Hybrid dual electric control and dual motor controller and vehicle with magnetic integrated boost

Abstract

This application relates to the field of electric motor control technology for new energy vehicles, and discloses a hybrid dual-electric control system, a dual-motor controller, and a vehicle based on a magnetically integrated Boost system. By making the Buck-Boost power module, P1 power module, and P3 power module optional, this application allows the same basic platform to be flexibly expanded into three different topologies according to market demand: a P1P3 dual-electric control topology with integrated Buck-Boost, a P1P3 hybrid dual-electric control topology (or a distributed dual-electric control topology), and a Buck-Boost main drive electric control topology. This modular configuration eliminates the need to redesign the controller for each vehicle model; functional switching can be achieved simply by selectively retaining or removing the corresponding power modules, thereby significantly shortening the product development cycle and reducing R&D and manufacturing costs.

Description

Technical Field

[0001] This application relates to the field of electric motor control technology for new energy vehicles, specifically to hybrid dual-electric control, dual-motor controller and vehicle based on magnetically integrated Boost. Background Technology

[0002] With the development of new energy electric vehicles, the performance of vehicles is constantly being pushed to the limit, placing high demands on driving range and energy consumption. In the fields of hybrid and pure electric vehicles, dual-motor control systems have been widely used due to their advantages such as power decoupling, efficient energy recovery, and switching between multiple driving modes. However, different vehicle models (such as hybrid vehicles, distributed drive vehicles, hub motor vehicles, and small battery electric vehicles) have different topologies and functional requirements for dual-motor control systems. Most existing dual-motor controllers are custom-developed for specific vehicle models, lacking system-level scalability, resulting in long development cycles, high costs, and poor component interchangeability.

[0003] There are some existing solutions involving dual-motor controllers, but these solutions generally have a common problem: a lack of scalability. That is, they cannot achieve different topologies on the same basic platform by selectively configuring modules according to market demand. This leads to the need to design a separate controller for each vehicle model, which increases R&D and manufacturing costs and prolongs the product development cycle. Summary of the Invention

[0004] This application provides a hybrid dual-electric control system, a dual-motor controller and vehicle with magnetically integrated Boost, to solve the problems of long development cycle, high cost and poor adaptability caused by the lack of system-level scalability in existing dual-electric control solutions.

[0005] In a first aspect, this application provides a hybrid dual-controller system with magnetically integrated Boost technology, comprising: a Buck-Boost power module, a P1 power module, a P3 power module, and an MCU unit, wherein... The input terminal of the Buck-Boost power module is used to connect to the high-voltage interface unit, and the output terminal of the Buck-Boost power module is connected to the input terminal of the P1 power module and the input terminal of the P3 power module, respectively. The MCU unit is connected to the control terminals of the Buck-Boost power module, the P1 power module, and the P3 power module respectively via a drive circuit. The output terminal of the P1 power module is connected to the P1 motor, and the output terminal of the P3 power module is connected to the P3 motor. The Buck-Boost power module, the P1 power module, and the P3 power module are all optional configuration modules. When the Buck-Boost power module, the P1 power module, and the P3 power module are all retained, a P1P3 dual-electric control topology integrating Buck-Boost is formed. When the Buck-Boost power module is removed and the P1 power module and the P3 power module are retained, a P1P3 hybrid dual-electrification topology or a distributed dual-electrification topology is formed. When the P1 power module is removed, and the Buck-Boost power module and the P3 power module are retained, an integrated Buck-Boost main drive electronic control topology is formed.

