Power assembly with charging fault isolation function and electric vehicle
By adding disconnection devices to the DC charging line of electric vehicles, the problem of fault spread during DC charging of electric vehicles is solved, rapid isolation of faults is achieved, and charging safety and availability are improved.
Patent Information
- Application Number
- CN202510389739.4
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- Filing Date
- 2025-03-28
- Publication Date
- 2025-07-11
AI Technical Summary
During DC charging of electric vehicles, when busbar short circuits and other faults are faulted, the fault may spread and cause damage to the charging pile, and it is difficult for the existing technology to quickly isolate the fault to protect the hardware.
The disconnection device is added to the DC charging line, including the first disconnection device, the second disconnection device and the third disconnection device, and the rapid isolation of the fault is achieved through the control circuit of the motor controller to prevent the fault from spreading.
Improves the safety and availability of powertrain charging, protects charging piles and power batteries from failure damage, and enhances the hardware redundancy and reliability of the system.
Smart Images
Figure CN120287843A_ABST
Abstract
Description
Technical Field
[0001] The present application relates to the field of electric vehicles, and more particularly, to a powertrain and an electric vehicle having a charging fault isolation function. Background Art
[0002] With the rapid development of the pure electric vehicle industry, the public's requirements for vehicle power performance are getting higher and higher. To meet the increasing demands of the majority of consumers for vehicle acceleration ability, top speed and other performance aspects, while strictly controlling the cost of the vehicle drive system, the majority of pure electric vehicle manufacturers generally improve the output voltage of the power battery to achieve the purpose of improving the performance of the vehicle drive system. When an electric vehicle is charging with direct current, if a fault such as a bus short circuit occurs and the charging switch cannot be turned off, the fault may spread and cause damage to the charging pile.
[0003] Therefore, how to quickly isolate faults during charging to protect the hardware is a problem that needs to be solved. Summary of the Invention
[0004] The present application provides a powertrain and an electric vehicle having a charging fault isolation function. By adding a disconnecting device to the DC charging line, it is possible to prevent the fault from spreading and causing damage to the charging pile when a circuit fault occurs, thereby improving the safety and availability of the powertrain charging.
[0005] In a first aspect, the present application provides a powertrain having a charging fault isolation function. The powertrain is configured to receive direct current output from a DC power source and adjust the voltage of the direct current output from the DC power source to charge a power battery of an electric vehicle. The powertrain includes a motor controller, a drive motor, a first switch, and a first disconnecting device. The motor controller includes three-phase bridge arms connected in parallel. The midpoints of the three bridge arms of the three-phase bridge arms are respectively used to connect the three-phase windings of the drive motor. Among them, one end of each bridge arm of the three-phase bridge arms is used to connect one end of the DC power source through the first switch and the first disconnecting device connected in series. The other end of each bridge arm of the three-phase bridge arms or the neutral point of the three-phase windings of the drive motor is used to connect the other end of the DC power source. The powertrain is configured to receive direct current through the first switch and the first disconnecting device and charge the power battery.
[0006] When the charging voltage range of the power battery of the electric vehicle does not match the output voltage range of an AC power source such as a charging pile, the powertrain is reused to step down or step up the voltage for charging. The powertrain is configured to receive direct current output from a DC power source and adjust the voltage of the direct current output from the DC power source to charge a power battery of an electric vehicle. When a fault occurs in the bridge arm or bus of the motor controller of the powertrain, it is necessary to disconnect the connection with the DC power source to avoid the spread of the fault and cause a DC power source fault.
[0007] The midpoints of the three-phase bridge arms of the motor controller in the powertrain are respectively connected to the three-phase windings of the drive motor one by one. The bridge arms of the motor controller and the drive motor windings are used for voltage conversion. The two ends of the motor controller are respectively connected to the two ends of the power battery. One end of the motor controller is used to connect to one end of the DC power supply through a serially connected first switch and a first disconnecting device. The first switch is used to conduct or disconnect the connection between the power battery and the DC power supply. When the electric vehicle is connected to the AC power supply, it is controlled by the first switch whether to charge. The first disconnecting device conducts the connection between the motor controller and the AC power supply. The powertrain is used to receive direct current through the first switch and the first disconnecting device and charge the power battery. The other end of the DC power supply is used to connect to the other end of each bridge arm of the three-phase bridge arm or the neutral point of the three-phase windings of the drive motor, and step-up or step-down is achieved through different connection methods.
[0008] When a short-circuit fault occurs in the three-phase bridge arm or a fault occurs in the bus, it is necessary to disconnect the connection between the powertrain and the DC power supply. By disconnecting the first switch, the connection between the powertrain and the DC power supply can be disconnected. By disconnecting the first disconnecting device, the connection between the powertrain and the DC power supply can also be disconnected. When the first switch fails to disconnect, the first disconnecting device is controlled to disconnect, thereby disconnecting the connection between the powertrain and the DC power supply.
[0009] The disconnecting device in this application is a controlled switching device such as a switching tube, a relay, etc., which is connected to the control circuit in the motor controller and is controlled by the control circuit of the motor controller, or is a device that automatically detects overcurrent fusing such as a fuse, a fuse wire, etc.
[0010] According to the solution of this application, by adding a disconnecting device on the DC charging line, it is possible to prevent the spread of faults when a circuit failure occurs, resulting in damage to the charging pile, and improve the safety and usability of the powertrain for charging.
[0011] Combined with the first aspect, in some implementation manners of the first aspect, the motor controller is used to control both the first switch and the first disconnecting device to conduct during the process of the powertrain charging the power battery. After the powertrain stops charging the power battery, it controls at least one of the first switch and the first disconnecting device to disconnect.
[0012] When the powertrain is used to charge the power battery, the motor controller controls both the first switch and the first disconnecting device to conduct, so that the powertrain receives direct current from the DC power supply and charges the power battery.
[0013] When the electric vehicle is fully charged, or a short - circuit fault occurs in the three - phase bridge arm, or a bus - bar fault occurs, the power - train stops charging the power battery. When the power - train stops charging the power battery, the motor controller controls the first switch to disconnect, thereby stopping receiving direct current from the DC power source, or the motor controller controls the first disconnecting device to disconnect, thereby stopping receiving direct current from the DC power source, or controls both the first switch and the first disconnecting device to disconnect, thereby stopping receiving direct current from the DC power source.
[0014] According to the solution of the present application, when the power - train stops charging the power battery, the first switch or the first disconnecting device on the DC charging line is controlled to disconnect, thereby stopping receiving direct current from the DC power source, improving the safety of the multiplexed power - train charging.
[0015] Combined with the first aspect, in some implementation manners of the first aspect, the motor controller is configured to control the first disconnecting device to disconnect when the first switch has an adhesion fault after the power - train stops charging the power battery.
