Domain control fused distributed power assembly and electric vehicle

Abstract

The invention discloses a domain control fusion distributed power assembly and an electric vehicle, and relates to the technical field of electric vehicles, the distributed power assembly comprises a driving control circuit and a control circuit board, the driving control circuit controls two motor controllers to output three-phase current to two motors so as to drive the two motors to output torque, the two motors drive two front wheels or two rear wheels of the electric vehicle, the control circuit board is contained in the shell and used for fixing the drive control circuit, and the surface of the shell comprises an input signal interface. The drive control circuit is used for receiving signals output by the accelerator pedal sensor or the brake pedal sensor through the input signal interface and controlling the two motor controllers to adjust output of the three-phase current according to the signals output by the accelerator pedal sensor or the brake pedal sensor. The driving control circuit integrated on the distributed power assembly can receive signals of the accelerator pedal sensor or the brake pedal sensor and control the output torque of the motor according to the signals, and the signal transmission efficiency can be improved.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and in particular to a distributed powertrain and electric vehicle with domain control fusion. Background Art

[0002] Electric vehicles use the vehicle controller (VCU) to realize driver intention recognition and demand torque management. The vehicle controller VCU sends the driver's demand torque to the motor controller (MCU) through the CAN communication bus to realize the drive control of the whole vehicle. For electric vehicles with distributed powertrains, the distributed powertrain includes two MCUs, each of which independently controls a motor.

[0003] Specifically, the VCU first receives input signals from the accelerator pedal or brake pedal through the CAN communication bus, analyzes the driver's intention, and performs torque vector calculations based on the current state of the vehicle. Then, the VCU distributes the calculated required torque to the two MCUs through the CAN communication bus. After receiving specific torque instructions through the CAN communication bus, the two MCUs each control the motor output torque to achieve vehicle drive control. When electric vehicles use VCU to achieve vehicle drive control, the entire process from signal input from the accelerator pedal or brake pedal to torque output is complex and inefficient. Summary of the invention

[0004] The present application provides a distributed powertrain and electric vehicle with domain control fusion. By integrating a drive control circuit on the distributed powertrain, the drive control circuit directly receives signals from an accelerator pedal sensor or a brake pedal sensor and controls the motor output torque based on these signals, thereby improving signal transmission efficiency and improving the real-time control performance of the electric vehicle.

[0005] In a first aspect, the present application provides a domain-controlled integrated distributed powertrain, comprising a drive control circuit, two motor controllers, two motors, a control circuit board and a shell, wherein the drive control circuit is used to control the two motor controllers to output three-phase current to the two motors to drive the two motors to output torque, and the two motors are used to drive the two front wheels or the two rear wheels of the electric vehicle, the control circuit board is accommodated in the shell and the control circuit board is used to fix the drive control circuit, wherein: the shell surface includes an input signal interface, and the drive control circuit is used to receive a signal output by an accelerator pedal sensor or a brake pedal sensor through the input signal interface; the drive control circuit is used to control the two motor controllers to adjust the output of the three-phase current according to the signal output by the accelerator pedal sensor or the brake pedal sensor.

[0006] The distributed powertrain provided in the present application includes a drive control circuit, which is electrically connected to an accelerator pedal sensor or a brake pedal sensor to obtain a signal from the accelerator pedal sensor or the brake pedal sensor, and the drive control circuit has a driver intention analysis and demand torque management function, and can control the two motor controllers to output corresponding three-phase currents to control the torque output of the motor according to the signal from the accelerator pedal sensor or the brake pedal sensor. The drive control circuit can separate the driver intention and demand torque management functions from the vehicle controller, release the resources of the vehicle controller to other functions, and improve the configuration flexibility of the electric vehicle. The drive control circuit is integrated in the distributed powertrain. Integrating the drive control circuit in the distributed powertrain can reduce the need for additional wiring and improve signal transmission efficiency.

[0007] In one embodiment, the distributed power assembly includes a reducer, and the reducer is located between the two motors along the axial direction of the distributed power assembly, and the control circuit board is located on the same radial side of the two motors and the reducer. The control circuit board is located on the same radial side of the two motors and the reducer to shorten the connection distance between the control circuit board and the two motors and the reducer, reduce the wiring length, and reduce the loss and electromagnetic interference in signal transmission.

[0008] In one embodiment, each of the two motor controllers includes a drive circuit and a power circuit, and the drive circuit is used to drive the power circuit to output the three-phase current. In the embodiment of the present application, the drive circuit is electrically connected to the power circuit, and after receiving the signal of the drive circuit, the power circuit outputs the three-phase current according to the different signals received from the drive circuit, so as to drive the motor to output the corresponding torque.

[0009] In one embodiment, the control circuit board is also used to fix the one drive control circuit and the drive circuits of the two motor controllers, and the control circuit board includes two routing layers, one routing layer electrically connects the drive control circuit and one of the drive circuits, and the other routing layer electrically connects the drive control circuit and the other of the drive circuits.

[0010] In an embodiment of the present application, a drive control circuit and the drive circuits of two motor controllers are integrated on the same control circuit board, which can simplify the structure of the distributed power assembly, reduce complex wiring design, make the overall structure of the distributed power assembly more compact, and reduce the volume of the distributed power assembly.

[0011] In the embodiment of the present application, a drive control circuit and the drive circuits of two motor controllers are integrated on the same control circuit board, and each drive circuit can be directly electrically connected to the drive control circuit through a separate wiring layer, and the signal transmission rate between the drive control circuit and the drive circuit is faster. In addition, the drive circuit is electrically connected to the drive control circuit through the wiring layer, which can ensure the independence of the signal transmission between the drive control circuit and the drive circuits of the two motor controllers, prevent signal interference, and improve the stability of signal transmission.

[0012] In one embodiment, the distributed power assembly also includes a circuit board, the control circuit board is used to fix the one drive control circuit and the drive circuit of one of the two motor controllers, the one circuit board is used to fix the drive circuit of the other of the two motor controllers, and the control circuit board is electrically connected to the one circuit board via a cable.

[0013] In an embodiment of the present application, a drive circuit located on a control circuit board is electrically connected to a drive control circuit through a routing layer, so as to improve the signal transmission rate between a drive circuit and a drive control circuit and realize real-time signal transmission. Another drive circuit located on a circuit board is electrically connected to a drive control circuit through a cable, and the signal of the drive control circuit is transmitted in real time through the cable, thereby improving the efficiency of signal transmission. In addition, another drive circuit is independently arranged from the drive control circuit, so as to facilitate the adaptive layout of another motor controller and a control circuit board according to the structural design of a distributed powertrain, and also facilitate the maintenance of another motor controller and a control circuit board separately during maintenance.

[0014] In one embodiment, the distributed power assembly includes two circuit boards, and the two circuit boards are respectively used to fix the two driving circuits of the two motor controllers, and the control circuit board is electrically connected to the two circuit boards through cables.

