Power module, control method thereof, motor controller, electric control assembly and vehicle

Abstract

This application discloses a power module and its control method, a motor controller, an electronic control assembly, and a vehicle, relating to the technical field of motor control equipment in vehicles. The power module includes: multiple sub-power modules, at least one of which includes an AC terminal; and a current detection component, which includes at least one magnetic core, with the at least one magnetic core corresponding to the at least one AC terminal. This application integrates a magnetic core for detecting the current in the AC terminal into the power module, integrating the magnetic core with the current sensor and the power module into a single unit. This improves product integration, saves the additional packaging space and cost of separately packaging the magnetic core, and facilitates miniaturization design of the product.

Description

[0001] This application claims priority to Chinese Patent Application No. 202510351185.9, filed on March 21, 2025, entitled "Power Module and Control Method Thereof, Motor Controller, Electronic Control Assembly and Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of motor control equipment technology in vehicles, and in particular to a power module and its control method, a motor controller, an electronic control assembly, and a vehicle. Background Technology

[0003] Currently, in electronic control assemblies, current sensors are typically used to monitor the magnitude and direction of the current flowing through the AC terminals of the power module. Based on the current monitoring results from the current sensor, on the one hand, protection mechanisms can be triggered in the event of abnormalities such as overcurrent to prevent damage to the power module or other critical components; on the other hand, the real-time current data provided by the current sensor can be used to adjust the operating state of the power module to ensure output stability.

[0004] In existing current sensor layout solutions, the current sensor occupies a large layout space, resulting in a large power module size, which is not conducive to product miniaturization design. Summary of the Invention

[0005] In view of the above problems, this application provides a power module and its control method, a motor controller, an electronic control assembly, and a vehicle, to achieve the goal of reducing the size of the power module. The specific solution is as follows:

[0006] The first aspect of this application provides a power module, comprising:

[0007] Multiple sub-power modules, at least one of which includes an AC terminal;

[0008] A current sensing component, comprising at least one magnetic core, wherein the at least one magnetic core is correspondingly disposed with at least one AC terminal.

[0009] Optionally, in the power modules described above, each sub-power module includes an AC terminal.

[0010] Optionally, in the power module described above, each magnetic core is configured to correspond to an AC terminal.

[0011] Optionally, in the power module described above, the number of magnetic cores is less than the number of AC terminals.

[0012] Optionally, in the power module described above, the current detection component includes at least one first current sensor, and the at least one first current sensor is configured corresponding to a magnetic core.

[0013] Optionally, in the power module described above, each first current sensor is associated with a magnetic core.

[0014] Optionally, in the power module described above, the current detection component includes at least one second current sensor, which is a coreless current sensor.

[0015] Optionally, the power module described above also includes at least one liner assembly;

[0016] Multiple sub-power modules are mounted on at least one liner assembly.

[0017] Optionally, in the above power module, the power module includes a drive module and / or a generator module, wherein the drive module is used to connect to a drive motor and the generator module is used to connect to a generator motor;

[0018] The drive module and / or power generation module includes multiple sub-power modules.

[0019] Optionally, in the power module described above, multiple sub-power modules are arranged continuously in a first direction, which is parallel to the plane of at least one liner assembly.

[0020] Optionally, in the above power modules, each sub-power module of the drive module is arranged on a liner assembly, and / or multiple sub-power modules of the power generation module are arranged on the same liner assembly.

[0021] Optionally, in the power modules described above, the AC terminal of each sub-power module of the drive module is the drive AC terminal, and / or the AC terminal of each sub-power module of the power generation module is the power generation AC terminal.

[0022] Optionally, in the power module described above, the current sensing component includes a magnetic core disposed corresponding to at least one drive AC terminal, the magnetic core being disposed corresponding to the drive AC terminal located in the middle; and / or the current sensing component includes a magnetic core disposed corresponding to at least one power generation AC terminal, the magnetic core being disposed corresponding to the power generation AC terminal located in the middle.

[0023] Optionally, in the power module described above, the current sensing component includes at least one magnetic core disposed corresponding to at least one drive AC terminal, the magnetic core being disposed corresponding to a drive AC terminal not located in the middle; and / or the current sensing component includes at least one magnetic core disposed corresponding to at least one power generation AC terminal, the magnetic core being disposed corresponding to a power generation AC terminal not located in the middle.

[0024] Optionally, in the power module described above, the number of AC power generation terminals is A1, and A2 magnetic cores are provided corresponding to A2 AC power generation terminals among the A1 AC power generation terminals. A1 and A2 are both positive integers, and A2 is less than A1.

[0025] Optionally, in the power module described above, the number of drive AC terminals is B1, and B2 magnetic cores are provided corresponding to B2 drive AC terminals among the B1 drive AC terminals. Both B1 and B2 are positive integers, and B2 is less than B1.

[0026] Optionally, in the above power module, the power module includes a drive module and a power generation module, and B2 / B1≥A2 / A1.

[0027] Optionally, in the power module described above, among the multiple sub-power modules arranged continuously in the first direction, sub-power modules with magnetic cores corresponding to their AC terminals are arranged alternately with sub-power modules without magnetic cores corresponding to their AC terminals.

[0028] Optionally, the power module described above includes:

[0029] Liner assembly;

[0030] Multiple sub-power modules are fixed on the same side surface of the liner assembly; each sub-power module includes an AC terminal.

[0031] A current sensing assembly; the current sensing assembly includes at least one magnetic core; the number of magnetic cores is less than the number of AC terminals, and each magnetic core is installed corresponding to one AC terminal.

[0032] Optionally, in the above power module, the power module includes at least one of a drive module and a power generation module;

[0033] Both the drive module and the power generation module include multiple sub-power modules; the AC terminal in the drive module is used to connect to the drive motor; the AC terminal in the power generation module is used to connect to the generator motor.

[0034] Optionally, in the power module described above, at least one AC terminal of the drive module is provided with a magnetic core.

[0035] Optionally, in the power module described above, at least one AC terminal of the power generation module is provided with a magnetic core.

[0036] Optionally, in the above power module, the AC terminal is located at the same end of the liner assembly; both the drive module and the power generation module include three sub-power modules arranged continuously in the first direction; the first direction is parallel to the plane where the liner assembly is located.

[0037] Optionally, in the above power module, the drive module is provided with a magnetic core, and the AC terminal of the middle sub-power module is provided with a magnetic core.

[0038] And / or, the power generation module is equipped with a magnetic core, and the AC terminal of the sub-power module located in the middle is equipped with a magnetic core.

[0039] Optionally, in the above power module, the power module includes a drive module and a power generation module;

[0040] In the power generation module, the number of AC terminals is A1. Among the A1 AC terminals, A2 AC terminals are equipped with magnetic cores one-to-one. A1 and A2 are both positive integers, and A2 is less than A1.

[0041] Optionally, in the power module described above, the number of AC terminals in the drive module is B1, and B2 of the B1 AC terminals are each provided with a magnetic core. Both B1 and B2 are positive integers, and B2 is less than B1.

[0042] Optionally, in the power module described above, B2 / B1 ≥ A2 / A1.

[0043] Optionally, in the above power module, each sub-power module is arranged sequentially along the first direction; in the second direction, one end of the sub-power module is connected to the AC terminal and the other end is connected to the DC terminal; both the first and second directions are parallel to the plane where the liner assembly is located and are perpendicular to each other; the AC terminals connected to each sub-power module are located at the same end of the liner assembly.

[0044] In the drive module, AC terminals with magnetic cores and AC terminals without magnetic cores are arranged alternately along the first direction.

[0045] Optionally, in the above power module, each sub-power module is arranged sequentially along the first direction; in the second direction, one end of the sub-power module is connected to the AC terminal and the other end is connected to the DC terminal; both the first and second directions are parallel to the plane where the liner assembly is located and are perpendicular to each other; the AC terminals connected to each sub-power module are located at the same end of the liner assembly.

[0046] In the power generation module, AC terminals with magnetic cores and AC terminals without magnetic cores are arranged alternately along the first direction.

[0047] Optionally, in the power module described above, the magnetic core is a ring structure, and the AC terminal passes through the ring structure corresponding to the magnetic core.

[0048] Optionally, in the power module described above, the current sensing component includes multiple magnetic cores;

[0049] The current sensing assembly also includes a core mounting frame disposed on the AC terminal; the core is disposed on the core mounting frame.

[0050] Optionally, in the power module described above, each magnetic core is fixed on the same magnetic core mounting frame, and each magnetic core is mounted relative to its corresponding AC terminal based on the same magnetic core mounting frame.

[0051] Optionally, in the power module described above, the core mounting frame includes multiple independent sub-frames corresponding to the cores, with each core mounted relative to its corresponding AC terminal based on a sub-frame.

[0052] Optionally, in the power module described above, the magnetic core includes a break for accommodating a first current sensor.

[0053] Optionally, in the power module described above, a portion of the AC terminals are designated as first AC terminals, and each of the first AC terminals is equipped with a magnetic core.

[0054] The other part of the AC terminal is the second AC terminal; in the third direction, the second AC terminal has a through hole, which is perpendicular to the plane where the liner assembly is located; the through hole is used to accommodate the second current sensor.

[0055] Optionally, the power module described above also includes a circuit board, which is disposed on the side of the sub-power module away from the liner assembly;

[0056] A first current sensor and a second current sensor are connected to the side of the circuit board facing the sub-power module.

[0057] Optionally, in the power module described above, the total number of AC terminals is D0; among the D0 AC terminals, there are D1 first AC terminals and D2 second AC terminals.

[0058] Where D0, D1, and D2 are all positive integers, and D1 + D2 = D0.

[0059] Optionally, in the power module described above, the total number of AC terminals is D0; among the D0 AC terminals, there are D1 first AC terminals and D2 second AC terminals.

[0060] Where D0, D1, and D2 are all positive integers, and D1 + D2 < D0.

[0061] Optionally, in the power module described above, each AC terminal is located at the same end of the liner assembly and is arranged sequentially along a first direction; the first direction is parallel to the plane where the liner assembly is located.

[0062] The power module includes a drive module and a power generation module; at least one AC terminal in the drive module is mounted with a magnetic core of a first size; at least one AC terminal in the power generation module is mounted with a magnetic core of a second size.

[0063] Wherein, the first dimension and the second dimension are the lengths of the magnetic core in the first direction, and the first dimension is greater than the second dimension.

[0064] A second aspect of this application provides a control method for any of the above-mentioned power modules. The power module includes a first current sensor and a second current sensor. The first current sensor is used to detect the current in a first AC terminal; the second current sensor is used to detect the current in a second AC terminal; wherein the first current sensor is a current sensor with a magnetic core; and the second current sensor is a current sensor without a magnetic core.

[0065] Control methods include:

[0066] The first current at the first AC terminal is collected by the first current sensor, and the second current at the second AC terminal is collected by the second current sensor.

