A dual-motor controller, powertrain, and electric vehicle

Abstract

A dual-motor controller, powertrain, and electric vehicle are disclosed, relating to the field of new energy vehicle technology. The dual-motor controller includes a housing, a first three-phase bridge arm, and a second three-phase bridge arm. The housing includes a power battery interface for connecting to a power battery and an AC interface for receiving AC power. The two ends of the first three-phase bridge arm and the two ends of the second three-phase bridge arm are respectively used to connect to the two ends of the power battery through the power battery interface. The midpoints of the three bridge arms of the first three-phase bridge arm are respectively used to connect to the live wire terminal of the AC interface through the three-phase windings of the first motor. The midpoint of one phase of the second three-phase bridge arm is used to connect to the neutral wire terminal of the AC interface. Thus, by reusing the dual-motor controller and the three-phase windings of the first motor, the function of charging the power battery is achieved without the need for an additional on-board charger, thereby improving the space utilization rate of the electric vehicle.

Description

Technical Field

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

[0002] With the increasing popularity of electric vehicles and the development of intelligent driving, the market share of compact electric vehicles (i.e., Class A electric vehicles) is gradually rising. Reducing the size of some components in electric vehicles has become a core demand of OEMs for component manufacturers. The on-board charger (OBC), as a core component of electric vehicles, receives AC power from AC charging piles and AC charging ports, converts it to DC power, and then transmits the DC power to the electric vehicle's battery to charge it.

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

[0004] Therefore, how to charge electric vehicles without using an OBC has become a technical problem that needs to be solved. Summary of the Invention

[0005] This application provides a dual-motor controller, powertrain, and electric vehicle for charging the electric vehicle without the need for an on-board charger, thereby improving the space utilization of the electric vehicle.

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

[0007] In a first aspect, a dual-motor controller with AC charging function is provided. The dual-motor controller includes a housing, a first three-phase bridge arm, and a second three-phase bridge arm. The housing houses at least one circuit board for supporting power devices of the first and second three-phase bridge arms. The housing includes a power battery interface for connecting to a power battery and an AC interface for receiving AC power. The two ends of the first three-phase bridge arm are connected to the two ends of a power battery via the power battery interface. The midpoints of the three arms of the first three-phase bridge arm are respectively connected to the three-phase windings of a first motor. The two ends of the second three-phase bridge arm are connected to the two ends of a power battery via the power battery interface. The midpoints of the three arms of the second three-phase bridge arm are respectively connected to the three-phase windings of a second motor. The midpoints of the three arms of the first three-phase bridge arm are respectively connected to the live wire terminal of the AC interface via the three-phase windings of the first motor. The midpoint of one phase of the second three-phase bridge arm is connected to the neutral wire terminal of the AC interface.

[0008] In the above technical solution, the two ends of the first three-phase bridge arm and the two ends of the second three-phase bridge arm are connected to the power battery through the power battery interface. The midpoints of the three bridge arms of the first three-phase bridge arm are 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 connected to the three-phase windings of the second motor, thus forming a power battery power supply circuit. The midpoints of the three bridge arms of the first three-phase bridge arm are connected to the live wire terminal of the AC interface through the three-phase windings of the first motor, and the midpoint of one phase of the second three-phase bridge arm is connected to the neutral wire terminal of the AC interface, thus forming a power battery charging circuit. Based on the two different circuits, the dual-motor controller has two operating modes: driving mode and charging mode. When the dual-motor controller is in driving mode, it can receive the high-voltage DC power output from the power battery through the power battery circuit and transmit the high-voltage DC power to the first and second motors to drive them. When the dual-motor controller is in charging mode, the AC charging pile is connected to the charging interface of the electric vehicle. The dual-motor controller can receive AC power input from the AC charging pile through the AC interface on its housing. The voltage conversion circuit, consisting of the three-phase windings of the first motor, the first three-phase bridge arm, and any one of the phase arms of the second three-phase bridge arm, converts this AC power into DC power, which is then transmitted to the two ends of the power battery through the power battery interface. Thus, there is no need for a separate AC / DC voltage conversion circuit. By reusing any one of the first and second three-phase bridge arms of the dual-motor controller, the purpose of charging the power battery is achieved, thereby saving on the component cost and space occupied by the AC / DC voltage conversion circuit and improving the space utilization rate of the electric vehicle.

