Dual motor controller, electric drive assembly, and vehicle

Abstract

The application relates to the technical field of motor controllers, and discloses a double-motor controller, an electric drive assembly and a vehicle. The double-motor controller comprises a shell support, the inside of which is provided with a heat dissipation water channel; a capacitor module which is installed on the first side of the shell support; and two power modules which are installed on the second side of the shell support in the same layer and in parallel. The heat dissipation water channel comprises a water inlet, a water outlet and first and second independent flow channels which are connected in parallel between the water inlet and the water outlet. The cooling liquid is simultaneously divided into the two independent flow channels from the water inlet, is synchronously cooled for the two power modules and is then converged into the water outlet for discharge. The application realizes synchronous and uniform heat dissipation of the two power modules through the parallel independent water channels, effectively avoids the accumulated temperature difference problem caused by the series water channels; meanwhile, the heat dissipation water channel is clamped between the capacitor module and the power module, the capacitor module is simultaneously heat-conducted and cooled by the water channel wall surface, and the heat dissipation efficiency and the power density of the whole machine are significantly improved.

Description

Technical Field

[0001] This invention relates to the field of motor controller technology, specifically to a dual-motor controller, an electric drive assembly, and a vehicle. Background Technology

[0002] With the rapid development of the new energy vehicle industry, dual-motor drive systems (such as dual-drive, drive + power generation applications) place higher demands on the integration, power density, and heat dissipation performance of motor controllers. As the core component of dual-motor controllers, the dual-motor power control module undertakes the key function of controlling the two motor drives, and its structural design directly affects the overall size, weight, heat dissipation efficiency, and reliability of the device.

[0003] As exemplified by a prior art invention entitled "A Dual-Electrically Controlled Power Component and Motor Controller," this invention includes a capacitor module and a power module group connected to the capacitor module. The power module group comprises two power modules, each with an AC copper busbar and a DC copper busbar at both ends along its width. The two power modules are arranged side-by-side on the capacitor module, with the DC copper busbar side facing each other. The capacitor module's housing integrates cooling channels, including a first cooling area and a second cooling area extending from the housing surface. The two power modules are connected to the housing and respectively enclose the first and second cooling areas. The first and second cooling areas are connected on one side of the housing, and an inlet and outlet are provided on the other side. Coolant enters through the inlet, flows sequentially through the first and second cooling areas, and exits through the outlet. This design arranges the two power modules side-by-side above the capacitor module, reducing the overall lateral space of the device to some extent.

[0004] However, the existing cooling channels in the aforementioned technology use a series structure, resulting in poor heat dissipation uniformity between the two power modules. After entering through the inlet, the coolant first flows through the first cooling zone to dissipate heat from the first power module. As the coolant temperature rises, it then enters the second cooling zone to dissipate heat from the second power module. This leads to a significant difference in the operating temperatures of the two power modules. This temperature difference accelerates the aging of the power modules and reduces the overall lifespan of the device.

[0005] Furthermore, the heat dissipation path for both the capacitor module and the power module is singular, resulting in insufficient heat dissipation efficiency. Although the cooling channels are located on the capacitor module's casing, they only indirectly dissipate heat to the capacitor core through the casing wall. As one of the main heat sources, the capacitor module's heat dissipation effect is limited, restricting further increases in the overall power density of the device. Summary of the Invention

[0006] The present invention aims to solve at least one technical problem existing in the above-mentioned background art, and provides a dual-motor controller, an electric drive assembly, and a vehicle.

[0007] The technical solution of this application is: a dual-motor controller, comprising: A housing support frame, wherein a heat dissipation channel is provided inside the housing support frame; The capacitor module is installed on the first side of the housing bracket; Two power modules are mounted side-by-side on the second side of the housing support, with the first side and the second side facing each other. The two power modules are electrically connected to the capacitor module respectively. The cooling channel includes an inlet, an outlet, and a first independent flow channel and a second independent flow channel connected in parallel between the inlet and the outlet. The first independent flow channel corresponds to the heat dissipation area of ​​one of the power modules, and the second independent flow channel corresponds to the heat dissipation area of ​​the other power module. The coolant is simultaneously diverted from the inlet to the first independent flow channel and the second independent flow channel, and after simultaneously dissipating heat from the two power modules, it flows into the outlet and is discharged.

[0008] According to a dual-motor controller provided by the present invention, the heat dissipation channel is sandwiched between the capacitor module and the power module, and the wall surface of the heat dissipation channel facing the first side is in thermal contact with the capacitor module to dissipate heat from the capacitor module simultaneously.

[0009] According to a dual-motor controller provided by the present invention, a thermally conductive pad and / or thermally conductive adhesive are disposed between the capacitor module and the wall of the heat dissipation channel.