[0067] Based on the second current and the related compensation coefficient, the calibration current of the second AC terminal is determined; wherein, the compensation coefficient is based on the first current sensor.

[0068] Based on the first current, the power chip in the sub-power module including the first AC terminal is switched on and off. Based on the calibration current, the power chip in the sub-power module including the second AC terminal is switched on and off.

[0069] Optionally, the above control method further includes pre-calibrating the compensation coefficient; wherein the method for calibrating the compensation coefficient includes:

[0070] Under calibrated operating conditions, the first test current of the first AC terminal is collected by the first current sensor, and the second test current of the second AC terminal is collected by the second current sensor.

[0071] Based on the current phase difference between the first AC terminal and the second AC terminal and the first test current, calculate the first calibration current of the second AC terminal;

[0072] The compensation coefficient is calibrated based on the first calibration current and the second test current; wherein the compensation coefficient is related to the difference between the first calibration current and the second test current.

[0073] During the calibration process of the compensation coefficient, multiple different differences and their corresponding compensation coefficients are pre-stored.

[0074] Optionally, in the above control method, the method for determining the compensation coefficient related to the second current includes:

[0075] Based on the current phase difference between the first AC terminal and the second AC terminal and the first current, calculate the second calibration current of the second AC terminal.

[0076] The compensation coefficient related to the second current is determined based on the difference between the second calibration current and the second current.

[0077] A third aspect of this application provides a motor controller, including the power module of any of the above.

[0078] A fourth aspect of this application provides an electronic control assembly, including the aforementioned motor controller.

[0079] The fifth aspect of this application provides a vehicle including the aforementioned electronic control assembly.

[0080] By means of the above technical solution, compared with the solution of separately packaging the magnetic core and then mounting it on the power module with fastening devices such as screws, this application integrates a magnetic core for detecting the current in the AC terminal into the power module. The magnetic core with magnetic core current sensor and the power module can be integrated into one, which improves the product integration and can save the additional packaging space and packaging cost occupied by separately packaging the magnetic core, and facilitates the miniaturization design of the product. Attached Figure Description

[0081] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments or prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this application. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.

[0082] The structures, proportions, sizes, etc., shown in the accompanying drawings are only for the purpose of assisting those skilled in the art in understanding and reading the content disclosed in the specification, and are not intended to limit the implementation conditions of this application. Therefore, they have no substantial technical significance. Any modifications to the structure, changes in the proportions, or adjustments to the size, without affecting the effects and purposes that this application can produce, should still fall within the scope of the technical content disclosed in this application.

[0083] Figure 1 This is a topology diagram of a range-extended electric vehicle.

[0084] Figure 2 A top view of a power module provided in an embodiment of this application;

[0085] Figure 3 A top view of another power module provided in an embodiment of this application;

[0086] Figure 4 As a kind Figure 3 The equivalent circuit diagram of the power module shown is shown.

[0087] Figure 5 This is a cross-sectional view of the sub-power module at one bridge arm circuit location;

[0088] Figure 6 This is a schematic diagram of the front bonding principle between the first power chip and the second power chip in the same bridge arm circuit.

[0089] Figure 7 A top view of a power module with a single electronic control structure provided in an embodiment of this application;

[0090] Figure 8 A top view of a power module with a dual electronic control structure provided in an embodiment of this application;

[0091] Figure 9 A schematic diagram illustrating the assembly principle of a magnetic core and a corresponding AC terminal, provided for an embodiment of this application;

[0092] Figure 10 A cross-sectional view of a power module provided in an embodiment of this application;

[0093] Figure 11 A cross-sectional view of another power module provided in an embodiment of this application;

[0094] Figure 12 A top view of a power module with another dual electronic control structure provided in an embodiment of this application;

[0095] Figure 13 A flowchart illustrating a power module control method provided in an embodiment of this application;

[0096] Figure 14 A flowchart illustrating a compensation coefficient calibration method provided in an embodiment of this application;

[0097] Figure 15 This is a flowchart illustrating a method for determining the relevant compensation coefficient of a second current, as provided in an embodiment of this application.

[0098] Figure label:

[0099] 1-Drive module; 2-Power generation module; 300-Sub-power module; 301-First sub-power module; 302-Second sub-power module; 401-First bridge arm circuit; 402-Second bridge arm circuit; 501-Positive bus; 502-Negative bus; 601-First power chip; 602-Second power chip; 7-Substrate assembly; 700-Ceramic substrate; 701-First copper clad layer; 702-Second copper clad layer; 703-Heat sink; 704-Substrate solder layer; 705-Chip solder layer; 8-AC terminal; 801-First AC terminal; 802-Second AC terminal; 9-Current detection assembly; 10-Magnetic core ; 11-Electric drive unit; 12-Drive motor; 13-Inverter; 14-Power battery; 15-Generator controller; 16-Generator; 17-Engine; 18-Range extender; 19-Signal terminal; 20-Mounting hole; 21-Core mounting frame; 22-Break; 231-First current sensor; 232-Second current sensor; 24-Through hole; 25-Circuit board; 26-DC terminal; 27-Bond wire; 28-Cover plate; 29-Component frame; X-First direction; Y-Second direction; Z-Third direction; C-First pole; E-Second pole; G-Control pole; PE-Positive pole; NE-Negative pole. Detailed Implementation

[0100] The embodiments of this application will now be clearly and completely described with reference to the accompanying drawings. Those skilled in the art will recognize that, with technological advancements and the emergence of new scenarios, the technical solutions provided in the embodiments of this application are equally applicable to similar technical problems.

[0101] In this embodiment, the vehicle includes a new energy vehicle, which includes an electronic control assembly, enabling it to drive using electric energy. The motor controller in the electronic control assembly may include both a drive module and a power generation module. The new energy vehicle uses an electric drive assembly to drive itself using electric energy. Taking a range-extended electric vehicle as an example, its topology is as follows... Figure 1 As shown.

[0102] refer to Figure 1 , Figure 1 This is a topology diagram of a range-extended electric vehicle. Figure 1 In the diagram, solid lines represent mechanical connections, and dashed lines represent electrical connections.

[0103] like Figure 1As shown, one of the core components of a range-extended electric vehicle is the range extender 18, which includes a generator motor 16 and a generator motor controller 15 connected thereto; the generator motor 16 is also connected to an engine 17. The generator motor controller 15 is connected to the power battery 14 and the inverter 13. The inverter 13 is connected to the drive motor 12, and the drive motor 12 is connected to the electric drive unit 11. The electric drive unit 11 includes a reducer and a differential.

[0104] Taking a range-extended electric vehicle as an example, its core component is the range extender 18. Its main function is to activate the range extender 18 when the power battery 14's charge drops to a certain level, causing the engine 17 to drive the generator motor 16 to generate electricity. Part of the generated electricity can be used to power the drive motor 12, and the other part can be used to charge the power battery 14.

[0105] Range-extended electric vehicles have many advantages, including:

[0106] In daily urban commutes, range-extended electric vehicles can run on pure electric power with zero emissions, reducing exhaust pollution and meeting environmental protection requirements. At the same time, electric drive is more energy-efficient than gasoline drive, reducing energy consumption and operating costs.

[0107] The range-extended electric vehicle is equipped with an engine 17 as a range extender. When the battery power is low, the engine 17 can start to generate electricity to provide continuous power to the vehicle, avoiding the additional problem of range anxiety caused by the limited range of pure electric vehicles, and making long-distance travel more convenient.

[0108] In addition, range-extended electric vehicles also have the following advantages in terms of driving experience:

[0109] Pure electric drive: The range-extended topology is essentially a pure electric drive system. The vehicle's driving power is entirely provided by the drive motor 12. The engine 17 does not directly participate in driving the vehicle, but plays the role of generating electricity. It starts when the battery power is low, converting fuel into electrical energy to power the drive motor 12 or charge the battery. This pure electric drive method makes the vehicle's power source singular and pure, consistent with the drive method of pure electric vehicles, fundamentally ensuring the comfort of the driving experience.

[0110] Rapid power response: The characteristics of the drive motor 12 enable it to output maximum torque instantly. In range-extended electric vehicles, when the driver presses the accelerator pedal, the drive motor 12 can respond immediately, rapidly delivering strong power for quick starts and acceleration. This instantaneous power response is far superior to traditional gasoline vehicles, allowing the driver to experience a more direct and rapid push-back feeling. Whether in frequent start-stop situations in urban traffic or overtaking maneuvers on highways, it can easily handle the situation, bringing a smooth driving experience.

[0111] No power interruption: During the operation of the range-extended vehicle, since it is always driven by the drive motor 12, there is no power interruption problem as seen in traditional gasoline vehicles when shifting gears. Whether driving at low or high speeds, the power output remains continuous and smooth. Even when the battery is low and the engine 17 starts generating electricity, the system can use precise control strategies to ensure that the power output of the drive motor 12 is not affected, without any jerking or power interruption. This provides the driver with a consistently stable driving experience, improving driving comfort and safety.

[0112] The electronic control assembly of a range-extended electric vehicle (REEV) includes components such as a generator motor 16, a drive motor 12, a generator motor controller 15, and a drive motor controller. Conventional REEVs use two independent motor controllers, each with its own power module (e.g., using diodes, IGBTs, SiC semiconductors for AC-DC conversion), current sensors, temperature sensors, and motor rotor position sensors. These controllers are relatively heavy, bulky, and expensive, and require optimization.

[0113] With the development of new energy vehicles, cost pressures are increasing, leading to higher requirements for components and functions. In power modules, each sub-power module has a corresponding current sensor on its AC terminal for current detection. Currently, current sensors have evolved from the initial integrated design to autonomous current sensors, and may evolve into coreless designs in the future.

[0114] The mainstream current sensor design scheme uses autonomous current sensors that require magnetic cores for current detection in each sub-power module of the power module. This scheme is costly and bulky. Simply replacing the current sensors in all sub-power modules with coreless current sensors suffers from poor accuracy and low maturity. To address these issues, this application provides a power module including:

[0115] Multiple sub-power modules, at least one of which includes an AC terminal;

[0116] A current sensing component, comprising at least one magnetic core, wherein the at least one magnetic core is correspondingly disposed with at least one AC terminal.

[0117] Compared to the approach of separately packaging the magnetic core and then mounting it onto the power module using screws or other fastening devices, the embodiment of this application integrates the magnetic core used for detecting AC current and the power module into one unit. The magnetic core can be directly mounted on the AC terminal, eliminating the need for separate fastening devices and packaging structures. This improves product integration, saves the additional packaging space and cost required for separate magnetic core packaging, reduces production costs and overall size, and facilitates product miniaturization design.

[0118] Optionally, in this embodiment of the application, each magnetic core can be configured to correspond to an AC terminal. For example, the magnetic core can be set on the corresponding AC terminal, and the AC terminal with the magnetic core installed can detect the current in the AC terminal based on the magnetic core current sensor (i.e., the first current sensor in the following text). This part of the AC terminal can achieve high-precision current detection through the magnetic core current sensor with high testing accuracy.