[0016] The adhesion fault of the switch refers to the state where the contacts of the switch cannot be normally separated due to physical or electrical reasons, resulting in the continuous conduction of the circuit. This kind of fault usually occurs in the scenarios where the switch is frequently turned on and off or bears a large current. After the switch operates, the contacts are "stuck" in the closed position and cannot disconnect the circuit through normal operation.
[0017] After the power - train stops charging the power battery, the motor controller controls the first switch to disconnect. At this time, if the first switch has an adhesion fault, it will cause over - current of the power - battery current, which may damage the DC power source and affect the safety of the electric - vehicle components. After the motor controller detects that the first switch has an adhesion fault, it controls the first disconnecting device to disconnect. Since the first disconnecting device and the first switch are in series, the first disconnecting device disconnects the connection between the power - train and the DC power source.
[0018] According to the solution of the present application, when the first switch has an abnormal adhesion resulting in over - current of the DC power source, the motor controller detects and controls the first disconnecting device to disconnect, thereby protecting the power - battery and the DC power source from being burned out due to over - current, realizing the hardware redundancy of the disconnecting device, and improving the safety of the multiplexed power - train charging.
[0019] Combined with the first aspect, in some implementation manners of the first aspect, the power - train further includes a second switch and a second disconnecting device. One end of each arm of the three - phase bridge arm is also used to connect to one end of the power - battery through the second switch and the second disconnecting device connected in series. The other end of each arm of the three - phase bridge arm is used to connect to the other end of the power - battery, and the power - train is used to receive direct current and charge the power - battery through the second switch and the second disconnecting device.
[0020] One end of the motor controller is used to connect to one end of the power battery through a second switch and a second disconnecting device connected in series, and the other end of the motor controller is used to connect to the other end of the power battery. The second switch is used to conduct or disconnect the connection between the power battery and the motor controller. When the electric vehicle is connected to an AC power source, charging is controlled by the second switch. The second disconnecting device conducts the connection between the motor controller and the power battery. The powertrain is used to receive direct current and charge the power battery through the second switch and the second disconnecting device.
[0021] According to the solution of the present application, by adding a disconnecting device to the busbar on the power battery side, the spread of faults is prevented when a circuit fails, resulting in damage to the DC power source, and the safety and availability of reusing the powertrain for charging are improved.
[0022] In combination with the first aspect, in some implementation manners of the first aspect, the motor controller is used to control the second switch and the second disconnecting device to conduct during the process in which the powertrain is used to charge the power battery. During the process in which the powertrain is used to charge the power battery, when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, at least one of the second switch and the second disconnecting device is controlled to disconnect.
[0023] When the powertrain is used to charge the power battery, the motor controller controls both the second switch and the second disconnecting device to conduct, so that the power battery receives the current from the powertrain for charging.
[0024] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, the powertrain cannot continue to charge the power battery. The motor controller controls the second switch to disconnect so that the power battery stops receiving direct current from the powertrain, or the motor controller controls the second disconnecting device to disconnect so that the power battery stops receiving direct current from the powertrain, or controls both the second switch and the second disconnecting device to disconnect so that the power battery stops receiving direct current from the powertrain.
[0025] According to the solution of the present application, during the charging process, if a short-circuit or open-circuit fault occurs in the three-phase bridge arms, the first ear switch or the second disconnecting device on the busbar on the power battery side is controlled to disconnect, thereby disconnecting the connection between the powertrain and the power battery, and improving the safety of reusing the powertrain for charging.
[0026] In combination with the first aspect, in some implementation manners of the first aspect, the motor controller is used to control the second disconnecting device to disconnect during the process in which the powertrain is used to charge the power battery when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited and the second switch has an adhesion fault.
[0027] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, the motor controller controls the second switch to disconnect. At this time, if the second switch has an adhesion fault, it will cause overcurrent in the power battery, which may cause the internal fuse of the power battery to burn out and affect the safety of the electric vehicle components. After detecting that the second switch has an adhesion fault, the motor controller controls the second disconnecting device to disconnect. Since the second disconnecting device is in series with the second switch, the second disconnecting device disconnects the power assembly from the power battery.
[0028] According to the solution of the present application, when the second switch has an abnormal adhesion resulting in overcurrent in the power battery, the motor controller detects and controls the second disconnecting device to disconnect, thereby protecting the power battery and the DC power supply from burning out due to overcurrent, realizing hardware redundancy of the disconnecting device, and improving the safety of reusing the power assembly for charging.
[0029] In combination with the first aspect, in some implementation manners of the first aspect, the motor controller is used to control the first switch to disconnect when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited. When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, and when the first switch has an adhesion fault, the motor controller controls the first disconnecting device to disconnect.
[0030] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, in order to protect the DC power supply, the motor controller controls the first switch to disconnect. At this time, if the first switch has an adhesion fault, it will cause damage to the DC power supply. After detecting that the first switch has an adhesion fault, the motor controller controls the first disconnecting device to disconnect. Since the first disconnecting device is in series with the first switch, the first disconnecting device disconnects the power assembly from the DC power supply.
[0031] According to the solution of the present application, when the first switch has an abnormal adhesion, the motor controller detects and controls the first disconnecting device to disconnect, thereby protecting the power battery and the DC power supply from burning out due to overcurrent, realizing hardware redundancy of the disconnecting device, and improving the safety of reusing the power assembly for charging.
[0032] In combination with the first aspect, in some implementation manners of the first aspect, the power assembly further includes a third disconnecting device. The midpoints of the three bridge arms of the three-phase bridge arm are respectively used to connect to the three-phase windings of the drive motor through the third disconnecting device. The three-phase windings of the drive motor are used to receive the current output by the motor controller through the third disconnecting device.
[0033] A third disconnecting device is provided at the connection between each bridge arm of the three-phase bridge arm and each phase winding of the three-phase windings of the drive motor. The drive motor receives the current from the motor controller through the third disconnecting device. The third disconnecting device is used to conduct or disconnect the connection between the three-phase bridge arm and the three-phase windings.
[0034] According to the solution of the present application, a third disconnecting device is added at the connection between the three-phase windings of the drive motor and the three-phase bridge arms of the motor controller, preventing the spread of faults when a bridge arm circuit fails and causing damage to the power battery and the charging pile, and improving the safety and availability of the charging of the reused powertrain.
[0035] In combination with the first aspect, in some implementation manners of the first aspect, the motor controller is configured to control the third disconnecting device to conduct during the process of the powertrain charging the power battery. During the process of the powertrain receiving the power supply of the DC power source, performing step-up or step-down conversion, and then charging the power battery, when any one of the three-phase bridge arms is short-circuited or at least two of the three-phase bridge arms are open-circuited, the motor controller controls the third disconnecting device to disconnect the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase windings.