[0010] According to a dual-motor controller provided by the present invention, two power modules are arranged side by side on the housing support with their DC copper busbars facing each other on one side. Each power module has a DC copper busbar and an AC copper busbar at both ends along its width direction.

[0011] According to a dual-motor controller provided by the present invention, the capacitor module includes a capacitor housing, and the capacitor housing and the housing support are connected by separate fixed connection or integral molding connection.

[0012] According to a dual-motor controller provided by the present invention, the capacitor housing is any one of the following structural forms: a split plastic housing, a split aluminum housing, a housing integrally potted with the housing support, or a metal and plastic combined housing; The capacitor housing is suitable for 400V, 800V or 1000V voltage platforms.

[0013] According to the present invention, a dual-motor controller further includes a control board and a current sensor, wherein the current sensor is an integrated magnetic core current sensor or a coreless current sensor. When the current sensor is an integrated magnetic core current sensor, its magnetic core is integrated into the power module or three-phase copper busbar, and the sensing chip on the control board falls into the opening of the magnetic core. When the current sensor is a coreless current sensor, the output terminal of the power module or three-phase copper busbar is provided with a sensing opening, and the sensing chip on the control board is correspondingly set at the position of the sensing opening.

[0014] According to the present invention, a dual-motor controller further includes a control board, which is disposed on the side of the power module opposite to the housing support. The housing support is provided with a positioning structure, and the control board is directly positioned on the housing support through the positioning structure.

[0015] The present invention also relates to an electric drive assembly, including an electric drive main housing and a dual-motor controller as described above. The filtering components of the dual-motor controller are disposed in the filtering cavity of the electric drive main housing. Other components of the dual-motor controller are integrated and assembled into an inverter module and disposed in the drive cavity of the electric drive main housing. The filtering cavity and the drive cavity are physically separated by an isolation rib in the electric drive main housing.

[0016] The present invention also relates to a vehicle including the electric drive assembly as described above.

[0017] The advantages of this invention are: 1. Integrated stacked design, achieving a highly compact and modular structure. This invention constructs a stacked architecture of water channels, capacitors, power modules, and a control board: the cooling water channels are integrated inside the housing support, the capacitor module and two power modules are arranged opposite each other on both sides of the support, and the control board is directly mounted on the housing support via a positioning structure. This design eliminates external heat sinks and redundant connecting pipes, highly integrating functional components such as water channels, heat dissipation, filtering, and control, significantly reducing the number of parts, simplifying the assembly process, and achieving miniaturization, lightweighting, and high modularity of the entire machine.

[0018] 2. Single inlet and single outlet parallel independent water channels significantly improve heat dissipation efficiency and temperature uniformity. To address the heat dissipation requirements of dual-power modules, this invention designs a heat dissipation water circuit consisting of one inlet, one outlet, and two parallel independent flow channels. Coolant is simultaneously and equally distributed from the same inlet, flowing through the first and second independent flow channels corresponding to the heat dissipation areas of each power module. The short flow channels and low liquid resistance effectively avoid the cumulative temperature difference defects caused by series-connected water channels, ensuring that both power modules operate under the same temperature conditions. Simultaneously, the water channels are positioned between the capacitor module and the power module, with the channel walls making thermal contact with the capacitor module via thermally conductive pads / adhesive, achieving bidirectional synchronous heat dissipation for both the power module and the capacitor module, resulting in a significant improvement in overall heat dissipation capacity.

[0019] 3. Multiple reliability enhancement designs significantly extend the overall lifespan and environmental adaptability. The parallel water channel design of this invention avoids the problems of thermal stress differences and inconsistent aging rates caused by long-term temperature difference operation between the two modules, effectively delaying the aging of components. The control board is directly fixed by the positioning structure on the housing bracket. The current sensor adopts a magnetic core integrated into the power module / copper busbar or induction opening method, and precisely matches with the sensing chip of the control board, making the PCB and sensing component assembly structure stable and with excellent vibration resistance. The housing of the capacitor module can be flexibly selected from various forms such as split plastic, aluminum, integrated potting or combined housing according to the working conditions, which can effectively adapt to different vibration levels and temperature change conditions, comprehensively enhancing the service life of the whole machine and its adaptability to harsh environments.

[0020] 4. Independent filter compartments with physical isolation significantly improve electromagnetic compatibility and operational stability. This invention separates the filtering components into an independent filtering cavity within the main housing of the electric drive, while the remaining inverter modules are housed in the drive cavity. Isolation ribs physically separate the two cavities. This compartmentalized structure effectively blocks electromagnetic interference from the power circuit to the filtering components and external circuitry at the hardware level, significantly improving the electromagnetic compatibility performance of the electric drive assembly and ensuring signal purity and stable system operation under high-frequency switching conditions.

