Motor controller, power assembly, power battery pack and electric vehicle

Abstract

The invention provides a motor controller, a power assembly, a power battery pack and a vehicle, the motor controller is used for receiving power supplied by a direct current bus through a direct current breaker, and the direct current breaker is used for connecting or disconnecting the connection between the direct current bus and the motor controller. Wherein the two ends of the direct current breaker are connected with a voltage clamping device in parallel, and the voltage clamping device is used for clamping the voltage at the two ends of the direct current breaker. The independent direct-current breaker is arranged between the power battery and the motor controller of the vehicle, and fault isolation is achieved by disconnecting the direct-current breaker when the motor controller is in the short-circuit fault. Moreover, the two ends of the DC breaker are connected in parallel with the voltage clamping device, so that the arc voltage generated when the DC breaker is disconnected is reduced, and the normal operation of other electric parts connected in parallel on the DC bus when the DC breaker is disconnected is further guaranteed.

Description

Technical Field

[0001] The present application relates to the field of vehicles, and in particular, to a motor controller, a powertrain, a power battery pack, and a vehicle. Background Art

[0002] With the improvement of environmental awareness and the continuous development of electric vehicle technology, the demand for dual-drive electric vehicles in the market is increasing day by day. When a short circuit occurs in the high-voltage circuit of an electric vehicle, in order to ensure the safety of passengers and the electric vehicle, it is necessary to be able to disconnect the power supply of the power battery when a high-voltage circuit short circuit occurs. Otherwise, the drive motor will be burned out or even cause the vehicle to catch fire.

[0003] Currently, the common solution is to set a total protection device when the vehicle's DC bus power distribution architecture outputs from the power battery pack, and then supply power to each load mounted on the DC bus. At this time, if a short circuit occurs in a certain load mounted on the high-voltage bus, the total protection device will be disconnected, and the vehicle's high-voltage bus will lose power, thereby ensuring the safety of the vehicle and passengers. However, the disconnection of the total protection device will cause all loads mounted on the high-voltage bus to lose power due to the short circuit of one load, resulting in power loss. Therefore, how to isolate the short-circuit fault when one load is short-circuited is an urgent problem to be solved. Summary of the Invention

[0004] The embodiments of the present application provide a motor controller, a powertrain, a power battery pack, and a vehicle. By setting an independent DC breaker between the power battery and the motor controller of the electric vehicle, the fault isolation is achieved by disconnecting the DC breaker when a short-circuit fault occurs in the motor controller. Moreover, by connecting a voltage clamping device in parallel at both ends of the DC breaker to pull down the arc voltage generated when the DC breaker is disconnected, the normal operation of other electrical components connected in parallel on the DC bus when the DC breaker is disconnected is further ensured.

[0005] In a first aspect, a motor controller is provided. The motor controller is configured to receive power supply from a power battery through a DC bus and output alternating current to a drive motor to drive the drive motor. The motor controller is configured to receive the power supply from the DC bus through a DC breaker, and the DC breaker is configured to conduct or disconnect the connection between the DC bus and the motor controller. Wherein, a voltage clamping device is connected in parallel at both ends of the DC breaker, and the voltage clamping device is configured to clamp the voltage at both ends of the DC breaker.

[0006] It can be understood that the DC bus includes a positive DC bus and a negative DC bus. The positive DC bus is connected to the positive electrode of the power battery, and the negative DC bus is connected to the negative electrode of the power battery. It can be understood that the motor controller can receive power supply from the positive DC bus through the DC disconnector, or receive power supply from the negative DC bus through the DC disconnector, or receive power supply from the positive DC bus and the negative DC bus through two sub-switches in the DC disconnector. Among them, the above-mentioned DC disconnector can be a controlled switching device such as a switching tube, a relay, etc., or a device that automatically detects overcurrent fusing such as a fuse, a fuse wire, etc. The present application does not limit this. If the DC disconnector is a controlled switching device, it can be connected to the control circuit in the motor controller and be controlled by the control circuit, or be connected to the controller in the battery management system (BMS) in the power battery and be controlled by the battery management system.

[0007] When a short-circuit fault occurs inside the motor controller, the DC disconnector will disconnect the connection between the motor controller and the DC bus. In this way, whether it is a short-circuit fault in the motor controller, the motor or the connection harness inside the powertrain, it can be avoided that the fault spreads to the power battery pack and the other high-voltage electrical equipment connected to the DC bus through the DC bus, thereby avoiding safety problems caused by the vehicle powering off.

[0008] Furthermore, in order to suppress the voltage spike caused by the disconnection of the DC disconnector, the present application proposes to connect a voltage clamping device in parallel at both ends of the DC disconnector. The voltage clamping device can clamp the voltage at both ends of the DC disconnector during the operation of the DC disconnector and absorb the energy generated by the voltage spike during this process, so as to avoid the failure of other electrical components connected to the DC bus.

[0009] It should be noted that the above-mentioned voltage clamping device can be a separate overvoltage protection device such as a varistor, a gas discharge tube or a transient voltage suppressor (TVS) tube, etc., or a combination of a controlled switching device such as a switching tube, a relay, etc. in series with a capacitor. The embodiments of the present application do not limit this.

[0010] According to the solution of the present application, by adding an independent DC disconnector between each high-voltage power supply component of the electric vehicle, such as between the powertrain and the power battery, and only disconnecting the DC disconnector in front of the faulty electrical component when any electrical component has a short-circuit fault, fault isolation can be achieved to ensure the normal operation of other electrical components. And, by connecting a voltage clamping device in parallel at both ends of the DC disconnector to clamp the voltage at both ends of the DC disconnector, it is avoided that a voltage spike damages other electrical components in the circuit, ensuring that the vehicle will not have safety problems.

[0011] In combination with the first aspect, in some implementations of the first aspect, the motor controller includes a housing for accommodating the inverter circuit, the DC breaker, and the voltage clamping device of the motor controller.

[0012] That is to say, the DC breaker can be integrated into the housing of the motor controller, that is, the housing of the motor controller is used to accommodate the inverter circuit and the DC breaker of the motor controller. Among them, the DC breaker can be connected in series between the positive DC output interface and the positive DC input port, or the DC breaker can be connected in series between the negative DC output interface and the negative DC input port, or one sub-switch of the DC breaker can be connected in series between the positive DC output interface and the positive DC input port, and the other sub-switch is connected in series between the negative DC output interface and the negative DC input port.

[0013] According to the solution of the present application, integrating the DC breaker and the voltage clamping device inside the motor controller has a higher integration degree and is beneficial to improving the reliability of the motor controller.

[0014] In combination with the first aspect, in some implementations of the first aspect, the DC breaker further includes an arc extinguishing module for extinguishing the arc generated during the disconnection of the DC breaker. The housing of the DC breaker includes two chambers. One of the chambers is used to accommodate the arc extinguishing module, and the other chamber is used to accommodate the voltage clamping device.

[0015] It can be understood that the arc extinguishing module is used to extinguish the arc generated when the DC breaker is disconnected to avoid safety accidents caused by the high-voltage arc generated when the DC breaker is disconnected. Exemplarily, the arc extinguishing protection device can be a magnetic blow device, a grid plate arc extinguishing device, a solid gas generation arc extinguishing device, etc., without limitation.

[0016] According to the solution of the present application, the voltage clamping device is integrated into the housing of the DC breaker, and by separately arranging the arc extinguishing module and the voltage device in different chambers of the DC breaker housing, it is possible to prevent the arc extinguishing module from affecting the normal operation of the voltage clamping device during arc extinguishing.