[0015] In the embodiment of the present application, the control circuit board is only used to fix a drive control circuit, and the drive control circuit and the drive circuits of the two motor controllers are located on different circuit boards. The drive control circuit and the two drive circuits occupy separate boards, which can reduce complex wiring design. Different circuit boards can be better isolated, reduce electromagnetic interference and other forms of signal interference, improve the stability of signal transmission, and also facilitate separate maintenance of different circuit boards during maintenance.

[0016] In one embodiment, the control circuit board is also used to fix the vehicle posture sensor, and the control circuit board has a third wiring layer, and the third wiring layer electrically connects the drive control circuit and the vehicle posture sensor. The third wiring layer directly connects the drive control circuit and the vehicle posture sensor without the need for additional cables or wiring, thereby simplifying the assembly and maintenance of the distributed powertrain.

[0017] In one embodiment, the shell includes two motor slots and an electric control slot, the two motor slots are arranged along the axial direction of the distributed power assembly, the two motor slots are used to accommodate the two motors respectively, and the electric control slot is used to accommodate the control circuit board, and the electric control slot is located on the same radial side of the two motor slots.

[0018] In the embodiment of the present application, the control circuit board is located in the electric control slot and also on the radial same side of the two motor slots, which is beneficial to shorten the connection distance between the control circuit board and the two motors and the reducer, reduce the wiring length, and reduce the loss and electromagnetic interference in signal transmission.

[0019] In one embodiment, the number of the electric control slots is two, the two electric control slots are located on the same radial side of the shell and are arranged along the axial direction of the distributed power assembly, one of the two electric control slots is used to accommodate one of the two motor controllers and the control circuit board, and the other of the two electric control slots is used to accommodate the other of the two motor controllers.

[0020] In the embodiment of the present application, one motor controller and control circuit board are located in one electric control slot, which is conducive to saving space and reducing the volume of the distributed powertrain. Another motor controller is located in another electric control slot and is independently arranged from one motor controller, which is convenient for maintenance of the motor controller.

[0021] In one embodiment, the inner wall of one of the two electric control slots includes a through hole, and the inner wall of the other of the two electric control slots includes another through hole, and the one through hole and the other through hole are connected along the axial direction of the distributed power assembly, and the distributed power assembly includes a cable, and the one cable passes through the one through hole and the other through hole to electrically connect the control circuit board with the other motor controller.

[0022] In an embodiment of the present application, a cable passes from a through hole of one electric control slot to another through hole of another electric control slot. The cable electrically connects a control circuit board in one electric control slot with another motor controller in another electric control slot. The through holes are used for wiring to avoid cluttered lines.

[0023] In one embodiment, the number of the electric control slots is three, and the three electric control slots are located on the same radial side of the shell, one of the three electric control slots is used to accommodate one of the two motor controllers, another of the three electric control slots is used to accommodate the other of the two motor controllers, and a third of the three electric control slots is used to accommodate the control circuit board, and the third electric control slot is located between the other electric control slot and the one electric control slot along the axial direction of the distributed power assembly.

[0024] In an embodiment of the present application, one electric control slot accommodates another motor controller, another electric control slot accommodates a motor controller, and the third electric control slot accommodates a control circuit board. The control circuit board is located between the two motor controllers along the axial direction of the distributed power assembly, which can reduce the wiring length and complexity between the control circuit board and the two motor controllers and simplify the assembly process.

[0025] In one embodiment, the inner wall of one electric control slot includes a through hole, the inner wall of another electric control slot includes another through hole, and the inner wall of the third electric control slot includes a third through hole. The number of the third through holes includes two, and the two third through holes are respectively connected to the other through hole and the one through hole along the axial direction of the distributed power assembly. The distributed power assembly includes a cable and another cable, and the one cable passes through one of the two third through holes and the other through hole to electrically connect the control circuit board with the other motor controller, and the other cable passes through the other of the two third through holes and the one through hole to electrically connect the control circuit board with the one motor controller.

[0026] In the embodiment of the present application, through holes are used for wiring to electrically connect the structures in the three electric control slots, thereby avoiding cluttered lines and facilitating the wiring layout of the distributed powertrain.

[0027] In one embodiment, the control circuit board includes a power communication interface, and the power communication interface is used to connect to a power communication bus. After receiving the signal of the accelerator pedal sensor or the brake pedal sensor, the control circuit board transmits it to the battery management system or inverter of the electric vehicle through the power communication bus.

[0028] In one embodiment, the control circuit board includes a chassis communication interface, and the chassis communication interface is used to connect to a chassis communication bus. After receiving a signal from an accelerator pedal sensor or a brake pedal sensor, the control circuit board transmits the signal to a steering system, a brake system or a wheel sensor of the electric vehicle through the chassis communication bus.

[0029] In a second aspect, the present application provides an electric vehicle, comprising a plurality of wheels and a distributed power assembly as described in any one of the first aspects above, wherein the distributed power assembly is used to drive the plurality of wheels. A drive control circuit is integrated on the distributed power assembly of the electric vehicle, and the drive control circuit directly receives signals from an accelerator pedal sensor or a brake pedal sensor and controls the motor output torque according to these signals, thereby improving signal transmission efficiency and improving the real-time control performance of the electric vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0030] Figure 1 A schematic diagram of an electric vehicle provided in an embodiment of the present application;

[0031] Figure 2 Another schematic diagram of an electric vehicle provided in an embodiment of the present application;

[0032] Figure 3 A schematic diagram of a powertrain provided in an embodiment of the present application;

[0033] Figure 4 A schematic diagram of another powertrain provided in an embodiment of the present application;

[0034] Figure 5 A schematic diagram of the relationship between the motor controller, the drive control circuit and the control circuit board provided in the embodiment of the present application;

[0035] Figure 6 A schematic diagram of the relationship between the motor controller, drive control circuit, control circuit board and circuit board provided in the embodiment of the present application;

[0036] Figure 7 Another schematic diagram of the relationship between the motor controller, the drive control circuit, the control circuit board and the circuit board provided in the embodiment of the present application;

[0037] Figure 8 A schematic diagram of the relationship between the vehicle attitude sensor, the control circuit board and the motor controller provided in the embodiment of the present application;

[0038] Fig. 9 Another schematic diagram of the relationship between the vehicle attitude sensor, the control circuit board and the motor controller provided in the embodiment of the present application;

[0039] Fig.10 Another schematic diagram of the relationship between the vehicle attitude sensor, the control circuit board and the motor controller provided in the embodiment of the present application;

[0040] Fig.11 A schematic diagram of the relationship between the electric control tank, the control circuit board and the motor controller provided in the embodiment of the present application;

[0041] Fig.12 for Fig.11A top view of

[0042] Fig.13 A schematic diagram of an electric control tank provided in an embodiment of the present application;

[0043] Fig.14 Another schematic diagram of an electrically controlled cell provided in an embodiment of the present application;

[0044] Fig.15 Another schematic diagram of the relationship between the electric control tank, the control circuit board and the motor controller provided in the embodiment of the present application;

[0045] Fig.16 for Fig.15 A top view of

[0046] Fig.17 Another schematic diagram of an electrically controlled cell provided in an embodiment of the present application;

[0047] Fig.18 Another schematic diagram of the electric control tank provided in the embodiment of the present application. DETAILED DESCRIPTION

[0048] The embodiments of the present application are described below in conjunction with the drawings in the embodiments of the present application.