[0006] In one optional implementation, the Buck-Boost power module includes: a first inductor, a second inductor, a first capacitor, a first switching transistor, a second switching transistor, a third switching transistor, and a fourth switching transistor, wherein, One end of the first inductor is connected to the positive terminal of the high voltage interface input, and the other end of the first inductor is connected to the first terminal of the first switching transistor and the first terminal of the second switching transistor, respectively. One end of the second inductor is connected to the positive terminal of the high-voltage interface, and the other end of the second inductor is connected to the first end of the third switch and the first end of the fourth switch, respectively. The second terminal of the first switching transistor and the second terminal of the third switching transistor are both connected to the positive terminal of the high voltage output. The second terminal of the second switch and the second terminal of the fourth switch are both connected to the negative input terminal of the high-voltage interface; The control terminals of the first switch, the second switch, the third switch, and the fourth switch are all connected to the MCU unit through a drive circuit; The two ends of the first capacitor are connected to the positive terminal of the high-voltage interface input and the negative terminal of the high-voltage interface input, respectively.

[0007] In one alternative implementation, the Buck-Boost power module has a Boost operating mode, a Buck operating mode, and a pass-through operating mode.

[0008] In one optional embodiment, the hybrid dual-electric control further includes a second capacitor, the two ends of which are respectively connected to the positive terminal of the high-voltage output and the negative terminal of the high-voltage interface input.

[0009] In one alternative implementation, the first capacitor and the second capacitor are integrated into a single structure.

[0010] In one optional implementation, both the P1 power module and the P3 power module employ a three-phase full-bridge inverter circuit.

[0011] In one optional embodiment, the hybrid dual-electric control further includes: a Boost drive circuit, a P1 drive circuit, and a P3 drive circuit, wherein, The input terminal of the Boost drive circuit is connected to the MCU unit, and the output terminal of the Boost drive circuit is connected to the control terminal of the Buck-Boost power module. The input terminal of the P1 drive circuit is connected to the MCU unit, and the output terminal of the P1 drive circuit is connected to the control terminal of the P1 power module. The input terminal of the P3 drive circuit is connected to the MCU unit, and the output terminal of the P3 drive circuit is connected to the control terminal of the P3 power module.

[0012] In one alternative implementation, The Boost driver circuit, the P1 driver circuit, the P3 driver circuit, and the MCU unit are integrated on the same PCBA.

[0013] Secondly, this application provides a dual-motor controller, including the hybrid dual-motor controller with magnetic integrated Boost of the first aspect or any corresponding embodiment described above.

[0014] Thirdly, this application provides a vehicle including a dual-motor controller according to the second aspect above or any corresponding embodiment thereof.

[0015] This application allows the same basic platform to be flexibly expanded into three different topologies based on market demand by making the Buck-Boost power module, P1 power module, and P3 power module optional configuration modules: a P1P3 dual-electric control topology integrating Buck-Boost, a P1P3 hybrid dual-electric control topology (or a distributed dual-electric control topology), and a Buck-Boost main drive electric control topology. This modular configuration eliminates the need to redesign controllers for each vehicle model; functional switching is achieved simply by selectively retaining or removing the corresponding power modules, thereby significantly shortening the product development cycle and reducing R&D and manufacturing costs. Attached Figure Description

[0016] To more clearly illustrate the technical solutions in the specific embodiments of this application or the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0017] Figure 1 This is a schematic diagram of the hybrid dual-electric control system with magnetically integrated Boost according to an embodiment of this application; Figure 2 This is a schematic diagram of the Buck-Boost power module according to an embodiment of this application; Figure 3 This is a schematic diagram of the P1P3 dual-electric control topology structure integrating Buck-Boost according to an embodiment of this application; Figure 4 This is a schematic diagram of the 3in1 film capacitor unit structure according to an embodiment of this application; Figure 5 This is a schematic diagram of the P1P3 hybrid dual-electric control topology according to an embodiment of this application; Figure 6 This is a schematic diagram of a distributed dual-electric control topology according to an embodiment of this application; Figure 7 This is a schematic diagram of the integrated Boost main drive electronic control topology according to an embodiment of this application; Figure 8 This is a schematic diagram of the hybrid dual-electric control structure of the magnetically integrated Boost according to an embodiment of this application; Figure 9 This is a PCBA layout diagram of a hybrid dual-electric control system with magnetically integrated Boost according to an embodiment of this application. Detailed Implementation

[0018] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0019] It is understood that before using the technical solutions disclosed in the various embodiments of this application, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in this application in an appropriate manner in accordance with relevant laws and regulations, and user authorization should be obtained.

