Dual-motor controller, power assembly and electric vehicle

Abstract

The invention discloses a dual-motor controller, a power assembly and an electric vehicle, and relates to the technical field of new energy automobiles. The dual-motor controller comprises a shell, a first three-phase bridge arm and a second three-phase bridge arm, the shell comprises a power battery interface used for being connected with a power battery and an alternating current interface used for receiving alternating current. The two ends of the first three-phase bridge arm and the two ends of the second three-phase bridge arm are respectively connected with the two ends of a power battery through the power battery interface; the three bridge arm midpoints of the first three-phase bridge arm are used for being connected with the live wire end of the alternating current interface through the three-phase winding of the first motor, and the bridge arm midpoint of one phase of bridge arm in the second three-phase bridge arm is used for being connected with the zero wire end of the alternating current interface. Therefore, by multiplexing the double-motor controller and the three-phase winding of the first motor, the function of charging the power battery is realized without additionally arranging a vehicle-mounted charger, so that the space utilization rate of the electric vehicle is improved.

Description

Technical Field

[0001] The present application relates to the field of new energy vehicle technology, and in particular to a dual-motor controller, a powertrain and an electric vehicle. Background Art

[0002] With the popularization of electric vehicles and the development of intelligent driving, the market share of compact electric vehicles (i.e. Class A electric vehicles) has gradually increased. Reducing the size of some components in electric vehicles has become the core demand of electric vehicle host manufacturers to component manufacturers. As a core component of electric vehicles, the on-board charger (OBC) is used to receive the AC power output from the AC charging pile and the AC charging port, convert the AC power into DC power, and then transmit the DC power to the power battery of the electric vehicle to charge the power battery.

[0003] However, with the development of electric vehicle technology, more and more electric vehicle manufacturers hope to further improve the space utilization of electric vehicles.

[0004] Based on this, how to achieve the purpose of charging electric vehicles without using OBC has become a technical problem that needs to be solved. Summary of the invention

[0005] The present application provides a dual-motor controller, a powertrain and an electric vehicle, which are used to achieve the purpose of charging the electric vehicle without providing an on-board charger, thereby improving the space utilization rate of the electric vehicle.

[0006] To achieve the above objectives, the embodiments of the present application adopt the following technical solutions:

[0007] In the first aspect, a dual-motor controller with an AC charging function is provided, the dual-motor controller comprising a housing, a first three-phase bridge arm and a second three-phase bridge arm. The housing is used to accommodate at least one circuit board, the at least one circuit board is used to carry the power devices of the first three-phase bridge arm and the second three-phase bridge arm, and the housing comprises a power battery interface for connecting a power battery and an AC interface for receiving AC power. The two ends of the bridge arm of the first three-phase bridge arm are used to connect the two ends of the power battery through the power battery interface, the three bridge arm midpoints of the first three-phase bridge arm are used to connect the three-phase winding of the first motor, the two ends of the bridge arm of the second three-phase bridge arm are used to connect the two ends of the power battery through the power battery interface, and the three bridge arm midpoints of the second three-phase bridge arm are used to connect the three-phase winding of the second motor. The three bridge arm midpoints of the first three-phase bridge arm are used to connect the live wire end of the AC interface through the three-phase winding of the first motor, and the bridge arm midpoint of one phase bridge arm in the second three-phase bridge arm is used to connect the neutral wire end of the AC interface.

[0008] In the above technical solution, the two ends of the bridge arm of the first three-phase bridge arm and the two ends of the bridge arm of the second three-phase bridge arm are connected to the power battery through the power battery interface, the three bridge arm midpoints of the first three-phase bridge arm are connected to the three-phase winding of the first motor, and the three bridge arm midpoints of the second three-phase bridge arm are connected to the three-phase winding of the second motor, which can form a power battery power supply circuit. The three bridge arm midpoints of the first three-phase bridge arm are connected to the live wire end of the AC interface through the three-phase winding of the first motor, and the bridge arm midpoint of one phase bridge arm in the second three-phase bridge arm is connected to the neutral wire end of the AC interface, which can form a power battery charging circuit. Based on two different circuits, the dual motor controller has two working modes: driving mode and charging mode. When the dual motor controller is in driving mode, the dual motor controller can receive the high-voltage direct current output by the power battery through the power battery circuit, and transmit the high-voltage direct current to the first motor and the second motor to drive the first motor and the second motor to work. When the dual motor controller is in charging mode, the AC charging pile is connected to the charging interface of the electric vehicle, and the dual motor controller can receive the AC power input by the AC charging pile through the AC interface on the housing, so that the voltage conversion circuit composed of the three-phase winding of the first motor, the first three-phase bridge arm, and any one of the second three-phase bridge arms can convert the AC power into DC power, and transmit the DC power to both ends of the power battery through the power battery interface. In this way, there is no need to set up a separate AC / DC voltage conversion circuit. By reusing any one of the first three-phase bridge arm and the second three-phase bridge arm of the dual motor controller, the purpose of charging the power battery is achieved, thereby saving the device cost and occupied area of ​​the AC / DC voltage conversion circuit and improving the space utilization rate of the electric vehicle.

[0009] In addition, in the embodiment of the present application, when charging the power battery, only the three-phase winding of the first motor passes the current, and the three-phase winding of the second motor does not participate in the charging process. In this way, not only the distribution connection wire and distribution terminal of the neutral point of the second motor are saved, effectively reducing the device cost of the circuit, but also there is no need to use the oil pump of the electric vehicle to dissipate heat for the second motor during charging, effectively reducing the low-voltage load power during charging, that is, reducing the discharge efficiency of the power battery during charging, which is more conducive to improving the charging efficiency of the power battery.

[0010] In any possible implementation of the first aspect, the dual-motor controller further includes a first switch, which is used to turn on or off the connection between the three-phase winding of the first motor and the live wire end of the AC interface. In the above possible implementation, by controlling the first switch to be in an on state or an off state, the connection relationship between the dual-motor controller and the AC interface can be controlled, so that the dual-motor controller, the first motor and the second motor meet different usage requirements through different working states. For example, when the dual-motor controller receives AC power to charge the power battery, the first switch is turned on, so that the three bridge arm midpoints of the first three-phase bridge arm and the live wire end of the AC interface can be connected. For example, when the dual-motor controller receives power from the power battery and drives the first motor and the second motor, the first switch is turned off, so that the three bridge arm midpoints of the first three-phase bridge arm and the live wire end of the AC interface can be disconnected.

[0011] In any possible implementation of the first aspect, the dual-motor controller further includes a second switch, which is used to turn on or off the connection between the midpoint of the bridge arm of one phase of the second three-phase bridge arm and the neutral terminal of the AC interface. In the above possible implementation, by controlling the second switch to be in an on state or an off state, the connection relationship between the dual-motor controller and the AC interface can be controlled, so that the dual-motor controller, the first motor and the second motor meet different usage requirements through different working states. For example, when the dual-motor controller receives AC power to charge the power battery, the second switch is turned on, so that the midpoint of the bridge arm of one phase of the second three-phase bridge arm and the neutral terminal of the AC interface can be turned on. For example, when the dual-motor controller receives power from the power battery and drives the first motor and the second motor, the second switch is turned off, so that the midpoint of the bridge arm of one phase of the second three-phase bridge arm and the neutral terminal of the AC interface can be disconnected.

[0012] In any possible implementation manner of the first aspect, during the process in which the first three-phase bridge arm is used to drive the first motor or the second three-phase bridge arm is used to drive the second motor, the first switch and the second switch are disconnected.