[0009] Furthermore, in the embodiments of this application, when charging the power battery, only the three-phase windings of the first motor carry current, while the three-phase windings of the second motor do not participate in the charging process. This not only saves on the neutral point power distribution wiring and terminals of the second motor, effectively reducing the component costs of the circuit, but also eliminates the need to use the electric vehicle's oil pump for cooling the second motor during charging, effectively reducing the low-voltage load power during charging, which in turn reduces the discharge efficiency of the power battery and 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 for connecting or disconnecting the connection between the three-phase windings of the first motor and the live wire terminal of the AC interface. By controlling the first switch to be in a connected or disconnected state, the connection between the dual-motor controller and the AC interface can be controlled, allowing the dual-motor controller, the first motor, and the second motor to meet different usage requirements through different operating states. For example, when the dual-motor controller is receiving AC power to charge the power battery, the first switch is connected, thereby connecting the midpoints of the three arms of the first three-phase bridge arm to the live wire terminal of the AC interface. Conversely, when the dual-motor controller is receiving power from the power battery to drive the first and second motors, the first switch is disconnected, thereby disconnecting the midpoints of the three arms of the first three-phase bridge arm from the live wire terminal of the AC interface.

[0011] In any possible implementation of the first aspect, the dual-motor controller further includes a second switch for connecting or disconnecting the connection between the midpoint of one phase of the second three-phase bridge arm and the neutral terminal of the AC interface. By controlling the second switch to be in a connected or disconnected state, the connection between the dual-motor controller and the AC interface can be controlled, allowing the dual-motor controller, the first motor, and the second motor to meet different usage requirements through different operating states. For example, when the dual-motor controller is receiving AC power to charge the power battery, the second switch is connected, thus connecting the midpoint of one phase of the second three-phase bridge arm and the neutral terminal of the AC interface. Conversely, when the dual-motor controller is receiving power from the power battery to drive the first and second motors, the second switch is disconnected, thus disconnecting the midpoint of one phase of the second three-phase bridge arm from the neutral terminal of the AC interface.

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

[0013] In any possible implementation of the first aspect, the first switch and the second switch are turned on during the process of the dual-motor controller receiving AC power through the AC interface and charging the power battery.

[0014] In the above possible implementation, during the process of the first three-phase bridge arm driving the first motor or the second three-phase bridge arm driving the second motor, the first switch and the second switch are disconnected, so that the midpoint of the three bridge arms of the first three-phase bridge arm is disconnected from the live wire terminal of the AC interface, and the midpoint of the bridge arm of one phase of the second three-phase bridge arm is disconnected from the neutral wire terminal of the AC interface. That is, the power battery charging circuit is disconnected, and only the power battery power supply circuit is kept on, 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 receiving AC power and charging the power battery through the AC interface, the first switch and the second switch are turned on, so that the midpoint of the three arms of the first three-phase bridge arm is connected to the live wire terminal of the AC interface, and the midpoint of the one phase arm of the second three-phase bridge arm is connected to the neutral wire terminal of the AC interface. In other words, 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 states of the first and second switches, different operating states of the dual-motor controller can be switched, allowing the dual-motor controller, the first motor, and the second motor to meet different usage requirements through different operating states. For example, when charging is required, the power battery charging circuit is turned on, enabling the dual-motor controller to receive AC power to charge the power battery. When driving is required, the power battery charging circuit is turned off, ensuring that the power battery power supply circuit remains on, thereby enabling the dual-motor controller to 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 the AC interface receiving AC power and charging the power battery: in the positive half-cycle of the AC power, the upper and lower bridge arm switches of each phase arm in the first three-phase bridge arm are alternately turned on, and the lower bridge arm switch of one phase arm of the second three-phase bridge arm is turned on while the upper bridge arm switch is turned off. In the negative half-cycle of the AC power, the upper and lower bridge arm switches of each phase arm in the first three-phase bridge arm are alternately turned on, and the upper bridge arm switch of one phase arm of the second three-phase bridge arm is turned on while the lower bridge arm switch is turned off. In the above possible implementations, during the charging process of the power battery, by controlling the on / off state of each switch in each phase arm of the first three-phase bridge arm and one phase arm of the second three-phase bridge arm during the positive and negative half-cycles of the AC power, different charging circuits can be constructed, thereby enabling the conversion of AC power to DC power through different charging circuits, and using this DC power 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 within the housing, which controls each switch in the first three-phase bridge arm and each switch in the second three-phase bridge arm. In the above possible implementations, each switch in the first three-phase bridge arm and each switch in the second three-phase bridge arm are controlled by the same control circuit board, which not only saves on the size and cost of the control circuit board but also ensures that the switches in the first and second three-phase bridge arms are controlled by the same control signal, improving the synchronization of wave generation in each phase bridge arm.