[0036] During the process of the reused powertrain performing step-up or step-down charging for the power battery, the three-phase windings of the drive motor play the role of inductance for storing energy, and the drive motor receives the current output by the motor controller. Therefore, the motor controller controls the third disconnecting device to conduct.
[0037] When any one of the three-phase bridge arms is short-circuited or at least two of the three-phase bridge arms are open-circuited, since there may still be unreleased energy in the three-phase windings of the drive motor, it may cause damage to the power battery and the DC power source. Therefore, it is necessary to control the third disconnecting device to disconnect the connection between the three-phase bridge arm and the three-phase windings. It should be understood that the third disconnecting device can disconnect the connection between each phase bridge arm and the corresponding phase winding respectively.
[0038] According to the solution of the present application, a third disconnecting device is added at the connection between the three-phase windings of the drive motor and the three-phase bridge arms of the motor controller, preventing the spread of faults when a bridge arm circuit fails and causing damage to the power battery and the charging pile, and improving the safety and availability of the charging of the reused powertrain.
[0039] In combination with the first aspect, in some implementation manners of the first aspect, each bridge arm of the three-phase bridge arm includes two switch modules. The motor controller is configured to, during the process of the powertrain receiving the power supply of the DC power source, performing step-up or step-down conversion, and then charging the power battery, when any one of the switch modules in the three-phase bridge arm fails, control the third disconnecting device to disconnect the connection between the midpoint of the bridge arm where the failed switch module is located in the three-phase bridge arm and the three-phase windings, and control the other two bridge arms except the bridge arm where the failed switch module is located in the three-phase bridge arm to receive the power supply of the DC power source, perform step-up or step-down conversion, and then charge the power battery.
[0040] During the process of the reuse powertrain receiving power supply from a DC power source, stepping up or stepping down the voltage, and then charging the power battery, if a single switch module in the three-phase bridge arm fails, after detecting the failure of the single switch module, the motor controller controls the third disconnecting device to disconnect the connection between the faulty phase bridge arm and the corresponding phase winding, thereby preventing the spread of the fault from damaging the power battery and the DC power source. Meanwhile, if the power level of the power battery is still low, the voltage conversion circuit can be implemented by the other two normal phase bridge arms and the corresponding two-phase drive motor windings to continue boosting the charge for the power battery.
[0041] According to the solution of the present application, by arranging a third disconnecting device between the three-phase windings of the drive motor and the three-phase bridge arm of the motor controller, when a single switch module fails, the connection between the faulty phase bridge arm and the winding is disconnected. While isolating the fault, boosting or bucking charging can still continue, improving the safety and usability of the reuse powertrain charging.
[0042] Combined with the first aspect, in some implementation manners of the first aspect, the motor controller is configured to, during the process of the powertrain receiving power supply from a DC power source, stepping up or stepping down the voltage, and then charging the power battery, when any one of the switch modules in the three-phase bridge arm fails, control both the first switch and the first disconnecting device to conduct. Control both the second switch and the second disconnecting device to conduct.
[0043] During the process of the reuse powertrain receiving power supply from a DC power source, stepping up or stepping down the voltage, and then charging the power battery, if a single switch module in the three-phase bridge arm fails, after detecting the failure of the single switch module, the motor controller controls the third disconnecting device to disconnect the connection between the faulty phase bridge arm and the corresponding phase winding, thereby preventing the spread of the fault from damaging the power battery and the DC power source. Meanwhile, if the power level of the power battery is still low, the voltage conversion circuit can be implemented by the other two normal phase bridge arms and the corresponding two-phase drive motor windings to continue boosting the charge for the power battery. At this time, there is no need to disconnect the connection between the powertrain and the power battery and the DC power source, and it still receives the direct current from the DC power source, steps up or steps down the voltage, and then charges the power battery.
[0044] According to the solution of the present application, by arranging a third disconnecting device between the three-phase windings of the drive motor and the three-phase bridge arm of the motor controller, when a single switch module fails, the connection between the faulty phase bridge arm and the winding is disconnected. While isolating the fault, keeping the first disconnecting device and the second disconnecting device conducting, continuing to receive the direct current from the DC power source, and still being able to continue stepping up or stepping down the voltage to charge the power battery, improving the safety and usability of the reuse powertrain charging.
[0045] In combination with the first aspect, in some implementations of the first aspect, the motor controller is configured to control both the second switch and the second disconnecting device to be turned on during the process in which the powertrain receives power supply from the power battery and outputs torque. The third disconnecting device is controlled to turn on the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
[0046] During the process of the powertrain outputting torque, it is necessary to keep both the second switch and the second disconnecting device turned on, and keep the third disconnecting device turning on the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
[0047] According to the solution of the present application, during the process in which the powertrain receives the current from the power battery and outputs torque, keeping the second switch, the second disconnecting device and the third disconnecting device turned on improves the availability of the powertrain.
[0048] In combination with the first aspect, in some implementations of the first aspect, the motor controller includes a housing, and the housing is used to accommodate the first disconnecting device, the second disconnecting device and the third disconnecting device.
[0049] According to the solution of the present application, the first disconnecting device, the second disconnecting device and the third disconnecting device are all arranged inside the housing of the motor controller, which improves the integration of the motor controller, reduces the volume of the device, and improves the safety and availability of the powertrain.
[0050] In combination with the first aspect, in some implementations of the first aspect, the motor controller includes a housing, and the first disconnecting device, the second disconnecting device and the third disconnecting device are arranged outside the housing.
[0051] According to the solution of the present application, the first disconnecting device, the second disconnecting device and the third disconnecting device are all arranged outside the housing of the motor controller. The arrangement method of the disconnecting device is flexible, which improves the reliability and flexibility of the solution.
[0052] In a second aspect, the present application provides an electric vehicle, which includes a power battery and a powertrain in the first aspect and its various implementations. The powertrain is configured to receive power supply from the power battery and output torque to drive the wheels during the driving process of the electric vehicle. When the electric vehicle is connected to a DC power supply, the first switch is controlled to turn on to receive the direct current output by the DC power supply and charge the power battery, and the first switch is controlled to turn off to stop receiving the direct current output by the DC power supply.
[0053] In combination with the second aspect, in some implementations of the second aspect, the power battery includes a battery housing, and the battery housing is used to accommodate the second disconnecting device.
[0054] The second disconnecting device is arranged inside the battery pack.