[0049] It should be clear that the described embodiments are only part of the embodiments of the present application, not all of the embodiments. Based on the embodiments in the present application, all other embodiments obtained by ordinary technicians in the field without creative work are within the scope of protection of the present application.

[0050] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the present application. The singular forms "a", "said" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings.

[0051] It should be understood that the term "and / or" used in this article is only a description of the same field of the associated objects, indicating that there can be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0052] It should be understood that the terms “first”, “second”, etc. used in the present application are only used for the purpose of distinguishing the description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying an order.

[0053] In the description of the present application, the terms "center", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", etc., indicating orientations or positional relationships, are based on the orientations or positional relationships shown in the accompanying drawings and are only for the convenience of describing the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the present application.

[0054] Electric vehicles use the vehicle control unit (VCU) to realize driver intention recognition and demand torque management. The vehicle control unit sends the driver's demand torque to the motor control unit (MCU) through the CAN communication bus to realize the drive control of the whole vehicle. For electric vehicles with distributed powertrains, the distributed powertrain includes two motor controllers, each of which independently controls a motor to drive the wheels. The torque output by each motor will not be coupled with each other, and the torque output by each motor can be independently controlled according to the driving force requirements of each wheel.

[0055] Specifically, the vehicle controller first receives input signals from the accelerator pedal or brake pedal through the CAN bus, analyzes the driver's intention, and performs torque vector calculations based on the current state of the vehicle. The vehicle controller then distributes the calculated required torque to the two motor controllers through the CAN communication bus. After receiving specific torque instructions through the CAN communication bus, the two motor controllers each control the motor output torque to achieve vehicle drive control. When electric vehicles achieve vehicle drive control through the vehicle controller, the entire process from signal input from the accelerator pedal or brake pedal to torque output is complex and inefficient.

[0056] To solve the above problems, the present application provides a distributed powertrain with domain control fusion, including a drive control circuit, two motor controllers, two motors, a control circuit board and a housing, a drive control circuit is used to control the two motor controllers to output three-phase current to the two motors to drive the two motors to output torque, the two motors are used to drive the two front wheels or the two rear wheels of the electric vehicle, the control circuit board is contained in the housing and the control circuit board is used to fix a drive control circuit, wherein: the housing surface includes an input signal interface, a drive control circuit is used to receive the signal output by the accelerator pedal sensor or the brake pedal sensor through the input signal interface; a drive control circuit is used to control the two motor controllers to adjust the output of the three-phase current according to the signal output by the accelerator pedal sensor or the brake pedal sensor. The distributed powertrain of the present application integrates a drive control circuit, the drive control circuit directly receives the signal of the accelerator pedal sensor or the brake pedal sensor and controls the motor output torque according to these signals, which can improve the signal transmission efficiency and improve the real-time control performance of the electric vehicle.

[0057] The embodiment of the present application provides an electric vehicle, and the electric vehicle 1 includes a two-wheel, three-wheel or four-wheel vehicle. In the embodiment of the present application, the electric vehicle 1 includes a pure electric vehicle (BEV, Battery Electric Vehicle), a hybrid electric vehicle (HEV, Hybrid Electric Vehicle) and a range extended battery vehicle (REEV, Range Extended Electric Vehicle).

[0058] like Figure 1 Shown and Figure 2 As shown, Figure 1 A schematic diagram of an electric vehicle provided in an embodiment of the present application, Figure 2 Another schematic diagram of an electric vehicle provided in an embodiment of the present application. The electric vehicle 1 includes a distributed powertrain 10 and a plurality of wheels 20, wherein the distributed powertrain 10 is used to drive the plurality of wheels 20, and the wheels 20 include front wheels and rear wheels. In one embodiment, the distributed powertrain 10 is used to drive the two front wheels or the two rear wheels of the electric vehicle 1.

[0059] like Figure 2As shown, the electric vehicle 1 includes two distributed power assemblies 10, wherein one distributed power assembly 10 is used to drive the two front wheels of the electric vehicle 1, and the other distributed power assembly 10 is used to drive the two rear wheels of the electric vehicle 1. In one embodiment, the two distributed power assemblies 10 are used to drive the left front wheel and the right front wheel of the electric vehicle 1, respectively. In one embodiment, the other distributed power assembly 10 is used to drive the left rear wheel and the right rear wheel of the electric vehicle 1, respectively. In one embodiment, the distributed power assembly 10 is used for rear-wheel drive, front-wheel drive, or front and rear dual-wheel drive electric vehicles. In one embodiment, the motor controller 200 is used to receive power from the power battery 30, and the motor controller 200 is used to convert direct current into alternating current and transmit it to the motor 300.

[0060] The present application embodiment provides a distributed powertrain with domain control fusion. Figure 3 and Figure 4 As shown, Figure 3 A schematic diagram of a powertrain provided in an embodiment of the present application, Figure 4 Another schematic diagram of a powertrain according to an embodiment of the present application. The distributed powertrain 10 includes a drive control circuit 100 , two motor controllers 200 , two motors 300 , a control circuit board 400 and a housing 500 .

[0061] A drive control circuit 100, two motor controllers 200, two motors 300 and a control circuit board 400 are all contained in a housing 500. A drive control circuit 100 is used to control the two motor controllers 200 to output three-phase current to the two motors 300 to drive the two motors 300 to output torque. The two motor controllers 200 are electrically connected to the two motors 300 one-to-one, respectively, and a motor controller is used to output three-phase current to one motor to drive one motor to output torque. The two motors 300 are used to drive the two front wheels or the two rear wheels of the electric vehicle 1, one motor 300 drives one wheel alone, and one motor 300 drives one front wheel or one rear wheel of the electric vehicle 1.

[0062] In an embodiment of the present application, a drive control circuit 100 is electrically connected to two motor controllers 200, and both motor controllers 200 can receive control signals from the drive control circuit 100. The motor controller 200 is connected to the stator winding in the motor 300. The motor controller 200 transmits three-phase current to the stator winding in the motor 300. After receiving the three-phase current, the stator winding drives the motor shaft in the motor 300 to rotate and output torque. The motor 300 further transmits the torque output by the motor shaft to the front wheels or the rear wheels.

[0063] The control circuit board 400 is accommodated in the housing 500 and is used to fix a drive control circuit 100. The control circuit board 400 and the drive control circuit 100 are both located in the housing 500. The drive control circuit 100 can be fixedly connected to the control circuit board 400 by welding or the like, and is electrically connected to the control circuit board 400.