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

[0020] In any possible implementation of the first aspect, the dual-motor controller further includes an overcurrent protection circuit located within 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 is used to connect to one end of the power battery via the power battery interface. The overcurrent protection circuit is used to disconnect the connection between the first and second three-phase bridge arms and the power battery when the power battery experiences an overcurrent or short circuit. In the above possible implementations, when the current flowing 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, stopping the power supply or charging process of the power battery, preventing damage to the dual-motor controller or the power battery, and further improving 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 within the housing, the two ends of which are respectively used to connect to the live wire and neutral wire of the AC interface. In the above possible implementation, the capacitor is a safety capacitor, such as an X capacitor or a Y capacitor, used to filter the received AC power to remove differential-mode interference, thereby effectively improving the stability of the AC / DC voltage conversion circuit and ensuring that the AC / DC voltage conversion circuit can operate 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 electrical 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 electric motor is used to convert electrical energy into mechanical energy. The dual-motor controller provided in this application embodiment can be applied to a distributed powertrain. When the dual-motor controller is in driving mode, it can receive high-voltage DC power output from the power battery and transmit the high-voltage DC power to the first and second motors to drive them. 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, both the first motor and the second motor are electric motors. The first motor and the second motor are respectively used to drive the 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 both the first motor and the second motor are electric motors, the dual-motor controller provided in this application embodiment can be applied to a distributed powertrain. When the dual-motor controller is in driving mode, it can receive high-voltage DC power output from the power battery and transmit this high-voltage DC power to the first motor and the second motor to drive them. 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 can be achieved. This can save the device cost and space occupied by the AC / DC voltage conversion circuit in the on-board charger, and improve the space utilization of electric vehicles.

[0025] In a second aspect of this application, a powertrain is provided, the powertrain including a first motor, a second motor, and a dual-motor controller as described in the first aspect or any possible implementation thereof; 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 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 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 this application, an electric vehicle is provided, the electric vehicle including a power battery and a powertrain described in the second aspect, the powertrain being configured to receive alternating current to charge the power battery, or the power battery supplying power to the powertrain.

[0027] Understandably, the beneficial effects of the powertrain and electric vehicle provided above can be compared with the beneficial effects of the dual-motor controller provided above, and will not be repeated here. Attached Figure Description

[0028] Figure 1 This is a schematic diagram of the structure of an electric vehicle provided in an embodiment of this application;

[0029] Figure 2 This is a schematic diagram of the structure of another electric vehicle provided in an embodiment of this application;

[0030] Figure 3 This is a schematic diagram of the structure of another electric vehicle provided in an embodiment of this application;

[0031] Figure 4 This is a schematic diagram of the structure of a powertrain provided in an embodiment of this application;

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

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

[0034] Figure 7(a) is a schematic diagram of the current flow direction during the positive half-cycle of AC power provided in an embodiment of this application;

[0035] Figure 7(b) is a schematic diagram of another current flow direction during the positive half-cycle of AC power provided in the embodiments of this application;

[0036] Figure 8(a) is a schematic diagram of the current flow direction during the negative half-cycle of AC power provided in an embodiment of this application;

[0037] Figure 8(b) is a schematic diagram of another current flow direction during the negative half-cycle of AC power provided in the embodiments of this application. Detailed Implementation

[0038] The following sections will discuss the fabrication and use of various embodiments in detail. However, it should be understood that many applicable inventive concepts provided in this application can be implemented in a variety of specific environments. The specific embodiments discussed are merely illustrative of specific ways of implementing and using this application and technology, and do not limit the scope of this application.

[0039] Unless otherwise defined, all technical terms used herein have the same meaning as commonly known to one of ordinary skill in the art.

[0040] Before introducing the embodiments of this application, the background technology involved in this application will be introduced first.

[0041] With the increasing popularity of electric vehicles and the development of intelligent driving, more and more users are favoring compact electric vehicles, also known as Class A electric vehicles. For users, the smaller size of compact electric vehicles makes parking and driving more convenient. For electric vehicle manufacturers, as the market share of compact electric vehicles gradually increases, reducing the size of components in electric vehicles and thus improving the space utilization rate has become a core demand from OEMs to component manufacturers.