[0017] In combination with the first aspect, in some implementations of the first aspect, the voltage clamping device is further used to be connected in series with a fuse. One end of the fuse is used to connect to the voltage clamping device, and the other end of the fuse is used to connect to one end of the DC breaker.

[0018] It can be understood that when the voltage clamping device fails, the current passing through the voltage clamping device and the fuse will increase significantly. It is easy to understand that when the heat generated by the current on the fuse is greater than the tolerance value of the fuse itself, the fuse itself will melt, thereby preventing the failure of the voltage front-end device from affecting other electrical components in the circuit.

[0019] According to the solution of the present application, when the voltage clamping device fails due to a short circuit, the fuse can be blown in time, thereby preventing the faults inside the powertrain from spreading to the DC bus through the branch where the voltage clamping device and the fuse are located.

[0020] In combination with the first aspect, in some implementation manners of the first aspect, the fusing current of the fuse is less than the fusing current of the DC disconnector.

[0021] It can be understood that by controlling the current-carrying specification of the fuse to be less than that of the DC disconnector, the cut-off current can be reduced on the premise of ensuring that the faults of the powertrain will not spread to the DC bus through the fuse, which is beneficial to slowing down the voltage spike generated when the fuse blows, and further ensuring the normal operation of other electrical components in the loop.

[0022] In some implementation manners, the fusing current of the fuse is greater than the current value passing through the voltage clamping device when the voltage clamping device clamps the voltage at both ends of the DC disconnector, or rather, the fusing current of the fuse is greater than the current value passing through the voltage clamping device when the voltage clamping device clamps the voltage at both ends of the DC disconnector within a preset voltage range, which can ensure that the voltage clamping device can effectively clamp the voltage at both ends of the DC disconnector.

[0023] In combination with the first aspect, in some implementation manners of the first aspect, after the DC disconnector disconnects the connection between the DC bus and the motor controller, the voltage clamping device is used to clamp the voltage at both ends of the DC disconnector, and the arc extinguishing module is used to extinguish the arc generated when the DC disconnector disconnects. According to the solution of the present application, through the cooperation of the voltage clamping device and the arc extinguishing module, it can be ensured that the DC disconnector safely and quickly cuts off the connection between the motor controller and the DC bus, and the reliability of the motor controller is high.

[0024] In combination with the first aspect, in some implementation manners of the first aspect, during the process of the DC disconnector disconnecting the connection between the DC bus and the motor controller, the current value passing through the DC disconnector first decreases to zero, and then the current value passing through the fuse decreases to zero.

[0025] In some implementation manners, the fusing current of the fuse can also be less than or equal to the current value passing through the voltage clamping device when the voltage clamping device clamps the voltage at both ends of the DC disconnector within a preset voltage range. That is to say, after the voltage at both ends of the DC disconnector is effectively clamped by the voltage clamping device and drops below the voltage threshold, regardless of whether the voltage clamping device fails or not, the fuse will blow.

[0026] In the embodiments of the present application, even when the voltage clamping device fails, the DC breaker will first fully open (for example, the arc extinguishes), so that the current value passing through the DC breaker will decrease to zero. Subsequently, the fuse will fully open so that the current value passing through the fuse decreases to zero. In other words, by specifically selecting the voltage clamping device and the fuse in combination with the specific working conditions in actual implementation, it can be ensured that the internal faults of the powertrain provided by the embodiments of the present application will not spread through the DC bus.

[0027] Combined with the first aspect, in some implementation manners of the first aspect, during the process of the DC breaker disconnecting the connection between the DC bus and the motor controller, the voltage value across the DC breaker first increases and then remains stable, and decreases after a preset time duration.

[0028] It can be understood that since the DC breaker and the voltage clamping device are connected in parallel, the voltage across the voltage clamping device during this process can be understood as being equivalent to the voltage across the DC breaker.

[0029] It can be understood that since the current passing through the DC breaker will rapidly decrease when the DC breaker opens, a voltage spike will be generated across the inductive load in the circuit, resulting in a rapid increase in the voltage across the DC breaker. Subsequently, the voltage clamping device connected in parallel across the DC breaker starts to act to clamp the voltage across the DC breaker, so that the voltage across the DC breaker stops increasing and remains stable. Further, after a preset time duration, the voltage clamping device stops acting, and the voltage across the DC breaker gradually decreases. Among them, this preset time duration can be understood as the time required for the voltage clamping device to absorb the voltage spike.

[0030] According to the solution of the present application, the voltage clamping device can clamp the voltage when the voltage across the DC breaker significantly increases, and stop clamping the voltage after absorbing the energy of the voltage spike, ensuring the stability of the DC breaker.

[0031] Combined with the first aspect, in some implementation manners of the first aspect, during the process of the DC breaker disconnecting the connection between the DC bus and the motor controller, in response to the voltage value across the DC breaker being greater than the voltage threshold, the voltage clamping device is used to clamp the voltage across the DC breaker within a preset voltage range, and both the voltage threshold and the upper limit value of the preset voltage range are less than the withstand voltage value of the electrical components of the motor controller.

[0032] Among them, the voltage threshold can be understood as the operating voltage of the voltage clamping device (also known as the varistor voltage), that is, when the voltage across the voltage clamping device is greater than the operating voltage, the impedance of the voltage clamping device decreases to form a low-resistance path. At this time, the current passing through the voltage clamping device increases rapidly, and the voltage clamping device converts electrical energy into heat energy to absorb the voltage spike caused by the disconnection of the DC breaker. During this process, the voltage clamping device can clamp the DC breaker within a preset voltage range, and the lower limit value of this preset voltage range is usually slightly higher than the voltage threshold. It is easy to understand that the upper limit value and the lower limit value of this preset voltage range are related to the specific selection of the voltage clamping device, which is not limited in this application.

[0033] It should be noted that both the voltage threshold and the upper limit value of the preset voltage range are less than the withstand voltage value of the electrical components in the motor controller and the withstand voltage value of other electrical components connected in parallel on the DC bus.

[0034] According to the solution of this application, by clamping the voltage across the DC breaker within a preset voltage range, the voltage clamping device can ensure that the arc voltage generated when the DC breaker disconnects will not cause other electrical components in the circuit to fail.

[0035] Combined with the first aspect, in some implementation manners of the first aspect, in response to the voltage value across the DC breaker decreasing to less than the voltage threshold, the voltage clamping device stops clamping the voltage value across the DC breaker. Specifically, when the voltage value across the DC breaker decreases to less than the voltage threshold, the impedance of the voltage clamping device increases, which can be regarded as the branch where the voltage clamping device is located being open-circuited. At this time, the voltage clamping device stops clamping the voltage across the DC breaker. Among them, the voltage value across the DC breaker decreasing to less than the voltage threshold can be understood as the voltage clamping device having completed the energy absorption of the arc voltage generated by the disconnection of the DC breaker, that is, at this time, the arc voltage generated by the disconnection of the DC breaker does not pose a risk of damaging other electrical components in the circuit. Therefore, the voltage clamping device no longer needs to clamp the voltage across the DC breaker.

[0036] Combined with the first aspect, in some implementation manners of the first aspect, the motor controller includes an inverter circuit and a control circuit. In response to the current passing through the DC breaker being greater than a second current threshold, the control circuit is used to control the DC breaker to disconnect. Or in response to the current passing through any phase leg of the inverter circuit being greater than a third current threshold, the control circuit is used to control the DC breaker to disconnect.

[0037] It can be understood that the second current threshold and the third current threshold are preset, and the specific values of the second current threshold and the third current threshold are not limited in the embodiments of this application.