[0055] For the beneficial effects in other aspects, reference may be made to the beneficial effects described in the first aspect, which will not be elaborated here. BRIEF DESCRIPTION OF THE DRAWINGS
[0056] Figure 1 is a schematic diagram of an electric vehicle provided by an embodiment of the present application;
[0057] Figure 2 shows a schematic diagram of a multiplexed powertrain charging provided by an embodiment of the present application;
[0058] Figure 3 shows a schematic diagram of another multiplexed powertrain charging provided by an embodiment of the present application;
[0059] Figure 4 shows a schematic diagram of another multiplexed powertrain charging provided by an embodiment of the present application;
[0060] Figure 5 shows a schematic diagram of a multiplexed powertrain charging scheme provided by an embodiment of the present application;
[0061] Figure 6 shows a schematic diagram of another multiplexed powertrain charging scheme provided by an embodiment of the present application;
[0062] Figure 7 shows a schematic diagram of another multiplexed powertrain charging scheme provided by an embodiment of the present application;
[0063] Figure 8 shows a schematic diagram of another multiplexed powertrain charging scheme provided by an embodiment of the present application;
[0064] Figure 9 shows a schematic diagram of another multiplexed powertrain charging scheme provided by an embodiment of the present application;
[0065] Figure 10 shows a schematic diagram of another multiplexed powertrain charging scheme provided by an embodiment of the present application. DETAILED DESCRIPTION OF THE EMBODIMENTS
[0066] The technical solutions in the present application will be described below with reference to the drawings. The detailed description of the following embodiments and the drawings are used to exemplarily illustrate the principle of the present application, but cannot be used to limit the scope of the present application, that is, the present application is not limited to the described embodiments.
[0067] Figure 1 is a schematic diagram of the architecture of the electric vehicle 10 provided by an embodiment of the present application.
[0068] As Figure 1As shown, the electric vehicle 10 includes four wheels, a power battery 20, and a powertrain 30. Among them, the powertrain 30 includes a motor controller 40 and a drive motor 50. During the driving process of the electric vehicle 10, the powertrain 30 is used to receive the direct current of the power battery 20 and supply power to the drive motor 50 to output torque to drive the four wheels.
[0069] In order to address the problem that the voltage level of the power battery of the electric vehicle does not match the voltage level of the charging pile during DC fast charging of the electric vehicle, in one current implementation, the motor controller and the drive motor of the powertrain are reused to achieve direct charging, boost charging, and buck charging.
[0070] During the charging process of the electric vehicle 10, the electric vehicle 10 is connected to the DC power source 60 through the charging gun 61, and the powertrain 30 receives the direct current of the DC power source 60 and charges the power battery 20. When the electric vehicle 10 is charging, generally, the electric vehicle 10 is charged by the DC power source 60 such as a charging pile. The DC power source 60 includes a charging gun 61. The operator inserts the charging gun 61 into the charging socket of the electric vehicle 10 to connect the charging gun 61 to the power battery 20 of the electric vehicle 10, and the DC power source 60 then charges the power battery 20 through the charging gun 61.
[0071] The electric vehicle 10 includes, but is not limited to, pure electric vehicles (pure electric vehicle / battery electric vehicle, pure EV / battery EV), hybrid electric vehicles (hybrid electric vehicle, HEV), range extended electric vehicles (range extended electric vehicle, REEV), plug-in hybrid electric vehicles (plug-in hybrid electric vehicle, PHEV), new energy vehicles (new energy vehicle, NEV), etc.
[0072] The electric vehicle 10 has a drive architecture with a single drive motor, or a drive architecture with two drive motors, or a drive architecture with three drive motors, or a drive architecture with four drive motors. The electric vehicle 10 can be a distributed four-drive motor drive architecture, where the drive motors are arranged beside the driven wheels and are controlled by separate motor controllers 40. The electric vehicle 10 can also be a centralized drive motor drive architecture, where the drive motors for driving two front wheels or two rear wheels are arranged together. The motor controller 40 can be one or more. The motor controller 40 and the drive motor can be in one-to-one correspondence, or one motor controller 40 can also correspond to multiple drive motors. The motor controller 40 is used to control one or more drive motors to output torque to drive the electric vehicle 10.
[0073] With the development and popularization of electric vehicles, in order to meet the increasing demands of the majority of consumers for vehicle performance such as acceleration ability and maximum speed, while strictly controlling the cost of the vehicle drive system, the majority of pure electric vehicle manufacturers generally improve the output voltage of the power battery to achieve the purpose of enhancing the performance of the vehicle drive system. When an electric vehicle is charging directly, if a fault such as a bus short circuit occurs and the charging switch cannot be turned off, the fault may spread and cause damage to the charging pile and the power battery.
[0074] Based on the above problems, the embodiments of the present application provide a powertrain and an electric vehicle with a charging fault isolation function. By adding a disconnecting device on the DC charging line, it prevents the spread of faults when a circuit fails, resulting in damage to the charging pile, and improves the charging safety and availability of the powertrain.
[0075] Figure 2 FIG. shows a schematic diagram of charging a multiplexed powertrain 30 provided by an embodiment of the present application.
[0076] As Figure 2 shown, the powertrain 30 is used to receive direct current output by a DC power source 60 and adjust the voltage of the direct current output by the DC power source 60 to charge the power battery 20 of the electric vehicle 10. The powertrain 30 includes a motor controller 40, a drive motor 50, a first switch 81, and a first disconnecting device 71. The motor controller 40 includes three parallel bridge arms, and the midpoints of the three bridge arms of the three-phase bridge arm are respectively used to connect the three-phase windings of the drive motor 50. Among them, one end of each bridge arm of the three-phase bridge arm is used to connect one end of the DC power source 60 through the serially connected first switch 81 and first disconnecting device 71. The other end of each bridge arm of the three-phase bridge arm or the neutral point of the three-phase windings of the drive motor 50 is used to connect the other end of the DC power source 60. The powertrain 30 is used to receive direct current through the first switch 81 and the first disconnecting device 71 and charge the power battery 20.
[0077] When the charging voltage range of the power battery 20 of the electric vehicle 10 does not match the output voltage range of an AC power source such as a charging pile, the multiplexed powertrain 30 steps down or steps up the voltage for charging. The powertrain 30 is used to receive direct current output by the DC power source 60 and adjust the voltage of the direct current output by the DC power source 60 to charge the power battery 20 of the electric vehicle 10. When a fault occurs in the bridge arm or bus of the motor controller 40 of the powertrain 30, it is necessary to disconnect the connection with the DC power source 60 to avoid the spread of the fault and cause a fault in the DC power source 60.
[0078] The midpoints of the three-phase bridge arms of the motor controller 40 in the powertrain 30 are respectively and correspondingly connected to the three-phase windings of the drive motor 50, and the bridge arms of the motor controller 40 and the windings of the drive motor 50 are used for voltage conversion. Both ends of the motor controller 40 are respectively connected to both ends of the power battery 20. One end of the motor controller 40 is used to connect to one end of the DC power supply 60 through the serially connected first switch 81 and the first disconnecting device 71. The first switch 81 is used to conduct or disconnect the connection between the power battery 20 and the DC power supply 60. When the electric vehicle 10 is connected to the AC power supply, it is controlled by the first switch 81 whether to charge. The first disconnecting device 71 conducts the connection between the motor controller 40 and the AC power supply. The powertrain 30 is used to receive direct current through the first switch 81 and the first disconnecting device 71 and charge the power battery 20. The other end of the DC power supply 60 is used to connect to the other end of each bridge arm of the three-phase bridge arm or the neutral point of the three-phase windings of the drive motor 50, and step-up or step-down is achieved through different connection methods.