[0020] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0021] This application provides a hybrid dual-electric control system with magnetically integrated Boost, such as... Figure 1 As shown, it includes: Buck-Boost power module, P1 power module, P3 power module and MCU unit.

[0022] The P1 power module is the ISG motor control module coupled to the engine, used for power generation or auxiliary drive; the P3 power module is the main drive motor control module, used to drive the vehicle. The input terminal of the Buck-Boost power module is connected to a high-voltage interface unit (such as a power battery), and the output terminal of the Buck-Boost power module is connected to the input terminals of both the P1 and P3 power modules. The MCU unit is connected to the control terminals of the Buck-Boost, P1, and P3 power modules via drive circuits. The output terminal of the P1 power module is connected to the P1 motor, and the output terminal of the P3 power module is connected to the P3 motor.

[0023] The MCU unit integrates control of the Buck-Boost module, P1 power module, and P3 power module, and performs real-time communication and regulation based on system requirements such as current, voltage, and position. Simultaneously, the MCU unit monitors the system's operating status and executes over-temperature and over-current protection functions, thereby ensuring the efficient and stable operation of the magnetically integrated Boost hybrid dual-electric control system.

[0024] In this embodiment, the Buck-Boost power module, P1 power module, and P3 power module are all optional configuration modules. Specifically, the corresponding modules can be selectively retained or removed according to actual application requirements, thereby forming different topologies: When the Buck-Boost power module, P1 power module, and P3 power module are all retained, a P1P3 dual-control topology integrating Buck-Boost is formed. This topology is suitable for full-function hybrid systems that require simultaneous voltage regulation, generator / auxiliary drive, and main drive.

[0025] When the Buck-Boost power module is removed, and the P1 and P3 power modules are retained, a P1P3 hybrid dual-electric control topology or a distributed dual-electric control topology is formed. In this case, the high-voltage interface unit is directly connected to the input terminals of the P1 and P3 power modules, which is suitable for hybrid systems where the battery voltage already meets the drive requirements and no boost voltage is needed, or for distributed drive systems with independent dual-motor drives.

[0026] When the P1 power module is removed, and the Buck-Boost power module and P3 power module are retained, an integrated Buck-Boost main drive electronic control topology is formed. In this case, only the main drive motor control function is retained, and the Buck-Boost module is used to boost the lower battery voltage to drive the P3 motor, which is suitable for pure electric drive systems with small battery voltages.

[0027] This application allows the same basic platform to be flexibly expanded into three different topologies based on market demand by making the Buck-Boost power module, P1 power module, and P3 power module optional configuration modules: a P1P3 dual-electric control topology integrating Buck-Boost, a P1P3 hybrid dual-electric control topology (or a distributed dual-electric control topology), and a Buck-Boost main drive electric control topology. This modular configuration eliminates the need to redesign controllers for each vehicle model; functional switching is achieved simply by selectively retaining or removing the corresponding power modules, thereby significantly shortening the product development cycle and reducing R&D and manufacturing costs.

[0028] In one alternative implementation, such as Figure 2 As shown, the Buck-Boost power module includes: a first inductor L1, a second inductor L2, a first capacitor C1, a first switch Q1, a second switch Q2, a third switch Q3, and a fourth switch Q4.

[0029] For ease of description, the following definitions apply: the positive input terminal of the high-voltage interface is denoted as HV_IN_P, the negative input terminal of the high-voltage interface is denoted as HV_IN_N, and the positive output terminal of the high-voltage interface is denoted as HV_P. HV_IN_P and HV_IN_N are used to connect to the high-voltage interface unit, while HV_P is used to provide DC bus voltage to subsequent circuits.