[0038] According to the solution of the present application, the control device in the motor controller can control the DC breaker to open based on the current passing through the DC breaker and / or the current passing through the inverter circuit, with strong applicability.

[0039] In combination with the first aspect, in some implementation manners of the first aspect, the power battery is used to supply power to the DC bus through the DC bus switch. In response to the current passing through the DC breaker being greater than the second current threshold or the current passing through the inverter circuit being greater than the third current threshold, the control circuit is further configured to send a fault signal to the battery management system of the power battery, and the fault signal is used to instruct the battery management system to open the DC bus switch.

[0040] According to the solution of the present application, when the motor controller fails, the control circuit of the motor controller can send a fault signal to the battery management system to instruct the battery management system to open the DC bus switch, so as to ensure that the power battery stops supplying power to the motor controller, further improving the safety and reliability of the motor controller.

[0041] In combination with the first aspect, in some implementation manners of the first aspect, the DC breaker further includes a control module. In response to the current passing through the DC breaker being greater than the second current threshold, the control module is configured to control the DC breaker to open. Or in response to the current passing through the inverter circuit being greater than the third current threshold, the control module is configured to control the DC breaker to open.

[0042] According to the solution of the present application, the DC breaker includes an independent control module, and the control circuit can be based on the current passing through the DC breaker and / or the current passing through the inverter circuit, with high integration and strong practicability.

[0043] In a second aspect, a powertrain is provided. The powertrain includes a motor controller, a drive motor, and a DC breaker. The motor controller is configured to receive power supply from a power battery through a DC bus and output alternating current to the drive motor to drive the drive motor. The motor controller is configured to receive the power supply of the DC bus through the DC breaker, and the DC breaker is configured to conduct or disconnect the connection between the DC bus and the motor controller. Wherein, a voltage clamping device is further used to be connected in parallel at both ends of the DC breaker, and the voltage clamping device is configured to clamp the voltage at both ends of the DC breaker.

[0044] In a third aspect, a power battery pack is provided. The power battery pack includes a battery housing, battery cells, a DC breaker, and a DC bus. The battery housing is used to accommodate the battery cells and the DC breaker, and the battery cells are used to supply power to the DC bus. The battery housing is provided with a DC output interface, which is used to connect to the DC bus through the DC breaker. The DC breaker is used to conduct or disconnect the connection between the DC bus and the DC output interface. Voltage clamping devices are also used to be connected in parallel at both ends of the DC breaker, and the voltage clamping devices are used to clamp the voltage at both ends of the DC breaker.

[0045] According to the solution of the present application, by providing an independent DC breaker on the DC output interface side of the power battery pack and disconnecting the corresponding DC breaker when a fault occurs in the connected electrical component, the fault can be prevented from spreading to the DC bus, thereby affecting the battery cells of the power battery pack and other electrical components. Moreover, by connecting voltage clamping devices in parallel at both ends of the DC breaker, the voltage at both ends of the DC breaker can be clamped when the DC breaker is disconnected, preventing voltage spikes from damaging other electrical components in the circuit and ensuring that no safety problems occur in the vehicle.

[0046] In a fourth aspect, a vehicle is provided. The vehicle includes a power battery, at least one powertrain, and at least one DC breaker. The power battery includes a battery housing, battery cells, and a DC bus. The battery housing is used to accommodate the battery cells, and the battery cells are used to supply power to the DC bus. The battery housing is provided with a DC output interface, which is used to receive power from the DC bus and supply power to the at least one powertrain. Each powertrain is used to receive power from the DC bus through one of the DC breakers and is used to drive the wheels of the electric vehicle. Each DC breaker is used to conduct or disconnect the connection between the DC bus and the corresponding powertrain. Among them, voltage clamping devices are also used to be connected in parallel at both ends of the DC breaker, and the voltage clamping devices are used to clamp the voltage at both ends of the DC breaker.

[0047] For the supplements and technical effects of the solutions provided in the second to fourth aspects above, reference may be made to the corresponding descriptions in the first aspect, and details will not be repeated here. Description of the Drawings

[0048] Figure 1 is a schematic diagram of a DC bus protection device provided by the present application;

[0049] Figure 2 is a schematic diagram of the architectures of several vehicles 01 provided by an embodiment of the present application;

[0050] Figure 3 is a schematic diagram of a powertrain 10 provided by an embodiment of the present application;

[0051] Figure 4 is another schematic diagram of the powertrain 10 provided by an embodiment of the present application;

[0052] Figure 5 is a schematic diagram of a DC disconnector 103 provided by an embodiment of the present application;

[0053] Figure 6 is the voltage change curve at both ends of the DC disconnector 103 provided by an embodiment of the present application;

[0054] Figure 7 is a schematic diagram of a hybrid powertrain provided by an embodiment of the present application;

[0055] Figure 8 is a schematic diagram of a distributed powertrain 40 provided by an embodiment of the present application;

[0056] Figure 9 is another schematic diagram of the distributed powertrain 40 provided by an embodiment of the present application;

[0057] Figure 10 is a schematic diagram of a power battery pack provided by an embodiment of the present application. Detailed implementation manners

[0058] Next, the technical solutions in the present application will be described with reference to the accompanying drawings.

[0059] References to "some embodiments" in this specification mean that specific features, structures, or characteristics described in connection with the embodiment are included in one or more embodiments of the present application. Thus, statements such as "in some embodiments" that appear in different places in this specification are not necessarily all referring to the same embodiment, but rather mean "one or more but not all embodiments", unless otherwise specifically emphasized in another way. The terms "include", "comprise", "have" and their variants all mean "including but not limited to", unless otherwise specifically emphasized in another way.

[0060] With the improvement of environmental awareness and the continuous development of vehicle technology, the market demand for dual-motor drive vehicles and multi-motor drive vehicles is increasing day by day. When a short circuit occurs in the high-voltage circuit of an electric vehicle, in order to ensure the safety of passengers and the electric vehicle, it is necessary to be able to disconnect the power supply of the power battery when a high-voltage circuit short circuit occurs, otherwise the drive motor will be burned out or even cause the vehicle to catch fire.

[0061] In one possible implementation, as Figure 1As shown in the figure, a total protection device is provided at the output end of the power battery, and each load such as the powertrain is powered through a high-voltage DC bus. Exemplarily, the front drive powertrain and the rear drive powertrain in a dual-motor drive vehicle share the same high-voltage DC bus to receive power from the power battery. At this time, if a short-circuit fault occurs in one of the powertrains, the fuse of the total protection device on the high-voltage DC bus will blow, so that the power battery no longer outputs current, thus ensuring the safety of the vehicle and passengers.

[0062] It should be noted that there may be various situations for the type and location of the powertrain fault. For example, a short-circuit fault occurs in the motor controller of the powertrain. Specifically, this short-circuit fault may occur inside the motor controller, such as power devices or other electrical components, or may occur outside the motor controller, such as the housing of the motor controller, the wiring harness of the motor controller, or the connection between the motor controller and the power battery. Another example is that a short-circuit fault occurs in the drive motor of the powertrain. For example, it may be that the winding coil of the drive motor is short-circuited, or it may be a wiring harness fault between the winding of the drive motor and the motor controller. However, since the power battery no longer outputs current after the fuse of the total protection device blows, the normal power-consuming components that have not failed will also be unable to work properly due to the loss of power supply, resulting in the vehicle powering off and then breaking down.

[0063] In view of this, the embodiments of the present application propose a motor controller, a powertrain, a power battery, and a vehicle. By providing an independent DC disconnector between the power battery and the motor controller of the electric vehicle, the fault isolation is achieved by disconnecting the DC disconnector when a short-circuit fault occurs in the motor controller. And, by connecting a voltage clamping device in parallel at both ends of the DC disconnector to pull down the arc voltage generated when the DC disconnector is disconnected, the normal operation of other power-consuming components connected in parallel on the DC bus is further ensured.