[0021] 5. Modular platform design compatible with multiple solutions, achieving excellent versatility and adaptability. The capacitor module of this invention is suitable for voltage platforms of 400V, 800V, and even 1000V. The capacitor housing and housing support can be fixed separately or integrally formed, and can be flexibly selected according to different voltage levels and assembly process requirements. The current sensor supports both integrated magnetic core and coreless solutions, and can be freely replaced according to detection accuracy and cost requirements without changing the main layout. The two power modules are arranged in parallel on the same layer with DC copper busbars facing each other. With standardized water circuit and structural interfaces, the entire module can be used as a platform component to quickly adapt to the needs of different vehicle models and different electronic control conditions, resulting in a high product reusability. Attached Figure Description

[0022] Figure 1 This is a schematic diagram of the controller of the present invention arranged inside the electric drive main housing; Figure 2 This is a schematic diagram of the first side structure of the housing support of the present invention; Figure 3 This is a schematic diagram of the second side structure of the housing support of the present invention; Figure 4 This is a schematic diagram of the integrated magnetic core of the power module of the present invention; Figure 5 This is a schematic diagram of the assembly structure when the power module of the present invention integrates magnetism. Figure 6 This is a schematic diagram of the assembly structure of the power module of the present invention when there is no magnetic core; Figure 7 This is a schematic diagram of the top side structure of the capacitor module of the present invention; Figure 8 This is an axial view of the capacitor module of the present invention; Wherein: 1-Housing bracket; 1.1-Inlet; 1.2-Outlet; 1.3-First independent flow channel; 1.4-Second independent flow channel; 1.5-Positioning pin; 2-Capacitor module; 2.1-Capacitor housing; 2.2-Lumber; 2.3-Metal bottom; 2.4-Plastic sidewall; 3-Power module; 4-Control board; 4.1-Induction chip; 5-Current sensor; 6-Electric drive main housing; 7-Three-phase copper busbar; 7.1-Induction opening; 8-Filtering components; 9-DC converter copper busbar; A - Driving cavity; B - Filtering cavity. Detailed Implementation

[0023] The embodiments of this application are described in detail below, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application.

[0024] In the description of this application, it should be understood that the terms "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing this application and 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.

[0025] Furthermore, 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. Thus, 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 at least two, such as two, three, etc., unless otherwise explicitly specified.

[0026] The present application will now be described in further detail with reference to the accompanying drawings and specific embodiments.

[0027] Example 1: This example provides a dual-motor controller, which is mainly used in the field of new energy vehicles and is suitable for dual-electric control application scenarios such as dual drive motor control or coordinated control of drive motor and generator.

[0028] Please see Figure 2 ,3 5, 7 and 8, the dual-motor controller in this embodiment mainly includes a housing bracket 1, a capacitor module 2 and two power modules 3.

[0029] The housing support 1 serves as the fundamental load-bearing component of the entire controller, and its internal cooling channels are designed to dissipate heat from the main heat-generating components inside the controller. The housing support 1 is preferably made of a thermally conductive metal material such as aluminum alloy, integrally formed using a die-casting process, ensuring both structural strength and excellent thermal conductivity. The housing support 1 has a first side (lower side) and a second side (upper side) arranged opposite to each other.

[0030] Capacitor module 2 is mounted on the first side of housing bracket 1. In this embodiment, capacitor module 2 is a thin-film capacitor module, which integrates a filter capacitor unit for filtering and regulating the DC input power supply. Capacitor module 2 is fixedly connected to the lower wall of housing bracket 1 by bolts, or it is integrated with the lower wall of housing bracket 1 by potting.

[0031] Two power modules 3 are mounted side-by-side on the second side of the housing bracket 1, on the same layer. Specifically, the two power modules 3 are arranged horizontally side-by-side on the upper surface of the housing bracket 1. They can be identical power modules to achieve independent control of the dual drive motors; alternatively, power modules of different specifications can be used to drive the motor and generator respectively, meeting the application requirements of different power levels. Each power module 3 integrates switching devices (such as IGBTs or SiC MOSFETs) and their drive circuits. Its input DC terminal is electrically connected to the output terminal of the capacitor module 2, and its output AC terminal is used to connect to an external motor. The two power modules 3 are electrically connected to the capacitor module 2, and the capacitor module 2 provides filtered DC power to the two power modules 3.