[0030] The specific connection relationships are as follows: One end of the first inductor L1 is connected to the positive input terminal of the high-voltage interface (HV_IN_P), and the other end of the first inductor L1 is connected to the first terminal of the first switch Q1 and the first terminal of the second switch Q2, respectively; One end of the second inductor L2 is connected to the positive input terminal of the high-voltage interface (HV_IN_P), and the other end of the second inductor L2 is connected to the first terminal of the third switch Q3 and the first terminal of the fourth switch Q4, respectively; The second terminals of the first switch Q1 and the third switch Q3 are both connected to the positive output terminal of the high-voltage interface (HV_P); The second terminals of the second switch Q2 and the fourth switch Q4 are both connected to the negative input terminal of the high-voltage interface (HV_IN_N); The control terminals of the first switch Q1, the second switch Q2, the third switch Q3 and the fourth switch Q4 are all connected to the MCU unit through the drive circuit; The two ends of the first capacitor C1 are connected to the positive input terminal of the high-voltage interface (HV_IN_P) and the negative input terminal of the high-voltage interface (HV_IN_N), respectively.

[0031] In this embodiment, the Buck-Boost power module has three operating modes: Boost mode: The MCU unit controls the second switch Q2 and the fourth switch Q4 to be turned on, while the first switch Q1 and the third switch Q3 are turned off (their body diodes act as freewheeling diodes). In this mode, the input voltage is boosted to the target voltage through the two-phase interleaved Boost circuit and then output from the HV_P terminal. This mode is suitable for scenarios where the bus voltage needs to be increased to improve system efficiency during drive operation.

[0032] Buck operating mode: The MCU unit controls the first switch Q1 and the third switch Q3 to be turned on, while the second switch Q2 and the fourth switch Q4 are turned off (their body diodes act as freewheeling diodes). In this mode, the input voltage is reduced by the Buck circuit and output from the HV_P terminal. This is suitable for scenarios where the high-voltage electrical energy fed back from the motor is stepped down to a safe range and then fed back to the battery under power generation conditions.

[0033] Straight-through mode: The MCU unit controls the first to fourth switches Q1, Q2, Q3, and Q4 to be completely cut off. The current is directly output to the HV_P terminal through the body diodes of the first switch Q1 and the third switch Q3. At this time, the output voltage is equal to the input voltage (ignoring the diode voltage drop). This mode is suitable for scenarios where the battery voltage meets the system requirements and there is no need for step-up or step-down voltage.

[0034] With the above configuration, the Buck-Boost power module can switch operating modes in real time according to system operating conditions, realizing flexible voltage adjustment and bidirectional energy flow, thereby optimizing system efficiency and ensuring battery safety.

[0035] In one alternative implementation, such as Figure 3 As shown, the hybrid dual-electric control also includes a second capacitor C2, the two ends of which are connected to the high voltage output positive terminal (HV_P) and the high voltage interface input negative terminal (HV_IN_N), respectively.

[0036] Specifically, the second capacitor C2 serves as a bus support capacitor, connected in parallel between the output terminal of the Buck-Boost power module and ground. It is used to filter out DC bus voltage ripple and provide a stable DC voltage for the subsequent P1 and P3 power modules.

[0037] Furthermore, the first capacitor C1 and the second capacitor C2 are integrated into a single structure. That is to say, [the following is a separate, unrelated sentence:] Figure 2The input-side filter capacitor (first capacitor C1) and the output-side bus support capacitor (second capacitor C2) shown are packaged in the same capacitor assembly, forming a 3-in-1 film capacitor unit. This integrated structure is achieved through shared copper busbars and cores: the negative copper busbar of the first capacitor C1 is shared with the negative copper busbar of the second capacitor C2, and the positive and negative copper busbars and core of the second capacitor C2 are integrated into a single design, as shown below. Figure 4 As shown.