[0013] In any possible implementation of the first aspect, during a process in which the dual-motor controller is used to receive AC power through the AC interface and charge the power battery, the first switch and the second switch are turned on.

[0014] In the above possible implementation method, when the first three-phase bridge arm is used to drive the first motor or the second three-phase bridge arm is used to drive the second motor, the first switch and the second switch are disconnected, so that the three bridge arm midpoints of the first three-phase bridge arm and the live wire end of the AC interface are disconnected, and the bridge arm midpoint of one phase bridge arm of the second three-phase bridge arm and the neutral wire end of the AC interface are disconnected, that is, the power battery charging circuit is disconnected, and only the power battery power supply circuit is controlled to remain conductive, so that the dual-motor controller can normally receive power from the power battery and drive the first motor or the second motor.

[0015] During the process of the dual-motor controller being used to receive AC power through the AC interface and charge the power battery, the first switch and the second switch are turned on, so that conduction occurs between the three bridge arm midpoints of the first three-phase bridge arm and the live wire end of the AC interface, and conduction occurs between the bridge arm midpoint of one phase bridge arm of the second three-phase bridge arm and the neutral wire end of the AC interface, that is, the power battery charging circuit is turned on, so that the dual-motor controller can receive AC power to charge the power battery.

[0016] In this way, by controlling the on-off state of the first switch and the second switch, different working states of the dual-motor controller can be switched, so that the dual-motor controller, the first motor and the second motor can meet different usage requirements through different working states. For example, when charging is required, the power battery charging circuit is controlled to be turned on, so that the dual-motor controller can receive AC power to charge the power battery. When driving is required, the power battery charging circuit is controlled to be disconnected to ensure that the power battery power supply circuit remains turned on, so that the dual-motor controller can normally receive power from the power battery and drive the first motor or the second motor.

[0017] In any possible implementation of the first aspect, during the process of receiving the AC power and charging the power battery at the AC interface: in the positive half cycle of the AC power, the upper bridge arm switch tube and the lower bridge arm switch tube of each phase bridge arm in the first three-phase bridge arm are alternately turned on, and the lower bridge arm switch tube of one phase bridge arm of the second three-phase bridge arm is turned on, and the upper bridge arm switch tube is turned off. In the negative half cycle of the AC power, the upper bridge arm switch tube and the lower bridge arm switch tube of each phase bridge arm in the first three-phase bridge arm are alternately turned on, and the upper bridge arm switch tube of one phase bridge arm of the second three-phase bridge arm is turned on, and the lower bridge arm switch tube is turned off. In the above possible implementation, during the process of charging the power battery, in the positive half cycle and the negative half cycle of the AC power, by controlling the on-off state of each switch tube in each phase bridge arm of the first three-phase bridge arm and one phase bridge arm of the second three-phase bridge arm, different charging circuits can be formed, so that the conversion of AC power to DC power can be completed through different charging circuits, and the DC power is used to charge the power battery.

[0018] In any possible implementation of the first aspect, the dual-motor controller further includes a control circuit board located in the housing, and the control circuit board is used to control each switch tube in the first three-phase bridge arm and each switch tube in the second three-phase bridge arm. In the above possible implementation, each switch tube in the first three-phase bridge arm and each switch tube in the second three-phase bridge arm are controlled by the same control circuit board, which not only saves the device volume and cost of the control circuit board, but also enables the switch tubes in the first three-phase bridge arm and the switch tubes in the second three-phase bridge arm to be controlled by the same control signal, thereby improving the synchronization of the wave generation of each phase bridge arm.

[0019] In any possible implementation of the first aspect, the dual-motor controller further includes a filter circuit located in the housing; the two first ends of the filter circuit are connected to the two ends of the second three-phase bridge arm, and the two second ends of the filter circuit are used to connect to the two ends of the power battery through the power battery interface. In the above possible implementation, by setting a filter circuit in the dual-motor controller, the DC voltage output from the dual-motor controller to the power battery can be filtered, and the DC voltage output from the power battery to the dual-motor controller can also be filtered, effectively reducing the interference of other clutter on the dual-motor controller, the power battery, and the first motor and the second motor.

[0020] In any possible implementation of the first aspect, the dual-motor controller also includes an overcurrent protection circuit located in the housing, one end of the overcurrent protection circuit is connected to one end of the first three-phase bridge arm, and the other end of the overcurrent protection circuit is used to connect to one end of the power battery through the power battery interface. The overcurrent protection circuit is used to disconnect the connection between the first three-phase bridge arm and the second three-phase bridge arm and the power battery when the power battery is overcurrent or short-circuited. In the above possible implementation, when the current passing between the dual-motor controller and the power battery is overloaded or short-circuited, the protection circuit disconnects the connection between the dual-motor controller and the power battery, stops the power supply process or charging process of the power battery, avoids damage to the dual-motor controller or the power battery, and further improves the driving safety of the electric vehicle.

[0021] In any possible implementation of the first aspect, the dual-motor controller further includes a capacitor located in the housing, and two ends of the capacitor are respectively used to connect the live wire terminal and the neutral wire terminal of the AC interface. In the above possible implementation, the capacitor is a safety capacitor, for example, the capacitor can be an X capacitor or a Y capacitor, which is used to filter the received AC power to filter out differential mode interference in the AC power, thereby effectively improving the stability of the AC / DC voltage conversion circuit and ensuring that the AC / DC voltage conversion circuit can work normally.

[0022] In any possible implementation of the first aspect, the first motor is an electric motor, the second motor is a generator, the first three-phase bridge arm is used to receive power from the power battery and to drive the first motor, and the second three-phase bridge arm is used to receive the electric energy generated by the generator and to charge the power battery. In the above possible implementations, the generator is used to convert mechanical energy into electrical energy, and the motor is used to convert electrical energy into mechanical energy. The dual-motor controller provided in the embodiment of the present application can be applied to a distributed powertrain. When the dual-motor controller is in driving mode, the dual-motor controller can receive high-voltage direct current output by the power battery, and transmit the high-voltage direct current to the first motor and the second motor to drive the first motor and the second motor to work. When the dual-motor controller is in charging mode, the AC charging pile is connected to the charging interface of the electric vehicle 01, and the dual-motor controller can receive AC power to charge the power battery.

[0023] In any possible implementation of the first aspect, the first motor and the second motor are both electric motors, and the first motor and the second motor are respectively used to drive two coaxial wheels of the electric vehicle, the first three-phase bridge arm is used to receive power from the power battery and drive the first motor, and the second three-phase bridge arm is used to receive power from the power battery and drive the second motor. In the above possible implementations, when the first motor and the second motor are both electric motors, when the first motor and the second motor are both electric motors, the dual motor controller provided in the embodiment of the present application can be applied to a distributed powertrain. When the dual motor controller is in driving mode, the dual motor controller can receive high-voltage direct current output by the power battery, and transmit the high-voltage direct current to the first motor and the second motor to drive the first motor and the second motor to work. When the dual motor controller is in charging mode, the AC charging pile is connected to the charging interface of the electric vehicle, and the dual motor controller can receive AC power to charge the power battery.

[0024] In this way, whether it is an electric vehicle equipped with a hybrid powertrain or an electric vehicle equipped with a distributed powertrain, there is no need to set up a separate AC / DC voltage conversion circuit. By reusing any one of the first three-phase bridge arm and the second three-phase bridge arm of the dual-motor controller, the purpose of charging the power battery is achieved, thereby saving the device cost and occupied area of ​​the AC / DC voltage conversion circuit in the on-board charger and improving the space utilization of the electric vehicle.