[0042] Figure 1 An example of the structure of an electric vehicle is shown. For example... Figure 1 As shown, the electric vehicle 01 includes an on-board charger 10 and a power battery 20, which are connected together. The on-board charger 10 receives AC power output from the AC charging pile 02 and converts it into DC power to charge the power battery 20. As a core component of the electric vehicle 01, if the function of charging the power battery 20 could be achieved without configuring the on-board charger 10, it would not only reduce the component cost of the electric vehicle 01 to a certain extent but also improve the space utilization of the electric vehicle 01.

[0043] To address the aforementioned technical problems, embodiments of this application provide a dual-motor controller with AC charging functionality, a hybrid powertrain, and an electric vehicle. The dual-motor controller provided in this application utilizes the first and second three-phase bridge arms of the dual-motor controller, along with the three-phase windings of the first motor connected to the midpoint of the first three-phase bridge arm, to form an AC / DC voltage conversion circuit. This AC / DC conversion circuit is used to convert the AC power output from the AC charging pile 02, thereby saving on the component costs and space occupied by the AC / DC voltage conversion circuit in the on-board charger 10, and improving the space utilization of the electric vehicle 01.

[0044] Figure 2 This is a schematic diagram of another electric vehicle provided as an embodiment of this application. (See diagram below.) 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 station 02, the power battery 20 supplies power to the powertrain 30 while the dual-motor controller 31 drives either the first motor 32 or the second motor 33. When the electric vehicle 01 is connected to the AC charging station 02, the powertrain 30 replaces the AC / DC voltage conversion circuit in the on-board charger 10, converting the received AC power into DC power to 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, electric vehicle 01 includes a hybrid powertrain, a motor controller, and a drive motor. The motor controller controls the drive motor to drive the two front wheels of electric vehicle 01, and the electric motor in the hybrid powertrain drives the two rear wheels of electric vehicle 01; or, the motor controller controls the drive motor to drive the two rear wheels of electric vehicle 01, and the electric motor in the hybrid powertrain drives the two front wheels of electric vehicle 01.

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

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

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

[0050] For example, electric vehicle 01 includes a distributed powertrain, two motor controllers, and two drive motors. The two motor controllers are used to control the corresponding drive motors to drive the two front wheels of 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 electric vehicle 01; or, the two motor controllers are used to control the corresponding drive motors to drive the two rear wheels of 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 electric vehicle 01.

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

[0052] In one embodiment, such as 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 in the diagram), the at least one circuit board is used to carry the power devices of the first three-phase bridge arm 311 and the second three-phase bridge arm 312.

[0053] In one 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 inside 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, both of which are located within the housing 313.

[0055] The aforementioned power device can be a metal-oxide-semiconductor field-effect transistor (MOSFET), also simply referred to as a MOS transistor. Each MOS transistor includes a reverse-biased body diode. The power device may also include an insulated-gate bipolar transistor (IGBT) and a diode D. 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, such as 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 first three-phase bridge arm 311 and both ends of the second three-phase bridge arm 312 are used to connect to the two ends of the power battery 20 through the power battery interface. The midpoints of the three arms of the first three-phase bridge arm 311 are respectively used to connect to the three-phase windings of the first motor 32, and the midpoints of the three arms of the second three-phase bridge arm 312 are respectively used to connect to 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 function as either 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 a rectifier circuit, they can convert alternating current (AC) to direct current (DC). In another example, when the first three-phase bridge arm 311 and the second three-phase bridge arm 312 are used as an inverter circuit, they can provide three-phase AC power to the first motor 32 or the second motor 33 based on the received DC power, thereby driving the first motor 32 or the second motor 33.

[0058] In this case, each of 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 a phase bridge arm.