[0079] When a short-circuit fault occurs in the three-phase bridge arm or a fault occurs in the bus, it is necessary to disconnect the connection between the powertrain 30 and the DC power supply 60. By disconnecting the first switch 81, the connection between the powertrain 30 and the DC power supply 60 can be disconnected. By disconnecting the first disconnecting device 71, the connection between the powertrain 30 and the DC power supply 60 can also be disconnected. When the first switch 81 fails to disconnect, the first disconnecting device 71 is controlled to disconnect, thereby disconnecting the connection between the powertrain 30 and the DC power supply 60.
[0080] In one embodiment, both the first switch 81 and the first disconnecting device 71 are connected to the control circuit in the motor controller 40 and are controlled by the control circuit of the motor controller 40.
[0081] According to the solution of the present application, by adding a disconnecting device on the DC charging line, the spread of faults when the circuit fails is prevented, which may cause damage to the charging pile, and the safety and usability of reusing the powertrain 30 for charging are improved.
[0082] In one embodiment, the motor controller 40 is used to control both the first switch 81 and the first disconnecting device 71 to conduct during the process of the powertrain 30 charging the power battery 20. After the powertrain 30 stops charging the power battery 20, it controls at least one of the first switch 81 and the first disconnecting device 71 to disconnect.
[0083] When the electric vehicle 10 is connected to the DC power supply 60, the first switch 81 is controlled to conduct to receive the direct current output by the DC power supply 60 and charge the power battery 20, and the first switch 81 is controlled to disconnect to stop receiving the direct current output by the DC power supply 60.
[0084] When the powertrain 30 is used to charge the power battery 20, the motor controller 40 controls both the first switch 81 and the first disconnecting device 71 to conduct, so that the powertrain 30 receives direct current from the DC power supply 60 and charges the power battery 20.
[0085] When the electric vehicle 10 is fully charged, or a short-circuit fault occurs in the three-phase bridge arm, or a fault occurs in the bus, the powertrain 30 stops charging the power battery 20. When the powertrain 30 stops charging the power battery 20, the motor controller 40 controls the first switch 81 to disconnect, so as to stop receiving direct current from the DC power supply 60, or the motor controller 40 controls the first disconnecting device 71 to disconnect, so as to stop receiving direct current from the DC power supply 60, or controls both the first switch 81 and the first disconnecting device 71 to disconnect, so as to stop receiving direct current from the DC power supply 60.
[0086] In one embodiment, the motor controller 40 is configured to control the first disconnecting device 71 to disconnect when the first switch 81 has an adhesion fault after the powertrain 30 stops charging the power battery 20.
[0087] The adhesion fault of the switch refers to the state where the contacts of the switch cannot be normally separated due to physical or electrical reasons, resulting in continuous conduction of the circuit. This kind of fault usually occurs in scenarios where the switch is frequently turned on and off or bears a large current. After the switch operates, the contacts are "stuck" in the closed position and the circuit cannot be disconnected through normal operation.
[0088] After the powertrain 30 stops charging the power battery 20, the motor controller 40 controls the first switch 81 to disconnect. At this time, if the first switch 81 has an adhesion fault, it will cause overcurrent in the power battery 20, which may damage the DC power supply 60 and affect the safety of the components of the electric vehicle 10. After detecting that the first switch 81 has an adhesion fault, the motor controller 40 controls the first disconnecting device 71 to disconnect. Since the first disconnecting device 71 and the first switch 81 are in series, the first disconnecting device 71 disconnects the connection between the powertrain 30 and the DC power supply 60.
[0089] In one embodiment, the motor controller 40 is configured to control the first switch 81 to disconnect when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited. When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, and when the first switch 81 has an adhesion fault, the first disconnecting device 71 is controlled to disconnect.
[0090] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, in order to protect the DC power supply 60, the motor controller 40 controls the first switch 81 to disconnect. At this time, if the first switch 81 has an adhesion fault, it will cause damage to the DC power supply 60. After the motor controller 40 detects that the first switch 81 has an adhesion fault, it controls the first disconnecting device 71 to disconnect. Since the first disconnecting device 71 and the first switch 81 are connected in series, the first disconnecting device 71 disconnects the connection between the power assembly 30 and the DC power supply 60.
[0091] According to the solution of the present application, when the first switch 81 has an abnormal adhesion, the motor controller 40 detects and controls the first disconnecting device 71 to disconnect, so as to protect the power battery 20 and the DC power supply 60 from being burned due to overcurrent, realize hardware redundancy of the disconnecting device, and improve the safety of reusing the power assembly 30 for charging.
[0092] Figure 3 Fig. shows another schematic diagram of reusing the power assembly 30 for charging provided by the embodiment of the present application.
[0093] As Figure 3 shown, the power assembly 30 further includes a second switch 82 and a second disconnecting device 72. One end of each bridge arm of the three-phase bridge arm is also used to connect one end of the power battery 20 through the second switch 82 and the second disconnecting device 72 connected in series. The other end of each bridge arm of the three-phase bridge arm is used to connect the other end of the power battery 20. The power assembly 30 is used to receive direct current and charge the power battery 20 through the second switch 82 and the second disconnecting device 72.
[0094] One end of the motor controller 40 is used to connect one end of the power battery 20 through the second switch 82 and the second disconnecting device 72 connected in series, and the other end of the motor controller 40 is used to connect to the other end of the power battery 20. The second switch 82 is used to conduct or disconnect the connection between the power battery 20 and the motor controller 40. When the electric vehicle 10 is connected to the AC power supply, it is controlled whether to charge through the second switch 82. The second disconnecting device 72 conducts the connection between the motor controller 40 and the power battery 20. The power assembly 30 is used to receive direct current and charge the power battery 20 through the second switch 82 and the second disconnecting device 72.
[0095] In one embodiment, the motor controller 40 is used to control the second switch 82 and the second disconnecting device 72 to conduct during the process of the power assembly 30 charging the power battery 20. During the process of the power assembly 30 charging the power battery 20, when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, at least one of the second switch 82 and the second disconnecting device 72 is controlled to disconnect.
[0096] When the powertrain 30 is used to charge the power battery 20, the motor controller 40 controls both the second switch 82 and the second disconnecting device 72 to conduct, so that the power battery 20 receives current from the powertrain 30 for charging.