[0025] In a second aspect of the present application, a powertrain is provided, which includes a first motor, a second motor and a dual-motor controller described in the first aspect or any possible implementation of the first aspect; the dual-motor controller includes a housing, a first three-phase bridge arm and a second three-phase bridge arm; the midpoints of the three bridge arms of the first three-phase bridge arm are respectively connected to the three-phase windings of the first motor, and the midpoints of the three bridge arms of the second three-phase bridge arm are respectively connected to the three-phase windings of the second motor.

[0026] In a third aspect of the present application, an electric vehicle is provided, comprising a power battery and the powertrain described in the second aspect, the powertrain being used to receive alternating current to charge the power battery, or the power battery to supply power to the powertrain.

[0027] It can be understood that the beneficial effects that can be achieved by the powertrain and electric vehicle provided above can correspond to the beneficial effects of the dual-motor controller provided above, and will not be repeated here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] Figure 1 A schematic diagram of the structure of an electric vehicle provided in an embodiment of the present application;

[0029] Figure 2 A schematic diagram of the structure of another electric vehicle provided in an embodiment of the present application;

[0030] Figure 3 A schematic diagram of the structure of another electric vehicle provided in an embodiment of the present application;

[0031] Figure 4 A schematic diagram of the structure of a powertrain provided in an embodiment of the present application;

[0032] Figure 5 A circuit topology diagram of a powertrain provided in an embodiment of the present application;

[0033] Figure 6 A circuit topology diagram of another powertrain provided in an embodiment of the present application;

[0034] FIG7( a ) is a schematic diagram of current flow in a positive half cycle of alternating current provided in an embodiment of the present application;

[0035] FIG7( b ) is another schematic diagram of current flow in the positive half cycle of alternating current provided in an embodiment of the present application;

[0036] FIG8( a ) is a schematic diagram of current flow during a negative half cycle of alternating current provided in an embodiment of the present application;

[0037] FIG8( b ) is another schematic diagram of current flow in the negative half cycle of alternating current provided in an embodiment of the present application. DETAILED DESCRIPTION

[0038] The following will discuss the making and use of each embodiment in detail. However, it should be understood that many applicable inventive concepts provided by this application can be implemented in a variety of specific environments. The specific embodiments discussed are only illustrative of the specific ways to implement and use this application and this technology, and do not limit the scope of this application.

[0039] Unless defined otherwise, all technical and scientific terms used herein have the same meanings as commonly understood by one of ordinary skill in the art.

[0040] Before introducing the embodiments of the present application, the background technology involved in the present application is first introduced.

[0041] With the popularity of electric vehicles and the development of intelligent driving, more and more users prefer compact electric vehicles, that is, Class A electric vehicles. For users, compact electric vehicles are smaller in size, making parking and driving more convenient. For electric vehicle OEMs, as the market share of compact electric vehicles gradually increases, reducing the size of some components in electric vehicles and thus improving the space utilization of electric vehicles has become the core demand of electric vehicle OEMs to component manufacturers.

[0042] Figure 1 The structure of an electric vehicle is exemplified. Figure 1 As shown, the electric vehicle 01 includes an on-board charger 10 and a power battery 20, and the on-board charger 10 is connected to the power battery 20. The on-board charger 10 is used to receive the AC power output by the AC charging pile 02, and convert the AC power into DC power to charge the power battery 20. As a core component of the electric vehicle 01, if the on-board charger 10 can realize the function of charging the power battery 20 without configuring the on-board charger 10, it can not only reduce the device cost of the electric vehicle 01 to a certain extent, but also improve the space utilization of the electric vehicle 01.

[0043] In order to solve the above technical problems, the embodiment of the present application provides a dual-motor controller, a hybrid powertrain and an electric vehicle with an AC charging function. The dual-motor controller provided in the embodiment of the present application multiplexes the first three-phase bridge arm and the second three-phase bridge arm of the dual-motor controller, and the three-phase winding of the first motor connected to the midpoint of the first three-phase bridge arm to form an AC / DC voltage conversion circuit, and the AC / DC conversion circuit is used to convert the AC power output by the AC charging pile 02, thereby saving the device cost and occupied area of ​​the AC / DC voltage conversion circuit in the on-board charger 10, and improving the space utilization rate of the electric vehicle 01.

[0044] Figure 2 A schematic diagram of another electric vehicle provided in an embodiment of the present application. Figure 2As shown, the electric vehicle 01 includes a power battery 20 and a powertrain 30. The powertrain 30 includes a dual motor controller 31, a first motor 32 and a second motor 33. When the electric vehicle 01 is not connected to the AC charging pile 02, the power battery 20 is used to supply power to the powertrain 30 during the process of the dual motor controller 31 driving the first motor 32 or the second motor 33; when the electric vehicle 01 is connected to the AC charging pile 02, the powertrain 30 is used to replace the AC / DC voltage conversion circuit in the on-board charger 10, convert the received AC power into DC power and then charge the power battery 20.

[0045] In the first example, the first motor 32 is a generator, the second motor 33 is an electric motor, and the powertrain 30 is a hybrid powertrain. The generator in the hybrid powertrain is used to generate electrical energy and charge the power battery 20.

[0046] For example, the electric vehicle 01 includes a hybrid powertrain, a motor controller and a drive motor, wherein the motor controller is used to control the drive motor to drive the two front wheels of the electric vehicle 01, and the motor in the hybrid powertrain is used to drive the two rear wheels of the electric vehicle 01; or, the motor controller is used to control the drive motor to drive the two rear wheels of the electric vehicle 01, and the motor in the hybrid powertrain is used to drive the two front wheels of the electric vehicle 01.

[0047] For another example, the electric vehicle 01 includes a hybrid powertrain, two motor controllers and two drive motors. The two motor controllers are used to respectively control the corresponding drive motors to drive the two front wheels of the electric vehicle 01, and the motor in the hybrid powertrain is used to drive the two rear wheels of the electric vehicle 01; or, the two motor controllers are used to respectively control the corresponding drive motors to drive the two rear wheels of the electric vehicle 01, and the motor in the hybrid powertrain is used to drive the two front wheels of the electric vehicle 01.

[0048] In the second example, Figure 3 As shown, the first motor 32 and the second motor 33 are both electric motors, and the power assembly 30 is a distributed power assembly.

[0049] For example, the electric vehicle 01 includes a distributed powertrain, a motor controller and a drive motor, the motor controller is used to control the drive motor to drive the two front wheels of the electric vehicle 01, and the dual motor controller 31 is used to control the first motor 32 and the second motor 33 to drive the two rear wheels of the electric vehicle 01; or, the motor controller is used to control the drive motor to drive the two rear wheels of the electric vehicle 01, and the dual motor controller 31 is used to control the first motor 32 and the second motor 33 to drive the two front wheels of the electric vehicle 01.

[0050] For another example, the electric vehicle 01 includes a distributed powertrain, two motor controllers and two drive motors. The two motor controllers are used to respectively control the corresponding drive motors to drive the two front wheels of the electric vehicle 01, and the dual motor controller 31 is used to control the first motor 32 and the second motor 33 to drive the two rear wheels of the electric vehicle 01; or, the two motor controllers are used to respectively control the corresponding drive motors to drive the two rear wheels of the electric vehicle 01, and the dual motor controller 31 is used to control the first motor 32 and the second motor 33 to drive the two front wheels of the electric vehicle 01.