[0064] Figure 2 It is a schematic diagram of several possible architectures of the electric vehicle 01 provided by the present application.

[0065] As Figure 2 shown in (a) of the figure, the electric vehicle 01 can be a single-motor drive vehicle. The electric vehicle 01 can include a power battery pack, a powertrain 10, and four wheels. Among them, the powertrain 10 includes a motor 101 and a motor controller 102. The motor controller 102 is used to receive power from the power battery pack and output alternating current to the motor 101 to drive the motor 101. It can be understood that the electric vehicle 01 can be a front-wheel drive vehicle. At this time, the powertrain 10 is used to drive the two front wheels of the electric vehicle. Or the electric vehicle 01 can also be a rear-wheel drive vehicle. At this time, the powertrain 10 is used to drive the two rear wheels of the electric vehicle.

[0066] As Figure 2As shown in (b) thereof, the electric vehicle 01 can be a front-and-rear dual-motor-driven vehicle. The electric vehicle 01 can include a power battery pack, a first powertrain 20, a second powertrain 21, and four wheels. The first powertrain 20 is used to drive two front wheels of the vehicle 01, and the second powertrain 21 is used to drive two rear wheels of the vehicle 01. Among them, the first powertrain 20 includes a first motor 201 and a first motor controller 202. The first motor controller 202 is used to receive power supply from the power battery pack and output alternating current to the first motor 201 to drive the first motor 201. The second powertrain 21 includes a second motor 204 and a second motor controller 203. The second motor controller 203 is used to receive power supply from the power battery pack and output alternating current to the second motor 204 to drive the second motor 204.

[0067] As Figure 2 shown in (c) thereof, the electric vehicle 01 can be a hybrid vehicle. The electric vehicle 01 can include a power battery pack, a hybrid powertrain 30, and four wheels. Among them, the hybrid powertrain 30 includes a motor 301, a generator 302, and a dual-motor controller 303. The dual-motor controller 303 is used to receive the electric energy output by the generator 302 and charge the power battery pack. Or, the dual-motor controller 303 is used to receive the output electric energy and supply power to the motor 301 to drive the motor 301. Or, the dual-motor controller 303 is used to receive the electric energy output by the generator 302 and the electric energy output by the power battery and supply power to the motor 301 to drive the motor 301. It can be understood that the dual-motor controller 303 can also be split into a generator controller and a motor controller for respectively controlling the generator 302 and the motor 301.

[0068] As Figure 2 shown in (d) thereof, the electric vehicle 01 can be a central distributed electric vehicle. The electric vehicle 01 includes a power battery pack, a distributed powertrain 40, and four wheels. The distributed powertrain 40 includes a first motor 401, a second motor 402, and a dual-motor controller 403. The first motor 401 and the second motor 402 are used to drive two front wheels or two rear wheels. The motor controller 403 is used to receive power supply from the power battery pack and output alternating current to the first motor 401 and the second motor 402 to drive the two motors.

[0069] As Figure 2As shown in (e) thereof, the electric vehicle 01 can be a wheel-side distributed electric vehicle, which includes four power assemblies and four wheels. Specifically, the motor controller 502 is configured to receive power supply from the power battery pack and output alternating current to the motor 501 to drive the motor 501. The motor controller 504 is configured to receive power supply from the power battery pack and output alternating current to the motor 503 to drive the motor 503. The motor controller 506 is configured to receive power supply from the power battery pack and output alternating current to the motor 505 to drive the motor 505. The motor controller 508 is configured to receive power supply from the power battery pack and output alternating current to the motor 507 to drive the motor 507. Each power assembly can be a wheel hub motor power assembly or a wheel-side motor power assembly. The wheel hub motor power assembly directly sets the motor and the reducer in the wheel hub, eliminating transmission components such as the half shaft, universal joint, differential, and transmission. The wheel-side motor power assembly sets the motor on the subframe.

[0070] It can be understood that the above Figure 2 from (a) to Figure 2 in (e) of the electric vehicles shown all include at least one power assembly. The following will introduce and illustrate with the power assembly 10 as an example in combination with specific embodiments.

[0071] In some embodiments, the power assembly 10 includes a motor controller 102, a motor 101, and a DC disconnector 103. The motor controller 102 is configured to receive power supply from the power battery and output alternating current to the motor 101 to drive the motor 101. The motor controller 102 is configured to receive DC bus power supply through a DC disconnector 103, and the DC disconnector 103 is configured to conduct or disconnect the connection between the DC bus and the motor controller 102. The two ends of the DC disconnector 103 are also used to connect in parallel with a voltage clamping device 104, and the voltage clamping device 104 is configured to clamp the voltage at both ends of the DC disconnector 103.

[0072] Figure 3 is a schematic diagram of a power assembly 10 provided by an embodiment of the present application.

[0073] In the embodiment of the present application, the motor controller 102 includes a housing 1021. The housing 1021 may include a DC input port and an AC output port. The inverter circuit 1022 is configured to receive DC bus power supply through the DC input port and output alternating current to the windings of the motor 101 through the AC output port to drive the motor 101.

[0074] In some embodiments, such as Figure 3As shown, the DC disconnector 103 can be assembled inside the housing 1021 of the motor controller, that is, the housing 1021 is used to accommodate the inverter circuit 1022 and the DC disconnector 103 of the motor controller 102. The DC disconnector 103 is used to connect between the DC input port and the inverter circuit 1022, so that the inverter circuit 1022 can receive DC bus power supply through the DC disconnector 103. Specifically, the DC input port includes a positive DC input port and a negative DC input port. Among them, the DC disconnector 103 can be connected in series between the positive DC output interface and the positive DC input port, or the DC disconnector 103 can be connected in series between the negative DC output interface and the negative DC input port, or one sub-switch of the DC disconnector 103 can be connected in series between the positive DC output interface and the positive DC input port, and the other sub-switch is connected in series between the negative DC output interface and the negative DC input port.

[0075] Furthermore, when a short-circuit fault occurs inside the powertrain 10, the DC disconnector 103 disconnects the connection between the inverter circuit in the motor controller and the DC output port, thereby disconnecting the connection between the inverter circuit of the motor controller and the DC bus, and preventing the fault inside the powertrain 10 from spreading through the DC bus.

[0076] According to the embodiments of the present application, integrating the DC disconnector inside the motor controller has a higher integration degree, which is beneficial to improving the reliability of the motor controller.

[0077] In some embodiments, as Figure 4 shown, the DC disconnector 103 can be assembled outside the housing 1021 of the motor controller, that is, the DC disconnector 103 can be connected in series between the DC input port and the DC bus. Specifically, the DC disconnector 103 can be assembled on the battery housing of the power battery or on the housing of the motor controller. Among them, the DC disconnector 103 can be welded on the battery housing of the power battery pack or on the housing of the motor controller, or fixed on the battery housing of the power battery pack or on the housing of the motor controller by means of bolts, slide rails, etc. Or, the DC disconnector 103 can also be assembled on the high-voltage harness between the powertrain 10 and the power battery pack, so that the power battery can be connected to the DC input end of the motor controller 102 through the DC bus and the DC disconnector 103 in sequence.

[0078] According to the embodiments of the present application, the specific assembly position of the DC disconnector can be selected between the power battery and the motor controller according to the actual implementation, with high flexibility. And the later maintenance and replacement of the DC disconnector are convenient.