[0064] The surface of the shell 500 includes an input signal interface 510, and the drive control circuit 100 is used to receive the signal output by the accelerator pedal sensor 521 or the brake pedal sensor 522 through the input signal interface 510. The drive control circuit 100 is used to control the two motor controllers 200 to adjust the output of the three-phase current according to the signal output by the accelerator pedal sensor 521 or the brake pedal sensor 522.

[0065] In the present application, the drive control circuit 100 receives the signal output by the accelerator pedal sensor 521 or the brake pedal sensor 522 through the input signal interface 510. The drive control circuit 100 is directly electrically connected to the accelerator pedal sensor 521 or the brake pedal sensor 522, which reduces the signal transmission path, so that the drive control circuit 100 can respond to the driver's intention more quickly.

[0066] Specifically, the accelerator pedal sensor 521 or the brake pedal sensor 522 is electrically connected to the input signal interface 510 on the surface of the housing 500, and the accelerator pedal sensor obtains the throttle opening information of the vehicle, and obtains the vehicle acceleration and deceleration signal by monitoring the degree to which the driver steps on the accelerator pedal. The brake pedal sensor 522 obtains the vehicle's brake pedal opening signal, and obtains the vehicle braking signal by monitoring the degree to which the driver steps on the brake pedal. After the drive control circuit 100 receives the signal output by the accelerator pedal sensor 521 or the brake pedal sensor 522 through the input signal interface 510, it can parse the signal output by the accelerator pedal sensor 521 or the brake pedal sensor 522 to obtain the current state of the electric vehicle 1 and judge the current driver's acceleration or braking intention. Based on the parsed signal, the drive control circuit 100 calculates an appropriate torque distribution strategy and transmits it to the two motor controllers 200. The two motor controllers 200 output corresponding three-phase currents to the two motors 300 according to the output signal of the drive control circuit 100. After the motor 300 receives the three-phase current output by the motor controller 200, it adjusts the torque output to adjust the drive to the wheel 20.

[0067] In one embodiment, the driver steps on the accelerator pedal, and the accelerator pedal sensor 521 detects this action and sends a signal to the drive control circuit 100. The drive control circuit 100 analyzes the signal, determines the amount of torque that needs to be increased, and sends a signal to the two motor controllers 200. After receiving the signal from the drive control circuit 100, the motor controller 200 adjusts the three-phase current supplied to the motor 300 so that the motor 300 generates a larger torque, thereby driving the wheels to rotate faster. When the driver steps on the brake pedal, the drive control circuit 100 analyzes the signal, determines the amount of torque that needs to be reduced, and sends a signal to the two motor controllers 200. After receiving the signal from the drive control circuit 100, the motor controller 200 adjusts the three-phase current supplied to the motor 300, and the drive control circuit 100 controls the motor 300 through the motor controller 200 to reduce the torque output, driving the wheels to slow down or stop rotating.

[0068] The distributed powertrain 10 provided in the present application includes a drive control circuit 100, which is electrically connected to an accelerator pedal sensor 521 or a brake pedal sensor 522 to obtain a signal from the accelerator pedal sensor 521 or the brake pedal sensor 522, and the drive control circuit 100 has a driver intention analysis and demand torque management function, and can control the two motor controllers 200 to output corresponding three-phase currents according to the signal from the accelerator pedal sensor 521 or the brake pedal sensor 522 to control the torque output of the motor. The drive control circuit 100 can separate the driver intention and demand torque management functions from the vehicle controller, release the resources of the vehicle controller to other functions, and improve the configuration flexibility of the electric vehicle 1. The drive control circuit 100 is integrated in the distributed powertrain, and integrating the drive control circuit 100 in the distributed powertrain 10 can reduce the need for additional wiring and improve signal transmission efficiency.

[0069] In one embodiment, the drive control circuit 100 receives a signal output by the wheel speed sensor 523 through the input signal interface 510 , and the drive control circuit 100 is used to control the two motor controllers 200 to adjust the output of the three-phase current according to the signal output by the wheel speed sensor 523 .

[0070] In one embodiment, see Figure 3 As shown, the distributed power assembly 10 includes a reducer 600 , and the reducer 600 is located between the two motors 300 along the axial direction of the distributed power assembly 10 , and the control circuit board 400 is located on the same radial side of the two motors 300 and the reducer 600 .

[0071] In the embodiment of the present application, the axial direction of the distributed power assembly 10 is the X direction, and the distributed power assembly 10 includes two motors 300, two reducers 600 and two motor controllers 200. The two reducers 600 and the two motors 300 are arranged along the axial direction of the distributed power assembly 10, and the two reducers 600 are located between the two motors 300. The control circuit board 400 is located on the same radial side of the two motors 300 and the reducer 600. The radial side of the two motors 300 and the reducer 600 refers to the side of the two motors 300 and the reducer 600 in the height direction and the Z direction. The control circuit board 400 is located on the side of the two motors 300 and the reducer 600 in the positive Z direction. The control circuit board 400 is located on the same radial side of the two motors 300 and the reducer 600, which can shorten the connection distance between the control circuit board 400 and the two motors 300 and the reducer 600, reduce the wiring length, and reduce the loss and electromagnetic interference in signal transmission.

[0072] In the embodiment of the present application, two reducers 600 are respectively connected to two motors 300 by transmission, and each reducer 600 is connected to one motor 300 by transmission. The stator winding in the motor 300 is connected to the motor controller 200, and the motor controller 200 receives the signal transmitted by the drive control circuit 100 and converts it into a three-phase current and transmits it to the stator winding in the motor 300. After receiving the three-phase current, the stator winding drives the motor shaft in the motor 300 to rotate, and the motor shaft is connected to the reducer 600 by transmission, and the wheel 20 is driven to rotate through the reducer 600. In one embodiment, the two reducers 600 are respectively used for transmission connection with one wheel 20.

[0073] In one embodiment, see Figure 5 As shown, Figure 5 Schematic diagram of the relationship between the motor controller, drive control circuit and control circuit board provided in the embodiment of the present application. Each of the two motor controllers 200 includes a drive circuit 210 and a power circuit 220, and a drive circuit 210 is used to drive a power circuit 220 to output a three-phase current.

[0074] In one embodiment, the power circuit 220 includes an insulated gate bipolar transistor, an inverter, a DC bus capacitor, a filter, etc. In the embodiment of the present application, the drive circuit 210 is electrically connected to the power circuit 220. After receiving the signal of the drive circuit 210, the power circuit 220 outputs a three-phase current according to the received signal of the drive circuit 210 to drive the motor 300 to output a corresponding torque.

[0075] In one embodiment, see Figure 5As shown, the control circuit board 400 is also used to fix a drive control circuit 100 and a drive circuit 210 of two motor controllers 200. The control circuit board 400 includes two routing layers 410, one routing layer 411 electrically connects the drive control circuit 100 and one drive circuit 211, and the other routing layer 412 electrically connects the drive control circuit 100 and another drive circuit 212.