[0051] Figure 4 The structure of the powertrain 30 provided in the embodiment of the present application is illustrated. Figure 5 The circuit topology of the powertrain 30 is illustrated. Figure 4 and Figure 5 As shown, the powertrain 30 provided in the embodiment of the present application includes a dual-motor controller 31 , a first motor 32 , and a second motor 33 .

[0052] In one embodiment, if Figure 4 As shown, the dual motor controller 31 includes a housing 313, a first three-phase bridge arm 311 and a second three-phase bridge arm 312. The housing 313 is used to accommodate at least one circuit board ( Figure 4 (not shown), the at least one circuit board is used to carry power devices of the first three-phase bridge arm 311 and the second three-phase bridge arm 312.

[0053] In an example, the power devices of the first three-phase bridge arm 311 and the power devices of the second three-phase bridge arm 312 are integrated on the same circuit board, which is located in the housing 313 .

[0054] In another example, the power devices of the first three-phase bridge arm 311 and the power devices of the second three-phase bridge arm 312 are separately integrated on two circuit boards, and the two circuit boards are both located in the housing 313 .

[0055] The power device may be a metal-oxide-semiconductor field-effect transistor (MOSFET), which may also be referred to as a MOS tube, each of which includes a reverse-biased body diode. The power device may also include an insulated-gate bipolar transistor (IGBT) and a diode D, wherein the collector of the IGBT is connected to the cathode of the diode D, and the emitter of the IGBT is connected to the anode of the diode D.

[0056] In one embodiment, if Figure 4As shown, the housing 313 also includes a power battery interface for connecting the power battery 20 and an AC interface for receiving AC power. Figure 5 As shown, the first three-phase bridge arm 311 and the second three-phase bridge arm 312 are connected in parallel, and both ends of the bridge arm of the first three-phase bridge arm 311 and the bridge arm of the second three-phase bridge arm 312 are used to connect the two ends of the power battery 20 through the power battery interface. The three bridge arm midpoints of the first three-phase bridge arm 311 are respectively used to connect the three-phase windings of the first motor 32, and the three bridge arm midpoints of the second three-phase bridge arm 312 are respectively used to connect the three-phase windings of the second motor 33.

[0057] The first three-phase bridge arm 311 and the second three-phase bridge arm 312 can be used as an inverter circuit or a rectifier circuit. In one example, when the first three-phase bridge arm 311 and the second three-phase bridge arm 312 are used as rectifier circuits, the first three-phase bridge arm 311 and the second three-phase bridge arm 312 can convert AC power into DC power. In another example, when the first three-phase bridge arm 311 and the second three-phase bridge arm 312 are used as inverter circuits, the first three-phase bridge arm 311 and the second three-phase bridge arm 312 can provide three-phase AC power to the first motor 32 or the second motor 33 according to the received DC power to drive the first motor 32 or the second motor 33.

[0058] Among them, any phase bridge arm in the first three-phase bridge arm 311 and the second three-phase bridge arm 312 includes an upper bridge arm switch tube and a lower bridge arm switch tube, and the connection point between the upper bridge arm switch tube and the lower bridge arm switch tube is the midpoint of one phase bridge arm.

[0059] like Figure 5 As shown, the first three-phase bridge arm 311 includes an upper bridge arm switch tube Q1, a lower bridge arm switch tube Q2, an upper bridge arm switch tube Q3, a lower bridge arm switch tube Q4, an upper bridge arm switch tube Q5 and a lower bridge arm switch tube Q6. Among them, the midpoint of the bridge arm where the upper bridge arm switch tube Q1 and the lower bridge arm switch tube Q2 are connected in series is connected to the U1 phase winding of the three-phase winding of the first motor 32, the midpoint of the bridge arm where the upper bridge arm switch tube Q3 and the lower bridge arm switch tube Q4 are connected in series is connected to the V1 phase winding of the three-phase winding of the first motor 32, and the midpoint of the bridge arm where the upper bridge arm switch tube Q5 and the lower bridge arm switch tube Q6 are connected in series is connected to the W1 phase winding of the three-phase winding of the first motor 32.

[0060] Similarly, the second three-phase bridge arm 312 includes an upper bridge arm switch tube Q7, a lower bridge arm switch tube Q8, an upper bridge arm switch tube Q9, a lower bridge arm switch tube Q10, an upper bridge arm switch tube Q11, and a lower bridge arm switch tube Q12. Among them, the midpoint of the bridge arm where the upper bridge arm switch tube Q7 and the lower bridge arm switch tube Q8 are connected in series is connected to the U2 phase winding of the three-phase winding of the second motor 33, the midpoint of the bridge arm where the upper bridge arm switch tube Q9 and the lower bridge arm switch tube Q10 are connected in series is connected to the V2 phase winding of the three-phase winding of the second motor 33, and the midpoint of the bridge arm where the upper bridge arm switch tube Q11 and the lower bridge arm switch tube Q12 are connected in series is connected to the W2 phase winding of the three-phase winding of the second motor 33.

[0061] The three bridge arm midpoints of the first three-phase bridge arm 311 are respectively used to connect the live wire terminal L of the AC interface through the three-phase winding of the first motor 32, and the bridge arm midpoint of one phase bridge arm in the second three-phase bridge arm 312 is used to connect the neutral wire terminal N of the AC interface.

[0062] like Figure 5 As shown, the neutral point of the three-phase winding of the first motor 32 (for example, the center tap end of the three-phase winding of the first motor 32) is used to connect to the live wire terminal L of the AC interface on the shell 313, and the midpoint of the bridge arm of any phase bridge arm in the second three-phase bridge arm 312 is used to connect to the neutral wire terminal N of the AC interface on the shell 313.

[0063] Based on the above technical solution, the two ends of the first three-phase bridge arm 311 and the two ends of the second three-phase bridge arm 312 are connected to the power battery 20 through the power battery interface, the three bridge arm midpoints of the first three-phase bridge arm 311 are connected to the three-phase winding of the first motor 32, and the three bridge arm midpoints of the second three-phase bridge arm 312 are connected to the three-phase winding of the second motor 33, which can form a power battery power supply circuit. The three bridge arm midpoints of the first three-phase bridge arm 311 are connected to the live wire terminal L of the AC interface through the three-phase winding of the first motor 32, and the bridge arm midpoint of one phase bridge arm in the second three-phase bridge arm 312 is connected to the neutral wire terminal N of the AC interface, which can form a power battery charging circuit. Based on two different circuits, the dual motor controller 31 has two working modes: driving mode and charging mode. When the dual motor controller 31 is in driving mode, the dual motor controller 31 can receive the high voltage direct current output by the power battery 20 through the power battery circuit, and transmit the high voltage direct current to the first motor 32 and the second motor 33 to drive the first motor 32 or the second motor 33 to work. When the dual motor controller 31 is in charging mode, the AC charging pile 02 is connected to the charging interface of the electric vehicle 01, and the dual motor controller 31 can receive the AC power input by the AC charging pile 02 through the AC interface on the housing 313, that is, through the voltage conversion circuit formed by the three-phase winding of the first motor 32, the first three-phase bridge arm 311, and any one of the second three-phase bridge arms 312, the AC power is converted into DC power, and the DC power is transmitted to the positive and negative electrodes of the power battery 20 through the power battery interface to realize the function of charging the power battery 20. When the AC charging pile 02 is not connected to the charging interface of the electric vehicle 01, during the process of the first three-phase bridge arm 311 driving the first motor 32 or the second three-phase bridge arm 312 driving the second motor 33, the power battery 20 can output a driving voltage to the first three-phase bridge arm 311 and the second three-phase bridge arm 312 through the power battery interface. Based on the driving voltage, the first three-phase bridge arm 311 and the second three-phase bridge arm 312 can generate three-phase AC power for driving the first motor 32 and the second motor 33 to control the first motor 32 and the second motor 33 to drive the electric vehicle 01 to travel.