[0059] like Figure 5 As shown, the first three-phase bridge arm 311 includes an upper bridge arm switch Q1, a lower bridge arm switch Q2, an upper bridge arm switch Q3, a lower bridge arm switch Q4, an upper bridge arm switch Q5, and a lower bridge arm switch Q6. The midpoint of the bridge arm formed by the series connection of upper bridge arm switch Q1 and lower bridge arm switch Q2 is connected to the U1 phase winding of the three-phase winding of the first motor 32; the midpoint of the bridge arm formed by the series connection of upper bridge arm switch Q3 and lower bridge arm switch Q4 is connected to the V1 phase winding of the three-phase winding of the first motor 32; and the midpoint of the bridge arm formed by the series connection of upper bridge arm switch Q5 and lower bridge arm switch Q6 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 Q7, a lower bridge arm switch Q8, an upper bridge arm switch Q9, a lower bridge arm switch Q10, an upper bridge arm switch Q11, and a lower bridge arm switch Q12. The midpoint of the bridge arm formed by the series connection of upper bridge arm switch Q7 and lower bridge arm switch Q8 is connected to the U2 phase winding of the three-phase winding of the second motor 33; the midpoint of the bridge arm formed by the series connection of upper bridge arm switch Q9 and lower bridge arm switch Q10 is connected to the V2 phase winding of the three-phase winding of the second motor 33; and the midpoint of the bridge arm formed by the series connection of upper bridge arm switch Q11 and lower bridge arm switch Q12 is connected to the W2 phase winding of the three-phase winding of the second motor 33.

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

[0062] like Figure 5 As shown, the neutral point of the three-phase winding of the first motor 32 (e.g., the center tap of the three-phase winding of the first motor 32) is used to connect to the live wire L of the AC interface on the housing 313, and the midpoint of any phase arm of the second three-phase bridge arm 312 is used to connect to the neutral wire N of the AC interface on the housing 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 a power battery interface. The midpoints of the three arms of the first three-phase bridge arm 311 are connected to the three-phase windings of the first motor 32, and the midpoints of the three arms of the second three-phase bridge arm 312 are connected to the three-phase windings of the second motor 33, thus forming a power battery power supply circuit. The midpoints of the three arms of the first three-phase bridge arm 311 are connected to the live wire L of the AC interface through the three-phase windings of the first motor 32, and the midpoint of one phase of the second three-phase bridge arm 312 is connected to the neutral wire N of the AC interface, thus forming a power battery charging circuit. Based on these two different circuits, the dual-motor controller 31 has two operating modes: driving mode and charging mode. When the dual-motor controller 31 is in driving mode, it can receive high-voltage DC power from the power battery 20 via the power battery circuit and transmit this high-voltage DC power to the first motor 32 and the second motor 33 to drive either the first motor 32 or the second motor 33. 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. The dual-motor controller 31 can receive AC power input from the AC charging pile 02 via 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 two three-phase bridge arms 312, the AC power is converted into DC power. This DC power is then transmitted to the positive and negative terminals of the power battery 20 via the power battery interface to achieve 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 this driving voltage, the first three-phase bridge arm 311 and the second three-phase bridge arm 312 can generate three-phase AC power to drive the first motor 32 and the second motor 33, so as to control the first motor 32 and the second motor 33 to drive the electric vehicle 01.

[0064] Furthermore, in this embodiment, when charging the power battery 20, only the three-phase windings of the first motor 32 carry current, while the three-phase windings of the second motor 33 do not participate in the charging process. This not only saves the power distribution connection line and terminals of the neutral point of the second motor 33, effectively reducing the component cost of the circuit, but also eliminates the need to use the oil pump of the electric vehicle 01 to cool the second motor 33 during charging, effectively reducing the low-voltage load power during charging, which in turn reduces the discharge efficiency of the power battery 20 during charging, and 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 a motor. Alternatively, the first motor 32 is a 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 to drive the first motor 32, while the second three-phase bridge arm 312 is used to receive electrical energy generated by the generator and to charge the power battery 20. The generator converts mechanical energy into electrical energy, and the motor converts electrical energy into mechanical energy.

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

[0067] Based on this, the dual-motor controller 31 provided in this application embodiment can be applied to a hybrid powertrain. When the dual-motor controller 31 is in driving mode, it can receive high-voltage DC power output from the power battery 20 and transmit this high-voltage DC power to the second motor 33 to drive the second motor 33. Simultaneously, 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, both the first motor 32 and the second motor 33 are electric motors. The first motor 32 and the second motor 33 are used to drive the two coaxial wheels of the electric vehicle 01, respectively. 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 mentioned above, when both the first motor 32 and the second motor 33 are electric motors, the powertrain 30 provided in this application embodiment is a distributed powertrain.

[0070] Based on this, the dual-motor controller 31 provided in this application embodiment can be applied to a distributed powertrain. When the dual-motor controller 31 is in driving mode, it can receive high-voltage DC power output from the power battery 20 and transmit this high-voltage DC power to the first motor 32 and the second motor 33 to drive them. 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 can be achieved. This can save the device cost and area occupied by the AC / DC voltage conversion circuit in the on-board charger 10, and improve the space utilization of the electric vehicle 01.

