MULTI-FAN COOLED ELECTRONIC CONTROL UNIT ASSEMBLY

An assembly is described. An assembly can include a housing comprising a first compartment and a plurality of vents letting air flow into and out. The assembly can further include a first ECU positioned within the first compartment, the first ECU comprising a first inlet letting air flow into the first ECU. The assembly can further include a second ECU positioned within the first compartment, the second ECU comprising a second inlet letting air flow into the second ECU. The assembly can further include a first plenum positioned between the first ECU and the second ECU and comprising a second compartment. The assembly can further include a first air duct forming a first channel letting air from a first vent of the plurality of vents into the second compartment, wherein the first plenum further comprises a second vent positioned to align with the first inlet of the first ECU.

BACKGROUND

Various vehicles employ computing means to aid a vehicle operation. Recently, in the automotive industry, much of the focus is on using computing means to make a vehicle operate in an autonomous mode.

An electronic control unit (ECU), sometimes referred to as an electronic control module (ECM), is a computing device that can control one or more specific vehicle functions (e.g., engine control, power steering). The ECU can be arranged inside an assembly, in which cool air can be circulated from the ambient environment and through the ECU to regulate the ECU's internal temperature. One issue can be that due to the vehicle's space constraints, adding an additional ECU may require that the size and shape of the housing of the assembly remain the same. Furthermore, the assembly needs be designed such that any additional ECU can also receive cool air from the ambient environment for temperature regulation. Embodiments are directed to address these and other problems, individually and collectively.

BRIEF SUMMARY

Embodiments described herein are directed toward a multi-electronic control unit (ECU) assembly. A multi-ECU assembly can include a housing comprising a first compartment and a plurality of vents letting air flow into and out of the housing. The multi-ECU assembly can further include a first ECU positioned within the first compartment, the first ECU comprising a first inlet letting air flow into the first ECU. The multi-ECU assembly can further include a second ECU positioned within the first compartment, the second ECU comprising a second inlet letting air flow into the second ECU. The multi-ECU assembly can further include a first plenum positioned in the first compartment, the first plenum positioned between the first ECU and the second ECU, the first plenum comprising a second compartment. The multi-ECU assembly can further include a first air duct forming a first channel letting air from a first vent of the plurality of vents into the second compartment, wherein the first plenum further comprises a second vent positioned to align with the first inlet of the first ECU.

Embodiments can include a multi-ECU assembly. The multi-ECU assembly can include a first ECU, the first ECU comprising a first inlet for letting air flow into the first ECU. The multi-ECU assembly can further include a second ECU, the second ECU comprising a second inlet for letting air flow into the second ECU. The multi-ECU assembly can further include a plenum comprising a second compartment, the plenum positioned between the first ECU and the second ECU. The multi-ECU assembly can further include a first air duct forming a first channel for letting air flow into the second compartment, wherein the plenum further comprises a first vent positioned to align with a position of the first inlet of the first ECU.

Embodiments can further include a method for assembling a multi-ECU assembly. The method can include providing a first ECU, a second ECU, a plenum. The method can further include forming a first inlet on a front surface of the first ECU. The method can further include positioning the first ECU in a first compartment of a housing. The method can further include forming a first vent on the plenum. The method can further include positioning the plenum proximate to the first ECU in the first compartment by aligning the first vent of the plenum with the first inlet of the first ECU. The method can further include forming a second inlet on a front surface of the second ECU. The method can further include positioning the second ECU in the first compartment proximate to the plenum such that the plenum is provided between the first ECU and the second ECU, and the front surface of the second ECU faces away from the plenum. The method can further include connecting a first surface of the plenum to a first air duct that permits a flow of air from an ambient environment into the first inlet via a body of the plenum, wherein the first surface of the plenum faces away from the front surface of the first ECU.

Other embodiments of this aspect include corresponding computer systems, apparatus, and computer programs recorded on one or more computer storage devices, each configured to cause the actions of the method.

Further details regarding embodiments can be found in the Detailed Description and the Figures.

DETAILED DESCRIPTION

Prior to discussing embodiments, some terms can be described in further detail.