[0119] Optionally, in this embodiment, the number of magnetic cores in the power module can be less than the number of AC terminals, with each magnetic core corresponding to one AC terminal. This allows some sub-power modules to have magnetic cores for their AC terminals, while other sub-power modules do not have magnetic cores for their AC terminals. It is not necessary for each AC terminal to have a corresponding magnetic core, which can reduce the number of magnetic cores in the power module, reduce the space occupied by the magnetic cores in the power module, and reduce the size of the power module, facilitating the miniaturization design of the product.

[0120] Optionally, if some AC terminals are equipped with magnetic cores while others are not, the current in the AC terminals without magnetic cores can be detected by a coreless current sensor (i.e., the second current sensor mentioned below) for the AC terminals without magnetic cores; or, the current in the AC terminals without magnetic cores can be calculated based on the phase difference between the current in the AC terminals with magnetic cores and the current in the AC terminals with magnetic cores. Therefore, the technical solution of this application can reduce the number of magnetic cores without affecting the current detection of the AC terminals without magnetic cores.

[0121] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the application will be further described in detail below with reference to the accompanying drawings and specific embodiments.

[0122] refer to Figure 2 , Figure 2 The present application provides a top view of a power module, which includes: a plurality of sub-power modules 300, at least one of which includes an AC terminal 8; and a current detection component 9, which includes at least one magnetic core 10, with the at least one magnetic core 10 corresponding to the at least one AC terminal 8.

[0123] In this embodiment, the magnetic core 10 is integrated into the power module. As an integrated part of the power module, the magnetic core 10 can improve the integration level, save the additional packaging space and packaging cost occupied by the separate packaging of the magnetic core, and facilitate the miniaturization design of the product.

[0124] Optionally, such as Figure 2 As shown, each sub-power module 300 may include one AC terminal 8. In other embodiments, a sub-power module 300 may be provided with two or more AC terminals 8.

[0125] Optionally, such as Figure 2 As shown, each magnetic core 10 is configured to correspond to one AC terminal 8. In other configurations, one magnetic core 10 may be configured to correspond to multiple AC terminals 8, so that the sum of the currents in the corresponding multiple AC terminals 8 can be detected simultaneously by one magnetic core; or multiple magnetic cores 10 may be configured to correspond to the same AC terminal 8, so that the current in the AC terminal 8 can be detected by multiple magnetic cores 10 respectively.

[0126] In one embodiment, the number of magnetic cores 10 is less than the number of AC terminals 8. For example... Figure 2 As shown, in this method, each sub-power module 300 may include a first AC terminal 8, and each magnetic core 10 is correspondingly set with an AC terminal. Thus, a portion of the sub-power modules 300 have a magnetic core 10 corresponding to their AC terminals 8, allowing for the detection of current in these terminals 8 using a magnetic core current sensor. This portion of the AC terminals 8 can achieve high-precision current detection using a high-precision magnetic core current sensor. Other sub-power modules 300 do not have magnetic cores 10 on their AC terminals 8, eliminating the need for a corresponding magnetic core 10 on every AC terminal 8. This reduces the number of magnetic cores 10 in the power module, decreases the space occupied by the magnetic cores 10, and reduces the overall size of the power module, facilitating miniaturization. For AC terminals 8 without magnetic cores 10, a coreless current sensor can be used to detect the current in these terminals, or the current in the terminals 8 without magnetic cores 10 can be calculated based on the phase difference with the current in the terminals 8 with magnetic cores 10. This reduces the number of magnetic cores without affecting the current detection of the terminals 8 without magnetic cores 10.

[0127] Optionally, based on the above embodiments, in one embodiment, the power module includes: a liner assembly 7; a plurality of sub-power modules 300 fixed on the same surface of the liner assembly 7; each sub-power module 300 includes an AC terminal 8; a current detection assembly 9; the current detection assembly 9 includes at least one magnetic core 10; the number of magnetic cores 10 is less than the number of AC terminals 8, and the magnetic cores 10 are installed one-to-one with the AC terminals 8, and the magnetic cores 10 are used to detect the current of the AC terminals 8. Wherein, each sub-power module 300 corresponds one-to-one with an AC terminal 8, and each sub-power module 300 has one AC terminal 8.

[0128] Each sub-power module 300 includes a first power chip 601 and a second power chip 602. The first power chip 601 and the second power chip 602 are interconnected by traces formed by the copper layer on the surface of the substrate assembly 7 to form a half-bridge circuit with two bridge arms. The implementation of the half-bridge circuit can be referred to the description below. The first power chip 601 and the second power chip 602 are fixed on the same side surface of the substrate assembly 7.

[0129] Optionally, the power module includes a component frame 29, and each sub-power module 300 is fixed on the same component frame 29 to facilitate the integrated packaging of each sub-power module 300. In a subsequent embodiment, if the power module includes a heat sink 703, in the third direction Z, the heat sink 703 is mounted on one side of the component frame 29, the liner assembly 7 is mounted on the other side of the component frame 29, and the sub-power module 300 is disposed on the side of the liner assembly 7 opposite to the component frame 29.

[0130] exist Figure 2 In the illustrated method, the magnetic core 10 used for detecting the current at the AC terminal 8 is integrated with the power module, which improves the product integration level. This saves the additional packaging space and cost that would otherwise be required for separate packaging of the magnetic core 10, reducing production costs and overall size, and facilitating product miniaturization design. Therefore, compared to the solution of separately packaging the magnetic core 10 and then mounting it to the power module using screws or other fastening devices, the technical solution of this application can improve product integration level and reduce product size and material costs.

[0131] In one embodiment, the power module includes at least one liner assembly 7, and a plurality of sub-power modules 300 in the power module are disposed on the at least one liner assembly 7. Figure 2 As shown, the power module includes three sub-power modules 300, each mounted on a separate liner assembly 7. Alternatively, as... Figure 3 As shown, the power module includes six sub-power modules 300, of which three sub-power modules are respectively mounted on a separate liner assembly 7, and the other three sub-power modules are mounted on the same liner assembly 7.

[0132] Optionally, multiple sub-power modules 300 in the power module are arranged continuously in a first direction X, which is parallel to the plane containing at least one liner assembly 7. If the power module includes multiple liner assemblies 7, the multiple liner assemblies 7 are located in the same plane.

[0133] refer to Figure 3 and Figure 4 , Figure 3 This is a top view of another power module provided in an embodiment of this application. Figure 4 As a kind Figure 3The equivalent circuit diagram of the power module is shown. Based on the above implementation method, Figure 3 and Figure 4 The power module shown includes a drive module 1 and a generator module 2. Both drive module 1 and generator module 2 include multiple sub-power modules 300; the AC terminal 8 in drive module 1 is used to connect to drive motor 12; the AC terminal 8 in generator module 2 is used to connect to generator motor 16.

[0134] exist Figure 3 and Figure 4 The illustrated method uses a dual-control structure where the drive module 1 and the power generation module 2 are integrated into the same power module as an example. This method integrates the drive module 1 and the power generation module 2 into one unit, allowing them to be packaged using the same component frame 29 and encapsulation housing. Compared to packaging them separately, this improves product integration, reduces overall product size, and lowers material costs. Furthermore, this method allows some AC terminals 8 in the dual-control structure to have corresponding magnetic cores 10, while others do not require them, reducing the number of magnetic cores 10 in the dual-control structure and further reducing product size.

[0135] It should be noted that, in the embodiments of this application, the power module is not limited to a dual-control structure including a drive module 1 and a power generation module 2, but may also be a single-control structure including either the drive module 1 or the power generation module as described below.

[0136] Optionally, both drive module 1 and power generation module 2 include three sub-power modules 300.

[0137] When the drive module 1 includes three sub-power modules 300, a three-phase AC motor can be used as the drive motor 12. The AC terminals 8 of the three sub-power modules 300 in the drive module 1 can be connected one-to-one with the three-phase AC terminals of the drive motor 12. In this method, the drive module 1 has three sub-power modules 300, which can be adapted to the currently mature three-phase motor technology, making the load of the three-phase circuit more balanced and enabling the drive module 1 to utilize electrical energy more effectively during operation. Compared with single-phase or two-phase circuits, this method uses a three-phase motor as the drive motor 12, which can generate more stable torque, reduce power loss caused by current fluctuations, and improve the power factor. Moreover, the rotating magnetic field of the drive motor 12 is more uniform, which enables the range-extended vehicle to provide more stable and stronger power output under different operating conditions, especially when acceleration and climbing require high torque output.

[0138] When the power generation module 2 includes three sub-power modules 300, a three-phase AC motor can be used as the generator motor 16. The AC terminals 8 of the three sub-power modules 300 in the power generation module 2 can be connected one-to-one with the three-phase AC terminals of the generator motor 16. In this method, the power generation module 2 has three sub-power modules 300, which can be adapted to currently mature three-phase motor technology. In power generation mode, the three-phase AC power generated by the generator motor 16 can be more effectively converted into DC power to charge the vehicle's power battery 14, achieving more efficient energy recovery and reuse.

[0139] It should be noted that, in this embodiment of the application, the number of sub-power modules 300 in drive module 1 and power generation module 2 can be set according to the type and number of motors used. This embodiment of the application does not limit the number of sub-power modules 300 in drive module 1 and power generation module 2; the number of sub-power modules 300 in drive module 1 and power generation module 2 includes, but is not limited to, three.

[0140] like Figure 3 and Figure 4 As shown, the sub-power module 300 in the drive module 1 is designated as the first sub-power module 301, and the sub-power module 300 in the power generation module 2 is designated as the second sub-power module 302.

[0141] Both the first sub-power module 301 and the second sub-power module 302 include a half-bridge circuit, which comprises a first bridge arm circuit 401 and a second bridge arm circuit 402. Both the first bridge arm circuit 401 and the second bridge arm circuit 402 include a first power chip 601 and a second power chip 602 connected in parallel. The first power chip 601 includes, but is not limited to, an IGBT (Insulated Gate Bipolar Transistor) or SiC. The second power chip 602 includes, but is not limited to, an FRD (Fast Recovery Diode).

[0142] For the first sub-power module 301, the two ends of the first bridge arm circuit 401 are respectively connected to the positive bus 501 and an AC terminal of the drive motor 12, and the two ends of the second bridge arm circuit 402 are respectively connected to the negative bus 502 and an AC terminal of the drive motor 12. Within the same first sub-power module 301, the first bridge arm circuit 401 and the second bridge arm circuit 402 are connected to the same AC terminal of the drive motor 12. Different first sub-power modules 301 are connected to different AC terminals of the drive motor 12.