[0072] Figure 6 A circuit topology diagram of another powertrain 30 provided in an embodiment of this 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 disposed between the neutral point of the three-phase winding of the first motor 32 and the live wire terminal L of the AC interface. The first switch K1 is used to connect or disconnect the connection between the midpoint of the three arms 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 disposed between the midpoint of one phase arm of the second motor 33 and the neutral terminal N of the AC interface. The second switch K2 is used to connect or disconnect the connection between the midpoint of one phase arm of the second three-phase 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 located between the neutral point of the three-phase winding of the first motor 32 and the live wire L of the AC interface, and the second switch K2 is located between the midpoint of the bridge arm of one phase of the second motor 33 and the neutral wire N of the AC interface.

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

[0078] During the process of the dual-motor controller 31 receiving AC power to charge the power battery 20, the first switch K1 is turned on, thereby connecting the midpoints of the three arms of the first three-phase bridge arm 311 with the live wire L of the AC interface. During the process of the dual-motor controller 31 receiving power from the power battery 20 to drive the first motor 32 and the second motor 33, the first switch K1 is turned off, thereby disconnecting the midpoints of the three arms of the first three-phase bridge arm 311 from the live wire L of the AC interface. During the process of the dual-motor controller 31 receiving AC power to charge the power battery 20, the second switch K2 is turned on, thereby connecting the midpoint of one phase of the second three-phase bridge arm 312 with the neutral wire N of the AC interface. When the second switch K2 is turned off, the midpoint of one phase of the second three-phase bridge arm 312 is disconnected from the neutral wire N of the AC interface.

[0079] Based on the above technical solution, by controlling the operating state (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 for controlling the switch. Figure 6 (Not shown in the image), 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 disconnect the first switch K1 and the second switch K2 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 switch controller is also used to turn on the first switch K1 and the second switch K2 during the process of the dual-motor controller 31 receiving AC power through the AC interface and charging the power battery 20.

[0081] Combination Figure 6 It is known that 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 first switch K1 and the second switch K2 are disconnected, so that the midpoint of the three bridge arms of the first three-phase bridge arm 311 is disconnected from the live wire L of the AC interface, and the midpoint of one phase of the second three-phase bridge arm 312 is disconnected from the neutral wire N of the AC interface. That is, the power battery charging circuit is disconnected, and only the power battery power supply circuit is kept on, 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. This avoids the power battery 20 discharging through the first switch K1 or the second switch K2 during the driving of the first motor 32 or the second motor 33, and further ensures the driving safety of the electric vehicle 01.

[0082] During the process of the dual-motor controller 31 receiving AC power and charging the power battery 20 through the AC interface, the first switch K1 and the second switch K2 are turned on, so that the midpoint of the three arms of the first three-phase bridge arm 311 is connected to the live wire L of the AC interface, and the midpoint of the one phase arm of the second three-phase bridge arm 312 is connected to the neutral wire N of the AC interface. 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 windings of the first motor 32 are connected to the live wire 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 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 to 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, which may be located within the housing 313. Figure 6 (Not shown in the diagram), the control circuit board is used to control each switch (Q1 to Q6) in the first three-phase bridge arm 311 and each switch (Q7 to Q12) in the second three-phase bridge arm 312.

[0085] The control circuit board can be a chip. For example, the control circuit board can 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 microcontroller unit (MCU), a programmable logic device (PLD), or other integrated chips.

[0086] In one possible implementation, the control circuit board is further configured to generate a pulse width modulation (PWM) signal based on a triangular carrier wave and a sinusoidal modulation wave. The PWM signal is used to control the switching transistors in the first three-phase bridge arm 311 or the second three-phase bridge arm 312 to turn on or off. The amplitude and frequency of the triangular carrier wave, as well as 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. This embodiment does not specifically limit these aspects.

[0087] Based on the above technical solution, each switch in the first three-phase bridge arm 311 and each switch in the second three-phase bridge arm 312 are controlled by the same control circuit board. This not only saves the size and cost of the control circuit board, but also ensures that the switch in the first three-phase bridge arm 311 and the switch in the second three-phase bridge arm 312 are controlled by the same control signal, thereby improving the synchronization of the wave generation of the first three-phase bridge arm 311 and the second three-phase bridge arm 312.