[0079] It should be noted that the above DC disconnector can be Figure 3 the controlled switching device shown, such as a switching tube, a relay, etc., or can be Figure 4The device for automatically detecting overcurrent fusing shown, such as a fuse, a fuse wire, etc., is not limited in this application. If the DC disconnector is a controlled switching device, it can be connected to the control circuit in the motor controller and be controlled by the control circuit, or it can be connected to the controller in the battery management system (BMS) in the power battery and be controlled by the battery management system.

[0080] Reference Figure 5 , in some embodiments, the DC disconnector can be a fast disconnection switch (HiFuse). Among them, the DC disconnector includes a conductor a, an actuating device b, a drive circuit c, and a control module d. It can be understood that during the normal operation of the motor controller 102, the power battery can supply power to the motor controller 102 through the DC bus and the conductor a of the DC disconnector. Further, in response to a short circuit fault occurring in the powertrain 10, the control module d sends a drive signal to the drive circuit c, thereby controlling the actuating device b to quickly cut off the conductor a, so that the power supply from the power battery to the powertrain 10 stops.

[0081] In some embodiments, the conductor a can be designed to have a structure that can be quickly cut off. For example, the conductor a can be designed as a copper busbar with a weak point, and the actuating device b can quickly cut off the weak point of the copper busbar in response to the drive signal sent by the drive circuit c.

[0082] It should be understood that the specific form of the control module d is not limited in the embodiments of this application.

[0083] In some embodiments, the control module d can be integrated in the control circuit 1023 of the motor controller 102. It can be understood that the control circuit 1023 of the motor controller 102 can control the actuating device b to cut off the conductor a when the motor controller 102 fails. Exemplarily, the control module d of the DC disconnector 103 is located in the control circuit 1023 inside the housing of the motor controller 102, and the other components of the DC disconnector 103 are connected in series between the DC input port of the motor controller 102 and the DC bus. Exemplarily, the control module d of the DC disconnector 103 is integrated in the control circuit 1023 of the motor controller 102, and the other components of the DC disconnector 103 are connected in series between the DC input port of the motor controller 102 and the inverter circuit 1022.

[0084] Further, in some embodiments, when the current passing through the DC disconnector 103 is greater than the second current threshold, the control circuit 1023 may control the DC disconnector 103 to open. Alternatively, when the current passing through any phase leg of the inverter circuit 1022 is greater than the third current threshold, the control circuit 1023 may control the DC disconnector 103 to open. Specifically, the control circuit 1023 may send a driving signal to the driving circuit c to drive the actuating device b to cut off the conductor a. Among them, the control circuit 1023 may determine the current at multiple locations in the loop through the current sampling device inside the motor controller 102.

[0085] It can be understood that the above-mentioned second current threshold and third current threshold are preset, and the specific values of the second current threshold and the third current threshold are not limited in the embodiments of the present application.

[0086] In some embodiments, the control module d may serve as an independent control circuit and be integrated with other components of the DC disconnector 103 into a single DC disconnector 103. Exemplarily, the DC disconnector 103 may be integrally connected in series between the DC input port of the motor controller 102 and the DC bus. Exemplarily, the DC disconnector 103 may be integrally connected in series between the DC input port of the motor controller 102 and the inverter circuit 1022.

[0087] Further, in some embodiments, the control module d may receive a first current signal sent by the control circuit 1023, where the first current signal is used to indicate the current passing through the DC disconnector 103 and / or the current passing through any phase leg of the inverter circuit 1022. The control module d may send a driving signal to the driving circuit c when the current passing through the DC disconnector 103 is greater than the second current threshold or when the current passing through any phase leg of the inverter circuit 1022 is greater than the third current threshold, so as to drive the actuating device b to cut off the conductor a.

[0088] In some embodiments, the control module d may also receive a first fault signal sent by the control circuit 1023 and send a driving signal to the driving circuit c in response to the first fault signal to drive the actuating device b to cut off the conductor a.

[0089] It should be noted that the above-mentioned first fault signal and first current signal may also be sent by the vehicle control unit (VCU) of the vehicle 01, which is not limited in the embodiments of the present application.

[0090] In some embodiments, the DC disconnector 103 may further include a current sampling device e, which can be used to sample the current flowing through the DC disconnector 103 and / or the current flowing through any one of the three-phase bridge arms of the inverter circuit. Moreover, the current sampling device e reports the collected current value to the control module d through a third current signal, so that the control module d can determine whether the motor controller 102 is faulty according to the third current signal, and timely control the DC disconnector 103 to disconnect when the motor controller 102 is faulty.

[0091] It can be understood that when the control module d is integrated as a control circuit in the control device 102b of the motor controller 102, the current sampling device e can be integrated in the motor controller 102 together with the control module d, or the current sampling device e can be integrated with the other components of the DC disconnector 103. The embodiments of the present application do not limit this.

[0092] It should be noted that the above voltage clamping device 104 can be a separate overvoltage protection device such as a varistor, a gas discharge tube, or a Transient Voltage Suppressor (TVS) tube, etc., or a combination of a controlled switching device such as a switching tube, a relay, etc. in series with a capacitor, etc. The embodiments of the present application do not limit this. In the following, the voltage clamping device 104 is taken as a varistor as an example for illustration.

[0093] In some embodiments, during the process of the DC disconnector 103 disconnecting the connection between the DC bus and the motor controller 102, the voltage across the DC disconnector 103 first increases and then remains stable, and decreases after a preset duration. Since the DC disconnector 103 and the voltage clamping device 104 are connected in parallel, the voltage across the voltage clamping device 104 can be understood as being equal to the voltage across the DC disconnector 103 during this process.

[0094] It can be understood that since the current flowing through the DC disconnector 103 will rapidly decrease when the DC disconnector 103 is disconnected, a voltage spike will be generated across the inductive load in the loop, resulting in a rapid increase in the voltage across the DC disconnector 103. Subsequently, the voltage clamping device 104 connected in parallel across the DC disconnector 103 starts to act to clamp the voltage across the DC disconnector 103, so that the voltage across the DC disconnector 103 stops increasing and remains stable. Further, after a preset duration, the voltage clamping device 104 stops acting, and the voltage across the DC disconnector 103 gradually decreases. Among them, the preset duration can be understood as the duration required for the voltage clamping device 104 to absorb the voltage spike.

[0095] In some embodiments, during the process of the DC disconnector 103 disconnecting the connection between the DC bus and the motor controller 102, when the voltage across the DC disconnector 103 is greater than the voltage threshold, the voltage clamping device 104 is configured to clamp the voltage across the DC disconnector 103 within a preset voltage range.

[0096] Wherein, the voltage threshold can be understood as the operating voltage (also known as the varistor voltage) of the voltage clamping device 104, that is, when the voltage across the voltage clamping device 104 is greater than the operating voltage, the impedance of the voltage clamping device 104 decreases to form a low-resistance path. At this time, the current passing through the voltage clamping device 104 increases rapidly, and the voltage clamping device 104 converts electrical energy into heat energy to absorb the voltage spike caused by the disconnection of the DC disconnector 103. During this process, the voltage clamping device 104 can clamp the DC disconnector 103 within the preset voltage range, and the lower limit value of the preset voltage range is usually slightly higher than the voltage threshold.

[0097] It should be noted that both the voltage threshold and the upper limit value of the preset voltage range are less than the withstand voltage value of the electrical components in the motor controller 102. Moreover, both the voltage threshold and the upper limit value of the preset voltage range are less than the withstand voltage value of other electrical components connected in parallel on the DC bus. That is to say, by clamping the voltage across the DC disconnector 103 within the preset voltage range, the voltage clamping device 104 can ensure that the arc voltage generated when the DC disconnector 103 disconnects does not cause other electrical components in the circuit to fail.

