Abstract: A flexible circuit assembly and a cover for a traction inverter system of an electric vehicle are provided. The flexible circuit assembly includes a flexible printed circuit body, a first connector, and a second connector. The flexible printed circuit body forms an angled shape having an inner side and an outer side. The cover includes an outer surface, an inner surface including ribs, and a perimeter configured to be attached to a housing. The outer surface includes a central region, a first lateral region, and a second lateral region, and a constrained layer damping material. The central region, the first lateral region, and the second lateral region form contours, and the constrained layer damping material conforms to the contours.

Abstract: A capacitor assembly includes a capacitor housing containing a capacitor, the capacitor housing defining at least one capacitor fastener opening and at least one capacitor feature. The capacitor includes a first input terminal and a second input terminal. A direct current (DC) choke defines a terminal opening having the first and second input terminals extending outwardly therefrom. The DC choke defines at least one choke fastener opening configured to receive at least one fastener passing through the at least one capacitor fastener opening. The DC choke further defines at least one choke feature configured to engage the at least one capacitor feature to maintain a position of the DC choke relative to the capacitor housing.

Abstract: A capacitor assembly includes a traction inverter system housing and a set of power electronics defining two or more contacts, the set of power electronics mounted within the traction inverter system housing. A capacitor housing containing a capacitor is mounted within the traction inverter system housing. The capacitor includes two or more terminals extending outwardly therefrom and overlapping the two or more contacts. A terminal block is secured to the capacitor housing independent of attachment of the two or more contacts to the two or more terminals. The terminal block is configured to support the two or more terminals during a fastening operation attaching the two or more terminals to the two or more contacts. The terminal block may also be secured to the capacitor housing.

Abstract: Certain embodiments provide a capacitor module with flexible busbar contacts for a traction inverter system of an electric vehicle. The capacitor module may include a housing, capacitors, and capacitor busbar contacts coupled to the capacitors. Each capacitor busbar contact may include a flexible portion and a contact portion configured to be attached to a respective power inverter module busbar contact. The flexible portion and the contact portion are disposed outside the housing. The flexible portion is configured to bend to reduce or close an air gap between the contact portion and a respective power inverter module busbar contact when a force is applied to the contact portion prior to attachment. In some embodiments, the contact portion is laser welded to the respective power inverter module busbar contact, and a clamp applies the force to the contact portion prior to laser welding.

Abstract: Transient signal suppression is provided. A system includes a choke. The choke includes an inner surface defining a cavity, the inner surface configured to surround a plurality of conductive elements. The choke includes an outer surface configured to couple with a housing for the plurality of conductive elements.

Abstract: Various disclosed embodiments include illustrative inverter modules that are integratably mountable with a drive unit of a vehicle, illustrative drive units with an inverter module integratably mounted therewith, and illustrative vehicles with at least one drive unit with an inverter module integratably mounted therewith. Given by way of non-limiting example, an illustrative module for a drive unit of a vehicle includes a housing having an open face defined therein. Inverter circuitry is disposed in the housing.

Abstract: Various disclosed embodiments include illustrative inverter modules that are integratably mountable with a drive unit of a vehicle, illustrative drive units with an inverter module integratably mounted therewith, and illustrative vehicles with at least one drive unit with an inverter module integratably mounted therewith. Given by way of non-limiting example, an illustrative module for a drive unit of a vehicle includes a housing having an open face defined therein. Inverter circuitry is disposed in the housing.

Abstract: A power electronics module for an industrial or vehicle battery charger system or the like is provided. The power electronics module utilizes a chassis housing including a heatsink surface and a plurality of sidewalls. A main power section printed circuit board is disposed adjacent to the heatsink surface of the chassis housing a. A low voltage, low power printed circuit board is disposed adjacent to the main power section printed circuit board opposite the heatsink surface of the chassis housing. An alternating current input filter portion printed circuit board including electromagnetics is disposed along one of the plurality of sidewalls of the chassis housing and separated from the low voltage, low power printed circuit board within the chassis housing.

Abstract: An illustrative drive unit for an electric vehicle includes a first electrical motor, a first axle mechanically couplable to the first electrical motor, a second electrical motor, a second axle mechanically couplable to the second electrical motor, and a dual power inverter module electrically couplable to a source of high voltage DC electrical power. The dual power inverter module includes: a first inverter configured to convert the high voltage DC electrical power to three phase, high voltage AC electrical power and electrically couplable to provide the three phase, high voltage AC electrical power to the first electrical motor; a second inverter configured to convert the high voltage DC electrical power to three phase, high voltage AC electrical power and electrically couplable to provide the three phase, high voltage AC electrical power to the second electrical motor; and a common controller configured to control the first inverter and the second inverter.

Abstract: An illustrative dual power inverter module includes a DC link capacitor electrically connectable to a source of high voltage direct current (DC) electrical power. A first power inverter is electrically connectable to the DC link capacitor and configured to convert high voltage DC electrical power to three phase high voltage alternating current (AC) electrical power and is configured to supply the three phase high voltage AC electrical power to a first electric motor. A second power inverter is electrically connectable to the DC link capacitor and configured to convert high voltage DC electrical power to three phase high voltage AC electrical power and is configured to supply the three phase high voltage AC electrical power to a second electric motor. A common controller is electrically connectable to the first power inverter and the second power inverter. The common controller is configured to control the first power inverter and the second power inverter.