[0038] By integrating the first capacitor C1 and the second capacitor C2 into a single structure, the number of connecting cables and parasitic inductance between discrete capacitors can be reduced, improving space utilization. At the same time, the system assembly process is simplified, further enhancing the integration and miniaturization level of the hybrid dual-electric control system.

[0039] In one alternative implementation, such as Figure 3 As shown, both the P1 power module and the P3 power module use a three-phase full-bridge inverter circuit.

[0040] Specifically, the P1 power module integrates six switching transistors (such as IGBTs or MOSFETs) forming a three-phase full-bridge topology. Its three-phase AC outputs are connected to the three-phase windings of the P1 motor (ISG motor), while its positive and negative DC inputs are connected to the high-voltage output positive terminal (HV_P) and the high-voltage interface input negative terminal (HV_IN_N), respectively. Under the control of the MCU unit, the P1 power module can invert the DC bus voltage into a variable-frequency, variable-voltage three-phase AC power to drive the P1 motor for power generation or auxiliary drive; it can also rectify and feed the three-phase AC power generated by the regenerative braking of the P1 motor back to the DC bus.

[0041] Similarly, the P3 power module also uses a three-phase full-bridge inverter circuit. Its DC-side positive and negative input terminals are connected in parallel to the DC bus of the P1 power module, and its AC-side three-phase output terminals are connected to the three-phase windings of the P3 motor (main drive motor). The P3 power module is used to drive the vehicle and recover energy during braking. The P1 and P3 motors are... Figure 3 Not shown in the image.

[0042] By using three-phase full-bridge inverter circuits for both the P1 and P3 power modules, a standardized design for the dual-control system is achieved, facilitating modular production and maintenance. At the same time, using the same circuit topology helps reduce the types of spare parts and development costs.

[0043] In one alternative implementation, such as Figure 3As shown, the magnetically integrated Boost hybrid dual-electric control topology of this embodiment has multiple scalability features. In this basic topology, ISG_U, ISG_V, and ISG_W are the three-phase output terminals of the P1 power module, which are connected to the three-phase windings of the P1 motor (ISG motor), respectively; TM_U, TM_V, and TM_W are the three-phase output terminals of the P3 power module, which are connected to the three-phase windings of the P3 motor (main drive motor), respectively.

[0044] Based on the same basic platform, by selectively removing or retaining specific modules, it can be expanded into the following three different topologies: (1) Buck-Boost Integrated P1P3 Dual-Electric Control Topology: This topology retains all three modules: the Buck-Boost power module, the P1 power module, and the P3 power module. In this case, the Buck-Boost power module regulates the input voltage (boost, buck, or pass-through) to provide a stable DC bus voltage for the subsequent P1 and P3 power modules. This topology is suitable for full-function hybrid systems requiring voltage regulation and simultaneously featuring an ISG motor and a main drive motor. See [link to Buck-Boost Integrated P1P3 Dual-Electric Control Topology] for details. Figure 3 .

[0045] (2) P1P3 Hybrid Dual-Electric Control Topology: The Buck-Boost power module is removed, but the second capacitor C2 is retained. In this case, the high-voltage interface unit is directly connected to the DC input terminals of the P1 and P3 power modules, and the input voltage is directly supplied to the two motor controllers without buck-boosting. This topology is suitable for hybrid dual-electric control scenarios where the vehicle battery voltage already meets the voltage requirements of the main drive motor, which can reduce system cost and size. See P1P3 Hybrid Dual-Electric Control Topology. Figure 5 .

[0046] (3) Distributed Dual-Electric Control Topology: The Buck-Boost power module is also removed, while the second capacitor C2 is retained. The circuit structure is identical to the P1P3 hybrid dual-electric control topology. The difference lies in that both the P1 and P3 power modules are used as main drive motor controllers, driving the left and right wheels or front and rear axle motors respectively. This is suitable for distributed drive systems or hub motor systems, enabling independent drive and torque vector control. See [link to distributed dual-electric control topology] for details. Figure 6 .