[0076] In an embodiment of the present application, a drive control circuit 100 and the drive circuits 210 of two motor controllers 200 are integrated on the same control circuit board 400, which can simplify the structure of the distributed power assembly 10, reduce complex wiring design, make the overall structure of the distributed power assembly 10 more compact, and reduce the volume of the distributed power assembly 10. The drive control circuit 100 and the drive circuits 210 of the two motor controllers 200 can be fixedly connected to the control circuit board 400 by welding or the like, and are electrically connected to the control circuit board 400. The positions of the drive control circuit 100 and the drive circuits 210 of the two motor controllers 200 on the control circuit board 400 can be adaptively adjusted according to design requirements. The control circuit board 400, the drive control circuit 100, and the drive circuits 210 of the two motor controllers 200 are all located in the housing 500.

[0077] In one embodiment, the routing layer 410 includes a copper layer, and the routing layer 410 is used to be arranged on the control circuit board 400 to achieve electrical connection between the control circuit board 400 and other structures.

[0078] In the embodiment of the present application, the drive control circuit 100 is electrically connected to the drive circuits 210 of the two motor controllers 200 through two routing layers 410. The two routing layers 410 include a routing layer 411 and another routing layer 412, and the drive circuits 210 of the two motor controllers 200 include a drive circuit 211 and another drive circuit 212. One routing layer 411 electrically connects the drive control circuit 100 and a drive circuit 211, and the other routing layer 412 electrically connects the drive control circuit 100 and another drive circuit 212. Through the electrical connection of the routing layer 410, the drive control circuit 100 can send a signal to the drive circuits 210 of the two motor controllers 200. After the drive circuits 210 of the two motor controllers 200 receive the signal transmitted by the drive control circuit 100, the power circuit 220 of the motor controller 200 is driven to output a three-phase current, and the motor 300 receives the three-phase current output by the motor controller 200 and converts it into torque to be output from the motor shaft.

[0079] A driving control circuit 100 and the driving circuits 210 of two motor controllers 200 are integrated on the same control circuit board 400. Each driving circuit 210 can be directly electrically connected to the driving control circuit 100 through a separate wiring layer, and the signal transmission rate between the driving control circuit 100 and the driving circuit 210 is faster. In addition, the driving circuit 210 is electrically connected to the driving control circuit 100 through the wiring layer 410, which can ensure the independence of the signal transmission between the driving control circuit 100 and the driving circuits 210 of the two motor controllers 200, prevent signal interference, and improve the stability of signal transmission.

[0080] In one embodiment, see Figure 6 As shown, Figure 6 A schematic diagram of the relationship between the motor controller, drive control circuit, control circuit board and circuit board provided in the embodiment of the present application. The distributed power assembly 10 also includes a circuit board 700, the control circuit board 400 is used to fix a drive control circuit 100 and a drive circuit 210 of one of the two motor controllers 200, and a circuit board 700 is used to fix the other drive circuit 212 of the two motor controllers 200, and the control circuit board 400 is electrically connected to a circuit board 700 via a cable 800.

[0081] In an embodiment of the present application, a drive control circuit 100 and a drive circuit 210 of one of the two motor controllers 200 are integrated on the same control circuit board 400, which can simplify the structure of the distributed power assembly 10, reduce complex wiring design, make the overall structure of the distributed power assembly 10 more compact, and reduce the volume of the distributed power assembly 10. The drive control circuit 100 and a drive circuit 211 can be fixedly connected to the control circuit board 400 by welding or the like, and are electrically connected to the control circuit board 400. The positions of a drive control circuit 100 and a drive circuit 211 on the control circuit board 400 can be adaptively adjusted according to design requirements. The control circuit board 400, the drive control circuit 100 and a drive circuit 211 are all located in the housing 500.

[0082] The distributed powertrain 10 further includes a circuit board 700, on which the drive circuit 210 of the other of the two motor controllers 200 is fixed, and the other drive circuit 212 can be fixedly connected to the circuit board 700 by welding or the like. The two drive circuits 210 of the two motor controllers 200 are separately arranged, wherein one drive circuit 211 is fixed on the control circuit board 400, and the other drive circuit 212 is fixed on the circuit board 700. The control circuit board 400 is electrically connected to the circuit board 700 through the cable 800, thereby driving the control circuit 100 to be electrically connected to the other drive circuit 212. In the present application, the cable 800 connecting the control circuit board 400 and the one circuit board 700 is different from the CAN bus or LIN bus with the vehicle network communication protocol function. After the control circuit board 400 and the one circuit board 700 are electrically connected through the cable 800, the signal transmitted by the drive control circuit 100 is directly transmitted to another drive circuit 212. The other drive circuit 212 no longer needs to receive the signal from the drive control circuit 100 through the vehicle network communication protocol such as the CAN bus or LIN bus. The signal of the drive control circuit 100 can be transmitted in real time, thereby improving the efficiency of signal transmission.

[0083] A drive circuit 211 located on the control circuit board 400 is electrically connected to the drive control circuit 100 through a wiring layer 411, which is convenient for improving the signal transmission rate between the drive circuit 211 and the drive control circuit 100 and realizing real-time signal transmission. Another drive circuit 212 located on a circuit board 700 is electrically connected to the drive control circuit 100 through a cable 800. The other drive circuit 212 is independently arranged from the drive control circuit 100, which is convenient for the adaptive layout of the other motor controller 202 and the control circuit board 400 according to the structural design of the distributed powertrain 10, and is also convenient for separately maintaining the other motor controller 202 and the control circuit board 400 during maintenance.

[0084] In one embodiment, see Figure 7 As shown, Figure 7 Another schematic diagram of the relationship between the motor controller, drive control circuit, control circuit board and circuit board provided in the embodiment of the present application. The distributed power assembly 10 includes two circuit boards 700, the two circuit boards 700 are respectively used to fix the two drive circuits 210 of the two motor controllers 200, and the control circuit board 400 is electrically connected to the two circuit boards 700 through cables 800.

[0085] In the embodiment of the present application, the distributed powertrain 10 includes two circuit boards 700, namely, a circuit board 710 and another circuit board 720. The two drive circuits 210 of the two motor controllers 200 are respectively located on the two circuit boards 700, wherein one motor controller 201 is located on another circuit board 720, and the other motor controller 202 is located on one circuit board 710. Each circuit board is separately fixed with a drive circuit 210 of a motor controller. The drive circuit 210 can be fixedly connected to the circuit board 700 by welding or the like, and is electrically connected to the circuit board 700.