[0097] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, the powertrain 30 cannot continue to charge the power battery 20. The motor controller 40 controls the second switch 82 to disconnect, so that the power battery 20 stops receiving direct current from the powertrain 30, or the motor controller 40 controls the second disconnecting device 72 to disconnect, so that the power battery 20 stops receiving direct current from the powertrain 30, or controls both the second switch 82 and the second disconnecting device 72 to disconnect, so that the power battery 20 stops receiving direct current from the powertrain 30.
[0098] In one embodiment, the motor controller 40 is configured to control the second disconnecting device 72 to disconnect when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited and the second switch 82 has an adhesion failure during the process of the powertrain 30 charging the power battery 20.
[0099] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, the motor controller 40 controls the second switch 82 to disconnect. At this time, if the second switch 82 has an adhesion failure, it will cause overcurrent of the current of the power battery 20, which may cause the internal fuse of the power battery 20 to burn out and affect the safety of the components of the electric vehicle 10. After detecting that the second switch 82 has an adhesion failure, the motor controller 40 controls the second disconnecting device 72 to disconnect. Since the second disconnecting device 72 and the second switch 82 are in series, the second disconnecting device 72 disconnects the connection between the powertrain 30 and the power battery 20.
[0100] According to the solution of the present application, when the second switch 82 has an abnormal adhesion resulting in overcurrent of the power battery 20, the motor controller 40 detects and controls the second disconnecting device 72 to disconnect, so as to protect the power battery 20 and the DC power supply 60 from being burned out due to overcurrent, realizing hardware redundancy of the disconnecting device and improving the safety of reusing the powertrain 30 for charging.
[0101] Figure 4 Fig. shows another schematic diagram of reusing the powertrain 30 for charging provided by the embodiment of the present application.
[0102] As Figure 4 shown, the powertrain 30 further includes a third disconnecting device 73. The midpoints of the three bridge arms of the three-phase bridge arm are respectively used to connect the three-phase windings of the drive motor 50 through the third disconnecting device 73. The three-phase windings of the drive motor 50 are used to receive the current output by the motor controller 40 through the third disconnecting device 73.
[0103] A third disconnecting device 73 is provided at the connection of each arm of the three-phase bridge arm and each phase winding of the three-phase winding of the drive motor 50, and the drive motor 50 receives current from the motor controller 40 through the third disconnecting device 73. The third disconnecting device 73 is used to conduct or disconnect the connection between the three-phase bridge arm and the three-phase winding.
[0104] In one embodiment, the motor controller 40 is configured to control the third disconnecting device 73 to conduct during the process that the power assembly 30 charges the power battery 20. During the process that the power assembly 30 receives power supply from the DC power supply 60, performs boost or buck conversion, and then charges the power battery 20, when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, the motor controller 40 controls the third disconnecting device 73 to disconnect the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
[0105] During the process that the power assembly 30 is reused to perform boost or buck charging on the power battery 20, the three-phase winding of the drive motor 50 functions as an inductor to store energy, and the drive motor 50 receives the current output by the motor controller 40. Therefore, the motor controller 40 controls the third disconnecting device 73 to conduct.
[0106] When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, since there may still be unreleased energy in the three-phase winding of the drive motor 50, it may cause damage to the power battery 20 and the DC power supply 60. Therefore, it is necessary to control the third disconnecting device 73 to disconnect the connection between the three-phase bridge arm and the three-phase winding. It should be understood that the third disconnecting device 73 can separately disconnect the connection between each phase bridge arm and the corresponding phase winding.
[0107] According to the solution of the present application, a third disconnecting device 73 is added at the connection of the three-phase winding of the drive motor 50 and the three-phase bridge arm of the motor controller 40, which prevents the failure from spreading when a fault occurs in the bridge arm circuit and causes damage to the power battery 20 and the charging pile, and improves the safety and usability of the reused power assembly 30 for charging.
[0108] In one embodiment, each arm of the three-phase bridge arm includes two switch modules. The motor controller 40 is configured to, during the process that the power assembly 30 receives power supply from the DC power supply 60, performs boost or buck conversion, and then charges the power battery 20, when any one of the switch modules in the three-phase bridge arm fails, control the third disconnecting device 73 to disconnect the connection between the midpoint of the arm where the failed switch module is located in the three-phase bridge arm and the three-phase winding, and control the other two bridge arms except the arm where the failed switch module is located in the three-phase bridge arm to receive power supply from the DC power supply 60, perform boost or buck conversion, and then charge the power battery 20.
[0109] In one embodiment, when any one of the switch modules in the three-phase bridge arm fails during the process that the motor controller 40 charges the power battery 20 after the powertrain 30 receives the power supply from the DC power supply 60 and performs boost or buck conversion, the motor controller 40 controls both the first switch 81 and the first disconnecting device 71 to conduct. The motor controller 40 also controls both the second switch 82 and the second disconnecting device 72 to conduct.
[0110] During the process that the multiplexed powertrain 30 receives the power supply from the DC power supply 60 and performs boost or buck conversion to charge the power battery 20, if a single switch module in the three-phase bridge arm fails, after detecting the failure of the single switch module, the motor controller 40 controls the third disconnecting device 73 to disconnect the connection between the faulty phase bridge arm and the corresponding phase winding, thereby avoiding damage to the power battery 20 and the DC power supply 60 caused by the spread of the fault. Meanwhile, if the power of the power battery 20 is still low, a voltage conversion circuit can be realized by the other two normal phase bridge arms and the corresponding two-phase drive motor 50 windings to continue boosting and charging the power battery 20. At this time, there is no need to disconnect the connection between the powertrain 30 and the power battery 20 and the DC power supply 60, and the powertrain 30 still receives the direct current from the DC power supply 60 and performs boost or buck conversion to charge the power battery 20.
[0111] According to the solution of the present application, by arranging the third disconnecting device 73 between the three-phase windings of the drive motor 50 and the three-phase bridge arm of the motor controller 40, when a single switch module fails, the connection between the faulty phase bridge arm and the winding is disconnected. While isolating the fault, the conduction of the first disconnecting device 71 and the second disconnecting device 72 is maintained, and the direct current from the DC power supply 60 is still received and the boost or buck conversion can still be continued to charge the power battery 20, improving the safety and usability of the multiplexed powertrain 30 for charging.
[0112] In one embodiment, the motor controller 40 includes a housing for accommodating the first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73.
[0113] The first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are all arranged inside the housing of the motor controller 40, improving the integration of the motor controller 40, reducing the device volume, and improving the safety and usability of the powertrain 30.
[0114] In one embodiment, the motor controller 40 includes a housing, and the first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are arranged outside the housing.
[0115] The first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are all arranged outside the housing of the motor controller 40. The arrangement method of the disconnecting device is flexible, improving the reliability and flexibility of the solution.