[0047] (4) Integrated Boost Main Drive Electronic Control Topology: The P1 power module is removed, but the Buck-Boost power module and P3 power module are retained. In this case, only the main drive motor control function is retained, while the Buck-Boost module is used to raise the lower battery voltage to the target voltage required by the P3 motor. This topology is suitable for pure electric drive scenarios where the vehicle battery voltage is low but a high-voltage main drive system is required. See [link to integrated Boost main drive electronic control topology] for details. Figure 7 .

[0048] With the above configuration, the basic platform of this invention can be flexibly expanded into four different topologies according to market demand, which significantly shortens the development cycle for different vehicle models, reduces the types of parts and manufacturing costs, and realizes platform-based design.

[0049] In one alternative implementation, such as Figure 1 As shown, the hybrid dual-control system also includes: a Boost drive circuit, a P1 drive circuit, and a P3 drive circuit. The input of the Boost drive circuit is connected to the MCU unit, and its output is connected to the control terminal of the Buck-Boost power module. It amplifies the low-voltage PWM control signal output from the MCU unit to drive the switching transistors in the Buck-Boost power module. The input of the P1 drive circuit is connected to the MCU unit, and its output is connected to the control terminal of the P1 power module. It drives the six switching transistors inside the P1 power module to control the P1 motor. The input of the P3 drive circuit is connected to the MCU unit, and its output is connected to the control terminal of the P3 power module. It drives the six switching transistors inside the P3 power module to control the P3 motor.

[0050] Furthermore, such as Figure 8 As shown, the hybrid dual-electric control also includes: a low-voltage interface unit, a control power supply unit, a Boost drive power supply unit, a P1 drive power supply unit, a P3 drive power supply unit, a high-voltage filter unit, a front and rear stage voltage sampling unit, a power module temperature sampling unit, a current sampling unit, a motor temperature sampling unit, a position conditioning circuit unit, a P3 motor unit, and a P1 motor unit.

[0051] The low-voltage interface unit connects to the vehicle's low-voltage communication network (such as the CAN bus) and low-voltage power supply, enabling the reception of control commands and the transmission of status signals. The control power supply unit converts the vehicle's low-voltage power supply into a stable operating voltage (such as 5V, 3.3V, etc.) required by the MCU unit and various auxiliary circuits. The Boost drive power supply unit, P1 drive power supply unit, and P3 drive power supply unit provide isolated drive power to the Boost drive circuit, P1 drive circuit, and P3 drive circuit, respectively.

[0052] A high-voltage filter unit is located at the input of the high-voltage interface unit to filter out conducted interference from the external high-voltage power supply and suppress the reverse conduction of high-frequency noise generated by the system to the high-voltage power supply. The front and rear voltage sampling units are connected to the input and output terminals of the Boost power module, respectively, to collect the input and output voltages and feed the sampled signals back to the MCU unit for determining the operating mode and closed-loop regulation. A power module temperature sampling unit is located near the Boost, P1, and P3 power modules to monitor the temperature of each module in real time. When an abnormal temperature is detected, the MCU unit executes corresponding protection actions. A current sampling unit collects the three-phase current of the P1 and P3 motors, providing current feedback for vector control. A motor temperature sampling unit monitors the winding temperature of the P1 and P3 motors to prevent overheating damage. A position conditioning circuit unit receives the output signal from the motor rotor position sensor (such as a rotary transformer), conditions it, and inputs it to the MCU unit for coordinate transformation in field-oriented control. Figure 9 In this embodiment, the Boost power module, the Boost inductor, and the first capacitor C1 in the 3in1 film capacitor together constitute the Buck-Boost power module.