[0086] The control circuit board 400 is electrically connected to the two circuit boards 700 through cables 800. The drive control circuit 100 fixed on the control circuit board 400 is electrically connected to the two drive circuits 210 fixed on the two circuit boards 700 through the cables 800. In the present application, the cable 800 is distinguished from the CAN bus or LIN bus with the vehicle network communication protocol function. After the control circuit board 400 and the two circuit boards 700 are electrically connected through the cable 800, the signal transmitted by the drive control circuit 100 is directly transmitted to the two drive circuits 210. The two drive circuits 210 no longer need to receive the signal from the drive control circuit 100 through the vehicle network communication protocol such as the CAN bus or LIN bus. The signal of the drive control circuit 100 can be transmitted in real time, thereby improving the efficiency of signal transmission.

[0087] In the embodiment of the present application, the control circuit board 400 is only used to fix one drive control circuit 100, and the drive control circuit 100 and the drive circuits 210 of the two motor controllers 200 are located on different circuit boards. The drive control circuit 100 and the two drive circuits 210 occupy separate boards, which can reduce complex wiring design. Different circuit boards can be better isolated, reduce electromagnetic interference and other forms of signal interference, improve the stability of signal transmission, and also facilitate separate maintenance of different circuit boards during maintenance.

[0088] In one embodiment, see Figure 5 , Figure 6 and Figure 7 As shown, the control circuit board 400 is also used to fix the vehicle posture sensor 524 . The control circuit board 400 includes a third wiring layer 413 . The third wiring layer 413 electrically connects the drive control circuit 100 and the vehicle posture sensor 524 .

[0089] In the embodiment of the present application, the vehicle attitude sensor 524 is integrated on the control circuit board 400. The vehicle attitude sensor 524 can be fixedly connected to the control circuit board 400 by welding or plugging, and is electrically connected to the control circuit board 400. The third wiring layer 413 directly connects the drive control circuit 100 and the vehicle attitude sensor 524, without the need for additional cables or wiring, thereby simplifying the assembly and maintenance of the distributed powertrain 10.

[0090] The vehicle posture sensor 524 is used to collect the real-time body posture signal of the vehicle. In one embodiment, the vehicle posture sensor 524 detects the acceleration changes of the electric vehicle 1 in the up and down, front and back, and left and right directions. The drive control circuit 100 receives the acceleration signal of the electric vehicle 1 transmitted by the vehicle posture sensor 524 and analyzes it to obtain the current state of the electric vehicle 1 and determine whether the electric vehicle is accelerating, decelerating, or undergoing a sharp turn, etc., and then controls the motor 300 to output the corresponding torque through the motor controller 200 according to the current state of the electric vehicle 1, so that the driving wheel 20 changes.

[0091] In one embodiment, the vehicle posture sensor 524 detects the change in angular velocity of the electric vehicle 1, and the drive control circuit 100 can receive and analyze the angular velocity signal of the electric vehicle 1 transmitted by the vehicle posture sensor 524 to obtain the current state of the electric vehicle 1 and determine whether the electric vehicle has a tendency to slip or is performing a rapid steering operation, and then control the motor 300 to output the corresponding torque through the motor controller 200 according to the current state of the electric vehicle 1, so that the driving wheel 20 changes.

[0092] In one embodiment, see Figure 5 As shown, the distributed powertrain 10 includes a control circuit board 400 , on which a vehicle posture sensor 524 , a drive control circuit 100 , and two drive circuits 210 in two motor controllers 200 are fixed.

[0093] In one embodiment, see Figure 6 As shown, the distributed powertrain 10 includes a control circuit board 400 and a circuit board 700, the control circuit board 400 fixes the vehicle posture sensor 524, a drive control circuit 100 and a drive circuit 211 in two motor controllers 200, and the circuit board 700 is used to fix the other drive circuit 212 in the two motor controllers 200.

[0094] In one embodiment, see Figure 7As shown, the distributed powertrain 10 includes a control circuit board 400 and two circuit boards 700 . The two circuit boards 700 are respectively used to fix two drive circuits 210 of two motor controllers 200 , and the control circuit board 400 fixes the vehicle posture sensor 524 and the drive control circuit 100 .

[0095] In one embodiment, see Figure 8 As shown, Figure 8 A schematic diagram of the relationship between the vehicle attitude sensor, control circuit board and motor controller provided in the embodiment of the present application. The distributed powertrain 10 includes a control circuit board 400, the control circuit board 400 fixes a drive control circuit 100 and two drive circuits 210 in two motor controllers 200, the vehicle attitude sensor 524 is connected to the input signal interface 510, and the drive control circuit 100 is used to receive the signal of the vehicle attitude sensor 524 through the input signal interface 510.

[0096] In one embodiment, see Fig. 9 As shown, Fig. 9 Another schematic diagram of the relationship between the vehicle attitude sensor, control circuit board and motor controller provided in the embodiment of the present application. The distributed power assembly 10 includes a control circuit board 400 and a circuit board 700, the control circuit board 400 fixes a drive control circuit 100 and one drive circuit 211 of the two motor controllers 200, a circuit board 700 is used to fix the other drive circuit 212 of the two motor controllers 200, the vehicle attitude sensor 524 is connected to the input signal interface 510, and the drive control circuit 100 is used to receive the signal of the vehicle attitude sensor 524 through the input signal interface 510.

[0097] In one embodiment, see Fig.10 As shown, Fig.10 Another schematic diagram of the relationship between the vehicle attitude sensor, control circuit board and motor controller provided in the embodiment of the present application. The distributed powertrain 10 includes a control circuit board 400 and two circuit boards 700, the two circuit boards 700 are respectively used to fix the two drive circuits 210 of the two motor controllers 200, the control circuit board 400 fixes the drive control circuit 100, the vehicle attitude sensor 524 is connected to the input signal interface 510, and the drive control circuit 100 is used to receive the signal of the vehicle attitude sensor 524 through the input signal interface 510.

[0098] In one embodiment, the two motor controllers 200 are electrically connected to maintain signal synchronization between the two motor controllers 200 .

[0099] In one embodiment, see Figure 4As shown, the housing 500 includes two motor slots 520 and an electric control slot 530. The two motor slots 520 are arranged along the axial direction of the distributed power assembly 10. The two motor slots 520 are used to accommodate two motors 300 respectively, and the electric control slot 530 is used to accommodate the control circuit board 400. The electric control slot 530 is located on the same radial side of the two motor slots 520.

[0100] In the embodiment of the present application, a motor slot 520 is used to accommodate a motor 300, and a motor 300 is located alone in a motor slot 520. The motor slot 520 is used to fix the stator of the motor 300 and accommodate the rotor of the motor 300. The radial same side of the two motors 300 refers to the side of the two motors 300 in the height direction and the Z direction. The electric control slot 530 is located on the side of the two motors 300 in the positive Z direction. The control circuit board 400 is located in the electric control slot 530 and is also located on the side of the two motors 300 in the positive Z direction, which is conducive to shortening the connection distance between the control circuit board 400 and the two motors 300 and the reducer 600, reducing the wiring length, and reducing the loss and electromagnetic interference in signal transmission.