As used herein, a “vehicle” may include, for example, a fully autonomous vehicle, a partially autonomous vehicle, a vehicle with driver assistance, or an autonomous capable vehicle. The capabilities of autonomous vehicles can be associated with a classification system or taxonomy having tiered levels of autonomy. A classification system can be specified by, for example, industry standards or governmental guidelines. For example, the levels of autonomy can be considered using a taxonomy such as level 0 (momentary driver assistance), level 1 (driver assistance), level 2 (additional assistance), level 3 (conditional assistance), level 4 (high automation), and level 5 (full automation without any driver intervention). Following this example, an autonomous vehicle can be capable of operating, in some instances, in at least one of levels 0 through 5. According to various embodiments, an autonomous capable vehicle may refer to a vehicle that can be operated by a driver manually (that is, without the autonomous capability activated) while being capable of operating in at least one of levels 0 through 5 upon activation of an autonomous mode.

As used herein, the term “driver” may refer to a local operator (e.g., an operator in the vehicle) or a remote operator (e.g., an operator physically remote from and not in the vehicle). The autonomous vehicle may operate solely at a given level (e.g., level 2 additional assistance or level 5 full automation) for at least a period of time or during the entire operating time of the autonomous vehicle. Other classification systems can provide other levels of autonomy characterized by different vehicle capabilities.

A “vehicle computer” may include one or more processors and a memory. A “processor” may include any suitable data computation device or devices. A processor may comprise one or more microprocessors working together to accomplish a desired function. A “memory” may be any suitable device or devices that can store electronic data. A suitable memory may comprise a non-transitory computer readable medium that stores instructions that can be executed by at least one processor to implement a desired method. Examples of memories may comprise one or more memory chips, disk drives, etc. Such memories may operate using any suitable electrical, optical, and/or magnetic mode of operation.

Details of some embodiments will now be described in greater detail.

An electronic control unit (ECU) can be harnessed to a vehicle's sensors, actuators, and other computing devices to control the vehicle's functioning. The harnessing can be a set of wires or other connectors that connect the ECU to various vehicle components. A vehicle can include multiple ECUs to control various vehicle functions. An ECU can include a dedicated chipset and software. Each ECU can receive inputs from various vehicle components. For example, an ECU in change of anti-lock braking system can receive inputs from the vehicle's brakes. The ECU can process information and output control instructions (e.g., control instructions for an actuator) to control some specific vehicle function. Each ECU can include thousands of transistors that require electricity to function. As electricity flows through the transistors, the ECU can heat up. If the ECU temperature rises too high or is high enough for an extended duration, the ECU may begin to malfunction. Therefore, an ECU can include a fan unit that can draw cooler air from the ambient environment. The air can circulate throughout the ECU collecting the heat, and the hotter air can be expelled from the ECU.

In a vehicle, a conventional ECU can be part of an assembly that includes various other electronic components. In order for the ECU assembly to function properly, the ECU and the electronic components may need to be arranged in a particular manner. The ECU and electronic components arranged in this manner can occupy a large amount of space in an ECU assembly housing. As vehicles become more complex, it may be necessary to add more ECUs, or it may be advantageous to arrange multiple ECUs in the same location. The conventional ECU assembly can permit a single ECU to receive cool air from the ambient environment and expel hotter air. However, adding an additional ECU can create issues for channeling cooler air to the additional ECU. One solution can be to increase the size of the housing. However, this solution causes the ECU assembly to occupy more space in the vehicle.

Embodiments herein address the above referenced issues by providing techniques to add one or more additional ECUs into an existing ECU assembly, while providing a channel for cooling air to pass to each additional ECU. As described herein, ECUs can be arranged side by side, where the pair of ECUS is separated by a plenum. One ECU of the pair of ECUS can receive cooling from the ambient environment as the air enters the ECU assembly housing. Additionally, an air duct can be arranged inside the housing to guide cooling air from the ambient environment into the plenum. The cooling air can accumulate inside the plenum. The plenum can include a vent that corresponds to a fan inlet of the other ECU of the pair of ECUs. The other ECU can monitor it temperature to determine when to activate its fan unit. As the other ECU activates its fan unit, the cool air that has accumulated inside the plenum can be drawn into the other ECU. This other ECU can then expel warm air from a vent in the housing.

FIG. 1 is an illustration 100 of an exploded view of an example multi-ECU assembly, according to one or more embodiments. The multi-ECU assembly 102 can include a housing 104 that includes an upper compartment 106 and a lower compartment 108 that are separated by a first divider 110. Each of the upper compartment 106 and lower compartment 108 can include a respective volume for arranging various components of the multi-ECU assembly 102. A first ECU 112 can be arranged in the upper compartment 106 against a back face 114 of the housing 104. The first ECU 112 can rest on the first divider 110 and be affixed to the housing 104 via a fastener, such as an adhesive, a bolt, or a screw.