[0143] Specifically, for the first sub-power module 301, in the first bridge arm circuit 401, the first terminal of the first power chip 601 (such as the collector of an IGBT or the drain of a SiC) is connected to the positive terminal of the second power chip 602, and is connected to the positive bus 501; the second terminal of the first power chip 601 (such as the emitter of an IGBT or the source of a SiC) is connected to the negative terminal of the second power chip 602, and is connected to an AC terminal of the drive motor 12. In the second bridge arm circuit 402, the first terminal of the first power chip 601 (such as the collector of an IGBT or the drain of a SiC) is connected to the positive terminal of the second power chip 602, and is connected to an AC terminal of the drive motor 12; the second terminal of the first power chip 601 (such as the emitter of an IGBT or the source of a SiC) is connected to the negative terminal of the second power chip 602, and is connected to the negative bus 502.

[0144] For the second sub-power module 302, the two ends of the first bridge arm circuit 401 are respectively connected to the positive bus 501 and an AC terminal of the generator 16, and the two ends of the second bridge arm circuit 402 are respectively connected to the negative bus 502 and an AC terminal of the generator 16. Within the same second sub-power module 302, the first bridge arm circuit 401 and the second bridge arm circuit 402 are connected to the same AC terminal of the generator 16. Different second sub-power modules 302 are connected to different AC terminals of the generator 16.

[0145] Specifically, for the second sub-power module 302, in the first bridge arm circuit 401, the first terminal of the first power chip 601 (such as the collector of an IGBT or the drain of a SiC) is connected to the positive terminal of the second power chip 602, and is connected to the positive bus 501; the second terminal of the first power chip 601 (such as the emitter of an IGBT or the source of a SiC) is connected to the negative terminal of the second power chip 602, and is connected to one AC terminal of the generator 16. In the second bridge arm circuit 402, the first terminal of the first power chip 601 (such as the collector of an IGBT or the drain of a SiC) is connected to the positive terminal of the second power chip 602, and is connected to one AC terminal of the generator 16; the second terminal of the first power chip 601 (such as the emitter of an IGBT or the source of a SiC) is connected to the negative terminal of the second power chip 602, and is connected to the negative bus 502.

[0146] refer to Figure 5 and Figure 6 , Figure 5 This is a cross-sectional view of the sub-power module at one bridge arm circuit location. Figure 6 This is a schematic diagram of the front bonding principle between the first power chip and the second power chip in the same bridge arm circuit. Figure 6This is a top view of the first power chip 601 and the second power chip 602 in the same bridge arm circuit. The back sides of the first power chip 601 and the second power chip 602 are fixed to the substrate assembly 7 and soldered to the surface of the substrate assembly 7. Figure 5 This is a cross-sectional view of the power module in the third direction Z, which is perpendicular to the plane containing the liner assembly 7.

[0147] The substrate assembly 7 can be a copper-clad ceramic board. The copper-clad ceramic board includes a ceramic substrate 700; two opposing surfaces of the ceramic substrate 700 are respectively covered with a first copper-clad layer 701 and a second copper-clad layer 702. The sub-power module 300 is located on the surface of the ceramic substrate 700 where the first copper-clad layer 701 is disposed. The power chips in the sub-power module 300 are interconnected by traces formed based on the first copper-clad layer 701 to form a half-bridge circuit.

[0148] To improve the heat dissipation efficiency of the power module, the liner assembly 7 is fixed to the surface of the heat sink 703. The ceramic substrate 700 with the second copper-clad layer 702 on one side is fixed relative to the heat sink 703. Optionally, the liner assembly 7 can be soldered to the surface of the heat sink 703 via the liner solder layer 704.

[0149] Each power chip is soldered to the surface of the substrate assembly 7 via a chip solder layer 705. The sub-power module 300 also includes a plurality of signal terminals 19 for connection to a circuit board (PCB). The signal terminals 19 are fixed to the surface of the substrate assembly 7 facing the power chips. Optionally, the height of the signal terminals 19 extends beyond the top of the power chips to facilitate subsequent mounting of the PCB above the power module for connection to the signal terminals 19. For illustration purposes, in Figure 5 The image only shows a partial cross-sectional view of the power module in the same bridge arm circuit. Figure 5 Only one signal terminal 19 is shown in the image.

[0150] Combination Figure 5 and Figure 6As shown, the control electrode G and the second electrode E of the first power chip 601 are located on the front side of the chip, while its first electrode C is located on the back side of the chip. An isolation trench exists between the control electrode G and the second electrode E. The negative electrode NE of the second power chip 602 is located on the front side of the chip, and the positive electrode PE is located on the back side of the chip. Thus, the first electrode C of the first power chip 601 and the positive electrode PE of the second power chip 602 can be directly interconnected based on the wiring in the first copper layer 701, without the need for a separate bonding wire 27. On the top of the front side of the chip, the second electrode E of the first power chip 601 and the negative electrode NE of the second power chip 602 can be connected via the bonding wire 27. The bonding wire 27 can be soldered to the power chip using a wire bonding process. The control electrode G of the first power chip 601 can also be connected to the corresponding bonding wire 27 via a wire bonding process, and then connected to the corresponding signal terminal 19 via the bonding wire 27.

[0151] Optionally, each sub-power module 300 in the drive module 1 uses an independent liner assembly 7. The liner assemblies 7 of each sub-power module 300 can be located on the same side surface of the same heat sink 703. The drive module 1 is used to connect to the drive motor 12 to control the working state of the drive motor 12. The drive motor 12 needs to precisely control its output torque and speed to meet the driving requirements of the vehicle under different operating conditions. In this embodiment, by setting each sub-power module 300 in the drive module 1 to use a separate liner assembly 7 and fixing it to the surface of the heat sink 703, accurate and fine control of the power chips in each sub-power module 300 can be achieved, thereby more accurately controlling the amplitude, phase, and frequency of the current of the drive motor 12, ensuring that the torque and speed output by the drive motor 12 can accurately respond to the operating commands and the requirements of the vehicle control system.

[0152] Optionally, each sub-power module 300 in the power generation module 2 uses the same substrate assembly 7. The power generation module 2 is used to connect to the generator motor 16 to control the working state of the generator motor 16. The main function of the generator motor 16 is to convert mechanical energy into electrical energy to charge the power battery 14. In this process, the focus is on energy conversion efficiency, so as to convert as much mechanical energy as possible into electrical energy and store it in the power battery 14. In this embodiment, by setting each sub-power module 300 in the power generation module 2 to be fixed on the surface of the heat sink 703 based on the same substrate assembly 7, the overall size of the substrate assembly 7 in the power generation module 2 can be reduced while ensuring certain performance, thereby reducing costs, increasing integration, and without significantly affecting energy conversion efficiency.

[0153] Furthermore, compared to the drive motor 12, the operating current characteristics of the generator motor 16 are relatively simple. During the power generation process, the alternating current is converted to direct current through the generator module 2, and the frequency and amplitude of the current change are relatively stable. Unlike the drive motor 12, it does not require complex control and regulation of the current. Therefore, the basic control requirements of the generator motor 16 can be met by all sub-power modules 300 in the generator module 2 sharing the same liner assembly 7.

[0154] Compared to the drive module 1, since the power generation module 2 has lower requirements for current control, the number of power chips in the power generation module 2 can be set to be less than that in the power generation module 2. While meeting the basic control requirements of the power generation module 2, the size of the power generation module 2 can be further reduced.

[0155] Therefore, for a power module that includes both a power generation module 2 and a drive module 1, each sub-power module 300 in the drive module 1 uses an independent liner assembly 7, while each sub-power module 300 in the power generation module 2 uses the same liner assembly 7. The sub-power modules 300 in the power generation module 2 and the sub-power modules 300 in the drive module 1 are located on different surfaces of the liner assembly 7. The power generation module 2 and the drive module 1 can be fixed to the same surface of the heat sink 703, or they can each use separate heat sinks 703.

[0156] Optionally, the AC terminals 8 are located at the same end of the liner assembly 7 and are arranged sequentially along the first direction X; the first direction X is parallel to the plane where the liner assembly 7 is located; at least one AC terminal 8 in the drive module 1 is mounted with a magnetic core 10 of a first size; at least one AC terminal 8 in the power generation module 2 is mounted with a magnetic core 10 of a second size; wherein, the first size and the second size are the lengths of the magnetic cores in the first direction, and the first size is greater than the second size.

[0157] As described above, each sub-power module 300 in drive module 1 is located on a separate liner assembly 7, while each sub-power module 300 in power generation module 2 is located on the same liner assembly 7. Therefore, the AC terminal 8 in drive module 1 has a larger installation space for the magnetic core 10 compared to the AC terminal 8 in power generation module 2. The first dimension is set to be larger than the second dimension, so that drive module 1 and power generation module 2 can adapt to their own space to assemble magnetic cores 10 of different sizes, thus facilitating the installation of magnetic cores 10 in both modules.

[0158] The AC terminal 8 of each sub-power module 300 in drive module 1 is set as the drive AC terminal, and / or the AC terminal 8 of each sub-power module 300 in power generation module 2 is set as the power generation AC terminal.

[0159] In one embodiment, based on other methods, the current detection component 9 includes a magnetic core 10 corresponding to at least one drive AC terminal, the magnetic core 10 being disposed corresponding to a drive AC terminal located in the middle. For example... Figure 2 , Figure 3 and Figure 10 As shown, in the drive module 1, a magnetic core 10 is provided at the middle drive AC terminal. In this method, the drive AC terminal with magnetic core 10 and the drive AC terminal without magnetic core 10 are symmetrically arranged, which can make the current calculation or correction value of the drive AC terminal without magnetic core 10 more accurate.

[0160] In one embodiment, based on other methods, the current detection component 9 includes a magnetic core 10 corresponding to at least one AC power generation terminal, the magnetic core being positioned in the middle of the AC power generation terminal. For example... Figure 3 , Figure 7 and Figure 10 As shown, in the power generation module 2, a magnetic core 10 is provided at the middle AC power generation terminal. In this method, the AC power generation terminal with magnetic core 10 and the AC power generation terminal without magnetic core 10 are symmetrically arranged, which can make the current calculation or correction value of the AC power generation terminal without magnetic core 10 more accurate.

[0161] Optionally, in one embodiment, the current detection component 9 includes at least one magnetic core 10 corresponding to at least one drive AC terminal, the magnetic core 10 corresponding to a drive AC terminal not located in the middle. For example... Figure 8 and Figure 11 As shown, in the drive module 1, a magnetic core 10 is provided on one of the drive AC terminals on the left side.

[0162] Optionally, in one embodiment, the current detection component 9 includes at least one magnetic core 10 disposed corresponding to at least one power generation AC terminal, the magnetic core 10 being disposed corresponding to a power generation AC terminal not located in the middle. For example... Figure 8 and Figure 11 As shown, in the power generation module 2, a magnetic core 10 is provided at one of the power generation AC terminals on the left side.