[0101] In one embodiment, see Fig.11 and Fig.12 As shown, Fig.11 A schematic diagram of the relationship between the electric control tank, the control circuit board and the motor controller provided in the embodiment of the present application, Fig.12 for Fig.11 There are two electric control slots 530, which are located on the same radial side of the housing 500 and arranged along the axial direction of the distributed power assembly 10. One electric control slot 531 of the two electric control slots 530 is used to accommodate one motor controller 201 of the two motor controllers 200 and the control circuit board 400, and the other electric control slot 532 of the two electric control slots 530 is used to accommodate the other motor controller 202 of the two motor controllers 200.

[0102] In the embodiment of the present application, the two electric control slots 530 include one electric control slot 531 and another electric control slot 532, and the two motor controllers 200 include one motor controller 201 and another motor controller 202. Among them, one electric control slot 531 contains a motor controller 201 and a control circuit board 400, and the other electric control slot 532 contains another motor controller 202. One motor controller 201 and the control circuit board 400 are located in one electric control slot 531, which is conducive to saving space and reducing the volume of the distributed powertrain. The other motor controller 202 is located in another electric control slot 532, and is independently set from one motor controller 201, which is convenient for maintenance of the motor controller.

[0103] In one embodiment, an electric control slot 531 contains a motor controller 201 and a control circuit board 400. The control circuit board 400 is used to fix a drive circuit 211 and a drive control circuit 100 of a motor controller 201. The drive control circuit 100 and a drive circuit 211 are electrically connected through a routing layer on the control circuit board 400.

[0104] In one embodiment, a motor controller 201 and a control circuit board 400 are accommodated in an electric control slot 531, and a driving circuit 210 and a driving control circuit 100 of a motor controller 201 are located on different circuit boards.

[0105] In one embodiment, see Fig.13 and Fig.14 As shown, Fig.13 A schematic diagram of an electric control tank provided in an embodiment of the present application, Fig.14 Another schematic diagram of an electric control slot provided in an embodiment of the present application. The inner wall of one electric control slot 531 of the two electric control slots 530 includes a through hole 5311, and the inner wall of the other electric control slot 532 of the two electric control slots 530 includes another through hole 5321, and the one through hole 5311 and the other through hole 5321 are connected along the axial direction of the distributed power assembly 10, and the distributed power assembly 10 includes a cable 810, and the one cable 810 passes through the one through hole 5311 and the other through hole 5321 to electrically connect the control circuit board 400 with another motor controller 202.

[0106] In the embodiment of the present application, two electric control slots 530 are arranged along the axial direction of the distributed power assembly 10, and the two electric control slots 530 include one electric control slot 531 and another electric control slot 532. One electric control slot 531 contains a motor controller 201 and a control circuit board 400, and the other electric control slot 532 contains another motor controller 202. The inner wall of one electric control slot 531 includes a through hole 5311, and the inner wall of the other electric control slot 532 includes another through hole 5321. A cable 810 passes from one through hole 5311 of one electric control slot 531 to another through hole 5321 of the other electric control slot 532. The cable 810 electrically connects the control circuit board 400 in one electric control slot 531 with another motor controller 202 in the other electric control slot 532. A cable 810 can directly pass through a through hole 5311 and another through hole 5321 from one electric control slot 531 to another electric control slot 532, and the through holes are used for wiring to avoid cluttered lines.

[0107] In one embodiment, see Fig.15 and Fig.16 As shown, Fig.15Another schematic diagram of the relationship between the electric control tank, the control circuit board and the motor controller provided in the embodiment of the present application, Fig.16 for Fig.15 There are three electric control slots 530, and the three electric control slots 530 are located on the same radial side of the housing 500. One electric control slot 531 among the three electric control slots 530 is used to accommodate one motor controller 201 of the two motor controllers 200, and another electric control slot 532 among the three electric control slots 530 is used to accommodate the other motor controller 202 of the two motor controllers 200. One of the three electric control slots 530 is used to accommodate the control circuit board 400, and the third electric control slot 533 is located between another electric control slot 532 and one electric control slot 531 along the axial direction of the distributed power assembly 10.

[0108] In the embodiment of the present application, the housing 500 includes three electric control slots 530, which are arranged along the axial direction of the distributed power assembly 10. The three electric control slots 530 are located on the same radial side of the housing 500, which means that the three electric control slots 530 are located on the same side of the housing 500 in the Z direction. The three electric control slots 530 include one electric control slot 531, another electric control slot 532, and a third electric control slot 533, and the third electric control slot 533 is located between one electric control slot 531 and another electric control slot 532 along the axial direction of the distributed power assembly 10. One electric control slot 531 accommodates a motor controller 201, another electric control slot 532 accommodates another motor controller 202, and the third electric control slot 533 accommodates a control circuit board 400. The control circuit board 400 is located between the two motor controllers 200 along the axial direction of the distributed power assembly 10, which can reduce the wiring length and complexity between the control circuit board 400 and the two motor controllers 200, simplify the assembly process, and improve the signal transmission efficiency between the drive control circuit 100 and the motor controller.

[0109] In one embodiment, the control circuit board 400 is electrically connected to the two motor controllers 200 respectively through cables, and the vertical distances from the control circuit board 400 to the two motor controllers 200 are equal, which can ensure the consistency and synchronization of the signals of the two motor controllers 200 when the two motor controllers 200 transmit signals to the control circuit board 400, and reduce the signal delay difference of the control circuit board 400 caused by different transmission paths.

[0110] In one embodiment, see Fig.17 and Fig.18 As shown, Fig.17 Another schematic diagram of an electric control tank provided in an embodiment of the present application, Fig.18Another schematic diagram of an electric control slot provided in an embodiment of the present application. The inner wall of an electric control slot 531 includes a through hole 5311, the inner wall of another electric control slot 532 includes another through hole 5321, the inner wall of a third electric control slot 533 includes a third through hole 5331, the number of the third through holes 5331 includes two, the two third through holes 5331 are respectively connected with another through hole 5321 and a through hole 5311 along the axial direction of the distributed power assembly, and the distributed power assembly 10 includes a cable 810 and another cable 820, one cable 810 passes through one of the two third through holes 5331 and the other through hole 5321 to electrically connect the control circuit board 400 with another motor controller 202, and the other cable 820 passes through the other of the two third through holes 5331 and a through hole 5311 to electrically connect the control circuit board 400 with a motor controller 201.