A plenum 116 can be arranged in the upper compartment 106 and next to the first ECU 112. The plenum 116 can generally have a rectangular prism shape. The plenum 116 can include a compartment that provides a volume for accumulating cool air. A first face of the plenum 116 can include at least one plenum vent 118 for receiving cool air. As illustrated, the arrangement of the plenum vent 118 can align with an air duct 120. As illustrated the plenum vent 118 is positioned on a lower left hand side of the plenum 116. It should be appreciated that in other embodiments, the plenum vent 118 can be positioned at various other locations on the plenum 116. The first face of the plenum 116 can include multiple vents. For example, the first face can include a second plenum vent at a lower right side of the first face. The position of the second plenum vent can align with another air duct. A second face of the plenum can include another vent (e.g., a third plenum vent, where the second face is opposite the first face). The third plenum vent can be positioned to align with an inlet of the first ECU 112. A channel can be formed from a vent at the housing 104, through the air duct 120 and into the plenum 116.

The plenum 116 can be fabricated from various materials, including metals, plastics, and composite materials. As indicated above, the plenum 116 can have rectangular prism shape formed from six generally flat faces. The plenum's dimensions can be configurable based on the number of ECUs to be arranged inside the housing 104. The plenum's dimensions can also be configurable based on a desired volume. For example, the plenum's dimensions can be based on the desired amount of air to accumulate inside the volume. In some instances, the plenum's dimensions can be based on multiple considerations (e.g., desired number of ECUs in housing and desired volume). For example, the more ECUs that are to be arranged in the housing 104, the smaller the dimensions of the plenum 116.

Air from outside of the multi-ECU assembly 102 (e.g., ambient environment) can enter the housing 104 through a vent. The housing vent is described with more particularity with respect to FIGS. 8 and 9. The air can pass through the air duct 120 and accumulate in the plenum 116. The first ECU 112 can include circuitry for monitoring an internal temperature. If the first ECU 112 determines that its temperature has exceeded a threshold, the first ECU 112 can cause a fan unit to be activated and draw in air from the plenum 116 and into the first ECU 112. The air can pass through the first ECU 112 can collect heat. The warmer air can be expelled from the first ECU 112 and out of the housing 104 through a vent. For example, the hotter air can be expelled from the first housing side vent 122. As used herein, a vent can be considered a vent. The air flow from the ambient environment and through the plenum vent 118, a second plenum vent, and a third plenum vent is described with more particularity with respect to FIGS. 2 and 7.

The air duct 120 can be affixed to a connector 124 via a fastener, such as an adhesive, bolt, or screw. The connector 124 can be a structure providing support for the air duct 120. The connector 124 can be, for example, a bracket. The connector 124 can be affixed to the plenum 116 via a fastener, such as an adhesive, bolt, or screw.

A second ECU 126 can be arranged in the upper compartment 106 next to the connector 124. The second ECU 126 can be the same type of ECU as the first ECU. Or the second ECU 126 can be a different type of ECU than the first ECU 112. The second ECU 126 can rest on the first divider 110 similarly to the first ECU 112. The second ECU 126 can be separated from a front face of the housing 104 by a second divider 128. The front face is described with more particularity with respect to FIGS. 8 and 9. The second divider 128 can include a vent for allowing air to pass through into an inlet of the second ECU 126. The second ECU 126 can receive air from the ambient environment and the air can pass through the second ECU 126. As the air passes through the second ECU 126, the heat from the second ECU 126 can be transferred to the air. The warmer air can be expelled from the second ECU 126 and out of the housing 104 through the second housing side vent 130. The first housing side vent 122 and the second housing side vent 130 can be positioned on a first side face 132 of the housing 104. The first side face 132 can be opposite a second side face 134. The first side face 132 can be connected to the second side face 134 via a bottom face 136. The second side face 134 can also include vents for expelling warmer air from the first ECU 112 and second ECU 126. The first side face 132 and the second side face 134 can each include a respective set of circular connectors and inlets 138. The lower compartment 108 is described with more particularity with respect to FIG. 5.