[0064] In addition, in the embodiment of the present application, when charging the power battery 20, only the three-phase winding of the first motor 32 passes the current, and the three-phase winding of the second motor 33 does not participate in the charging process. This not only saves the distribution connection wire and distribution terminal of the neutral point of the second motor 33, effectively reducing the device cost of the circuit, but also eliminates the need to use the oil pump of the electric vehicle 01 to dissipate heat for the second motor 33 during charging, effectively reducing the low-voltage load power during charging, that is, reducing the discharge efficiency of the power battery 20 during charging, which is more conducive to improving the charging efficiency of the power battery 20.

[0065] In one embodiment, the first motor 32 is a generator, and the second motor 33 is an electric motor. Alternatively, the first motor 32 is an electric motor, and the second motor 33 is a generator. The first three-phase bridge arm 311 is used to receive power from the power battery 20 and drive the first motor 32, and the second three-phase bridge arm 312 is used to receive the electric energy generated by the generator and charge the power battery 20. The generator is used to convert mechanical energy into electric energy, and the electric motor is used to convert electric energy into mechanical energy.

[0066] As described above, when the first motor 32 is a generator and the second motor 33 is an electric motor, the powertrain 30 provided in the embodiment of the present application is a hybrid powertrain.

[0067] Based on this, the dual motor controller 31 provided in the embodiment of the present application can be applied to a hybrid powertrain. When the dual motor controller 31 is in driving mode, the dual motor controller 31 can receive the high voltage direct current output by the power battery 20, and transmit the high voltage direct current to the second motor 33 to drive the second motor 33 to work. At the same time, the first motor 32 can also charge the power battery 20. When the dual motor controller 31 is in charging mode, the AC charging pile 02 is connected to the charging interface of the electric vehicle 01, and the dual motor controller 31 can receive AC power to charge the power battery 20.

[0068] In another embodiment, the first motor 32 and the second motor 33 are both electric motors. The first motor 32 and the second motor 33 are respectively used to drive two coaxial wheels of the electric vehicle 01, the first three-phase bridge arm 311 is used to receive power from the power battery 20 and drive the first motor 32, and the second three-phase bridge arm 312 is used to receive power from the power battery 20 and drive the second motor 33.

[0069] As described above, when the first motor 32 and the second motor 33 are both electric motors, the powertrain 30 provided in the embodiment of the present application is a distributed powertrain.

[0070] Based on this, the dual motor controller 31 provided in the embodiment of the present application can be applied to a distributed powertrain. When the dual motor controller 31 is in driving mode, the dual motor controller 31 can receive the high voltage direct current output by the power battery 20, and transmit the high voltage direct current to the first motor 32 and the second motor 33 to drive the first motor 32 and the second motor 33 to work. When the dual motor controller 31 is in charging mode, the AC charging pile 02 is connected to the charging interface of the electric vehicle 01, and the dual motor controller 31 can receive AC power to charge the power battery 20.

[0071] In this way, whether it is an electric vehicle 01 equipped with a hybrid powertrain or an electric vehicle 01 equipped with a distributed powertrain, there is no need to set up a separate AC / DC voltage conversion circuit. By reusing any one of the first three-phase bridge arm 311 and the second three-phase bridge arm 312 of the dual-motor controller 31, the purpose of charging the power battery is achieved, thereby saving the device cost and occupied area of ​​the AC / DC voltage conversion circuit in the on-board charger 10, and improving the space utilization of the electric vehicle 01.

[0072] Figure 6 A circuit topology diagram of another powertrain 30 provided in an embodiment of the present application.

[0073] In one embodiment, a switch is provided between at least one three-phase bridge arm of the dual-motor controller 31 and the AC interface.

[0074] In one example, the dual motor controller 31 also includes a first switch K1, which is arranged between the neutral point of the three-phase winding of the first motor 32 and the live wire terminal L of the AC interface, and the first switch K1 is used to turn on or off the connection between the three bridge arm midpoints of the first three-phase bridge arm 311 and the live wire terminal L of the AC interface.

[0075] In another example, the dual motor controller 31 also includes a second switch K2, which is arranged between the midpoint of a bridge arm of one phase of the second motor 33 and the neutral terminal N of the AC interface, and the second switch K2 is used to turn on or off the connection between the midpoint of a bridge arm of one phase of the second three-phase bridge arm 312 and the neutral terminal N of the AC interface.

[0076] In another example, the dual motor controller 31 includes a first switch K1 and a second switch K2, the first switch K1 is arranged between the neutral point of the three-phase winding of the first motor 32 and the live wire terminal L of the AC interface, and the second switch K2 is arranged between the midpoint of the bridge arm of one phase bridge arm of the second motor 33 and the neutral wire terminal N of the AC interface.

[0077] In a possible embodiment, the first switch K1 and the second switch K2 may be integrated with the power device of the dual motor controller 31 on the same circuit board, or respectively integrated with the correspondingly connected three-phase bridge arms on the same circuit board, and the circuit board is located in the housing 313. For example, the first switch K1 and the first three-phase bridge arm 311 are integrated on one circuit board, and the second switch K2 and the second three-phase bridge arm 312 are integrated on another circuit board, and the one circuit board and the other circuit board are both located in the housing 313.

[0078] When the dual motor controller 31 receives AC power to charge the power battery 20, the first switch K1 is turned on, so that the three bridge arm midpoints of the first three-phase bridge arm 311 and the live wire terminal L of the AC interface are connected. When the dual motor controller 31 receives power from the power battery 20 and drives the first motor 32 and the second motor 33, the first switch K1 is turned off, so that the three bridge arm midpoints of the first three-phase bridge arm 311 and the live wire terminal L of the AC interface are disconnected. When the dual motor controller 31 receives AC power to charge the power battery 20, the second switch K2 is turned on, so that the bridge arm midpoint of one phase bridge arm of the second three-phase bridge arm 312 and the neutral wire terminal N of the AC interface are connected. The second switch K2 is turned off, so that the bridge arm midpoint of one phase bridge arm of the second three-phase bridge arm 312 and the neutral wire terminal N of the AC interface are disconnected.

[0079] Based on the above technical solution, by controlling the operating status (on or off) of the first switch K1 and the second switch K2, the connection relationship between the dual motor controller 31 and the AC interface can be controlled, so that the dual motor controller 31, the first motor 32 and the second motor 33 can meet different usage requirements through different working states.

[0080] In one embodiment, the dual motor controller 31 may further include a switch controller ( Figure 6 The switch controller is used to control the on / off state of the first switch K1 or the second switch K2. The switch controller is used to control the first switch K1 and the second switch K2 to be disconnected during the process in which the first three-phase bridge arm 311 drives the first motor 32 or the second three-phase bridge arm 312 drives the second motor 33; the switch controller is also used to control the first switch K1 and the second switch K2 to be turned on during the process in which the dual-motor controller 31 receives AC power through the AC interface and charges the power battery 20.