[0053] The P1 motor unit is an ISG motor coupled to the engine, and its three-phase windings are connected to the AC output terminals of the P1 power module. The P3 motor unit is the main drive motor, and its three-phase windings are connected to the AC output terminals of the P3 power module.

[0054] Among the aforementioned units, the low-voltage interface unit, control power supply unit, Boost drive power supply unit, P1 drive power supply unit, P3 drive power supply unit, MCU unit, front-end and rear-end voltage sampling units, power module temperature sampling unit, current sampling unit, motor temperature sampling unit, position conditioning circuit unit, and the aforementioned Boost drive circuit, P1 drive circuit, and P3 drive circuit are all integrated on the same PCBA. This PCBA employs a high-low voltage decoupling design, that is, through physical isolation and ground separation, the PCBA is divided into a control integration area A1, a Boost drive circuit area A2, a P1 drive circuit area A3, and a P3 drive circuit area A4. (See [link to relevant documentation]). Figure 9 The control integration area A1 houses the MCU unit and various sampling and conditioning circuits (low-voltage section). The Boost drive circuit area A2, P1 drive circuit area A3, and P3 drive circuit area A4 house the Boost drive circuit, P1 drive circuit, and P3 drive circuit (high-voltage section), respectively. Sufficient isolation spacing or shielding structures are provided between each area to reduce electromagnetic interference and improve system reliability. This high-low voltage decoupling layout is adapted to the current trend of vehicle integration and miniaturization, enabling high power density design within a limited space.

[0055] The high-voltage filter unit, Boost power module, P1 power module, P3 power module, Boost inductor unit, and 3in1 film capacitor unit are located outside the PCBA and connected to the corresponding interfaces on the PCBA via copper busbars or wire harnesses.

[0056] Through the above integrated design, the hybrid dual-electric control system of the present invention achieves a high degree of integration of full-function units such as control, sampling, drive, power supply, and protection, significantly reducing the number of discrete components and connectors, improving the reliability and power density of the system, and meeting the requirements of the vehicle for miniaturization and lightweighting of the controller.

[0057] This application provides a dual-motor controller, including the hybrid dual-motor controller with magnetic integrated Boost as described in the above embodiments.

[0058] Specifically, this dual-motor controller integrates a Buck-Boost power module, a P1 power module, a P3 power module, an MCU unit, and corresponding drive circuits, sampling circuits, power supply circuits, and capacitor and inductor components. By packaging these units according to the connection relationships and integrated design described in the preceding embodiments, a complete dual-motor controller assembly is formed. This dual-motor controller can be flexibly adapted to different application scenarios, such as P1P3 hybrid dual-electric control, distributed dual-electric control, or integrated Boost main drive electric control, by selectively configuring internal modules according to vehicle requirements. It features high integration, high scalability, and high power density.

[0059] This application provides a vehicle including the dual-motor controller described in the above embodiments.

[0060] Specifically, the vehicle can be a hybrid electric vehicle, a plug-in hybrid electric vehicle, or a pure electric vehicle. The dual-motor controller is installed inside the vehicle and is connected to the power battery, the P1 motor (ISG motor), and the P3 motor (main drive motor) respectively, enabling drive control and energy management of the motors. Thanks to the aforementioned magnetically integrated Boost hybrid dual-electric control scheme, the vehicle achieves higher system efficiency and better range under different operating conditions (such as pure electric drive, hybrid drive, and energy recovery). Simultaneously, the size and weight of the dual-motor controller are significantly reduced, which is beneficial for overall vehicle space layout and lightweight design.

[0061] Although embodiments of this application have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of this application, and all such modifications and variations fall within the scope defined by the appended claims.