FIG. 2 is an illustration 200 of a plan view of a cross-section of an example multi-ECU assembly, according to one or more embodiments. As described with respect to FIG. 1, air 202 can flow into the housing 104 of the multi-ECU assembly. The air 202 can travel inside a first ECU 112 and a second ECU 126 collecting heat from each ECU. The air 202 can then be expelled from each ECU and released from the housing 104 and back into the ambient environment.

The air 202 from the ambient environment can pass through vents of a front face 204 of the housing 104. The air 202 can be received at a second inlet 206 of a second ECU 126. For example, the second ECU 126 can include a fan for drawing in air 202 from the ambient environment. The air 202 can pass through the second ECU 126, and heat from the second ECU 126 can be collected by the air 202. The second ECU 126 can expel the air from an outlet and the expelled air 202 can be released back into the ambient environment via a second housing side vent 130A (e.g., second housing side vent 130) and a fourth housing side vent 130B. It should be appreciated that although the expelled air 202 appears to move through the first air duct 120A and the second air duct 120B, as seen in FIG. 1, the second housing side vent 130 is positioned above the air duct 120 (e.g., first air duct 120A, second air duct 120B). Therefore, in some embodiments, the air 202 can be expelled from the second ECU 126 and pass over the air duct 120A, 120B and be released through the second housing side vent 130A and fourth housing side vent 130B and into the ambient environment.

The air 202 can also pass through one or more air ducts (e.g., first air duct 120A and a second air duct 120B). As illustrated, in some embodiments, the second airduct 120B can be located at an opposite end of the connector 124 as the first airduct 120A. For example, air 202 can pass through the first air duct 120A and into the plenum 116 via a first plenum vent 118A. The air 202 can also pass through the second air duct 120B and into the plenum 116 via a second plenum vent 118B. The air 202 can collect in the compartment of the plenum 116 until it is needed by the first ECU 112. From time to time, the first ECU 112 can activate a fan to draw in air from the plenum 116 via a first inlet 208. The air 202 can pass through the first ECU 112, and heat from the first ECU 112 can be collected by the air 202. The first ECU 112 can expel the air from an outlet and the expelled air 202 can be released back into the ambient environment via a first housing side vent 122A (e.g., first housing side vent 122) and a third housing side vent 122B.

As illustrated, the herein described embodiments, describe techniques for channeling air 202 from the ambient environment and to the first ECU 112. In particular, a first channel can be formed to allow air 202 to pass through the first air duct 120A and into the plenum 116 via the first plenum vent 118A. This air 202 from this first channel can further be drawn into the first ECU 112 via a third plenum vent 210 and the first inlet 208. As indicated above, in some embodiments, the multi-ECU assembly can include multiple air ducts. Therefore, a second channel can be formed to allow air 202 to pass through the second air duct 120B and into the plenum 116 via the second plenum vent 118B. This air 202 from this second channel can combine with the air 202 from the first channel and further be drawn into the first ECU 112 via a third plenum vent 210 and the first inlet 208.

FIGS. 3 and 4 are illustrations of an example ECU from different viewpoints. FIG. 3 is an illustration 300 of an example ECU, according to one or more embodiments. In particular, FIG. 3 is a side view of the example ECU 302. The ECU 302 can be, for example, the first ECU 112 or the second ECU 126, or subsequent ECU that is arranged in a housing (e.g., housing 104) of a multi-ECU assembly. The ECU 302 can include an inlet 304 with a fan module for drawing in air 202. Based on whether the ECU 302 is a first ECU 112, second ECU 126, or subsequent ECU, the position of the inlet 304 can align with other elements of the multi-ECU assembly. For example, if the ECU 302 is a first ECU 112, the inlet 304 can be a first inlet 208 and be aligned with a third plenum vent 210. The alignment can be a vertical alignment and horizontal alignment between the inlet 304 and the third plenum vent 210. If the ECU 302 is a second ECU 126, the inlet 304 can be a second inlet 206 and be aligned with a vent of a second divider 128 and/or a vent of a front face of the housing 104. If the ECU 302 is a subsequent ECU (e.g., a third ECU), the inlet 304 can be a subsequent inlet (e.g., a third inlet) and be aligned with n vent of a subsequent plenum (e.g., a second plenum). This embodiment is described with more particularity with respect to FIG. 7.

FIG. 4 is an illustration 400 of an example multi-ECU assembly, according to one or more embodiments. In particular, FIG. 4 is a top view of the example ECU 302. As illustrated, air 202 can be received at an inlet 304 of the ECU 302. After the air 202 has passed through the ECU 302, the warmer air 202 can be expelled from the sides of the ECU 302.

