levels. This third support plate 17 serves as a shielding screen, the components located between the third support plate 17 and the cover 16 comprising the input and output electromagnetic compatibility filters of the elements of the power electronics device, therefore in particular those of the inverter 3, the direct current - direct current converter 2 and the charger 5. The cover 16 comprises one or more cylindrical housings 162 extending from the cover 16 to the third support plate 17, so as to magnetically isolate one or more solenoids arranged in these cylindrical housings. One of them is for example that of the charger 5 or the direct current-direct current converter 2.

[0060] [Fig. 7] now represents the internal volume of a cooling circuit 9 circulating from the inlet tubular connection 91 to the outlet tubular connection 98, these tubular connections 91, 98 being located on either side of the housing 1. The cooling liquid circulating in the cooling circuit 9 is composed of glycol and water. In the example illustrated, the tubular connections 91, 98 are further distributed over the first and second support plates 12 and 14, but they could very well be formed on the same support plate 12 or 14, since the different parts of the cooling circuit 9 which will be described below are sized accordingly.

[0061] As visible [Fig.8], the cooling circuit 9 comprises an inlet channel formed in a first internal boss 142 of the second support plate 14, on a side wall thereof, and connecting the inlet tubular connection 91 to a first well 92 bringing the coolant from the second support plate 14 to the first support plate 12. This first well 92 is formed at least in part by a second boss 144 in the second support plate 14, on a side wall thereof, this second boss 144 extending from the inlet channel to a first passage orifice 122a (visible in FIGS. 5 and 6) for coolant formed in the first support plate 12.

[0062] This first coolant passage orifice 122a passes through the first support plate 12 on either side, so as to open onto the opposite face of the bottom 10. A rim 120 forming a projection from the first support plate 12 is arranged around the first passage orifice 122a, on either side of the first support plate 12 so as to extend the latter on the one hand towards the second support plate 14 and on the other hand towards the bottom 10 of the housing. A groove 121 is formed in each of the faces of the first support plate 12 around this first passage orifice 122a, in the rim 120, to accommodate a seal. One of the edges 120 is therefore pressed against the second boss 144 of the second support plate 14, ensuring the sealing of the connection between the second boss 144 and the first support plate 12. The first well 92 is therefore formed partly by the second boss 144 and partly by the edge 120 pressed against this second boss 144.

[0063] On the side of the bottom 10 of the housing 1, the first passage orifice 122a in the first support plate 12 is connected in a sealed manner, thanks to the other edge 120, to an inlet of a heat exchanger 34 (referenced [Fig.3]), here a plate cooler, which is in contact with thermal pads 35 applied to the power modules 36. The heat exchanger 34 is a hollow metal structure extending over the power modules 36 via the thermal pads 35 and comprising flow disruptors within it. The coolant arrives in the heat exchanger 34 through its inlet communicating with the first passage orifice 122a, circulates within the heat exchanger 34 in a flow made turbulent by the disturbers to optimize the heat exchanges, then leaves the heat exchanger 34 through an outlet of the heat exchanger 34 communicating with a second passage orifice 122b of the first support plate 12, structurally identical to the first passage orifice 122a. It should be noted that the heat exchanger 34 is pressed against the first support plate 12 only at its inlet and its outlet, to allow fluid communication, which allows to create little heat exchange between this heat exchanger 34 and the first support plate 12 and to efficiently cool the power modules 36. The heat exchanger 34 forms a first part 93 of the cooling circuit 9. This first part 93 of the cooling circuit 9, as well as the first well 92, are located like the power modules 36 on the second lateral side of the smoothing capacity 32. It allows to heat treat components which are located between the first support plate 12 and the bottom 10.

[0064] The cooling circuit 9 comprises a second part 95 hollowed out in the second support plate 14, on the side of the cover 16, and shown entirely [Fig.8]. The first part 93 of the cooling circuit 9 is connected to the second part 95 of the cooling circuit 9 by a second well 94 connecting the first support plate 12 to the second support plate 14, this second well 94 being shaped in a similar manner to the first well 92, on a side wall of the second support plate 14 opposite that on which the first well 92 is formed. This second well 94 is formed partly by a third boss 146 of the second support plate 14 and partly by an edge 120 of the first support plate 12, this edge 120 being pressed against this third boss 146. This second well 94 is connected to the second passage orifice 122b of the first support plate 12. The second well 94 is also located on the second lateral side of the smoothing capacity 32.

[0065] This second part 95 of the cooling circuit 9 is composed of a channel extending on the second support plate 14 from the second well 94 to a third well 96 shaped in a similar manner to the first well 92, in the center of a side wall of the second support plate 14 located on the first lateral side of the smoothing capacity 32. This third well 96 is formed partly by a fourth boss 148 of the second support plate 14 and partly by an edge 120 of the first support plate 12, this edge 120 being pressed against this fourth boss 148. The channel has meanders so as to connect the second well 94 to the third well 96 by extending over the major part of the two main dimensions of the second support plate 14. A metal plate 15 for closing this channel (shown in particular [Fig. 8]) is fixed to the second support plate 14. This plate closing plate 15 therefore forms, with the second support plate 14, the second part of the cooling circuit 9.

[0066] The second part 95 of the cooling circuit 9 thus makes it possible to cool at least part of the components of the charger 5, as well as the smoothing capacity 32 through the second support plate 14 and the layer 33 of thermally conductive material. A boss 145 formed on the second support plate 14 forms a flat surface extending the second support plate 14 in the direction of the smoothing capacity. smoothing 32, to ensure thermal contact with it.