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

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

[0090] In one embodiment, the dual-motor controller 31 further includes a filter circuit 314 located within the housing 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 connected to the two ends of the first three-phase bridge arm 311 and the two ends of the second three-phase bridge arm 312, respectively. 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 housing 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, effectively reducing the interference of other noise on the dual motor controller 31, the power battery 20, 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 within 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 experiences an overcurrent or short circuit.

[0094] In one possible embodiment, the protection circuit 315 can be a fuse, circuit breaker, or relay, etc., and the specific type of protection circuit 315 can be selected according to the actual application scenario. As an example and not a limitation, this application embodiment uses a fuse as an example for illustration.

[0095] like Figure 6 As shown, when the current passing through the dual motor controller 31 and the power battery 20 is overloaded or short-circuited, the fuse will melt due to the heating of the internal fuse element, thereby disconnecting the connection between the dual motor controller 31 and the power battery 20, stopping the power supply 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, such as Figure 6As shown, the dual-motor controller 31 also includes a capacitor 316 located within the housing 313. The two ends of the capacitor 316 are used to connect the live wire (L) and neutral wire (N) of the AC interface. The X capacitor 316 is a safety capacitor; for example, it can be an X capacitor or a Y capacitor. When the AC output terminal of the AC charging pile 02 is connected to the live wire (L) and neutral wire (N) of the AC interface, the capacitor 316 filters the received AC power to remove differential-mode interference, thereby effectively improving the stability of the AC / DC voltage conversion circuit and ensuring its normal operation.

[0097] The circuit topology of the powertrain 30 provided in the embodiments of this application has been described above. The following describes how to charge the power battery 20 based on this circuit topology.

[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 and lower bridge arm switches of each phase arm in the first three-phase bridge arm 311 are alternately turned on, and the lower bridge arm switch of one phase arm of the second three-phase bridge arm 312 is turned on and the upper bridge arm switch is turned off; in the negative half-cycle of the AC power, the upper and lower bridge arm switches of each phase arm in the first three-phase bridge arm 311 are alternately turned on, and the lower bridge arm switch of one phase arm of the second three-phase bridge arm 312 is turned on and the upper bridge arm switch is turned off.

[0099] For ease of understanding, the following will be used as an example. Figure 6 Taking the circuit topology shown as an example, combined with the attached... Figures 7(a) to 8(b) The specific process of receiving AC power and charging the power battery 20 through the aforementioned AC interface will be described in detail. For ease of description, the bridge arm in the second three-phase bridge arm 312 where the upper bridge arm switch Q7 and the lower bridge arm switch Q8 are connected in series will be referred to as the U2 phase bridge arm, as an example and not a limitation. Figures 7(a) to 8(b) The following explanation uses the connection between the midpoint of the U2 phase bridge arm of the second three-phase bridge arm 312 and the neutral 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 L of the AC interface on the housing 313 is connected to the neutral wire N of the AC interface. The first switch K1 is controlled to be closed to conduct the connection between the midpoint of the three arms of the first three-phase bridge arm 311 and the live wire L of the AC interface, and the second switch K2 is controlled to be closed to conduct the connection between the midpoint of the U2 phase bridge arm of the second three-phase bridge arm 312 and the neutral wire N of the AC interface.

[0101] As shown in Figures 7(a) and 7(b), during the positive half-cycle of the AC power, the AC charging pile 02 outputs AC power. The control circuit board (not shown) controls the lower bridge arm switches Q2, Q4, and Q6 to alternately conduct with the upper bridge arm switches Q1, Q3, and Q5 in each switching cycle, controls the lower bridge arm switch Q8 to conduct in each switching cycle, and controls the upper bridge arm switch Q7 to turn off in each switching cycle.

[0102] As shown in Figure 7(a), when the lower bridge arm switch Q2, lower bridge arm switch Q4 and lower bridge arm switch Q6 are turned on, the AC charging pile 02 is not connected to the power battery 20. The AC power flows out from the live wire 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 switches (lower bridge arm switch Q2, lower bridge arm switch Q4 and lower bridge arm switch Q6) of the first three-phase bridge arm 311, the lower bridge arm switch Q8, and the second switch K2 before returning to the neutral wire N of the AC interface, forming the first AC charging circuit.