[0032] The internal cooling water channels of the housing bracket 1 adopt a single-inlet, single-outlet, split-flow, and parallel connection structure. Please refer to the following for details. Figure 2 and 3The cooling water channel includes an inlet 1.1, an outlet 1.2, and a first independent flow channel 1.3 and a second independent flow channel 1.4 connected in parallel between the inlet 1.1 and the outlet 1.2. Both the inlet 1.1 and the outlet 1.2 are located at the edge of the housing support 1 for easy connection to external coolant piping. The first independent flow channel 1.3 meanders within the housing support 1, located directly below one of the power modules 3, and the second independent flow channel 1.4 meanders directly below the other power module 3. The first independent flow channel 1.3 and the second independent flow channel 1.4 are connected at the inlet 1.1 via a branching structure and at the outlet 1.2 via a confluence structure. The two flow channels are independent and do not intersect each other between the inlet and outlet, thus forming a complete parallel water circuit. The branching and confluence structures can be branch cavities and confluence cavities opened inside the housing support 1, or they can be independent pipe connections.

[0033] The length, cross-sectional area, and hydraulic diameter of each of the two independent flow channels are designed to match the heating power and heat dissipation requirements of the corresponding power module 3. Preferably, when the heating power of the two power modules 3 is approximately equal, the structural parameters of the first independent flow channel 1.3 and the second independent flow channel 1.4, including the flow channel length, width, depth, and bending direction, are basically the same to ensure that the flow resistance of the two flow channels is equal and the flow distribution is uniform. When the heating power of the two power modules 3 is different, the structural parameters of the two flow channels can be designed differently, so that the flow channel corresponding to the power module with higher heat generation has better heat dissipation capacity.

[0034] Furthermore, a heat dissipation channel is sandwiched between the capacitor module 2 and the power module 3, meaning the heat dissipation channel is located at the middle height inside the housing support 1. The power module 3 is arranged on the upper side of the heat dissipation channel, and the capacitor module 2 is arranged on the lower side. The wall surface of the heat dissipation channel facing the first side (the lower wall surface) is in thermal contact with the capacitor module 2, and the wall surface of the heat dissipation channel facing the second side (the upper wall surface) is in thermal contact with the power module 3. Specifically, the bottom heat dissipation substrate of the power module 3 is attached to the upper surface of the housing support 1, and the inner side of the upper surface of the housing support 1 is the upper wall surface of the heat dissipation channel. Heat is conducted from the power module 3 through the heat dissipation substrate to the upper wall surface of the housing support 1, and then from the upper wall surface to the coolant in the channel. Similarly, the upper surface of the capacitor module 2 is attached to the lower surface of the housing support 1, and heat is conducted from the capacitor module 2 to the lower wall surface of the housing support 1, and then from the lower wall surface to the coolant. In this way, the same heat dissipation channel can simultaneously provide bidirectional synchronous heat dissipation for the power module 3 located above it and the capacitor module 2 located below it.

[0035] In a preferred embodiment, the wall thickness of the housing support 1 between the heat dissipation channel and the power module 3, and between the heat dissipation channel and the capacitor module 2, is reduced to shorten the heat conduction path, reduce thermal resistance, and improve heat dissipation efficiency. Preferably, the walls of the heat dissipation channel facing the first side and the second side are both flat and smooth planes to increase the effective thermal contact area with the power module 3 and the capacitor module 2.

[0036] To further improve the heat conduction between the capacitor module 2 and the wall of the heat dissipation channel, this embodiment provides a thermally conductive pad and / or thermally conductive adhesive between the capacitor module 2 and the wall of the heat dissipation channel facing the first side. Specifically, the thermally conductive pad is a flexible thermally conductive silicone pad with good compression resilience and thermal conductivity, preferably with a thermal conductivity of 2W / (m·K) to 6W / (m·K). The thermally conductive pad is filled between the top surface of the capacitor module 2 and the lower surface of the housing support 1, and relies on the assembly pressure to generate elastic deformation to fill the cavity gap and expel air, thereby significantly reducing the interfacial contact thermal resistance. The thermally conductive adhesive is thermally conductive silicone grease or thermally conductive structural adhesive, applied between the top surface of the capacitor module 2 and the lower surface of the housing support 1. The thermally conductive adhesive spreads under assembly pressure to form an extremely thin thermally conductive layer, preferably with a thermal conductivity of 3W / (m·K) to 8W / (m·K), which not only plays a role in heat conduction but also assists in bonding and fixing the capacitor module 2 and the housing support 1. In this embodiment, a combination of thermal pads and thermal adhesive is preferred—first, a layer of thermal adhesive is applied to the lower surface of the housing bracket 1, and then a thermal pad is installed on the outside of the thermal adhesive. Alternatively, the thermal pads and thermal adhesive can be alternately layered to achieve the best heat conduction effect and assembly reliability. The thermal pads and thermal adhesive can also cover the entire top surface area of ​​the capacitor module 2 to ensure that heat can be uniformly and efficiently transferred to the heat dissipation bottom surface of the housing bracket 1 (the surface of the housing bracket 1 facing the first side).