[0067] The cooling circuit 9 comprises a third part 97 (notably visible in figures 4 and 5) hollowed out in the first support plate 12, on the side of the bottom 10 of the housing 1, and on the first lateral side of the smoothing capacity 32. The third part 97 of the cooling circuit 9 is connected to the second part 95 of the cooling circuit 9 by the third well 96 connecting the second support plate 14 to the first support plate 12 at a third passage orifice 122c of the first support plate 12, which comprises around this third passage orifice 122c, a border 120 projecting towards the second support plate 14 and in which a groove 121 is formed to accommodate a seal. On the side of the bottom 10 on the other hand, the third passage orifice 122c opens into another channel.

[0068] This third part 97 of the cooling circuit 9 is in fact composed of this other channel drawing a curve extending above each of the relays 61 to 64. More precisely, this other channel, dug into the first support plate 12, is closed thereon by a metal plate 11 visible in Figures 3, 4 and 5. The metal plate 11 is in thermal contact with the relays 61 to 64 by means of thermal pads 65 (visible [Fig.7]) applied to each of them. Thus, the third part 97 of the cooling circuit 9 makes it possible to cool the relays 6, but also the direct current-direct current converter 2 located on the other side of the first support plate 12, by thermal conductivity through it.

[0069] Finally, the cooling circuit 9 comprises an outlet channel connected to the channel of the third part of the cooling circuit 9, on the side opposite the third well 96. The outlet channel is formed in a boss of the second support plate 14 and is connected in a sealed manner to the tubular outlet connection 98.

[0070] Of course, the invention is not limited to the examples which have just been described and numerous adjustments can be made to these examples without departing from the scope of the invention. Variants not described here could be implemented without departing from the context of the invention. In particular, in variants, the locations of the elements of the power electronics device in the housing are interchanged when possible, and for example the locations of the relays 6 and the direct current - direct current converter 2 are in a variant interchanged.

Claims

Claims [Claim 1] Power electronics device for an electric or hybrid vehicle, comprising: - a power inverter (3), capable of supplying an electric motor of the vehicle with alternating current when it is connected to a high voltage battery of the vehicle, - a direct current - direct current converter (2) capable of supplying a vehicle's on-board network when connected to the high-voltage battery, - a charger (5) capable of recharging the high-voltage battery from an alternating current supplied by a terminal external to the vehicle, and - a box (1) housing the power inverter (3), the direct current - direct current converter (2) and the charger (5). [Claim 2] Power electronics device according to claim 1, wherein the housing (1) further houses relays (6) capable of allowing recharging of the high voltage battery from a direct current charging terminal, the housing (1) comprising a first connector (C1) intended to be connected to the high voltage battery, a second connector (C9) intended to be connected to the direct current charging terminal, and a third connector (C3) intended to be connected to stator inductances of the electric motor, the relays (6) comprising at least one relay (63) capable of electrically connecting the first connector (C1) to the second connector (C9) and a relay (64) capable of electrically connecting the second connector (C9) to the third connector (C3). [Claim 3] A power electronics device according to claim 1 or 2, wherein the power inverter (3), the direct current converter - direct current (2) and the charger (5) are supported in the housing (1) by at least two different support plates (12, 14). [Claim 4] Power electronics device according to claim 3, wherein the support plates (12, 14) each form an external portion of the housing (1). [Claim 5] Power electronics device according to claim 3 or 4, comprising a cooling circuit (9) in the housing (1), extending at least partly between the two support plates (12, 14) and passing through at least one of the two support plates (12, 14). [Claim 6] Power electronics device according to claim 5, in which the cooling circuit comprises at least one well (92, 94, 96) of coolant connecting the two support plates (12, 14), the well (92, 94, 96) being formed by one and/or the other of the support plates (12, 14). [Claim 7] Power electronics device according to any one of claims 5 to 6, wherein the cooling circuit (9) extends at least partly between a first of the two support plates (12) and a heat conduction zone with components of the power inverter (3), and between a second of the two support plates (14) and a heat conduction zone with components of the charger (5) or the converter (2). [Claim 8] Power electronics device according to claim 7 wherein a first part (93) of the cooling circuit (9) extends parallel to the first support plate (12) being in thermal contact with power modules of the power inverter (3), and a second part (95) of the cooling circuit (9) extends on the second support plate (14) being in thermal contact with said components of the charger (5), fixed to the second support plate (14) on the side opposite the power modules of the power inverter (3), a first coolant well (94) connecting the first (93) and the second part (95) of the coolant circuit (9) [Claim 9] Power electronics device according to claim 8, wherein a capacitor (32) of the power inverter (3), fixed to the first support plate (12), extends between the first (12) and second (14) support plates while being in thermal contact with the second part (95) of the cooling circuit (9). [Claim 10] Power electronics device according to claim 8 or 9, wherein said components of the converter (2) are housed between the first support plate (12) and the second support plate (14) and are in thermal contact with a third part (97) of the cooling circuit (9), arranged on the first support plate (12) and connected by a second well (96) of coolant, to the second part (95) of the cooling circuit (9). [Claim 11] Power electronics device according to claims 2 and 10, wherein the relays (6) are fixed to the first support plate (12) on the side opposite to said components of the converter (2) and are in thermal contact with the third part (97) of the cooling circuit (9).