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

[0104] Based on the above technical solution, during 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. During this process, the control circuit board generates a first PWM signal based on the triangular carrier wave and the sinusoidal modulation wave of the positive half-cycle. This first PWM signal controls the three lower bridge arm switches (lower bridge arm switch Q2, lower bridge arm switch Q4, and lower bridge arm switch Q6) in the first three-phase bridge arm 311 to conduct with a first duty cycle, while simultaneously controlling the three upper bridge arm switches (upper bridge arm switch Q1, upper bridge arm switch Q3, and upper bridge arm switch Q5) in the first three-phase bridge arm 311 to turn off with a first duty cycle. This ensures that the current flowing through the three phase bridge arms is equal and matches the allowable output current value of the AC charging pile 02 and the allowable input current value of the power battery 20, thereby meeting the charging current requirements of the power battery 20.

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

[0106] As shown in Figure 8(a), when the upper arm switch tubes Q1, Q3, and Q5 are turned on, the AC charging pile 02 is not 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 arm switch tube Q7, the three upper arm switches of the first three-phase bridge arm 311 (upper arm switch tubes Q1, Q3, and Q5), the three-phase winding of the first motor 32, and the first switch K1 before returning to the live terminal L of the AC interface, forming the third AC charging circuit.

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

[0108] Based on the above technical solution, during the negative half-cycle of the AC power, the AC charging pile 02 charges the power battery 20 through the third and fourth AC charging circuits. During this process, the control circuit board generates a second PWM signal based on the triangular carrier wave and the sinusoidal modulation wave of the negative half-cycle. This second PWM signal controls the three upper bridge arm switches (upper bridge arm switch Q1, upper bridge arm switch Q3, and upper bridge arm switch Q5) in the first three-phase bridge arm 311 to conduct with a second duty cycle, while simultaneously controlling the three lower bridge arm switches (lower bridge arm switch Q2, lower bridge arm switch Q4, and lower bridge arm switch Q6) in the first three-phase bridge arm 311 to turn off with a second duty cycle. This ensures that the current flowing through the three-phase bridge arms is equal and matches the allowable output current value of the AC charging pile 02 and the allowable input current value of the power battery 20, thereby meeting the charging current requirements of the power battery 20.

[0109] The first duty cycle and the second duty cycle mentioned above are related to the amplitude and frequency of the triangular carrier wave and the amplitude and frequency of the sinusoidal modulated wave, and the embodiments of this application do not specifically limit them.

[0110] In another embodiment of this application, a powertrain 30 is also provided, which includes a first motor 32, a second motor 33, and a dual-motor controller 31 provided in the above embodiments. 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 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 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 this 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 embodiments. The powertrain 30 is used to receive AC power 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 description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A dual-motor controller with AC charging function, characterized in that, The dual-motor controller includes 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, which is used to carry the power devices of the first three-phase bridge arm and the second three-phase bridge arm. The housing includes a power battery interface for connecting to the power battery and an AC interface for receiving AC power. The two ends of the first three-phase bridge arm are used to connect to the two ends of the power battery through the power battery interface, and the three midpoints of the first three-phase bridge arm are respectively used to connect to the three-phase windings of the first motor. The two ends of the second three-phase bridge arm are used to connect to the two ends of the power battery through the power battery interface, and the three midpoints of the second three-phase bridge arm are respectively used to connect to the three-phase windings of the second motor. The midpoints of the three arms of the first three-phase bridge arm are respectively used to connect to the live wire terminal of the AC interface through the three-phase windings of the first motor, and the midpoint of one phase arm of the second three-phase bridge arm is used to connect to the neutral wire terminal of the AC interface.

2. The dual-motor controller according to claim 1, characterized in that, The dual-motor controller also includes a first switch, which is used to connect or disconnect the connection between the three-phase windings of the first motor and the live wire terminal 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 connect or disconnect the connection between the midpoint of one phase of the second three-phase bridge arm and the neutral terminal of the AC interface.

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

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

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

9. The dual-motor controller according to any one of claims 1-8, characterized in that, The dual-motor controller also includes an overcurrent protection circuit located within 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 experiences an overcurrent or short circuit.

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

11. The dual-motor controller according to any one of claims 1-10, 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 the power battery and to drive the first motor, and the second three-phase bridge arm is used to receive electrical energy generated by the generator and to charge the power battery.

12. The dual-motor controller according to any one of claims 1-10, characterized in that, Both the first motor and the second motor are electric motors. The first motor and the second motor are used to drive the 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. 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 includes a first motor, a second motor, and a dual-motor controller as described in any one of claims 1-12; 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 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 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 includes a power battery and the powertrain as described 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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