Abstract: An illustrative dual power inverter module includes a DC link capacitor electrically connectable to a source of high voltage direct current (DC) electrical power. A first power inverter is electrically connectable to the DC link capacitor and configured to convert high voltage DC electrical power to three phase high voltage alternating current (AC) electrical power and is configured to supply the three phase high voltage AC electrical power to a first electric motor. A second power inverter is electrically connectable to the DC link capacitor and configured to convert high voltage DC electrical power to three phase high voltage AC electrical power and is configured to supply the three phase high voltage AC electrical power to a second electric motor. A common controller is electrically connectable to the first power inverter and the second power inverter. The common controller is configured to control the first power inverter and the second power inverter.

Abstract: An illustrative drive unit for an electric vehicle includes a first electrical motor, a first axle mechanically couplable to the first electrical motor, a second electrical motor, a second axle mechanically couplable to the second electrical motor, and a dual power inverter module electrically couplable to a source of high voltage DC electrical power. The dual power inverter module includes: a first inverter configured to convert the high voltage DC electrical power to three phase, high voltage AC electrical power and electrically couplable to provide the three phase, high voltage AC electrical power to the first electrical motor; a second inverter configured to convert the high voltage DC electrical power to three phase, high voltage AC electrical power and electrically couplable to provide the three phase, high voltage AC electrical power to the second electrical motor; and a common controller configured to control the first inverter and the second inverter.

Abstract: Various disclosed embodiments include illustrative inverter modules that are integratably mountable with a drive unit of a vehicle, illustrative drive units with an inverter module integratably mounted therewith, and illustrative vehicles with at least one drive unit with an inverter module integratably mounted therewith. Given by way of non-limiting example, an illustrative module for a drive unit of a vehicle includes a housing having an open face defined therein. Inverter circuitry is disposed in the housing.

Abstract: A power electronics module for an industrial or vehicle battery charger system or the like, including: a chassis housing including a heatsink surface and a plurality of sidewalls; a main power section printed circuit board disposed adjacent to the heatsink surface of the chassis housing; a low voltage, low power printed circuit board disposed adjacent to the main power section printed circuit board opposite the heatsink surface of the chassis housing; and an alternating current input filter portion printed circuit board including electromagnetics disposed along one of the plurality of sidewalls of the chassis housing and separated from the low voltage, low power printed circuit board within the chassis housing.

Abstract: A vehicular power inverter connector assembly is provided. The assembly includes a housing, a plurality of first engagement formations on the housing shaped to mate with a plurality of inverter engagement formations on a vehicular power inverter, a plurality of second engagement formations on the housing shaped to mate with a plurality motor engagement formations on a vehicular motor, and a plurality of current sensors connected to the housing and configured to detect current flowing between the vehicular power inverter and the vehicular motor.

Abstract: A coaxial stack of laminations for a stator of an electrical machine uses laminations that are substantially identical and in direct abutment with one another. Each of the laminations has an outer periphery and an inner periphery with the outer periphery being defined by an array of outwardly projecting pins and the inner periphery being defined by an array of inwardly projecting teeth. The outwardly projecting pins cooperate with a jacket surrounding the stack to provide a cooling space through which cooling liquid flows while the teeth provide spaces therebetween for receiving for receiving stator windings. The number of pins (npin) is proportional to the number of teeth (nth) according to the relationship (2K+1)/(2Kth) times the number of teeth (nth), where K is a selected integer number and Kth is the number of teeth past which each lamination is rotated with respect to adjacent laminations so that spaces between the teeth of adjacent laminations are aligned.

Abstract: An interface assembly for an inverter of a vehicle includes an interface, a plurality of busbars, a communication medium, and a clip. The interface is for communicating with one or more vehicle systems outside of the interface assembly. The plurality of busbars are configured to receive and transport electric current. The communication medium is electrically coupled between the plurality of busbars and the interface. The communication medium is configured to provide information to the interface based at least in part on the electric current transported by the plurality of busbars. The clip assembly is electrically coupled between the plurality of busbars and the communication medium.

Abstract: An assembly for transporting electric current in a vehicle includes a connector and a sensor package. The connector comprises a plurality of prongs. The plurality of prongs are configured to receive and transport electric current. The sensor package is electrically coupled to the connector, and comprises a plurality of sensors. Each of the plurality of sensors is electrically coupled to a different one of the plurality of prongs, and is configured to determine a measure of electric current thereof.

Abstract: An assembly for transporting electric current in a vehicle includes a connector and a sensor package. The connector comprises a plurality of prongs. The plurality of prongs are configured to receive and transport electric current. The sensor package is electrically coupled to the connector, and comprises a plurality of sensors. Each of the plurality of sensors is electrically coupled to a different one of the plurality of prongs, and is configured to determine a measure of electric current thereof.

Abstract: An electric current connector assembly for a vehicle includes a first connector and a second connector. The first connector comprises a first end portion of a first busbar and a first end portion of a second busbar. The second connector is electrically coupled to the first connector. The second connector comprises a second end portion of the first busbar and a second end portion of the second busbar.