[0037] Meanwhile, a thermal interface material, such as thermal grease or phase change thermal material, can also be provided between the power module 3 and the upper surface of the housing support 1 to further reduce the thermal resistance of the power module 3 to the heat dissipation channel.

[0038] In this embodiment, the dual-motor controller operates with coolant supplied by an external cooling system, such as an onboard water pump, which enters the heat dissipation channels inside the housing bracket 1 through inlet 1.1. After passing through a splitting structure at inlet 1.1, the coolant is simultaneously divided into two streams: one enters the first independent flow channel 1.3, and the other enters the second independent flow channel 1.4. The two streams of coolant flow within their respective independent flow channels, undergoing convective heat exchange with the upper and lower walls of the channels during their flow.

[0039] On the upper side of the cooling channels, the Joule heat generated by the two power modules 3 during operation is conducted sequentially through the heat dissipation substrate of the power module 3 and the upper wall of the housing support 1 to the coolant in the first independent flow channel 1.3 and the second independent flow channel 1.4, where the heat is carried away by the coolant. Since the two flow channels are independent of each other and water enters simultaneously, the heat dissipation process of the two power modules 3 starts at the same time, and there is no temperature difference caused by the coolant flowing through the two power modules sequentially. Therefore, the heat dissipation temperature of the two power modules 3 is uniform.

[0040] On the lower side of the heat dissipation channels, the heat generated by the capacitor module 2 during operation is conducted through the top surface of the capacitor module 2, the thermal pad and / or thermal adhesive, and the lower wall of the housing bracket 1 to the coolant in the first independent flow channel 1.3 and the second independent flow channel 1.4, thus continuously cooling the capacitor module 2. The heat dissipation area of ​​the capacitor module 2 covers the bottom surface of the two independent flow channels, therefore the heat dissipation of the capacitor module 2 is also uniform.

[0041] After heat exchange, the coolant flows into the confluence structure at the ends of the first independent flow channel 1.3 and the second independent flow channel 1.4, and then exits the shell support 1 through the outlet 1.2 to return to the external cooling system for circulation cooling.

[0042] Throughout the process, both power modules 3 and capacitor module 2 were continuously and uniformly cooled, and the temperature rise of the controller was effectively controlled.

[0043] The dual-motor controller in this embodiment is assembled according to the following steps: First, assemble the capacitor module 2 to the housing bracket 1. Apply thermally conductive adhesive or place a thermally conductive pad on the lower surface of the housing bracket 1. Then, align the capacitor module 2 with the housing bracket 1 from below, ensuring that the top surface of the capacitor module 2 is flush with the lower surface of the housing bracket 1. Secure the module with bolts through the mounting holes of the capacitor module 2 and the threaded holes on the lower surface of the housing bracket 1. If potting is used, first place the capacitor core of the capacitor module 2 into the receiving cavity on the lower side of the housing bracket 1, then pour in potting compound and allow it to cure.

[0044] Next, the two power modules 3 are mounted side-by-side on the upper surface of the housing bracket 1. Thermal grease is applied to the bottom heat dissipation substrates of the two power modules 3. Then, the two power modules 3 are placed in their corresponding mounting positions on the upper surface of the housing bracket 1, aligning the mounting holes on the bottom of the power modules 3 with the positioning holes on the upper surface of the housing bracket 1. The power modules 3 are then secured to the housing bracket 1 with bolts. At this point, the relative positions of the input DC terminals of the power modules 3 and the output terminals of the capacitor module 2 are exactly aligned.

[0045] Next, make the electrical connections. Connect the output DC terminal of capacitor module 2 to the input DC terminal of power module 3 with bolts to complete the DC electrical path.

[0046] Finally, the assembled semi-finished product is inspected to ensure that the torque of all fasteners meets the standard and the electrical connection is reliable. This completes the assembly of the dual-motor controller in this embodiment.

[0047] This embodiment employs a parallel water circuit design with one inlet and one outlet. Its core lies in utilizing the principle of parallel fluid flow to achieve synchronous and uniform heat dissipation for the two power modules. In the parallel water circuit, the coolant enters from the main inlet and is immediately divided into two paths. Both paths have the same inlet temperature and flow through the heat dissipation areas of the two power modules respectively. Therefore, the initial heat dissipation conditions for the two power modules are completely identical. This is fundamentally different from the traditional series water circuit where the coolant flows through the first power module first and then the second. In the series circuit, the coolant flowing through the first power module is at a lower temperature, while the coolant flowing through the second power module has already absorbed heat from the first power module, resulting in a higher temperature and significantly inferior heat dissipation performance for the second power module compared to the first.