[0111] In the embodiment of the present application, the third electric control slot 533 is located between one electric control slot 531 and another electric control slot 532 along the axial direction of the distributed power assembly 10, one electric control slot 531 is located on one side of the third electric control slot 533 in the X direction, and the other electric control slot 532 is located on the side of the third electric control slot 533 in the opposite direction of X. Another motor controller 202 is accommodated in one electric control slot 531, one motor controller 201 is accommodated in another electric control slot 532, and a control circuit board 400 is accommodated in the third electric control slot 533. The number of third through holes 5331 on the third electric control slot 533 is two, one of which is located on the inner wall of the third electric control slot 533 in the positive direction of X and is connected to a through hole 5311, and a cable 810 passes through the third through hole 5331 on the inner wall of the third electric control slot 533 in the positive direction of X and is electrically connected to the control circuit board 400 and another motor controller 202 with a through hole 5311. Another third through hole 5331 located on the inner wall of the third electric control slot 533 in the opposite direction of X is connected to another through hole 5321, and another cable 820 passes through the third through hole 5331 located on the inner wall of the third electric control slot 533 in the opposite direction of X and is electrically connected to the control circuit board 400 and a motor controller 201 with another through hole 5321. The structures in the three electric control slots 530 are electrically connected by wiring through the through holes to avoid the situation of messy lines, which is conducive to the wiring layout of the distributed power assembly 10. In the present application, one cable 810 and another cable 820 are distinguished from the CAN bus or LIN bus with the vehicle network communication protocol function. The control circuit board 400 is electrically connected to a motor controller 201 through another cable 820, and the control circuit board 400 is electrically connected to another motor controller 201 through a cable 810, which can improve the efficiency of signal transmission.

[0112] In one embodiment, the control circuit board 400 includes a power communication interface 420, which is used to connect to a power communication bus 421. The power communication bus 421 includes a vehicle network communication protocol such as a CAN bus or a LIN bus. After receiving the signal of the accelerator pedal sensor 521 or the brake pedal sensor 522, the control circuit board 400 transmits it to the battery management system or inverter of the electric vehicle 1 through the power communication bus 421.

[0113] In one embodiment, the control circuit board 400 includes a chassis communication interface 430, and the chassis communication interface 430 is used to connect to the chassis communication bus 431. The chassis communication bus 431 includes a vehicle network communication protocol such as a CAN bus or a LIN bus. After receiving the signal of the accelerator pedal sensor 521 or the brake pedal sensor 522, the control circuit board 400 transmits it to the steering system, brake system or wheel sensor of the electric vehicle 1 through the chassis communication bus 431.

[0114] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A distributed powertrain with domain control integration, characterized in that: The invention comprises a drive control circuit, two motor controllers, two motors, a control circuit board and a housing, wherein the drive control circuit is used to control the two motor controllers to output three-phase current to the two motors to drive the two motors to output torque, and the two motors are used to drive two front wheels or two rear wheels of the electric vehicle, and the control circuit board is accommodated in the housing and is used to fix the drive control circuit, wherein: The housing surface includes an input signal interface, and the one driving control circuit is used to receive a signal output by an accelerator pedal sensor or a brake pedal sensor through the input signal interface; The one driving control circuit is used to control the two motor controllers to adjust the output of the three-phase current according to the signal output by the accelerator pedal sensor or the brake pedal sensor.

2. The distributed powertrain according to claim 1, characterized in that: The distributed power assembly includes a reducer, and the reducer is located between the two motors along the axial direction of the distributed power assembly. The control circuit board is located on the same radial side of the two motors and the reducer.

3. The distributed power assembly according to claim 1 or 2, characterized in that: Each of the two motor controllers includes a drive circuit and a power circuit, and the drive circuit is used to drive the power circuit to output the three-phase current.

4. The distributed powertrain according to claim 3, characterized in that: The control circuit board is also used to fix the one drive control circuit and the drive circuits of the two motor controllers. The control circuit board includes two routing layers, one routing layer electrically connects the drive control circuit and one of the drive circuits, and the other routing layer electrically connects the drive control circuit and the other of the drive circuits.

5. The distributed powertrain according to claim 3, characterized in that: The distributed power assembly also includes a circuit board, the control circuit board is used to fix the one drive control circuit and the drive circuit of one of the two motor controllers, the one circuit board is used to fix the drive circuit of the other of the two motor controllers, and the control circuit board is electrically connected to the one circuit board via a cable.

6. The distributed powertrain according to claim 4, characterized in that: The distributed power assembly includes two circuit boards, which are respectively used to fix the two driving circuits of the two motor controllers, and the control circuit board is electrically connected to the two circuit boards through cables.

7. The distributed power assembly according to any one of claims 1 to 6, characterized in that: The control circuit board is also used to fix the vehicle posture sensor. The control circuit board has a third wiring layer, and the third wiring layer electrically connects the drive control circuit and the vehicle posture sensor.

8. The distributed powertrain according to claim 1, characterized in that: The housing includes two motor slots and an electric control slot. The two motor slots are arranged along the axial direction of the distributed power assembly. The two motor slots are used to accommodate the two motors respectively. The electric control slot is used to accommodate the control circuit board. The electric control slot is located on the same radial side of the two motor slots.

9. The distributed powertrain according to claim 8, characterized in that: There are two electric control slots, which are located on the same radial side of the shell and arranged along the axial direction of the distributed power assembly. One of the two electric control slots is used to accommodate one of the two motor controllers and the control circuit board, and the other of the two electric control slots is used to accommodate the other of the two motor controllers.

10. The distributed powertrain according to claim 9, characterized in that: The inner wall of one of the two electric control slots includes a through hole, and the inner wall of the other of the two electric control slots includes another through hole. The one through hole and the other through hole are connected along the axial direction of the distributed power assembly. The distributed power assembly includes a cable, and the one cable passes through the one through hole and the other through hole to electrically connect the control circuit board and the other motor controller.

11. The distributed powertrain according to claim 8, characterized in that: The number of the electric control slots is three, and the three electric control slots are located on the same radial side of the shell. One of the three electric control slots is used to accommodate one of the two motor controllers, another of the three electric control slots is used to accommodate the other of the two motor controllers, and the third of the three electric control slots is used to accommodate the control circuit board. The third electric control slot is located between the other electric control slot and the one electric control slot along the axial direction of the distributed power assembly.

12. The distributed powertrain according to claim 11, characterized in that: The inner wall of one electric control slot includes a through hole, the inner wall of another electric control slot includes another through hole, and the inner wall of the third electric control slot includes a third through hole. The number of the third through holes includes two, and the two third through holes are respectively connected to the other through hole and the one through hole along the axial direction of the distributed power assembly. The distributed power assembly includes a cable and another cable, and the one cable passes through one of the two third through holes and the other through hole to electrically connect the control circuit board with the other motor controller, and the other cable passes through the other of the two third through holes and the one through hole to electrically connect the control circuit board with the one motor controller.

13. The distributed power assembly according to any one of claims 1 to 12, characterized in that: The control circuit board includes a power communication interface, and the power communication interface is used to connect to a power communication bus.

14. The distributed power assembly according to any one of claims 1 to 13, characterized in that: The control circuit board includes a chassis communication interface, and the chassis communication interface is used to connect to a chassis communication bus.

15. An electric vehicle, characterized in that: It comprises a plurality of wheels and a distributed power assembly as claimed in any one of claims 1 to 14, wherein the distributed power assembly is used to drive the plurality of wheels.

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