[0081] Combination Figure 6 It can be seen that in the process of the first three-phase bridge arm 311 being used to drive the first motor 32 or the second three-phase bridge arm 312 being used to drive the second motor 33, the first switch K1 and the second switch K2 are disconnected, so that the three bridge arm midpoints of the first three-phase bridge arm 311 and the live wire terminal L of the AC interface are disconnected, and the bridge arm midpoint of one-phase bridge arm of the second three-phase bridge arm 312 and the neutral wire terminal N of the AC interface are disconnected, that is, the power battery charging circuit is disconnected, and only the power battery power supply circuit is controlled to remain conductive, so that the dual-motor controller 31 can normally receive power from the power battery 20 and drive the first motor 32 or the second motor 33, avoiding the power battery 20 discharging through the first switch K1 or the second switch K2 during driving the first motor 32 or the second motor 33, and further ensuring the driving safety of the electric vehicle 01.

[0082] When the dual-motor controller 31 is used to receive AC power through the AC interface and charge the power battery 20, the first switch K1 and the second switch K2 are turned on, so that the three bridge arm midpoints of the first three-phase bridge arm 311 and the live wire terminal L of the AC interface are connected, and the bridge arm midpoint of one phase bridge arm of the second three-phase bridge arm 312 and the neutral wire terminal N of the AC interface are connected, that is, the power battery charging circuit is turned on, so that the dual-motor controller 31 can receive AC power to charge the power battery 20.

[0083] When the first switch K1 and the second switch K2 are turned on, the three-phase winding of the first motor 32 is connected to the live wire terminal L of the AC interface, and the midpoint of one phase of the second three-phase bridge arm 312 is connected to the neutral wire terminal N of the AC interface. At this time, the dual-motor controller 31 is connected to the AC charging pile 02, and can convert the AC power output by the AC charging pile 02 into DC power and then charge the power battery 20.

[0084] In one embodiment, the dual motor controller 31 further includes a control circuit board for controlling the first three-phase bridge arm 311 and the second three-phase bridge arm 312. The control circuit board may be located in the housing 313 ( Figure 6 (not shown), the control circuit board is used to control each switch tube (Q1~Q6) in the first three-phase bridge arm 311 and each switch tube (Q7~Q12) in the second three-phase bridge arm 312.

[0085] The control circuit board may be a chip. For example, the control circuit board may be a field programmable gate array (FPGA), an application specific integrated circuit (ASIC), a system on chip (SoC), a central processor unit (CPU), a network processor (NP), a digital signal processor (DSP), a micro controller unit (MCU), a programmable logic device (PLD) or other integrated chips.

[0086] In a possible implementation, the control circuit board is also used to generate a pulse width modulation (PWM) signal according to the triangular carrier and the sinusoidal modulation wave, and the PWM signal is used to control the switching tube in the first three-phase bridge arm 311 or the second three-phase bridge arm 312 to be turned on or off. The amplitude and frequency of the triangular carrier, and the amplitude and frequency of the sinusoidal modulation wave are related to the output voltage and output current of the AC charging pile 02, and the input current and input voltage of the power battery 20, and the embodiment of the present application does not specifically limit this.

[0087] Based on the above technical solution, each switch tube in the first three-phase bridge arm 311 and each switch tube in the second three-phase bridge arm 312 are controlled by the same control circuit board, which not only saves the device volume and cost of the control circuit board, but also allows the switch tubes in the first three-phase bridge arm 311 and the switch tubes in the second three-phase bridge arm 312 to be controlled by the same control signal, thereby improving the synchronization of the first three-phase bridge arm 311 and the second three-phase bridge arm 312.

[0088] In another embodiment, the switch controller may not be provided in the dual motor controller 31, and the on-off state of the first switch K1 and the second switch K2 may be controlled by the control circuit board. That is, the control circuit board is not only used to control each switch tube (Q1-Q6) in the first three-phase bridge arm 311 and each switch tube (Q7-Q12) in the second three-phase bridge arm 312, but also used to control the on-off state of the first switch K1 and the second switch K2.

[0089] In another embodiment, the functions of the above-mentioned control circuit board and switch controller can also be implemented by the vehicle control unit (VCU) in the electric vehicle 01, and the embodiment of the present application does not impose any specific restrictions on this.

[0090] In one embodiment, the dual-motor controller 31 also includes a filter circuit 314 located in the shell 313; the two first ends of the filter circuit 314 are connected to the two ends of the second three-phase bridge arm 312, and the two second ends of the filter circuit 314 are used to connect to the two ends of the power battery 20 through the power battery interface.

[0091] like Figure 6As shown, the filter circuit 314 includes two filter capacitors (C1 and C2) and two filter inductors (L1 and L2). The two ends of the first filter capacitor C1 are respectively connected to the two ends of the bridge arm of the first three-phase bridge arm 311 and the two ends of the bridge arm of the second three-phase bridge arm 312. The two ends of the first filter capacitor C1 are also connected in parallel with the two ends of the second filter capacitor C2 through the first filter inductor L1 and the second filter inductor L2. The two ends of the second filter capacitor C2 are used to connect to the power battery 20 through the power battery interface on the shell 313.

[0092] Based on the above technical solution, by setting a filter circuit 314 in the dual-motor controller 31, the DC voltage transmitted from the dual-motor controller 31 to the power battery 20 can be filtered, and the DC voltage output from the power battery to the dual-motor controller 31 can also be filtered, thereby effectively reducing the interference of other noises to the dual-motor controller 31, the power battery 20, and the first motor 32 and the second motor 33.

[0093] In one embodiment, the dual motor controller 31 further includes an overcurrent protection circuit 315 located in the housing 313, one end of the overcurrent protection circuit 315 is connected to one end of the first three-phase bridge arm 311, and the other end of the overcurrent protection circuit 315 is used to connect to one end of the power battery 20 through the power battery interface. The overcurrent protection circuit 315 is used to disconnect the connection between the first three-phase bridge arm 311 and the second three-phase bridge arm 312 and the power battery 20 when the power battery 20 is overcurrent or short-circuited.

[0094] In a possible embodiment, the protection circuit 315 may be a fuse, a fuse, a circuit breaker, or a relay, etc. The specific type of the protection circuit 315 may be selected according to the actual application scenario. As an example but not a limitation, the embodiment of the present application takes the protection circuit 315 as a fuse as an example for explanation.

[0095] like Figure 6 As shown, when the current passing between the dual-motor controller 31 and the power battery 20 is overloaded or short-circuited, the fuse will melt due to the internal fuse's own heating, thereby disconnecting the dual-motor controller 31 and the power battery 20, stopping the power supply process or charging process of the power battery 20, avoiding damage to the dual-motor controller 31 or the power battery 20, and further improving the driving safety of the electric vehicle 01.

[0096] In one embodiment, if Figure 6As shown, the dual motor controller 31 also includes a capacitor 316 located in the housing 313, and the two ends of the capacitor 316 are used to connect the live wire terminal L and the neutral wire terminal N of the AC interface. Among them, the X capacitor 316 is a safety capacitor, for example, the capacitor 316 can be an X capacitor or a Y capacitor. When the AC output end of the AC charging pile 02 is connected to the live wire terminal L and the neutral wire terminal N of the AC interface, the capacitor 316 is used to filter the received AC power to filter out the differential mode interference in the AC power, thereby effectively improving the stability of the AC / DC voltage conversion circuit and ensuring that the AC / DC voltage conversion circuit can work normally.