[0048] Meanwhile, the cooling channel adopts a sandwich layout, meaning the channel is located between the power module and the capacitor module, achieving dual-purpose cooling – the same cooling channel simultaneously cools both the power module and the capacitor module. The capacitor module is placed on the lower side of the channel, making full use of the heat dissipation capacity of the lower wall of the channel, eliminating the need for a separate heatsink or air-cooling device for the capacitor module, further improving the integration of the cooling system.

[0049] Example 2: This example provides a dual-motor controller. The main difference between this example and Example 1 lies in the specific arrangement of the two power modules. This example optimizes the parallel layout of the power modules. The other component structures, water channel structures, and heat dissipation principles are basically the same as in Example 1, and will not be repeated here.

[0050] Please see Figure 4 , 5 In this embodiment, the two power modules 3 are arranged side-by-side on the housing support 1 with their DC copper busbars facing each other on one side. Specifically, each power module 3 is generally rectangular plate-shaped, with a DC copper busbar and an AC copper busbar respectively at both ends along its width direction. The DC copper busbar is located at one end of the power module 3 and is used to connect to the output terminal of the DC power supply, i.e., the capacitor module 2, while the AC copper busbar is located at the other end of the power module 3 and is used to connect to the three-phase input terminal of an external motor.

[0051] When two power modules 3 are arranged side by side in the horizontal direction on the upper surface of the housing support 1, the ends of the two power modules 3 with DC copper busbars are close to each other and arranged opposite each other. That is, the DC copper busbars of the first power module and the DC copper busbars of the second power module are both located in the middle area between the two power modules and are arranged face to face. Correspondingly, the ends of the two power modules 3 with AC copper busbars are far apart from each other and are located on the two side edge areas of the two power modules, facing the two sides of the outer side of the housing support 1.

[0052] Since the DC copper busbars of the two power modules 3 are arranged opposite each other, the output terminals of the capacitor module 2 are also arranged in the middle area of ​​the housing bracket 1, so that the connection path between the output terminals of the capacitor module 2 and the DC copper busbars of the two power modules 3 is minimized. Preferably, the output terminals of the capacitor module 2 are located in the middle area of ​​the housing bracket 1 and extend upward through the through-holes or openings on the housing bracket 1, and are fastened to the DC copper busbars of the two power modules 3 by bolts or laser welding.

[0053] The AC copper busbars of the two power modules 3 are located on the outer sides of the housing bracket 1, which facilitates connection with the three-phase cables of the external motor and avoids electromagnetic interference between the AC and DC copper busbars.

[0054] As a preferred option, the end faces of the DC copper busbars of the two power modules 3 are arranged opposite to each other and parallel to each other, so that the output terminals of the capacitor module 2 can be connected to the DC copper busbars of the two power modules 3 simultaneously using "I"-shaped or "U"-shaped copper busbars, reducing the number and length of the connecting copper busbars and lowering parasitic inductance and resistance.

[0055] In this embodiment, each of the two power modules 3 has a three-phase output terminal on its AC copper busbar, corresponding to phases U, V, and W respectively. The three-phase output terminals are arranged at intervals along the width of the power module 3. The AC copper busbars of both power modules 3 extend from the side of the housing bracket 1 to facilitate the connection of external three-phase cables.

[0056] The spacing between the two power modules 3 is set according to the actual working conditions and electrical safety distance. Preferably, the minimum gap between the two power modules 3 is 5mm to 20mm, which ensures sufficient electrical insulation distance and minimizes the lateral size of the whole machine.

[0057] In this embodiment, during operation, the DC power supply is output from capacitor module 2 and directly transmitted to the DC copper busbars of the two power modules 3 via the output terminals of capacitor module 2. Because the DC copper busbars are arranged relatively close together, the transmission path of the DC current is extremely short, resulting in minimal resistance and parasitic inductance. The DC current enters the two power modules 3 respectively, and after being inverted and converted by the power switching devices, it forms three-phase AC current on the three-phase AC copper busbars, which are then output to the two external motors to drive them.

[0058] The heat generated by the two power modules 3 during operation is carried away by the parallel cooling channels inside the housing support 1, and its heat dissipation principle is the same as that in Embodiment 1.