[0098] In some embodiments, in response to the voltage value across the DC disconnector 103 decreasing to be less than the voltage threshold, the voltage clamping device 104 stops clamping the voltage across the DC disconnector 103. Specifically, when the voltage value across the DC disconnector 103 decreases to be less than the voltage threshold, the impedance of the voltage clamping device 104 increases, which can be regarded as the branch where the voltage clamping device 104 is located being open-circuited. At this time, the voltage clamping device 104 stops clamping the voltage across the DC disconnector 103. Wherein, the voltage value across the DC disconnector 103 decreasing to be less than the voltage threshold can be understood as the voltage clamping device 104 having completed the absorption of the energy of the arc voltage generated by the disconnection of the DC disconnector 103, that is, at this time, there is no risk of the arc voltage generated by the disconnection of the DC disconnector 103 damaging other electrical components in the circuit. Therefore, the voltage clamping device 104 no longer needs to clamp the voltage across the DC disconnector 103.

[0099] Figure 6 Shows the voltage change curve across the DC disconnector 103 after the powertrain 10 fails.

[0100] As Figure 6As shown, a short - circuit fault occurs inside the powertrain 10 before time t0, and the DC breaker 103 starts to disconnect the connection between the DC bus and the motor controller 102. Between time t0 and t1, the current passing through the DC breaker 103 rapidly decreases, and the arc voltage generated causes the voltage across the DC breaker to rapidly increase. At time t1, the voltage across the DC breaker reaches the voltage threshold V1. At this time, the voltage clamping device 104 starts to act to clamp the voltage, and the current passing through the voltage clamping device 104 rapidly increases. Between time t1 and t2, as the arc voltage energy is released through heat during voltage clamping, the voltage across the DC breaker 103 gradually decreases. At time t2, the voltage across the DC breaker 103 drops to the voltage threshold V1. At this time, the voltage clamping device 104 stops acting and its impedance increases, and the current passing through the voltage clamping device 104 decreases. After time t2, the DC breaker 103 is completely disconnected, and the current passing through the DC breaker 103 decreases to zero.

[0101] Continue to refer to Figure 5 , in some embodiments, the powertrain 10 further includes a fuse 105. The fuse 105 is connected in series with the voltage clamping device 104, that is, one end of the fuse 105 is used to connect to the voltage clamping device 104, and the other end of the fuse 105 is used to connect to one end of the DC breaker 103. The fuse 105 is used to disconnect when the voltage clamping device 104 fails. It can be understood that when the voltage clamping device fails, the current passing through the voltage clamping device and the fuse will increase significantly. It is easy to understand that when the heat generated by the current on the fuse is greater than the tolerance value of the fuse itself, the fuse will melt by itself, thereby preventing the failure of the voltage front - end device from affecting other electrical components in the circuit. In the embodiments of the present application, when the voltage clamping device 104 fails due to a short - circuit, the fuse 105 can melt in time, thereby preventing the fault inside the powertrain 10 from spreading to the DC bus through the branch where the voltage clamping device 104 and the fuse 105 are located.

[0102] In some embodiments, the fusing current of the fuse 105 is less than the fusing current of the DC breaker 103, that is, the current - carrying capacity specification of the fuse 105 is less than that of the DC breaker 103. It can reduce the cut - off current on the premise of ensuring that the fault of the powertrain 10 will not spread to the DC bus through the fuse 105, which is beneficial to slowing down the voltage spike generated when the fuse 105 is disconnected and further ensuring the normal operation of other electrical components in the circuit.

[0103] In some embodiments, the fusing current of the fuse 105 is greater than the current value passing through the voltage clamping device 104 when the voltage clamping device 104 clamps the voltage across the DC disconnector 103. Or rather, the fusing current of the fuse 105 is greater than the current value passing through the voltage clamping device 104 when the voltage clamping device 104 clamps the voltage across the DC disconnector 103 within a preset voltage range, so as to ensure that the voltage clamping device 104 can effectively clamp the voltage across the DC disconnector 103.

[0104] In some embodiments, the fusing current of the fuse 105 can also be less than or equal to the current value passing through the voltage clamping device 104 when the voltage clamping device 104 clamps the voltage across the DC disconnector 103. That is to say, after the voltage across the DC disconnector 103 is effectively clamped by the voltage clamping device and drops below the voltage threshold, the fuse 105 will blow regardless of whether the voltage clamping device 104 fails.

[0105] In some embodiments, during the process of the DC disconnector 103 disconnecting the connection between the DC bus and the motor controller 102, the current value passing through the DC disconnector 103 first decreases to zero, and then the current value passing through the fuse 105 decreases to zero.

[0106] In these embodiments, the fusing current of the fuse 105 can be greater than the current value passing through the voltage clamping device 104 when the voltage clamping device 104 clamps the voltage across the DC disconnector 103. That is to say, even when the voltage clamping device 104 fails, the DC disconnector 103 will first fully open (for example, the arc extinguishes) so that the current value passing through the DC disconnector 103 decreases to zero, and then the fuse 105 will fully open so that the current value passing through the fuse 105 decreases to zero.

[0107] In these embodiments, the fusing current of the fuse 105 can also be less than or equal to the current value passing through the voltage clamping device 104 when the voltage clamping device 104 clamps the voltage across the DC disconnector 103. That is to say, after the voltage across the DC disconnector 103 is effectively clamped by the voltage clamping device and drops below the voltage threshold, the fuse 105 will blow even if the voltage clamping device 104 does not fail. Moreover, by specially selecting the fusing time of the fuse 105, it can be ensured that the time for the DC disconnector to fully open is earlier than the time for the fuse to fully open.

[0108] In other words, by specifically selecting the voltage clamping device and the fuse in combination with the specific working conditions in actual implementation, it can be ensured that the internal faults of the powertrain 10 provided by the embodiments of the present application will not spread through the DC bus.

[0109] In some embodiments, the DC disconnector 103 further includes an arc extinguishing module, which is used to extinguish the arc generated when the DC disconnector 103 is disconnected, so as to avoid safety accidents caused by the high-voltage arc generated when the DC disconnector 103 is disconnected. Exemplarily, the arc extinguishing and protecting device may be a magnetic blow device, a grid plate arc extinguishing device, a solid gas generating arc extinguishing device, etc., without limitation.

[0110] In some embodiments, the housing of the DC disconnector 103 includes two chambers. One chamber is used to accommodate the arc extinguishing module, and the other chamber is used to accommodate the voltage clamping device 104. Among them, the arc extinguishing module and the conductor a of the DC disconnector 103 are arranged in one chamber. That is to say, the voltage clamping device 104 and the fuse 105 can be integrated in the housing of the DC disconnector, and the voltage clamping device 104 and the fuse 105 are arranged in one chamber of the housing of the DC disconnector 103, while the conductor a, the breaking device b and the arc extinguishing module described above are arranged in the other chamber, which can avoid the influence of the arc extinguishing module on the normal operation of the voltage clamping device 104 when extinguishing the arc of the conductor a.

[0111] It can be understood that the above voltage clamping device 104 and fuse 105 are also arranged outside the housing of the DC disconnector 103, that is, a separate housing can be provided to accommodate the clamping device 104 and the fuse 105, and the embodiments of the present application do not limit this.