[0163] When the power module is a dual-control structure including a drive module 1 and a power generation module 2, in the power generation module 2, the number of AC terminals 8 is A1, and A2 of the A1 AC terminals 8 are each equipped with a magnetic core 10. A1 and A2 are both positive integers, and A2 is less than A1. For example... Figure 3As shown, the power generation module 2 includes three sub-power modules 300. One sub-power module 300 has a magnetic core 10 corresponding to its AC terminal 8, while the other two sub-power modules 300 do not have magnetic cores 10 at their AC terminals 8. In this case, A1=3 and A2=1. In this configuration, the number of AC terminals in the power generation module 2 is A1, and A2 magnetic cores 10 are corresponding to A2 of the A1 AC terminals. Each magnetic core 10 is assigned to one AC terminal, and the number of AC terminals is greater than the number of magnetic cores 10 assigned to the power generation module 2, thereby reducing the total number of magnetic cores 10 in the power generation module 2.

[0164] As described above, in order to reduce the size of the power generation module 2, each sub-power module 300 in the power generation module 2 can use the same liner assembly 7. However, reducing the size of the power generation module 2 will reduce the distance between the AC terminals 8 of two adjacent sub-power modules 300, thereby compressing the layout space of the magnetic core 10. Setting A2 to be less than A1 can save the installation space of the magnetic core 10 and facilitate the installation of the magnetic core 10 corresponding to the sub-power modules 300 in the power generation module 2.

[0165] For a power module with a dual electronic control structure, in drive module 1, the number of AC terminals is B1. One of the B2 AC terminals 8 of the B1 AC terminals 8 is equipped with a magnetic core 10. Both B1 and B2 are positive integers, and B2 is less than B1. For example... Figure 3 As shown, the drive module 1 includes three sub-power modules 300. One sub-power module 300 has a magnetic core 10 corresponding to its AC terminal 8, while the other two sub-power modules 300 do not have magnetic cores 10 at their AC terminals 8. In this case, B1=3 and B2=1. In this configuration, the number of drive AC terminals in the drive module 1 is B1. Among the B1 drive AC terminals, B2 drive AC terminals are each equipped with B2 magnetic cores 10. Each magnetic core 10 is assigned to one drive AC terminal. The number of drive AC terminals is greater than the number of magnetic cores 10 corresponding to each drive module 1, thereby reducing the total number of magnetic cores 10 in the drive module 1.

[0166] In one embodiment of this application, the proportion of magnetic cores in the drive module 1 can be set to be no less than the proportion of magnetic cores in the power generation module 2, i.e., B2 / B1≥A2 / A1.

[0167] In one approach, such as Figure 3 As shown, the proportion of magnetic cores in drive module 1 is set to be equal to the proportion of magnetic cores in power generation module 2, i.e., B2 / B1=A2 / A1. Drive module 1 and power generation module 2 have the same proportion of magnetic cores. When drive module 1 and power generation module 2 have the same number of sub-power modules 300, drive module 1 and power generation module 2 can be equipped with the same number of magnetic cores 10, which facilitates their assembly based on the same number of magnetic cores 10.

[0168] As described above, to ensure the control accuracy of the drive module 1, each sub-power module 300 in the drive module 1 uses a separate liner assembly 7. Compared to the power generation module 2, which uses the same liner assembly 7, each sub-power module 300 in the drive module 1 uses a separate liner assembly 7. Therefore, the magnetic core installation space in the drive module 1 is relatively large. Thus, in other embodiments, the proportion of magnetic cores in the drive module 1 can be set to be greater than that in the power generation module 2, i.e., B2 / B1 > A2 / A1. In this case, the drive module 1 can also have a larger number of AC terminals 8 corresponding to magnetic cores 10. These AC terminals 8 can each be equipped with a magnetic core current sensor through the corresponding magnetic core 10 for high-precision current detection. This method allows for differentiated design of the number of magnetic cores 10 in the drive module 1 and the power generation module 2 based on their actual layout space, thereby better optimizing the performance of the power modules.

[0169] Taking a scenario where both drive module 1 and power generation module 2 include three sub-power modules 300, B1=A1=3. In one embodiment, if B2 / B1>A2 / A1, B2 can be set to 2 or 3, and A2=1.

[0170] Optionally, at least one AC terminal 8 in the drive module 1 is provided with a magnetic core 10. Based on this, at least one sub-power module 300 in the drive module 1 can be equipped with a magnetic core current sensor based on the magnetic core 10 provided with the AC terminal 8, and the corresponding sub-power module 300 can achieve high-precision current detection through the magnetic core current sensor.

[0171] Optionally, at least one AC terminal 8 in the power generation module 2 is provided with a magnetic core 10. Based on this, at least one sub-power module 300 in the power generation module 2 can be equipped with a magnetic core current sensor based on the magnetic core 10 provided with the AC terminal 8, and the corresponding sub-power module 300 can achieve high-precision current detection through the magnetic core current sensor.

[0172] In this embodiment, for AC terminals 8 where no magnetic core 10 is correspondingly provided, a coreless current sensor can be used to detect the current in AC terminals 8; or, the current in AC terminals 8 where no magnetic core 10 is correspondingly provided can be calculated based on the phase difference between the current in AC terminals 8 where no magnetic core 10 is correspondingly provided and the current in AC terminals 8 where no magnetic core 10 is correspondingly provided. Based on this, the technical solution of this application can reduce the number of magnetic cores without affecting the current detection of AC terminals 8 where no magnetic core 10 is correspondingly provided.

[0173] In addition to other implementations, in one implementation, the power module can be a single-control structure, and the power module with a single-control structure includes one of a drive module 1 and a power generation module 2.

[0174] As described above, since each sub-power module 300 in the drive module 1 is located on the surface of a separate liner assembly 7, each sub-power module 300 can be configured to have a separate DC terminal 26, that is, each sub-power module 300 is connected to a separate positive terminal and a separate negative terminal, so that each sub-power module 300 can be equipped with a DC terminal 26 based on its own independent liner assembly 7.

[0175] If the power module with a single electronic control structure includes a drive module 1, the structure of the power module can be as follows: Figure 2 As shown, each sub-power module 300 in drive module 1 uses a separate liner assembly 7. In this configuration, each sub-power module in drive module 1 is mounted on a liner assembly 7 to facilitate more accurate control of the drive motor current and ensure that the torque and speed output by the drive motor can accurately respond to operating commands and the requirements of the vehicle control system.

[0176] If the power module with a single electronic control structure includes a power generation module 2, the structure of the power module can be as follows: Figure 7 As shown.

[0177] refer to Figure 7 , Figure 7 This is a top view of a power module with a single electronic control structure according to an embodiment of this application. The power module includes a power generation module 2, and each sub-power module 300 in the power generation module 2 is located on the surface of the same substrate assembly 7. In this arrangement, multiple sub-power modules 300 in the power generation module 2 are arranged on the same substrate assembly 7. This method can reduce the overall size of the substrate assembly 7 in the power generation module 2 while ensuring the basic performance of the power generation module 2, thereby reducing costs, increasing integration, and without significantly affecting energy conversion efficiency. This method can optimize the layout of the magnetic core 10 in the power module while allowing multiple sub-power modules 300 in the power generation module 2 to share the same substrate assembly 7, further improving integration, saving internal space of the power module, and reducing product size.

[0178] In other methods, for a power module with a single electronic control structure, if it includes a power generation module 2, each sub-power module 300 in the power generation module 2 can also use a separate liner assembly 7 and be fixed on the surface of the same heat sink 703.

[0179] Optionally, the sub-power modules 300 are arranged sequentially along the first direction X; in the second direction Y, one end of each sub-power module 300 is connected to an AC terminal 8, and the other end is connected to a DC terminal 26; both the first direction X and the second direction Y are parallel to the plane of the substrate assembly 7 and perpendicular to each other; the AC terminals 8 connected to each sub-power module 300 are located at the same end of the substrate assembly 7. Positioning the DC terminal 26 and the AC terminal 8 at opposite ends of the sub-power module 300 facilitates the layout of the wiring for the power chips within the sub-power module 300.

[0180] The DC terminal 26 includes a positive terminal and a negative terminal. Optionally, the positive and negative terminals are stacked in the third direction Z, which can reduce the series inductance between the positive and negative DC terminals, thereby reducing the interference of the series inductance on the performance of the sub-power module 300. The positive terminal is connected to the positive bus 501, and the negative terminal is connected to the negative bus 502.

[0181] As described above, since each sub-power module 300 in the power generation module 2 is located on the surface of the same liner assembly 7, each sub-power module 300 can be configured to share a DC terminal 26, that is, each sub-power module 300 is connected to the same positive terminal and the same negative terminal. This can greatly increase the relative area of ​​the positive and negative terminals stacked in the third direction Z, greatly reduce the series inductance between the positive and negative DC terminals, and also enable each sub-power module 300 to be assembled with the DC terminal 26 in a unified manner.

[0182] In the same sub-power module 300, the first bridge arm circuit 401 and the second bridge arm circuit 402 are arranged opposite to each other in the second direction Y. Optionally, the first power chip 601 in the first bridge arm circuit 401 and the first power chip 601 in the second bridge arm circuit 402 can be arranged opposite to each other in the second direction Y, or the second power chip 602 in the first bridge arm circuit 401 and the second power chip 602 in the second bridge arm circuit 402 can be arranged opposite to each other in the second direction Y.

[0183] In drive module 1, based on the control requirements of drive motor 12, the conduction time of the first power chip 601 is longer than that of the second power chip 602 in one switching cycle. Therefore, the first power chip 601 generates more heat than the second power chip 602. Accordingly, in drive module 1, the second power chips 602 in the two bridge arm circuits are arranged opposite each other in the second direction Y to increase the distance between the first power chips 601 in the two bridge arm circuits, thereby reducing thermal coupling of the first power chips 601 in the two bridge arm circuits.

[0184] In other methods, for the drive module 1, the first power chip 601 in the two bridge arm circuits can also be set to be positioned opposite each other in the second direction Y.

[0185] In power generation module 2, based on the control requirements of generator motor 16, the conduction time of the second power chip 602 is longer than that of the first power chip 601 in one switching cycle. Therefore, the second power chip 602 generates more heat than the first power chip 601. Accordingly, in power generation module 2, the first power chips 601 in the two bridge arm circuits are arranged opposite each other in the second direction Y to increase the distance between the second power chips 602 in the two bridge arm circuits, thereby reducing thermal coupling of the second power chips 602 in the two bridge arm circuits.

[0186] In other methods, for the power generation module 2, the second power chip 602 in the two bridge arm circuits can also be set to be positioned opposite each other in the second direction Y.

[0187] Based on other implementation methods, in one embodiment, in the drive module 1, AC terminals 8 with magnetic cores 10 and AC terminals 8 without magnetic cores 10 are alternately arranged along a first direction X. In this method, among the multiple sub-power modules 300 continuously arranged in the first direction X, sub-power modules 300 with AC terminals 8 corresponding to magnetic cores 10 and sub-power modules 300 without AC terminals 8 are alternately arranged. This method can avoid the situation where the space between adjacent AC terminals 8 is insufficient, preventing the effective utilization of AC terminals 8 to arrange magnetic cores 10 when the distance between adjacent magnetic cores 10 is too small.