[0059] This embodiment employs a parallel layout on the same layer with DC copper busbars facing each other and AC copper busbars facing outwards. This design is based on an in-depth analysis of the input and output electrical characteristics of the power module. The DC side of the power module is connected to a capacitor-filtered DC power supply, which is a low-voltage, high-current loop. Its parasitic inductance significantly affects the switching characteristics and voltage spikes of the power switching devices. Arranging the DC copper busbars opposite each other minimizes the DC electrical path, effectively reducing the parasitic inductance in the DC loop. This helps reduce voltage spikes when the power switching devices are turned off, lowers switching losses, and improves system efficiency and reliability. Simultaneously, concentrating the DC copper busbars in the central area allows for centralized arrangement of the capacitor module's output terminals, simplifying the capacitor module's structural design.

[0060] The AC side of the power module is connected to an external motor, which belongs to the variable frequency AC output circuit. Its current waveform contains abundant high-frequency harmonic components. Placing the AC copper busbars on both sides of the power module, maintaining a certain spatial distance from the DC copper busbars, prevents high-frequency harmonics from the AC side from coupling to the DC side, thus reducing electromagnetic interference.

[0061] Example 3: This example provides a dual-motor controller. The main difference between this example and Examples 1 and 2 lies in the specific structure of the capacitor module 2 and its connection method with the housing support 1. This example optimizes the compatibility design of the capacitor module. The other component structures, water channel structures, power module layout, and heat dissipation principles are basically the same as those in the previous examples and will not be repeated here.

[0062] Please see Figure 7 and 8 In this embodiment, the capacitor module 2 includes a capacitor housing 2.1, which houses a capacitor core (such as a thin-film capacitor core). The outer boundary dimensions of the capacitor housing 2.1 of the capacitor module 2 are fixed, and capacitor cores of different voltage levels can be assembled inside to ensure interchangeability within the same vehicle platform or controller housing. The capacitor module 2 and the housing bracket 1 are connected by separate fixed parts or integral molding to adapt to different assembly scenarios and reliability requirements.

[0063] In the separate fixed connection scheme, the capacitor housing 2.1 and the housing support 1 are two independent components. The capacitor housing 2.1 is detachably fixed to the housing support 1 by fasteners such as bolts. The capacitor housing 2.1 can be selected from any of the following structural forms: Type 1: Split Plastic Housing. The capacitor housing 2.1 is made entirely of injection-molded high-strength engineering plastics such as PPS, PBT, or PA66+GF. This plastic housing is lightweight, has good insulation properties, and is low-cost, making it suitable for normal vibration conditions and cost-sensitive applications. The bottom of the plastic housing has a heat dissipation opening or embedded metal heat sink to ensure that the heat from the capacitor core can be conducted to the heat dissipation bottom surface of the housing support 1. The edges of the plastic housing have bolt mounting lugs 2.2, which are fixedly connected to the housing support 1 via bolts.

[0064] The second type: split aluminum casing The capacitor housing 2.1 is entirely made of die-cast aluminum alloy or stretched aluminum sheet. The aluminum housing offers excellent thermal conductivity and mechanical strength, providing superior heat dissipation compared to plastic housings, making it suitable for applications with high power density and stringent thermal management requirements. The bottom of the aluminum housing directly contacts the heat dissipation surface of the housing support 1, eliminating the need for additional heat dissipation openings. Heat is evenly conducted to the housing support 1 through the aluminum housing. The aluminum housing also features bolt mounting lugs 2.2 for secure connection to the housing support 1 via bolts.

[0065] The third type: a combination of metal and plastic casing The capacitor housing 2.1 adopts a structure combining a metal bottom 2.3 and a plastic sidewall 2.4. Specifically, the metal bottom 2.3 of the capacitor housing 2.1 is the main heat dissipation surface, made of a metal material with good thermal conductivity, such as aluminum alloy or copper alloy. Its lower surface is in contact with the heat dissipation bottom surface of the housing support 1, used to efficiently conduct the heat of the capacitor core to the housing support 1. The plastic sidewall 2.4 and top of the capacitor housing 2.1 are made of injection-molded engineering plastic, mainly used for surrounding potting compound, encapsulating the capacitor core inside the housing. The metal bottom 2.3 and the plastic sidewall 2.4 are combined into one piece by insert injection molding, bonding, or snap-fit. To enhance the bonding strength and sealing performance between the metal bottom and the plastic sidewall, the heat dissipation bottom surface of the housing support 1 also has one or more of the following structures on the mating surface with the plastic sidewall 2.4: increasing surface roughness, such as sandblasting, plasma treatment layer, groove, metal reinforcing rib, U-shaped fold, L-shaped fold, convex structure, concave structure, Z-shaped fold, or snap-fit ​​structure. These structural forms can increase the contact area and mechanical locking force between the metal base and the plastic sidewalls, preventing potting compound leakage and shell delamination.