[0116] In one embodiment, the power battery 20 includes a battery housing for accommodating the second disconnecting device 72.
[0117] The second disconnecting device 72 is disposed inside the battery pack.
[0118] In one embodiment, during the process in which the powertrain 30 is powered by the power battery 20 and outputs torque, the motor controller 40 controls both the second switch 82 and the second disconnecting device 72 to be turned on. The third disconnecting device 73 is controlled to turn on the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
[0119] During the process in which the powertrain 30 outputs torque, it is necessary to keep both the second switch 82 and the second disconnecting device 72 turned on, and keep the third disconnecting device 73 turned on to connect the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
[0120] The following describes the powertrain 30 for implementing fault isolation provided by the embodiments of the present application by using several charging circuits of the reused powertrain 30.
[0121] Figure 5 FIG. shows a schematic diagram of a charging scheme for a reused powertrain 30 provided by an embodiment of the present application.
[0122] As Figure 5 shown, the neutral point of the three-phase winding of the drive motor 50 is used to connect to the other end of the DC power supply 60.
[0123] This charging circuit reuses the three-phase bridge arm of the motor controller 40 and the winding of the drive motor 50. The drive motor 50 adopts a neutral point output scheme. Charging of the power battery 20 is achieved by controlling the first switch 81, the second switch 82, the third switch 83, the fourth switch 84, and the fifth switch 85. Adding an external inductor L1 on the neutral point output line of the drive motor 50 can reduce the current ripple and increase the boost range.
[0124] When the charging circuit is operating normally, the corresponding switch is controlled to close according to the type of the DC power supply 60, so as to achieve the purpose of charging the power battery 20 by reusing the three-phase bridge arm of the motor controller 40 and the winding of the drive motor 50.
[0125] When the DC power supply 60 is a high voltage, the first switch 81, the second switch 82, the third switch 83, and the fifth switch 85 are turned on, and the fourth switch 84 is turned off. The high-voltage DC power supply 60 directly charges the power battery 20.
[0126] When the DC power supply 60 is at a low voltage, the first switch 81, the second switch 82, the third switch 83 and the fourth switch 84 are turned on, and the fifth switch 85 is turned off. The low-voltage power of the DC power supply 60 is boosted by a voltage conversion circuit composed of the driving motor 50 windings and the three-phase bridge arm of the motor controller 40 and then charges the power battery 20. The three-phase bridge arm of the motor controller 40 first charges the driving motor 50 windings from the DC power supply 60 by controlling the upper and lower switching tubes. At this time, the three-phase windings of the driving motor 50 are equivalent to inductors. Subsequently, the three-phase bridge arm of the motor controller 40 charges the power battery 20 from the DC power supply 60 and the three-phase windings of the driving motor 50 together by controlling the upper and lower switching tubes, thereby realizing boost charging.
[0127] In the above boost charging scenario, there may be a problem of switch module failure. When a single module fails, the motor controller 40 detects the state and controls the third disconnecting device 73 to disconnect the connection between the corresponding bridge arm of the faulty module and the driving motor 50 windings, avoiding damage to the DC charging pile caused by the spread of the fault. At the same time, if the power of the power battery 20 is too low, a voltage conversion circuit composed of the other two-phase bridge arms and the corresponding driving motor 50 windings can still be used to continue boosting and charging the power battery 20. When two modules fail, resulting in a short circuit of a single bridge arm or the failure of two bridge arms, the motor controller 40 detects and controls both the first disconnecting device 71 and the third disconnecting device 73 to disconnect. The first disconnecting device 71 is disconnected to avoid damage to the DC power supply 60 caused by the failure of the bridge arm, and the second disconnecting device 72 is disconnected to avoid burning of the power battery 20 pack fuse when the bridge arm fails.
[0128] Figure 6 The figure shows a schematic diagram of another charging scheme for the multiplexed powertrain 30 provided by the embodiment of the present application.
[0129] As Figure 6 shown, the neutral point of the three-phase windings of the driving motor 50 is used to connect to the other end of the DC power supply 60.
[0130] Figure 6 The scheme of Figure 5 is based on the scheme shown in
[0131] When the second switch 82 is connected to the a port, the charging circuit performs step-down charging for the power battery 20. In the step-down charging scenario, there may also be problems with the failure of the switch module. When a single module fails, the motor controller 40 detects the status and controls the third disconnecting device 73 to disconnect the connection between the corresponding arm of the faulty module and the winding of the drive motor 50, preventing the spread of the fault and damaging the DC charging pile. At the same time, if the power of the power battery 20 is too low, a voltage conversion circuit composed of the other two-phase arms and the corresponding drive motor 50 windings can still be used to continue step-down charging of the power battery 20. When the failure of two modules causes a short circuit of a single arm or the failure of two arms, the motor controller 40 detects and controls both the first disconnecting device 71 and the third disconnecting device 73 to disconnect. The first disconnecting device 71 disconnects to prevent damage to the DC power supply 60 caused by the failure of the arm, and the second disconnecting device 72 disconnects to prevent the fuse of the power battery 20 pack from burning out when the arm fails.
[0132] Figure 7 The figure shows a schematic diagram of another charging scheme for the multiplexed powertrain 30 provided by an embodiment of the present application.
[0133] As Figure 7 shown, the other end of each arm of the three-phase arm is used to connect to the other end of the DC power supply 60.
[0134] This charging circuit multiplexes the three-phase arms of the motor controller 40 and the windings of the drive motor 50. The drive motor 50 does not adopt the neutral point output scheme, and the two-phase windings of the drive motor 50 are connected in series as the energy storage inductor. Charging of the power battery 20 is achieved through the control of the first switch 81, the second switch 82, the third switch 83, the fourth switch 84, and the fifth switch 85.
[0135] Figure 7 When there is a problem with the failure of the switch module in the step-up charging scenario in the shown scheme, the control situations of the first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are similar to those in Figure 5 the shown scheme and will not be elaborated here.
[0136] Figure 8 The figure shows a schematic diagram of another charging scheme for the multiplexed powertrain 30 provided by an embodiment of the present application.
[0137] As Figure 8 shown, the other end of each arm of the three-phase arm is used to connect to the other end of the DC power supply 60.
[0138] Figure 8 The scheme of Figure 7 is based on the scheme shown in
[0139] Figure 8When the switching module fails in the boost or buck charging scenario of the shown solution, the control situations of the first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are similar to those of Figure 6 the solution shown, which will not be elaborated here.
[0140] Figure 9 Fig. shows a schematic diagram of another charging solution for the multiplexed powertrain 30 provided by an embodiment of the present application.
[0141] As Figure 9 shown, the other end of each arm of the three-phase bridge arm is used to connect to the other end of the DC power supply 60.