[0188] like Figure 2 or Figure 3 As shown, for a drive module 1 with three sub-power modules 300, the AC terminal 8 of the middle sub-power module 300 is equipped with a magnetic core 10, while the other two sub-power modules 300 on its left and right sides are not equipped with magnetic cores 10. This arrangement allows the drive module 1 to have alternating layouts of current sensors with and without magnetic cores, avoiding the situation where two adjacent sub-power modules 300 in the first direction X both use current sensors with magnetic cores or both use current sensors without magnetic cores, thus preventing coupling between the same type of current sensors.

[0189] Based on other implementation methods, in one implementation method, in the power generation module 2, the AC terminal 8 corresponding to the magnetic core 10 and the AC terminal 8 not corresponding to the magnetic core 10 are alternately arranged along the first direction X.

[0190] like Figure 3 or Figure 7As shown, for a power generation module 2 with three sub-power modules 300, the AC terminal 8 of the middle sub-power module 300 is equipped with a magnetic core 10, while the other two sub-power modules 300 on its left and right sides are not equipped with magnetic cores 10. This arrangement allows for an alternating layout of current sensors with and without magnetic cores in the power generation module 2, preventing two adjacent sub-power modules 300 in the first direction X from both using current sensors with magnetic cores or both using current sensors without magnetic cores, thus avoiding coupling between the same type of current sensors.

[0191] In other embodiments, at least two AC terminals 8 in the drive module 1 may be provided with magnetic cores 10, and / or at least two AC terminals 8 in the power generation module 2 may be provided with magnetic cores 10. In this embodiment, the number of magnetic cores 10 provided in the drive module 1 and the power generation module 2 is not limited to one.

[0192] In this embodiment, the AC terminals 8 with corresponding magnetic cores 10 and those without corresponding magnetic cores 10 are not limited to being arranged alternately along the first direction X in the drive module 1 and the power generation module 2. In the drive module 1, two AC terminals 8 with corresponding magnetic cores 10 may be adjacent in the first direction X, and / or two AC terminals 8 without corresponding magnetic cores 10 may be adjacent in the first direction X. Similarly, in the power generation module 2, two AC terminals 8 with corresponding magnetic cores 10 may be adjacent in the first direction X, and / or two AC terminals 8 without corresponding magnetic cores 10 may be adjacent in the first direction X.

[0193] refer to Figure 8 , Figure 8 This is a top view of a power module with a dual electronic control structure provided in an embodiment of this application. In this embodiment, the driving module 1 and the power generation module 2 each include three sub-power modules 300 arranged sequentially in a first direction X. The first direction X is parallel to the plane containing the liner assembly. In the driving module 1, the AC terminal 8 of the left sub-power module 300 is provided with a magnetic core 10, while the two adjacent sub-power modules 300 on its right side do not have magnetic cores 10. In the power generation module 2, the AC terminal 8 of the left sub-power module 300 is provided with a magnetic core 10, while the two adjacent sub-power modules 300 on its right side do not have magnetic cores 10.

[0194] Optionally, the drive module 1 includes three sub-power modules 300, each with a corresponding magnetic core 10, and the AC terminal 8 of the middle sub-power module 300 is also equipped with a magnetic core 10. This arrangement allows for a symmetrical current sensor layout at the three AC terminals 8 of the drive module 1, ensuring better consistency in spatial interference and interphase coupling between the current sensors of the three sub-power modules 300. This prevents inconsistencies between the left and right sub-power modules 300 due to spatial or distance differences.

[0195] Optionally, the power generation module 2 includes three sub-power modules 300, each with a corresponding magnetic core 10. The AC terminal 8 of the middle sub-power module 300 is also equipped with a magnetic core 10. This arrangement allows for a symmetrical current sensor layout at the three AC terminals 8 of the power generation module 2, ensuring better consistency in spatial interference and interphase coupling between the current sensors of the three sub-power modules 300. This prevents inconsistencies between the left and right sub-power modules 300 due to spatial or distance differences.

[0196] In the embodiments of this application, in the power module with a single electronic control structure and the power module with a dual electronic control structure, the number of sub-power modules 300 in the drive module 1 and the power generation module 2) and the number of corresponding magnetic cores 10, as well as the layout of the magnetic cores 10, can be set according to requirements and are not limited to the methods provided in the accompanying drawings of the embodiments of this application.

[0197] refer to Figure 9 , Figure 9 This is a schematic diagram illustrating the assembly principle of a magnetic core and a corresponding AC terminal provided in an embodiment of this application. Based on other embodiments, the structure of the magnetic core 10 can be as follows: Figure 9 As shown, the magnetic core 10 is a ring-shaped structure with mounting holes 20, and the magnetic core 10 is nested on the corresponding AC terminal 8 based on the mounting holes 20. In this method, it can be nested around the corresponding AC terminal 8, and the ring-shaped structure can be used to nest the magnetic core 10 around the corresponding AC terminal 8 without the need for screws for fixation, saving screw fastening process and screw materials, and also avoiding the influence of metal screws on the current detection results of the magnetic core 10.

[0198] In other embodiments, the magnetic core 10 can also be fixed to the frame or housing of the power module by screws.

[0199] Optionally, such as Figure 9As shown, the magnetic core 10 includes a break 22 for accommodating a first current sensor 231. The first current sensor 231 is used to collect the current at the AC terminal 8 based on the detection magnetic field formed by the magnetic core 10. For the AC terminal 8 equipped with the magnetic core 10, the current in the AC terminal 8 can be detected by the magnetic core current sensor. The magnetic core current sensor includes the magnetic core 10 corresponding to the AC terminal 8 and the first current sensor 231 accommodated within the break 22 of the magnetic core 10.

[0200] For the AC terminal 8 equipped with a magnetic core 10, a magnetic core current sensor can be formed based on the magnetic core 10. The magnetic core 10 can enhance the magnetic field, improve the current detection sensitivity and accuracy, thereby achieving high-precision detection of the current transmitted in the AC terminal.

[0201] refer to Figure 10 , Figure 10 This is a cross-sectional view of a power module provided in an embodiment of this application. Figure 10 It can be Figure 3 A cross-sectional view along the Q-Q' direction. Based on other implementation methods, Figure 10 In the power module shown, one part of the AC terminals 8 is the first AC terminal 801, and each of the first AC terminals 801 is provided with a magnetic core 10; the other part of the AC terminals 8 is the second AC terminal 802, and the second AC terminal 802 is not provided with a magnetic core 10; in the third direction Z, the second AC terminal 802 has a through hole 24, and the third direction Z is perpendicular to the plane where the liner assembly 7 is located; the through hole 24 is used to accommodate the second current sensor 232, and the second current sensor 232 is used to collect the current of the second AC terminal 802 based on the through hole 24.

[0202] For the first AC terminal 801 with the magnetic core 10, the current in the first AC terminal 801 can be detected by a magnetic core current sensor. The magnetic core current sensor includes the magnetic core 10 corresponding to the first AC terminal 801 and a first current sensor 231 housed in the break 22 of the magnetic core 10.

[0203] For the second AC terminal 802 without a magnetic core 10, the current in the second AC terminal 802 can be detected by a coreless current sensor. The coreless current sensor includes a second current sensor 232 housed within the through hole 24 of the second AC terminal 802.

[0204] When used for a three-phase motor, both the drive module 1 and the generator module 2 can include three sub-power modules 300.

[0205] When used in a three-phase motor, in the drive module 1 and the generator module 2, in the first direction X, the AC terminal 8 of the middle sub-power module 300 can be set as the first AC terminal 801, and the AC terminals 8 of the other two sub-power modules 300 can be set as the second AC terminals 802. In this way, the two coreless current sensors in the drive module 1 and the generator module 2 can be symmetrically distributed in the first direction X, ensuring that the two coreless current sensors are consistent in terms of spatial interference and interphase coupling. This prevents the sub-power modules 300 corresponding to the two second AC terminals 802 from experiencing inconsistent effects due to spatial or distance differences.

[0206] In other methods, when used for a three-phase motor, the AC terminal 8 of any one of the three sub-power modules 300 can be set as the first AC terminal 801 in the drive module 1 and the generator module 2, and the magnetic core 10 can be set accordingly, or the AC terminals 8 of any two can be set as the first AC terminal 801, and the magnetic core 10 can be set accordingly.

[0207] In one implementation, such as Figure 3 and Figure 10 As shown, the drive module 1 and the power generation module 2 are arranged along the first direction X, and each includes multiple sub-power modules 300 continuously arranged in the first direction X. The current detection component 9 includes: a magnetic core mounting frame 21 disposed on the AC terminal 8 and multiple magnetic cores 10 disposed on the magnetic core mounting frame 21. In the first direction X, the cross-section of the magnetic core 10 is annular, and each magnetic core 10 is mounted opposite to an AC terminal 8, with the AC terminal 8 passing through the annular structure of the corresponding magnetic core 10. The magnetic core 10 is an annular structure with mounting holes 20. The magnetic core 10 accommodates the corresponding AC terminal 8 based on the mounting holes 20. After the multiple magnetic cores 10 and the magnetic core mounting frame 21 are fixed relative to each other, the AC terminal 8 corresponding to the magnetic core 10 can be inserted through the mounting holes 20 of the magnetic core 10.

[0208] Optionally, the core mounting frame 21 is nested and fixed to the AC terminal 8; the core 10 is mounted on the core mounting frame 21, which is nested on the corresponding AC terminal 8. The core mounting frame 21 can be interlocked with each AC terminal 8 without the need for screws or other additional metal parts. The core mounting frame 21 can be an insulating material frame. In one embodiment, multiple cores 10 in the power module are assembled using the same core mounting frame 21, facilitating the nested installation of each core 10 with its corresponding AC terminal 8.

[0209] In one embodiment, each magnetic core 10 is fixed to the same magnetic core mounting frame 21, and each magnetic core 10 is mounted opposite to its corresponding AC terminal 8 based on the same magnetic core mounting frame 21. In this embodiment, multiple magnetic cores can be mounted opposite to their corresponding AC terminals 8 using the same magnetic core mounting frame 21. This embodiment also allows for the simultaneous fixing of multiple magnetic cores 10 within the power module using a single, integrally formed magnetic core mounting frame 21, facilitating unified assembly of multiple magnetic cores and simplifying the assembly process of the multiple magnetic cores 10.

[0210] In another embodiment, the magnetic core mounting frame 21 may include multiple independent sub-frames corresponding one-to-one with the magnetic core 10. In this case, each magnetic core 10 can be mounted relative to its corresponding AC terminal 8 based on a sub-frame. This method eliminates the need to install the magnetic core mounting frame 21 on each non-corresponding magnetic core 10, thus saving material costs.