FIG. 5 is an illustration 500 of an example multi-ECU assembly, according to one or more embodiments. FIG. 5 is helpful to illustrate ECU components that can be included in the lower compartment 108. As indicated with respect to FIG. 1, the housing 104 can form an upper compartment 106 and a lower compartment 108 separated by a first divider 110. The upper compartment can include one or more ECUs 302. The lower compartment 108 can include various components that can be used for the functionality of an ECU assembly. For example, the lower compartment 108 can include an event data recorder 502 for collecting data related to the operation of the AV, such as speed, light usage, safety belt usage, and other appropriate information. The lower compartment 108 can include an ethernet switch 504 for connecting the ECU assembly to a computing network, such as a local AV network. The lower compartment 108 can further include a media converter 506 for converting ethernet or other communication protocols from one medium to another medium (e.g., cable type). The lower compartment 108 can further include a power distribution module 508 for being a power source for the ECU assembly. The housing 104 can further include mounting holes 510 for inserting a fastener in to mount the ECU assembly to an AV. It should be appreciated that in some instances, the compartment 108 includes the ECU 302 and the upper compartment 106 includes the event data recorder 502, the ethernet switch 504, the media converter 506, and the power distribution module 508.

FIG. 6 is an illustration 600 of an example multi-ECU assembly, according to one or more embodiments. In particular, FIG. 6 is an illustration of a side view of the upper compartment of the multi-ECU assembly. For illustration purposes, a first side face 132 of the housing 104 is transparent to show some components behind the first side face 132. As illustrated, the first side face 132 includes a first housing side vent 122 and second housing side vent 130. Behind the first side face are a first ECU 112 and a second ECU 126 separated by a plenum 116. The first ECU 112, the plenum 116, and the second ECU 126 can rest on a first divider 110. An air duct 120 is arranged resting on the first divider 110 and adjacent to the first side face 132 and the plenum 116. Air can travel from outside the housing 104 and through the air duct 120 into the plenum 116 via a plenum vent (e.g., plenum vent 118). The air can then pass through a third plenum vent (e.g., third plenum vent 210) and into the first ECU 112. The second ECU 126 can expel warm air to the ambient environment via the second housing side vent 130. The first ECU 112 can expel warm air into the ambient environment through the first housing side vent 122.

FIG. 7 is an illustration 700 of a plan view of a cross-section of an example multi-ECU assembly, according to one or more embodiments. As indicated above, the embodiments herein are not limited to a multi-ECU assembly with two ECUs. Rather more than two ECUs can be arranged inside a housing. As illustrated, a first ECU 112, a second ECU 126, and a third ECU 702 or more ECUs can be arranged in a housing. The first ECU 112 can be arranged apart from the second ECU 126 via a first plenum 116A (e.g., plenum 116). The third ECU 702 can be arranged apart from the first ECU 112 via a second plenum 116B. The second plenum 116B can structurally the same as the first plenum 116A. Furthermore, as illustrated, the second ECU 126 can be arranged to align with a first air duct 120A and a second air duct 120B. The first ECU 112 can be arranged to align with a third air duct 704 and a fourth air duct 706.

Air 202 can travel from the ambient environment into a second inlet 206 of the second ECU 126. As described in FIG. 2, the air 202 can travel through the second ECU 126 collecting heat and be expelled from the housing 104 and into the ambient environment. Air 202 can also travel through the first air duct 120A and the second air duct 120B and into the first plenum 116A via the first plenum vent 118A and the second plenum vent 118B. Air 202 in the first plenum 116 can travel into the first inlet 208 of the first ECU 112. As described in FIG. 2, the air 202 can travel through the first ECU 112 collecting heat and be expelled from the housing 104 and into the ambient environment.

Air can also travel from the ambient environment, through the first air duct 120A and second air duct 120B and through a third air duct 704 and fourth air duct 706. In this embodiment, the second plenum 116B can include a third plenum vent 708A and a fourth plenum vent 708B. The third plenum vent 708A can be located on a opposite face of the first plenum 116A at the first plenum vent 118A. The fourth plenum vent 708B can be located on a opposite face of the first plenum 116A at the second plenum vent 118B. The third plenum vent 708A can be aligned with the first plenum vent 118A. For example, both the third plenum vent 708A and the first plenum vent 118A can be located proximate to a first divider (e.g., the first divider 110) and a first side face (e.g., first side face 132). The fourth plenum vent 708B can be aligned with the second plenum vent 118B. For example, both the fourth plenum vent 708B and the second plenum vent 118B can be located proximate to a first divider (e.g., the first divider 110) and a second side face (e.g., second side face 134).