[0097] The circuit topology structure of the powertrain 30 provided in the embodiment of the present application is introduced above. The following describes how to charge the power battery 20 based on the circuit topology structure.

[0098] In one embodiment, during the process of the AC interface receiving the AC power and charging the power battery 20, in the positive half-cycle of the AC power, the upper bridge arm switch tube and the lower bridge arm switch tube of each phase bridge arm in the first three-phase bridge arm 311 are alternately turned on, and the lower bridge arm switch tube of one phase bridge arm of the second three-phase bridge arm 312 is turned on and the upper bridge arm switch tube is turned off; in the negative half-cycle of the AC power, the upper bridge arm switch tube and the lower bridge arm switch tube of each phase bridge arm in the first three-phase bridge arm 311 are alternately turned on, and the lower bridge arm switch tube of one phase bridge arm of the second three-phase bridge arm 312 is turned on and the upper bridge arm switch tube is turned off.

[0099] For ease of understanding, the following Figure 6 As an example, the circuit topology shown in the figure is combined with the attached Figure 7(a) to Figure 8(b) , the specific process of the AC interface receiving AC power and charging the power battery 20 is described in detail. For the convenience of description, the bridge arm in which the upper bridge arm switch tube Q7 and the lower bridge arm switch tube Q8 are connected in series in the second three-phase bridge arm 312 is referred to as the U2 phase bridge arm as an example but not a limitation. Figure 7(a) to Figure 8(b) The description is made by taking the connection between the midpoint of the U2 phase bridge arm of the second three-phase bridge arm 312 and the neutral line terminal L of the AC interface as an example.

[0100] When the AC charging pile 02 is connected to the charging interface of the electric vehicle 01, that is, the live wire terminal L of the AC interface on the AC charging pile 02 and the housing 313 is connected to the neutral wire terminal N of the AC interface. The first switch K1 is controlled to be in a closed state to conduct the connection between the three bridge arm midpoints of the first three-phase bridge arm 311 and the live wire terminal L of the AC interface, and the second switch K2 is controlled to be in a closed state to conduct the connection between the bridge arm midpoint of the U2 phase bridge arm of the second three-phase bridge arm 312 and the neutral wire terminal N of the AC interface.

[0101] As shown in Figures 7(a) and 7(b), in the positive half cycle of the alternating current, the AC charging pile 02 outputs alternating current, and the control circuit board (not shown) controls the lower bridge arm switch tube Q2, the lower bridge arm switch tube Q4 and the lower bridge arm switch tube Q6 to be alternately turned on with the upper bridge arm switch tube Q1, the upper bridge arm switch tube Q3 and the upper bridge arm switch tube Q5 in each switching cycle, controls the lower bridge arm switch tube Q8 to be turned on in each switching cycle, and controls the upper bridge arm switch tube Q7 to be turned off in each switching cycle.

[0102] As shown in Figure 7(a), when the lower bridge arm switch tube Q2, the lower bridge arm switch tube Q4 and the lower bridge arm switch tube Q6 are turned on, the AC charging pile 02 is not connected to the power battery 20 at this time. The AC power flows out from the live wire terminal L of the AC interface, passes through the first switch K1, the three-phase winding of the first motor 32, the three lower bridge arm switch tubes of the first three-phase bridge arm 311 (the lower bridge arm switch tube Q2, the lower bridge arm switch tube Q4 and the lower bridge arm switch tube Q6), the lower bridge arm switch tube Q8, the second switch K2 and then returns to the neutral wire terminal N of the AC interface to form a first AC charging circuit.

[0103] As shown in Figure 7(b), when the upper bridge arm switch tube Q1, the upper bridge arm switch tube Q3 and the upper bridge arm switch tube Q5 are turned on, the AC charging pile 02 is directly connected to the power battery 20, and the AC power flows out from the live wire terminal L of the AC interface, passes through the first switch K1, the three-phase winding of the first motor 32, the three upper bridge arm switch tubes (upper bridge arm switch tube Q1, upper bridge arm switch tube Q3 and upper bridge arm switch tube Q5) of the first three-phase bridge arm 311, the filter circuit 314 and the protection circuit 315, and then enters the positive electrode of the power battery 20. The current flowing out of the negative electrode of the power battery 20 passes through the filter circuit 314, the lower bridge arm switch tube Q8, and the second switch K2 in turn and returns to the neutral line terminal N of the AC interface, forming a second AC charging circuit.

[0104] Based on the above technical solution, in the positive half cycle of the AC power, the AC charging pile 02 charges the power battery 20 through the first AC charging circuit and the second AC charging circuit. In this process, the control circuit board generates a first PWM signal according to the triangular carrier and the sine modulation wave of the positive half cycle, and the first PWM signal is used to control the three lower bridge arm switches (lower bridge arm switch tube Q2, lower bridge arm switch tube Q4 and lower bridge arm switch tube Q6) in the first three-phase bridge arm 311 to be turned on with a first duty cycle, and at the same time control the three upper bridge arm switches (upper bridge arm switch tube Q1, upper bridge arm switch tube Q3 and upper bridge arm switch tube Q5) in the first three-phase bridge arm 311 to be turned off with a first duty cycle, so that the current flowing through the three-phase bridge arm is equal and matches the current value allowed to be output by the AC charging pile 02 and the current value allowed to be input by the power battery 20, thereby meeting the charging current demand of the power battery 20.

[0105] As shown in Figures 8(a) and 8(b), in the negative half cycle of the AC power, the AC charging pile 02 outputs AC power, and the control circuit board (not shown) controls the lower bridge arm switch tube Q2, the lower bridge arm switch tube Q4 and the lower bridge arm switch tube Q6 to be alternately turned on with the upper bridge arm switch tube Q1, the upper bridge arm switch tube Q3 and the upper bridge arm switch tube Q5 in each switching cycle, controls the upper bridge arm switch tube Q7 to be turned on in each switching cycle, and controls the lower bridge arm switch tube Q8 to be turned off in each switching cycle.

[0106] As shown in Figure 8(a), when the upper bridge arm switch tube Q1, the upper bridge arm switch tube Q3 and the upper bridge arm switch tube Q5 are turned on, the AC charging pile 02 is not connected to the power battery 20, and the AC power flows out from the neutral line terminal N of the AC interface, passes through the second switch K2, the upper bridge arm switch tube Q7, the three upper bridge arm switch tubes of the first three-phase bridge arm 311 (upper bridge arm switch tube Q1, upper bridge arm switch tube Q3 and upper bridge arm switch tube Q5), the three-phase winding of the first motor 32, and the first switch K1, and then returns to the live wire terminal L of the AC interface to form a third AC charging circuit.

[0107] As shown in Figure 8(b), when the lower bridge arm switch tube Q2, the lower bridge arm switch tube Q4 and the lower bridge arm switch tube Q6 are turned on, the AC charging pile 02 is directly connected to the power battery 20. The AC power flows out from the neutral terminal N of the AC interface, passes through the second switch K2, the upper bridge arm switch tube Q7, and then passes through the filter circuit 314 and the protection circuit 315 in sequence before entering the positive electrode of the power battery 20. The current flowing out from the negative electrode of the power battery 20 passes through the filter circuit 314, the three lower bridge arm switch tubes of the first three-phase bridge arm 311 (the lower bridge arm switch tube Q2, the lower bridge arm switch tube Q4 and the lower bridge arm switch tube Q6), the three-phase winding of the first motor 32 and the first switch K1, and then returns to the live wire terminal L of the AC interface, forming a fourth AC charging circuit.