[0211] Optionally, such as Figure 3 and Figure 10 As shown, the power module also includes a circuit board 25, which is disposed on the side of the sub-power module 300 facing away from the liner assembly 7. A first current sensor 231 and a second current sensor 232 are connected to the surface of the circuit board 25 facing the sub-power module 300. In this configuration, the two different current sensors are bound to the same circuit board 25, connected and fixed via the same circuit board 25, and fixed above the corresponding AC terminal 8 to facilitate the detection of the current in the corresponding AC terminal 8.

[0212] Among them, combined Figure 3 , Figure 5 and Figure 10 As shown, the circuit board 25 can be connected to the bridge arm circuit in the sub-power module 300 via the signal terminal 19 for controlling and detecting the operating status of the bridge arm circuit.

[0213] exist Figure 3 and Figure 10 In the configuration shown, both the drive module 1 and the power generation module 2 have three sub-power modules 300, and the AC terminal 8 of the middle sub-power module 300 is the first AC terminal 801, which is equipped with a magnetic core 10. The AC terminals 8 of the other two sub-power modules 300 are the second AC terminals 802.

[0214] Optionally, in one embodiment, the current detection component 9 includes at least one first current sensor 231, with each first current sensor 231 corresponding to a magnetic core 10. In this configuration, multiple first current sensors 231 are corresponding to one magnetic core 10, or each first current sensor 231 is respectively corresponding to one magnetic core 10. The first current sensor 231 is a magnetic core current sensor, which needs to detect the current at the corresponding AC terminal 8 through the magnetic core 10.

[0215] Optionally, in one embodiment, the current detection component 9 includes at least one second current sensor 232, which is a coreless current sensor. The coreless current sensor can detect the current at the corresponding AC terminal 8 without the need for the magnetic core 10.

[0216] Optionally, in one embodiment, the current detection component 9 includes at least one first current sensor 231 and at least one second current sensor 232. In this approach, both a core-based current sensor and a coreless current sensor are integrated into the power module, combining the advantages of both types of current sensors. In conventional technologies, when the core 10 does not constitute a space optimization bottleneck, engineers have no incentive to increase product design complexity by simultaneously integrating both a core-based current sensor and a coreless current sensor into the power module.

[0217] refer to Figure 11 , Figure 11 A cross-sectional view of another power module provided in an embodiment of this application. Figure 11 It can be Figure 8 A cross-sectional view along the Q-Q' direction. In this configuration, multiple magnetic cores 10 in the power module are also mounted and fixed on their respective AC terminals 8 based on the same magnetic core mounting frame 21.

[0218] exist Figure 8 and Figure 11 In the configuration shown, both the drive module 1 and the power generation module 2 have three sub-power modules 300, and the AC terminal 8 of the sub-power module 300 on the left side of both is the first AC terminal 801, which is equipped with a magnetic core 10. The AC terminals 8 of the other two sub-power modules 300 are the second AC terminals 802.

[0219] For a power module with a single electronic control structure, the principle of assembling the magnetic core 10 and the current sensor is the same as... Figure 10 and Figure 11 The methods shown are the same, and this application embodiment will not provide separate illustrations.

[0220] In one embodiment of this application, the total number of AC terminals 8 is D0; among the D0 AC terminals 8, there are D1 first AC terminals 801 and D2 second AC terminals 802; wherein D0, D1, and D2 are all positive integers, and D1 + D2 = D0. Figure 10 and Figure 11 In the configuration shown, the power module has a total of 6 AC terminals 8 (i.e., D0=8), of which two AC terminals 8 are first AC terminals 801, and the two first AC terminals 801 (i.e., D1=2) are respectively provided with magnetic cores 10. The other four AC terminals 8 are second AC terminals 802, and the four second AC terminals (i.e., D2=2) are respectively provided with through holes 24.

[0221] When D1+D2=D0, any AC terminal 8 in the power module is either the first AC terminal 801 or the second AC terminal 802. That is, any AC terminal 8 can detect the current through a current sensor with or without a magnetic core. In this mode, each AC terminal 8 can detect the current through the corresponding current sensor.

[0222] In another implementation, D1 + D2 < D0 can be set. In this case, the multiple AC terminals 8 in the power module are divided into three parts. The first part of AC terminals 8 (the number of which is D1) is the first AC terminal 801, which is equipped with a magnetic core 10 and can detect the current through a current sensor with a magnetic core. The second part of AC terminals 8 (the number of which is D2) is equipped with a through hole 24 for accommodating a second current sensor 232 and can detect the current through a current sensor without a magnetic core. The third part of AC terminals 8 (the number of which is D0-D1-D2) is not equipped with a magnetic core 10 and is not equipped with a through hole for accommodating the second current sensor 232. The current in the third part of AC terminals 8 can be calculated based on the current phase difference between the AC terminals 8 and the current in the AC terminals 8 equipped with current sensors.

[0223] refer to Figure 12 , Figure 12 This is a top view of a power module with another dual-electric control structure provided in an embodiment of this application. Based on the above embodiments, Figure 12 The power module also includes a cover plate 28, which covers the power chips in each sub-power module 300. A circuit board 25 can be mounted on one side surface of the ion power module 300 behind the cover plate 28. The cover plate 28 provides a flat mounting surface for the circuit board 25, facilitating its installation, and also protects the underlying power chips, preventing damage during the assembly process.

[0224] Whether it's a range-extended vehicle or a pure electric vehicle, in conventional technical solutions, each sub-power module of the power module detects current through a separate magnetic core current sensor. Due to the large number of magnetic cores, the product is relatively large and the cost is high.

[0225] The power module provided in this application embodiment is applicable to both range-extended vehicles and pure electric vehicles. For the AC terminal 8 with a magnetic core 10, a high-precision magnetic core current sensor can be constructed using the magnetic core 10, thereby achieving high-precision current detection. For the AC terminal 8 without a magnetic core, a coreless current sensor can be constructed using the through hole 24, and the current in this part of the AC terminal 8 can be detected using the coreless current sensor.

[0226] As described in the control method embodiments below, the embodiments of this application can also use the current detection results of the current sensor with a magnetic core to compensate for the current detection results of the current sensor without a magnetic core, so as to improve the current detection accuracy and precision of the current sensor without a magnetic core to the corresponding AC terminal 8.

[0227] The power module provided in this application embodiment can not only use a magnetic core current sensor to achieve high-precision current detection of some AC terminals 8, but also use a coreless current sensor to reduce product cost and size. By combining the advantages of magnetic core current sensors and coreless current sensors, the cost and product size can be reduced while meeting the current detection performance requirements.

[0228] Especially in range-extended vehicles with dual electric control structures, as the size of the power generation module 2 becomes smaller and the spacing between the various sub-power modules 300 in the power generation module 2 becomes smaller and smaller, the coupling problem becomes more and more serious. In the multiple sub-power modules 300 in the power generation module 2, a hybrid assembly scheme with magnetic core current sensors and non-magnetic core current sensors can be adopted to reduce the mutual coupling interference between different current sensors and optimize the performance of the power generation module 2.

[0229] Based on the power module provided in the above embodiments, another embodiment of this application also provides a control method for the power module. The power module structure is shown in the accompanying drawings of the above embodiments, including a first current sensor and a second current sensor. The first current sensor is used to detect the current in the first AC terminal 801; the second current sensor is used to detect the current in the second AC terminal 802; wherein the first current sensor is a cored current sensor; and the second current sensor is a coreless current sensor. This control method can be used as follows: Figure 13 As shown.

[0230] refer to Figure 13 , Figure 13 This application provides a flowchart illustrating a control method for a power module, the control method comprising:

[0231] Step S11: Collect the first current of the first AC terminal 801 through the first current sensor 231, and collect the second current of the second AC terminal 802 through the second current sensor 232.

[0232] Step S12: Based on the second current and the relevant compensation coefficient, determine the calibration current of the second AC terminal 802.

[0233] The compensation coefficient can be calibrated based on the first current sensor. The first current sensor is a high-precision magnetic core current sensor. Before the power module leaves the factory, the compensation coefficient used to compensate for the current detection result of the second current sensor can be calibrated using the first current sensor, which can improve the detection accuracy of the second current sensor in the actual current detection process.

[0234] Step S13: Based on the first current, switch control is performed on the power chip in the sub-power module 300 including the first AC terminal 801; based on the calibration current, switch control is performed on the power chip in the sub-power module 300 including the second AC terminal 802.

[0235] The embodiments of this application can compensate for the current detection results of the non-magnetic core current sensor by using the current detection results of the magnetic core current sensor, so as to improve the current detection accuracy and precision of the non-magnetic core current sensor for the corresponding AC terminal 8, and reduce costs and product size while meeting the current detection performance requirements.

[0236] In this embodiment of the application, the control method further includes pre-calibrating the compensation coefficient. Optionally, the compensation coefficient can be calibrated by performing online testing before the power module leaves the factory. The method for calibrating the compensation coefficient can be as follows: Figure 14 As shown.

[0237] refer to Figure 14 , Figure 14 This is a flowchart illustrating a compensation coefficient calibration method provided in an embodiment of this application. The method for calibrating the compensation coefficient includes:

[0238] Step S21: Under the calibration conditions, the first test current of the first AC terminal 801 is collected by the first current sensor 231, and the second test current of the second AC terminal 802 is collected by the second current sensor 232.

[0239] Step S22: Based on the current phase difference between the first AC terminal 801 and the second AC terminal 802 and the first test current, calculate the first calibration current of the second AC terminal 802.

[0240] During the calibration of the compensation coefficient, since the phase difference between the currents in the first AC terminal 801 and the second AC terminal 802 is determined, the current in the second AC terminal 802 can be calculated using the first test current in the first AC terminal 801 and the phase difference. This current is the first calibration current.

[0241] Taking a three-phase motor as an example, the currents connected to the three AC terminals 8 of the three-phase motor have a 120° phase difference. If one of the three AC terminals 8 obtains a first test current through a magnetic core current sensor, the first calibration current of each of the other two AC terminals 8 can be calculated based on the first test current of the AC terminal 8 and the phase difference between it and the other two AC terminals 8.

[0242] Step S23: Based on the first calibration current and the second test current, calibrate the compensation coefficient; wherein the compensation coefficient is related to the difference between the first calibration current and the second test current.

[0243] During the calibration of the compensation coefficient, multiple different differences (set as calibration values) and their corresponding compensation coefficients can be pre-stored in a data table.

[0244] exist Figure 14 In the illustrated method, multiple differences and their corresponding compensation coefficients can be tested in advance under various calibration conditions, and these differences and their corresponding compensation coefficients can be stored beforehand. During the actual current detection process after the power module leaves the factory, the relevant compensation coefficients can be read based on the current value collected by the current sensor to determine the calibration current of the second AC terminal 802. Furthermore, the current detection results of the coreless current sensor can be used to compensate for the current detection results of the coreless current sensor, thereby improving the accuracy and precision of the current detection at the corresponding AC terminal 8 by the coreless current sensor.