[0112] In some embodiments, after the DC disconnector 103 disconnects the connection between the DC bus and the motor controller 102, the voltage clamping device 104 is used to clamp the voltage at both ends of the DC disconnector 103, and the arc extinguishing module is used to extinguish the arc generated when the DC disconnector is disconnected. According to the embodiments of the present application, through the cooperation of the voltage clamping device and the arc extinguishing module, it can be ensured that the DC disconnection module safely and quickly cuts off the connection between the motor controller and the DC bus, and improves the reliability of the motor controller.

[0113] In some embodiments, when the voltage clamping device 104 is a combination of a switching tube and a capacitor, the above control module d or control circuit 1023 can also control the switching tube in the voltage clamping device 104 to conduct when the current passing through the DC disconnector 103 is greater than the second current threshold, or when the current passing through any phase leg of the inverter circuit 1022 is greater than the third current threshold.

[0114] Further, the above control module d or control circuit 1023 can also control the switching tube in the voltage clamping device 104 to disconnect after the current passing through the DC disconnector 103 or the current passing through any phase leg of the inverter circuit 1022 decreases to less than the fourth current threshold. Among them, the fourth current threshold can be understood as a very small current value. For example, the fourth current threshold can be zero.

[0115] In some embodiments, the power battery is used to supply power to the DC bus through a DC bus switch. It is easy to understand that during the operation of the electric vehicle 01, the current value passing through the DC bus switch is greater than the current value passing through the DC breaker.

[0116] It can be understood that when the power battery supplies power to multiple powertrains simultaneously through the DC bus, the multiple powertrains are in a parallel relationship. At this time, the current magnitude received by the DC bus from the power battery is greater than the current magnitude passing through the DC breaker. Or it can be understood that at this time, the current magnitude passing through the DC bus is greater than the current magnitude passing through the DC breaker. Exemplarily, when the vehicle is a front and rear dual-drive vehicle and the front and rear dual-drive powertrains work simultaneously, the current magnitude passing through the DC bus is greater than the current magnitude passing through the DC breaker.

[0117] It can be understood that if the power battery supplies power to only one powertrain through the DC bus, at this time, the current magnitude received by the DC bus from the power battery is equal to the current magnitude passing through the DC breaker. Or it can be understood that at this time, the current magnitude passing through the DC bus is equal to the current magnitude passing through the DC breaker. Exemplarily, when the vehicle is a single-drive vehicle and the power battery supplies power to only one powertrain through the DC bus, the current magnitude passing through the DC bus is greater than the current magnitude passing through the DC breaker. Exemplarily, as Figure 3 shown, the current magnitude received by the DC bus from the battery cell is I 1 , and the current magnitude passing through the DC breaker is I 2 , I 1 is greater than I 2 .

[0118] It can be understood that when an overcurrent occurs on the DC bus, the DC bus switch will disconnect after a certain period of time, thereby protecting the power battery and electrical components. To prevent the DC bus switch from disconnecting when a single electrical component has a short circuit, thus affecting other normal electrical components, the DC-side disconnecting device is set to disconnect prior to the protection device when an overcurrent occurs.

[0119] Therefore, when selecting the DC bus switch and the DC breaker, it is necessary to ensure that the device disconnection delay time of the DC breaker is less than the device disconnection delay time of the DC bus switch.

[0120] In some embodiments, in response to the current passing through the DC breaker being greater than the second current threshold, or the current passing through the inverter circuit being greater than the third current threshold, the control circuit 1023 of the motor controller 102 is further configured to send a fault signal to the battery management system of the power battery, and the fault signal is used to instruct the battery management system to disconnect the DC bus switch.

[0121] Based on the above solution, when there is an internal failure in the powertrain 10, the control circuit 1023 can send a fault signal to the battery management system to instruct the battery management system to disconnect the DC bus switch, thereby ensuring that the power battery stops supplying power to the motor controller 102, and further improving the safety and reliability of the motor controller 102.

[0122] As Figure 7 shown, in some embodiments, for Figure 2 the hybrid vehicle shown in (c) in, the dual motor controller 303 is used to receive power supply from the power battery pack to drive the drive motor of the electric vehicle or transmit the electric energy generated by the generator to the power battery to charge the power battery pack. The dual motor controller 303 includes a dual motor controller housing, a generator power circuit 303a, and a motor power circuit 303b. The dual motor controller housing is used to accommodate the generator power circuit 303a, the motor power circuit 303b, and a DC breaker. The dual motor controller housing includes a high-voltage DC port. The dual motor controller 303 is used to receive power supply from the power battery or charge the power battery through the high-voltage DC port. The motor power circuit 303b is used to receive direct current from the high-voltage DC port through the DC breaker. The generator power circuit 303a is used to receive alternating current generated by the generator and output direct current to the high-voltage DC port through the DC breaker. The DC breaker is used to conduct or disconnect the connection between the motor power circuit 303b and the generator power circuit 303a and the high-voltage DC port. The DC breaker is also used to connect a voltage clamping device in parallel. The voltage clamping device is used to clamp the voltage across the DC breaker during the process of disconnecting the connection between the DC bus and the corresponding motor controller by the DC breaker. Among them, the specific operation mode of the DC breaker can refer to the relevant content in the above text and will not be elaborated here.

[0123] According to the embodiments of the present application, a DC breaker is added to the front end of the DC bus connected to the dual motor controller. The DC breaker can prevent the faults of other loads connected to the DC bus from spreading to the inside of the dual motor controller 303 and protect the power devices in the dual motor controller 303. Moreover, the DC breaker can be assembled in the housing of the dual motor controller 303, and the dual motor controller 303 has a high integration level, which is convenient for installation and use.

[0124] As Figure 8 shown, in some embodiments, for Figure 2For the central distributed electric vehicle shown in (d) therein, the electric vehicle includes a distributed power assembly 40, and the distributed power assembly 40 includes a dual-motor controller 403, two motors, and two of the DC disconnectors. The distributed power assembly is used to drive two front wheels or two rear wheels of the electric vehicle. The dual-motor controller 403 includes a first inverter circuit and a second inverter circuit. The first inverter circuit is used to receive the DC bus power supply through one of the DC disconnectors and output three-phase alternating current to one of the motors. The second inverter circuit is used to receive the DC bus power supply through the other DC disconnector and output three-phase alternating current to the other motor. Wherein, the DC disconnector is further used to be connected in parallel with a voltage clamping device, and the voltage clamping device is used to clamp the voltage at both ends of the DC disconnector during the process of the DC disconnector disconnecting the connection between the DC bus and the corresponding motor controller.

[0125] As Figure 9 shown, in some embodiments, for Figure 2 the central distributed electric vehicle shown in (d) therein, the distributed power assembly 40 includes a dual-motor controller 403, two motors, and one DC disconnector. The distributed power assembly is used to drive two front wheels or two rear wheels of the electric vehicle. The dual-motor controller 403 includes a first inverter circuit and a second inverter circuit. The first inverter circuit is used to receive the DC bus power supply through one of the DC disconnectors and output three-phase alternating current to one of the motors. The second inverter circuit is used to receive the DC bus power supply through the same DC disconnector and output three-phase alternating current to the other motor. Wherein, the DC disconnector is further used to be connected in parallel with a voltage clamping device, and the voltage clamping device is used to clamp the voltage at both ends of the DC disconnector during the process of the DC disconnector disconnecting the connection between the DC bus and the corresponding motor controller. That is to say, the two inverter circuits in the distributed power assembly 40 can share the same DC disconnector to receive the DC bus power supply after combining the circuits, and the integration degree of the dual-motor controller 403 is high, and it is convenient for installation and use.