[0142] In this charging circuit, an external inductor is added to replace the drive motor 50 winding on the DC charging branch, and the three-phase bridge arm of the motor controller 40 and the external inductor are multiplexed to form a voltage conversion circuit. Charging the power battery 20 is achieved by controlling the first switch 81, the second switch 82, the third switch 83, the fourth switch 84, and the fifth switch 85.
[0143] Figure 9 When the switching module fails in the boost charging scenario of the shown solution, the control situations of the first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are similar to those of Figure 5 the solution shown, which will not be elaborated here.
[0144] Figure 10 Fig. shows a schematic diagram of another charging solution for the multiplexed powertrain 30 provided by an embodiment of the present application.
[0145] As Figure 10 shown, the other end of each arm of the three-phase bridge arm is used to connect to the other end of the DC power supply 60.
[0146] Figure 10 The solution of Figure 9 is based on the solution shown, and the second switch 82 is replaced with a single-pole double-throw switch, so as to achieve more charging mode selections.
[0147] Figure 10 When the switching module fails in the boost or buck charging scenario of the shown solution, the control situations of the first disconnecting device 71, the second disconnecting device 72, and the third disconnecting device 73 are similar to those of Figure 6 the solution shown, which will not be elaborated here.
[0148] 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 can easily think of changes or substitutions within the technical scope disclosed by the present application, and all should 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 powertrain with a charging fault isolation function, characterized in that, The powertrain is configured to receive direct current output from a direct current power source and adjust the voltage of the direct current output by the direct current power source to charge a power battery of an electric vehicle. The powertrain includes a motor controller, a drive motor, a first switch, and a first disconnecting device. The motor controller includes three parallel bridge arms, and the midpoints of the three bridge arms of the three-phase bridge arm are respectively configured to connect to the three-phase windings of the drive motor, where: One end of each bridge arm of the three-phase bridge arm is configured to connect to one end of the direct current power source through the series-connected first switch and the first disconnecting device; The other end of each bridge arm of the three-phase bridge arm or the neutral point of the three-phase windings of the drive motor is configured to connect to the other end of the direct current power source; The powertrain is configured to receive the direct current through the first switch and the first disconnecting device and charge the power battery.
2. The powertrain according to claim 1, characterized in that, The motor controller is configured to: During the process that the powertrain charges the power battery, control both the first switch and the first disconnecting device to be turned on; After the powertrain stops charging the power battery, control at least one of the first switch and the first disconnecting device to be turned off.
3. The powertrain according to claim 1 or 2, characterized in that, The motor controller is configured to: After the powertrain stops charging the power battery, when the first switch has an adhesion fault, control the first disconnecting device to be turned off.
4. The powertrain according to any one of claims 1-3, characterized in that, The powertrain further includes a second switch and a second disconnecting device, One end of each bridge arm of the three-phase bridge arm is further configured to connect to one end of the power battery through the series-connected second switch and the second disconnecting device; The other end of each bridge arm of the three-phase bridge arm is configured to connect to the other end of the power battery; The powertrain is configured to receive the direct current and charge the power battery through the second switch and the second disconnecting device.
5. The powertrain according to claim 4, characterized in that, The motor controller is configured to: During the process that the powertrain charges the power battery, control the second switch and the second disconnecting device to be turned on; During the process that the powertrain charges the power battery, when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, control at least one of the second switch and the second disconnecting device to be turned off.
6. The powertrain according to claim 4 or 5, characterized in that, The motor controller is configured to: During the process that the powertrain charges the power battery, when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited and the second switch has an adhesion fault, control the second disconnecting device to be turned off.
7. The powertrain according to claim 5 or 6, characterized in that, The motor controller is configured to: When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, control the first switch to be turned off; When any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited and the first switch has an adhesion fault, control the first disconnecting device to be turned off.
8. The powertrain according to any one of claims 1-7, characterized in that, The powertrain further includes a third disconnecting device, and the midpoints of the three bridge arms of the three-phase bridge arm are respectively configured to connect to the three-phase windings of the drive motor through the third disconnecting device; The three-phase windings of the drive motor are configured to receive the current output by the motor controller through the third disconnecting device.
9. The powertrain according to claim 8, characterized in that, The motor controller is configured to: During the process that the powertrain charges the power battery, control the third disconnecting device to conduct. During the process that the powertrain receives power supply from the DC power source, performs step-up or step-down conversion, and then charges the power battery, when any one of the three-phase bridge arms is short-circuited or at least two bridge arms are open-circuited, control the third disconnecting device to disconnect the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
10. The powertrain according to claim 9, characterized in that, Each bridge arm of the three-phase bridge arm includes two switch modules, and the motor controller is configured to: During the process that the powertrain receives power supply from the DC power source, performs step-up or step-down conversion, and then charges the power battery, when any one of the switch modules in the three-phase bridge arm fails, control the third disconnecting device to disconnect the connection between the midpoint of the bridge arm where the failed switch module is located in the three-phase bridge arm and the three-phase winding, and control the other two bridge arms except the bridge arm where the failed switch module is located in the three-phase bridge arm to receive power supply from the DC power source, perform step-up or step-down conversion, and then charge the power battery.
11. The powertrain according to claim 10, wherein, The motor controller is configured to: During the process that the powertrain receives power supply from the DC power source, performs step-up or step-down conversion, and then charges the power battery, when any one of the switch modules in the three-phase bridge arm fails, control both the first switch and the first disconnecting device to conduct. Control both the second switch and the second disconnecting device to conduct.
12. The powertrain according to any one of claims 8-11, characterized in that, The motor controller is configured to: During the process that the powertrain is used to receive power supply from the power battery and output torque, control both the second switch and the second disconnecting device to conduct. Control the third disconnecting device to conduct the connection between the midpoints of the three bridge arms of the three-phase bridge arm and the three-phase winding.
13. The powertrain according to any one of claims 8-12, characterized in that, The motor controller includes a housing, and the housing is used to accommodate the first disconnecting device, the second disconnecting device, and the third disconnecting device.
14. The powertrain according to any one of claims 8-12, characterized in that, The motor controller includes a housing, and the first disconnecting device, the second disconnecting device, and the third disconnecting device are arranged outside the housing.
15. An electric vehicle, characterized in that, The electric vehicle includes a power battery and a powertrain as described in any one of claims 1-14. The powertrain is configured to: during the driving process of the electric vehicle, receive power supply from the power battery and output torque to drive the wheels; When the electric vehicle is connected to the DC power source, control the first switch to conduct to receive the direct current output by the DC power source and charge the power battery; Control the first switch to disconnect to stop receiving the direct current output by the DC power source.
16. The electric vehicle according to claim 15, characterized in that, The power battery includes a battery housing, and the battery housing is used to accommodate the second disconnecting device.