[0245] The method for determining the compensation coefficient related to the second current can be as follows: Figure 15 As shown.

[0246] refer to Figure 15 , Figure 15 A flowchart illustrating a method for determining the relevant compensation coefficient of a second current, provided in an embodiment of this application, is shown below. The method includes:

[0247] Step S31: Based on the current phase difference between the first AC terminal 801 and the second AC terminal 802 and the first current, calculate the second calibration current of the second AC terminal 802.

[0248] Step S32: Determine the compensation coefficient related to the second current based on the difference between the second calibration current and the second current.

[0249] During the actual current testing process after leaving the factory, since the phase difference between the currents in the first AC terminal 801 and the second AC terminal 802 is determined, the current in the second AC terminal 802 can be calculated using the first current in the first AC terminal 801 and the phase difference. This current is the second calibration current.

[0250] After determining the difference between the second calibration current and the second current, based on this difference, the calibration value matching this difference is looked up in the aforementioned data table, and the relevant compensation coefficient is determined based on the calibration value. If a calibration value equal to the difference exists in the data table, the compensation coefficient corresponding to that calibration value is the relevant compensation coefficient. If no calibration value equal to the difference exists in the data table, two calibration values ​​can be selected from the data table, and the compensation coefficients corresponding to the two calibration values ​​are interpolated. The result of the interpolation calculation is used as the relevant compensation coefficient.

[0251] In the control method provided in this application embodiment, the current detection result of the coreless current sensor can be used to compensate for the current detection result of the coreless current sensor, thereby improving the accuracy and precision of the coreless current sensor in detecting the current at the second AC terminal 802.

[0252] For the same power module, based on the control method provided in the embodiments of this application, a current sensor with a magnetic core can be used to compensate for the current detection accuracy of a current sensor without a magnetic core. The current sensor with a magnetic core is pre-calibrated and verified, and the saturation accuracy and error of the magnetic core 10 can be theoretically analyzed and calculated through calculation and design selection, thereby achieving high detection accuracy and precision.

[0253] If all sub-power modules 300 adopt a current detection scheme using a coreless current sensor, software simulation is required, which places high demands on the design of the AC terminal 8 and the accuracy of the sensor, resulting in accuracy issues. This application's technical solution employs a hybrid approach using both coreless and magnetically-based current sensors. Based on the inherent phase difference and amplitude consistency of the sub-power modules 300, the deviation of the current detection result from the coreless current sensor can be determined using the cored current sensor, and compensation can be applied to the coreless current sensor's current detection result based on this deviation. For a given coreless current sensor, its current detection deviation is fixed and can be calibrated offline with compensation coefficients before shipment. During actual current detection after shipment, compensation is applied to the coreless current sensor's current detection result based on the calibrated compensation coefficients, ensuring that the coreless current sensor's current detection result meets accuracy requirements.

[0254] In actual current detection, in the same power module, when one current sensor fails, the current at AC terminal 8 detected by the failed current sensor can still be determined by the current detection results of other current sensors. The embodiments of this application are more conducive to system protection design.

[0255] Optionally, a main control chip is also connected to the circuit board of the power module. The main control chip can execute the control method described above. The main control chip is connected to the first current sensor and the second current sensor, and can compensate for the current detection result of the second current sensor based on the current detection result of the first current sensor using the control method described above.

[0256] Based on the power module provided in the above embodiments, another embodiment of this application also provides a motor controller, which includes the power module described above.

[0257] Based on the motor controller provided in the above embodiments, another embodiment of this application also provides an electronic control assembly, which includes the above motor controller.

[0258] Based on the electronic control assembly provided in the above embodiments, another embodiment of this application also provides a vehicle, which includes the above-described electronic control assembly.

[0259] The motor controller, electronic control assembly, and vehicle and power module embodiments disclosed in the above embodiments have the same or corresponding beneficial effects, and will not be repeated here to avoid repetition.

[0260] The various embodiments in this application are described in a progressive, parallel, or combined manner. Each embodiment focuses on its differences from other embodiments, and similar or identical parts between embodiments can be referred to interchangeably. The embodiments provided in this application can be combined with each other without contradiction.

[0261] It should be noted that, in the description of this application, the accompanying drawings and embodiments are illustrative rather than restrictive. The same reference numerals throughout the embodiments identify the same structures. Additionally, for ease of understanding and description, the thicknesses of some layers, films, panels, regions, etc., may be exaggerated in the drawings. It is also understood that when an element such as a layer, film, region, or substrate is referred to as being "on" another element, the element may be directly on the other element or there may be intermediate elements. Furthermore, "on" means positioning an element on or below another element, but does not inherently mean positioning it above another element according to the direction of gravity.

[0262] The terms "upper," "lower," "top," "bottom," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this application and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this application. When a component is considered to be "connected" to another component, it can be directly connected to the other component or there may be a component positioned centrally in the middle.

[0263] It should also be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that an article or apparatus comprising a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such an article or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the article or apparatus that includes the aforementioned element.

[0264] The above description of the disclosed embodiments enables those skilled in the art to make or use this application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of this application. Therefore, this application is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.

Claims

1. A power module, characterized in that, include: Multiple sub-power modules, at least one of the sub-power modules including an AC terminal; A current detection component, the current detection component including at least one magnetic core, the at least one magnetic core being disposed corresponding to at least one AC terminal.

2. The power module according to claim 1, characterized in that, Each of the sub-power modules includes an AC terminal.

3. The power module according to claim 1 or 2, characterized in that, Each of the magnetic cores is provided with a corresponding AC terminal.

4. The power module according to any one of claims 1 to 3, characterized in that, The number of magnetic cores is less than the number of AC terminals.

5. The power module according to any one of claims 1 to 4, characterized in that, The current detection assembly includes at least one first current sensor, and at least one first current sensor is configured corresponding to one of the magnetic cores.

6. The power module according to claim 5, characterized in that, Each of the first current sensors is provided in correspondence with one of the magnetic cores.

7. The power module according to any one of claims 1 to 6, characterized in that, The current detection assembly includes at least one second current sensor, which is a coreless current sensor.

8. The power module according to any one of claims 1 to 7, characterized in that, It also includes at least one liner assembly; The plurality of sub-power modules are disposed on the at least one liner assembly.

9. The power module according to any one of claims 1 to 8, characterized in that, The power module includes a drive module and / or a power generation module, wherein the drive module is used to connect to a drive motor, and the power generation module is used to connect to a generator motor; The drive module and / or the power generation module include the plurality of sub-power modules.

10. The power module according to claim 8 or 9, characterized in that, The plurality of sub-power modules are arranged continuously in a first direction, which is parallel to the plane of the at least one liner assembly.

11. The power module according to claim 9 or 10, characterized in that, Each sub-power module of the drive module is arranged on one of the liner assemblies, and / or the plurality of sub-power modules of the power generation module are arranged on the same liner assembly.

12. The power module according to any one of claims 9 to 11, characterized in that, The AC terminal of each sub-power module of the drive module is a drive AC terminal, and / or the AC terminal of each sub-power module of the power generation module is a power generation AC terminal.

13. The power module according to claim 12, characterized in that, The current detection component includes a magnetic core disposed corresponding to at least one of the drive AC terminals, the magnetic core being disposed corresponding to the drive AC terminal located in the middle; and / or the current detection component includes a magnetic core disposed corresponding to at least one of the power generation AC terminals, the magnetic core being disposed corresponding to the power generation AC terminal located in the middle.

14. The power module according to claim 12 or 13, characterized in that, The current detection component includes at least one magnetic core disposed corresponding to at least one of the drive AC terminals, the magnetic core being disposed corresponding to a drive AC terminal not located in the middle; and / or the current detection component includes at least one magnetic core disposed corresponding to at least one of the power generation AC terminals, the magnetic core being disposed corresponding to a power generation AC terminal not located in the middle.

15. The power module according to any one of claims 12 to 14, characterized in that, The number of AC power generation terminals is A1, and A2 of the A1 AC power generation terminals are respectively provided with A2 magnetic cores. A1 and A2 are both positive integers, and A2 is less than A1.

16. The power module according to any one of claims 12 to 15, characterized in that, The number of drive AC terminals is B1, and B2 of the B1 drive AC terminals are respectively provided with B2 magnetic cores. Both B1 and B2 are positive integers, and B2 is less than B1.

17. The power module according to claim 16, characterized in that, The power module includes the drive module and the power generation module, and B2 / B1≥A2 / A1.

18. The power module according to any one of claims 10 to 17, characterized in that, Among the plurality of sub-power modules arranged continuously in the first direction, sub-power modules with magnetic cores corresponding to their AC terminals are arranged alternately with sub-power modules without magnetic cores corresponding to their AC terminals.

19. A motor controller, characterized in that, Includes the power module as described in any one of claims 1 to 18.

20. An electronic control assembly, characterized in that, Includes the motor controller as described in claim 19.

21. A vehicle, characterized in that, Includes the electronic control assembly as described in claim 20.

22. A control method for a power module as described in any one of claims 1-18, characterized in that, The power module includes a first current sensor and a second current sensor. The first current sensor is used to detect the current in the first AC terminal; the second current sensor is used to detect the current in the second AC terminal; wherein, the first current sensor is a current sensor with a magnetic core; and the second current sensor is a current sensor without a magnetic core. The control method includes: The first current at the first AC terminal is collected by the first current sensor, and the second current at the second AC terminal is collected by the second current sensor. Based on the second current and the related compensation coefficient, the calibration current of the second AC terminal is determined; wherein, the compensation coefficient is calibrated based on the first current sensor; Based on the first current, the power chip in the sub-power module including the first AC terminal is switched on and off; based on the calibration current, the power chip in the sub-power module including the second AC terminal is switched on and off.

23. The control method according to claim 22, characterized in that, It also includes pre-calibrating the compensation coefficient; wherein, the method for calibrating the compensation coefficient includes: Under calibrated operating conditions, the first test current of the first AC terminal is collected by the first current sensor, and the second test current of the second AC terminal is collected by the second current sensor. Based on the current phase difference between the first AC terminal and the second AC terminal and the first test current, calculate the first calibration current of the second AC terminal; The compensation coefficient is calibrated based on the first calibration current and the second test current; wherein the compensation coefficient is related to the difference between the first calibration current and the second test current. In the calibration process of the compensation coefficient, multiple different differences and their corresponding compensation coefficients are pre-stored.

24. The control method according to claim 22 or 23, characterized in that, The method for determining the compensation coefficient related to the second current includes: Based on the current phase difference between the first AC terminal and the second AC terminal and the first current, calculate the second calibration current of the second AC terminal; The compensation coefficient related to the second current is determined based on the difference between the second calibration current and the second current.

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