[0126] As Figure 10 shown, in some embodiments, the embodiment of the present application further provides a power battery pack, and the power battery pack includes a battery housing, battery cells, a DC disconnector, and a DC bus. Wherein, the battery housing is used to accommodate the battery cells and the DC disconnector, and the battery cells are used to supply power to the DC bus. The battery housing is provided with a DC output interface, and the DC output interface is used to connect to the DC bus through the DC disconnector. The DC disconnector is used to conduct or disconnect the connection between the DC bus and the DC output interface. Both ends of the DC disconnector are further used to be connected in parallel with a voltage clamping device, and the voltage clamping device is used to disconnect the connection between the DC bus and the DC output port.

[0127] It can be understood that the power battery pack may include a plurality of DC output interfaces, and each DC output interface is used to connect to a DC bus through a DC breaker. Exemplarily, at least one DC output interface can be connected to the input end of the powertrain through a DC breaker and the DC bus, and the DC breaker can disconnect the connection between the DC output interface and the DC bus when a short-circuit fault occurs inside the powertrain, thereby preventing the internal fault of the powertrain from spreading to the power battery pack.

[0128] It can be understood that the battery housing may be formed with one or more accommodation cavities. Exemplarily, when the battery housing is formed with a plurality of accommodation cavities, the battery cells in the power battery pack and the DC breakers can be assembled in different accommodation cavities, and there is no need to disassemble and assemble the accommodation cavities for accommodating the battery cells during subsequent maintenance and replacement of the DC breakers, improving the maintenance convenience. In other words, the DC breakers can be assembled with the battery cells in the same accommodation cavity in a centralized form, or can be assembled with the battery cells in different accommodation cavities in a distributed form, which is not limited in the embodiments of the present application.

[0129] It can be understood that the specific description of the DC breaker in the power battery pack can refer to the relevant content above, and will not be elaborated here.

[0130] Moreover, when a short-circuit fault occurs inside the power battery pack, the DC breaker can quickly detect and disconnect the connection between the high-voltage power-consuming component and the DC output interface, preventing the fault on the power battery side from spreading to the high-voltage power-consuming component and protecting the high-voltage power-consuming component.

[0131] According to the embodiments of the present application, by adding independent DC breakers for each high-voltage power-consuming component on the power battery side of the electric vehicle, unified assembly of the DC breakers can be achieved on the power battery side without structural adjustment of the powertrain, thereby having stronger compatibility while achieving fault isolation.

[0132] As described above, the above are only the specific embodiments of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should all be covered by the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claims.

Claims

1. A motor controller, characterized in that: The motor controller is used to receive power from the power battery through a DC bus and output AC power to the drive motor to drive the drive motor. The motor controller is used to receive power from the DC bus through a DC breaker. The DC breaker is used to connect or disconnect the DC bus and the motor controller, wherein: The two ends of the DC breaker are also used for connecting a voltage clamping device in parallel, and the voltage clamping device is used for clamping the voltage at the two ends of the DC breaker.

2. The motor controller according to claim 1, characterized in that: The motor controller comprises a housing, and the housing is used to accommodate the inverter circuit of the motor controller, the DC breaker and the voltage clamping device.

3. The motor controller according to claim 1, characterized in that: The DC breaker further comprises an arc extinguishing module, which is used to extinguish an arc generated during the disconnection process of the DC breaker. The housing of the DC breaker comprises two chambers, wherein: One of the chambers is used to accommodate the arc extinguishing module, and the other chamber is used to accommodate the voltage clamping device.

4. The motor controller according to claim 1, characterized in that: The voltage clamping device is also used to connect a fuse in series, one end of the fuse is used to connect the voltage clamping device, and the other end of the fuse is used to connect one end of the DC breaker.

5. The motor controller according to claim 4, characterized in that: The fusing current of the fuse is smaller than the fusing current of the DC breaker.

6. The motor controller according to claim 3, characterized in that: After the DC breaker disconnects the connection between the DC bus and the motor controller, the voltage clamping device is used to clamp the voltage across the DC breaker, and the arc extinguishing module is used to extinguish the arc generated by the DC breaker being disconnected.

7. The motor controller according to claim 4, characterized in that: In the process of the DC breaker disconnecting the connection between the DC bus and the motor controller, the current value passing through the DC breaker is first reduced to zero, and the current value passing through the fuse is then reduced to zero.

8. The motor controller according to claim 1, characterized in that: In the process of the DC breaker disconnecting the connection between the DC bus and the motor controller, the voltage value across the DC breaker first increases and then remains stable, and then decreases after a preset time.

9. The motor controller according to claim 1, characterized in that: In the process of the DC breaker disconnecting the connection between the DC bus and the motor controller, In response to the voltage value across the DC breaker being greater than a voltage threshold, the voltage clamping device is used to clamp the voltage across the DC breaker within a preset voltage range.

10. The motor controller according to claim 1, characterized in that: The motor controller comprises an inverter circuit and a control circuit, wherein the control circuit is used for: In response to the current passing through the DC breaker being greater than a second current threshold, controlling the DC breaker to disconnect; or In response to the current passing through any phase bridge arm of the inverter circuit being greater than a third current threshold, the DC breaker is controlled to be disconnected.

11. The motor controller according to claim 10, characterized in that: The power battery is used to supply power to the DC bus through a DC bus switch, and the control circuit is also used to: In response to the current passing through the DC breaker being greater than the second current threshold, or the current passing through the inverter circuit being greater than the third current threshold, a fault signal is sent to the battery management system of the power battery, and the fault signal is used to instruct the battery management system to disconnect the DC bus switch.

12. The motor controller according to claim 1, characterized in that: The DC breaker further comprises a control module, which is used for: In response to the current passing through the DC breaker being greater than a second current threshold, controlling the DC breaker to disconnect; or In response to the current of any phase bridge arm in the inverter circuit of the motor controller being greater than a third current threshold, the DC breaker is controlled to be disconnected.

13. A powertrain, characterized in that: The power assembly includes a motor controller, a drive motor and a DC breaker, wherein the motor controller is used to receive power from a power battery through a DC bus and output AC power to the drive motor to drive the drive motor, and the motor controller is used to receive power from the DC bus through the DC breaker, and the DC breaker is used to connect or disconnect the DC bus and the motor controller, wherein: The two ends of the DC breaker are also used for connecting a voltage clamping device in parallel, and the voltage clamping device is used for clamping the voltage at the two ends of the DC breaker.

14. A power battery pack, characterized in that: The power battery pack includes a battery housing, a battery cell, a DC breaker and a DC bus, wherein: The battery housing is used to accommodate the battery core and the DC breaker, and the battery core is used to supply power to the DC bus; The battery housing is provided with a DC output interface, the DC output interface is used to connect the DC bus through the DC breaker, and the DC breaker is used to conduct or disconnect the connection between the DC bus and the DC output interface; The two ends of the DC breaker are also used for connecting a voltage clamping device in parallel, and the voltage clamping device is used for clamping the voltage at the two ends of the DC breaker.

15. A vehicle, characterized in that: The vehicle comprises a power battery, at least one powertrain and at least one DC breaker, wherein the power battery comprises a battery housing, a battery cell and a DC bus, wherein the battery housing is used to accommodate the battery cell, and the battery cell is used to supply power to the DC bus, and the battery housing is provided with a DC output interface, wherein the DC output interface is used to receive power from the DC bus and supply power to the at least one powertrain, and each powertrain is used to receive power from the DC bus through one DC breaker and drive the wheels of the vehicle, and each DC breaker is used to conduct or disconnect the connection between the DC bus and the corresponding powertrain, wherein: The two ends of the DC breaker are also used for connecting a voltage clamping device in parallel, and the voltage clamping device is used for clamping the voltage at the two ends of the DC breaker.

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