[0108] Based on the above technical solution, in the negative half cycle of the AC power, the AC charging pile 02 charges the power battery 20 through the third AC charging circuit and the fourth AC charging circuit. In this process, the control circuit board generates a second PWM signal according to the triangular carrier and the sinusoidal modulation wave of the negative half cycle, and the second PWM signal is used to control the three upper bridge arm switches (upper bridge arm switch tube Q1, upper bridge arm switch tube Q3 and upper bridge arm switch tube Q5) in the first three-phase bridge arm 311 to be turned on with a second duty cycle, and at the same time control the three lower bridge arm switches (lower bridge arm switch tube Q2, lower bridge arm switch tube Q4 and lower bridge arm switch tube Q6) in the first three-phase bridge arm 311 to be turned off with a second duty cycle, so that the current flowing through the three-phase bridge arm is equal and matches the current value allowed to be output by the AC charging pile 02 and the current value allowed to be input by the power battery 20, thereby meeting the charging current demand of the power battery 20.

[0109] The above-mentioned first duty cycle and second duty cycle are related to the amplitude and frequency of the triangular carrier and the amplitude and frequency of the sinusoidal modulation wave, and the embodiment of the present application does not make any specific limitation on this.

[0110] In another embodiment of the present application, a powertrain 30 is also provided, and the powertrain 30 includes a first motor 32, a second motor 33, and a dual-motor controller 31 provided in the above embodiment. The dual-motor controller 31 includes a housing 313, a first three-phase bridge arm 311, and a second three-phase bridge arm 312; the midpoints of the three bridge arms of the first three-phase bridge arm 311 are respectively connected to the three-phase windings of the first motor 32, and the midpoints of the three bridge arms of the second three-phase bridge arm 312 are respectively connected to the three-phase windings of the second motor 33.

[0111] In another embodiment of the present application, an electric vehicle 01 is also provided. The electric vehicle 01 includes a power battery 20 and a powertrain 30 provided in the above embodiment. The powertrain 30 is used to receive alternating current to charge the power battery 20 , or the power battery 20 supplies power to the powertrain 30 .

[0112] Finally, it should be noted that the above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any changes or substitutions within the technical scope disclosed in the present application should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. A dual motor controller with AC charging function, characterized in that: The dual-motor controller comprises a housing, a first three-phase bridge arm and a second three-phase bridge arm; wherein: The housing is used to accommodate at least one circuit board, the at least one circuit board is used to carry power devices of the first three-phase bridge arm and the second three-phase bridge arm, and the housing includes a power battery interface for connecting a power battery and an AC interface for receiving AC power; The two ends of the first three-phase bridge arm are used to connect the two ends of the power battery through the power battery interface, and the three bridge arm midpoints of the first three-phase bridge arm are respectively used to connect the three-phase windings of the first motor; The two ends of the second three-phase bridge arm are used to connect the two ends of the power battery through the power battery interface, and the three bridge arm midpoints of the second three-phase bridge arm are respectively used to connect the three-phase windings of the second motor; The three bridge arm midpoints of the first three-phase bridge arm are respectively used to connect the live wire end of the AC interface through the three-phase winding of the first motor, and the bridge arm midpoint of one phase bridge arm in the second three-phase bridge arm is used to connect the neutral wire end of the AC interface.

2. The dual motor controller according to claim 1, characterized in that: The dual-motor controller further includes a first switch, which is used to switch on or off the connection between the three-phase winding of the first motor and the live wire end of the AC interface.

3. The dual motor controller according to claim 1, characterized in that: The dual-motor controller also includes a second switch, which is used to switch on or off the connection between the midpoint of a bridge arm of one phase of the second three-phase bridge arm and the neutral line end of the AC interface.

4. The dual motor controller according to claim 2 or 3, characterized in that: During the process in which the first three-phase bridge arm is used to drive the first motor or the second three-phase bridge arm is used to drive the second motor, the first switch and the second switch are disconnected.

5. The dual motor controller according to claim 2 or 3, characterized in that: When the dual-motor controller is used to receive the AC power through the AC interface and charge the power battery, the first switch and the second switch are turned on.

6. The dual motor controller according to claim 2 or 3, characterized in that: In the process of the AC interface receiving the AC power and charging the power battery: In the positive half cycle of the alternating current, the upper bridge arm switch tube and the lower bridge arm switch tube of each phase bridge arm in the first three-phase bridge arm are alternately turned on, and the lower bridge arm switch tube of the one phase bridge arm of the second three-phase bridge arm is turned on and the upper bridge arm switch tube is turned off; In the negative half cycle of the alternating current, the upper bridge arm switch tube and the lower bridge arm switch tube of each phase bridge arm in the first three-phase bridge arm are alternately turned on, and the upper bridge arm switch tube of the one phase bridge arm of the second three-phase bridge arm is turned on and the lower bridge arm switch tube is turned off.

7. The dual-motor controller according to any one of claims 1 to 6, characterized in that: The dual-motor controller also includes a control circuit board located in the housing, and the control circuit board is used to control each switch tube in the first three-phase bridge arm and each switch tube in the second three-phase bridge arm.

8. The dual-motor controller according to any one of claims 1 to 7, characterized in that: The dual-motor controller also includes a filter circuit located in the housing; The two first ends of the filter circuit are connected to the two ends of the second three-phase bridge arm, and the two second ends of the filter circuit are used to be connected to the two ends of the power battery through the power battery interface.

9. The dual-motor controller according to any one of claims 1 to 8, characterized in that: The dual-motor controller also includes an overcurrent protection circuit located in the housing; One end of the overcurrent protection circuit is connected to one end of the first three-phase bridge arm, and the other end of the overcurrent protection circuit is used to be connected to one end of the power battery through the power battery interface; The overcurrent protection circuit is used to disconnect the first three-phase bridge arm and the second three-phase bridge arm from the power battery when the power battery is overcurrent or short-circuited.

10. The dual-motor controller according to any one of claims 1 to 9, characterized in that: The dual-motor controller also includes a capacitor located in the housing, and two ends of the capacitor are respectively used to connect the live wire end and the neutral wire end of the AC interface.

11. The dual-motor controller according to any one of claims 1 to 10, characterized in that: The first motor is an electric motor, the second motor is a generator, the first three-phase bridge arm is used to receive power from a power battery and to drive the first motor, and the second three-phase bridge arm is used to receive electric energy generated by the generator and to charge the power battery.

12. The dual-motor controller according to any one of claims 1 to 10, characterized in that: The first motor and the second motor are both electric motors, and the first motor and the second motor are respectively used to drive two coaxial wheels of the electric vehicle. The first three-phase bridge arm is used to receive power from the power battery and drive the first motor, and the second three-phase bridge arm is used to receive power from the power battery and drive the second motor.

13. A powertrain, characterized in that: The powertrain comprises a first motor, a second motor and a dual-motor controller according to any one of claims 1 to 12; the dual-motor controller comprises a housing, a first three-phase bridge arm and a second three-phase bridge arm; The midpoints of the three bridge arms of the first three-phase bridge arm are respectively connected to the three-phase windings of the first motor, and the midpoints of the three bridge arms of the second three-phase bridge arm are respectively connected to the three-phase windings of the second motor.

14. An electric vehicle, characterized in that: The electric vehicle comprises a power battery and the powertrain as claimed in claim 13, wherein the powertrain is used to receive alternating current to charge the power battery, or the power battery supplies power to the powertrain.

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