The air can travel from the third air duct 704 and the fourth air duct 706 into the second plenum 116B. The second plenum 116B can include a compartment that provides a volume for accumulating cool air. The air 202 in the second plenum 116B can travel into a third inlet 710 of the third ECU 702. Similar to the description in FIG. 2, the air 202 can travel through the third ECU 702 collecting heat and be expelled from the housing 104 and into the ambient environment.

It should be appreciated that, space permitting, additional ECUs can be arranged inside the housing 104. Furthermore, the techniques described herein describe channels to permit cool air from the ambient environment to reach an inlet of each additional ECU.

FIGS. 8, 9, and 10 illustrate a front face of a multi-ECU assembly. FIG. 8 is an illustration 800 of a front face and front face plate of an example multi-ECU assembly, according to one or more embodiments. FIG. 9 is an illustration 900 of a plate-less front face of an example multi-ECU assembly, according to one or more embodiments. FIG. 10 is an illustration 1000 of a cross-section of a front face plate and front face of an example multi-ECU assembly, according to one or more embodiments. The front face 802 can be connected to a housing (e.g., housing 104) via a fastener and protect the ECUs from damage and allow air from the ambient environment to reach the ECUs. The front face plate 804 illustrated in FIG. 8 has been removed from the front face 802 in FIG. 9. The front face 802 can include front face vents that, when the front face 802 is connected to a housing (e.g., housing 104) are located proximate to an upper compartment (e.g., upper compartment 106) of the housing. The front face vents 902 can permit air (e.g., air 202) to pass through the front face 802 and into a second inlet (e.g., second inlet 206) of a second ECU (e.g., second ECU 126). The front face vents 902 can further permit air to pass through the front face 802 and into a first air duct (e.g., first air duct 120A) and a second air duct (e.g., second air duct 120B).

In some embodiments, a front face plate 804 can be connected to the front face 802. The front face plate 804 can include front face plate vents 806. The front face plate 804 can be arranged such that the front face plate vent 806 to partially align with the front face vents 902. Referring to FIG. 10, it can be seen that the front face plate 804 partially blocks the flow of air 202 through the front face vents 902.

FIG. 11 is an example process flow 1100 for assembling an example multi-ECU assembly, according to one or more embodiments. At 1102, the method can include providing a first ECU (e.g., first ECU 112), a second ECU (e.g., second ECU 126), an air duct (e.g., air duct 120), and a plenum (e.g., plenum 116).

At 1104, the method can include arranging the first ECU in a first compartment of a housing (e.g., housing 104). The first ECU can be arranged in an upper compartment (e.g., upper compartment 106) resting on a first divider (e.g., first divider 110).

At 1106, the method can include forming a first vent (e.g., first plenum vent 118A). At 1108, the method can include arranging the air duct proximate to the first vent.

At 1110, the method can include forming a second vent (e.g., third plenum vent 210) on the plenum. At 1112, the method can include arranging the plenum proximate to the first ECU in the first compartment by aligning the second vent of the plenum with the first inlet of the first ECU.

At 1114, the method can include arranging the second ECU in the first compartment proximate to the plenum such that the plenum is provided between the first ECU and the second ECU, and the front surface of the second ECU faces away from the plenum.

At 1116, the method can include connecting a first surface of the plenum to the air duct to permit a flow of air from an ambient environment into the first inlet via a body of the plenum, wherein the first surface of the plenum faces away from the front surface of the first ECU. The method can further include attaching a first plate to the housing, wherein the first plate regulates a flow of air from the ambient environment into a second inlet of the second ECU.

The housing described herein permits airflow to at least two fan-cooled ECU units while separating inlet and outlet air from each other, minimizing air recirculation. A removable air duct and plenum allows for easy installation of the housing. The space required for the housing inside the vehicle cabin is minimized by stacking the ECUs one in front of the other.

The above description of certain examples, including illustrated examples, has been presented only for the purpose of illustration and description and is not intended to be exhaustive or to limit the disclosure to the precise forms disclosed. Modifications, adaptations, and uses thereof will be apparent to those skilled in the art without departing from the scope of the disclosure. For instance, any examples described herein, can be combined with any other examples.