Claims

1. A hybrid dual-electric control system with magnetically integrated Boost, characterized in that, The hybrid dual-electric control system includes: a Buck-Boost power module, a P1 power module, a P3 power module, and an MCU unit, wherein... The input terminal of the Buck-Boost power module is used to connect to the high-voltage interface unit, and the output terminal of the Buck-Boost power module is connected to the input terminal of the P1 power module and the input terminal of the P3 power module, respectively. The MCU unit is connected to the control terminals of the Buck-Boost power module, the P1 power module, and the P3 power module respectively via a drive circuit. The output terminal of the P1 power module is connected to the P1 motor, and the output terminal of the P3 power module is connected to the P3 motor. The Buck-Boost power module, the P1 power module, and the P3 power module are all optional configuration modules. When the Buck-Boost power module, the P1 power module, and the P3 power module are all retained, a P1P3 dual-electric control topology integrating Buck-Boost is formed. When the Buck-Boost power module is removed and the P1 power module and the P3 power module are retained, a P1P3 hybrid dual-electrification topology or a distributed dual-electrification topology is formed. When the P1 power module is removed, and the Buck-Boost power module and the P3 power module are retained, an integrated Buck-Boost main drive electronic control topology is formed.

2. The hybrid dual-electric control system with magnetically integrated Boost according to claim 1, characterized in that, The Buck-Boost power module includes: a first inductor, a second inductor, a first capacitor, a first switching transistor, a second switching transistor, a third switching transistor, and a fourth switching transistor, wherein... One end of the first inductor is connected to the positive terminal of the high voltage interface input, and the other end of the first inductor is connected to the first terminal of the first switching transistor and the first terminal of the second switching transistor, respectively. One end of the second inductor is connected to the positive terminal of the high-voltage interface, and the other end of the second inductor is connected to the first terminal of the third switch and the first terminal of the fourth switch, respectively. The second terminal of the first switching transistor and the second terminal of the third switching transistor are both connected to the positive terminal of the high voltage output. The second terminal of the second switch and the second terminal of the fourth switch are both connected to the negative input terminal of the high-voltage interface; The control terminals of the first switch, the second switch, the third switch, and the fourth switch are all connected to the MCU unit through a drive circuit; The two ends of the first capacitor are connected to the positive terminal of the high-voltage interface input and the negative terminal of the high-voltage interface input, respectively.

3. The hybrid dual-electric control system with magnetically integrated Boost according to claim 2, characterized in that, The Buck-Boost power module has Boost mode, Buck mode and pass-through mode.

4. The hybrid dual-electric control system with magnetically integrated Boost according to claim 2, characterized in that, The hybrid dual-electric control also includes a second capacitor, the two ends of which are connected to the positive terminal of the high-voltage output and the negative terminal of the high-voltage interface input, respectively.

5. The hybrid dual-electric control system with magnetically integrated Boost according to claim 4, characterized in that, The first capacitor and the second capacitor are integrated into a single structure.

6. The magnetically integrated Boost dual electric hybrid of claim 1, wherein, Both the P1 power module and the P3 power module adopt a three-phase full-bridge inverter circuit.

7. The magnetically integrated Boost dual electric hybrid of claim 1, wherein, The hybrid dual-electric control system also includes: a Boost drive circuit, a P1 drive circuit, and a P3 drive circuit, wherein... The input terminal of the Boost drive circuit is connected to the MCU unit, and the output terminal of the Boost drive circuit is connected to the control terminal of the Buck-Boost power module. The input terminal of the P1 drive circuit is connected to the MCU unit, and the output terminal of the P1 drive circuit is connected to the control terminal of the P1 power module. The input terminal of the P3 drive circuit is connected to the MCU unit, and the output terminal of the P3 drive circuit is connected to the control terminal of the P3 power module.

8. The hybrid dual-electric control system with magnetically integrated Boost according to claim 7, characterized in that, The Boost driver circuit, the P1 driver circuit, the P3 driver circuit, and the MCU unit are integrated on the same PCBA.

9. A dual motor controller, characterized by, Hybrid dual-electric control including the magnetically integrated Boost according to any one of claims 1 to 8.

10. A vehicle characterized by comprising: Includes the dual-motor controller as described in claim 9.

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