[0066] In the integrated molding solution, the capacitor housing 2.1 and the housing support 1 adopt an integrated potting molding structure. Specifically, the capacitor core is placed directly into the receiving cavity on the lower side of the housing support 1, and then potting compound is poured into the receiving cavity. After the potting compound cures, it encapsulates the capacitor core within the receiving cavity of the housing support 1, and the potting compound itself forms the capacitor housing 2.1. The potting compound is preferably a high thermal conductivity epoxy resin or polyurethane potting compound with a thermal conductivity of 1 W / (m·K) to 3 W / (m·K). This integrated potting molding solution eliminates the need for a separate capacitor shell, reduces the number of parts, minimizes the thermal resistance between the capacitor core and the housing support 1, and achieves the best heat dissipation effect, making it suitable for applications with extremely high heat dissipation requirements.

[0067] All of the above-mentioned capacitor housing 2.1 structural forms are designed to be compatible with 400V, 800V, and 1000V voltage platforms simultaneously. Specifically, the outer boundary dimensions of the capacitor housing 2.1 remain constant, while the capacitor cores housed within are selected according to the voltage platform—a 400V platform corresponds to capacitor cores with a rated voltage of 500V~600V, an 800V platform corresponds to capacitor cores with a rated voltage of 900V~1000V, and a 1000V platform corresponds to capacitor cores with a rated voltage of 1100V~1200V. The capacitor cores of different voltage levels have the same physical dimensions, i.e., the same package volume and pin arrangement, allowing for interchangeable assembly of capacitor cores of different voltage levels within the same capacitor housing 2.1 without altering the structure, mold, or production line tooling of the housing support 1. The position and interface dimensions of the DC output terminals of the capacitor housing 2.1 remain consistent across different voltage platforms, ensuring compatibility with the DC input terminals of the power module 3.

[0068] As a preferred solution, the electrical connection between capacitor module 2 and power module 3 is compatible with both bolt connection and laser welding assembly processes. Specifically, the output terminals of capacitor module 2 and the DC input terminals of power module 3 both adopt a structural design compatible with both connection methods—the terminals have bolt holes at the ends for easy bolt insertion and tightening; simultaneously, the contact surfaces of the terminals are flat, adapting to the lap welding or butt welding requirements of laser welding. When bolt connection is used, the capacitor output terminals and the DC input terminals of the power module are securely connected by bolts, which is simple to operate and easy to disassemble and maintain; when laser welding is used, the capacitor output terminals and the DC input terminals of the power module are fused together by laser, resulting in extremely low connection resistance, eliminating the need for bolts and nuts, and reducing material costs and assembly steps.

[0069] In this embodiment, the capacitor module 2 operates in the same way as in embodiment one, that is, the capacitor module 2 filters and regulates the input DC power supply, and then provides the filtered DC power supply to the two power modules 3 through the output terminal.

[0070] In terms of heat dissipation, the heat generated by capacitor module 2 during operation adopts different conduction paths depending on the different housing forms: For the split plastic shell solution, the heat of the capacitor core is conducted through the thermal interface material between the bottom of the capacitor core and the inner wall of the bottom of the plastic shell to the metal heat sink or heat dissipation opening area at the bottom of the plastic shell, and then through the thermal pad or thermal adhesive set in the heat dissipation opening area to the heat dissipation bottom surface of the shell support 1, and finally carried away by the coolant in the heat dissipation channel.

[0071] For both the split aluminum casing and the metal and plastic combined casing solutions, the heat from the capacitor core is directly conducted to the heat dissipation bottom surface of the casing bracket 1 through the highly thermally conductive aluminum or metal bottom 2.3. This results in a short heat dissipation path, low thermal resistance, and high heat dissipation efficiency.

[0072] For the integrated potting molding solution, the heat of the capacitor core is directly conducted to the cavity wall of the housing support 1 through the high thermal conductivity potting compound, and then conducted from the cavity wall to the heat dissipation channel wall. The heat transfer path is the shortest and the heat dissipation efficiency is the highest.

[0073] In this embodiment, during assembly of the capacitor module 2, firstly, based on the target vehicle model and voltage platform requirements, a capacitor core of the corresponding voltage level is selected, along with a suitable capacitor housing 2.1 structure. Then, the capacitor core is installed inside the capacitor housing 2.1, and potting compound is poured into the housing for encapsulation and fixation. For a one-piece potting molding solution, the capacitor core is directly placed into the receiving cavity of the housing bracket 1 and potted. Finally, the assembled capacitor module 2 is fixed to the lower side of the housing bracket 1 with bolts, or the one-piece potted module can be directly used as the capacitor module 2.

[0074] When electrically connecting capacitor module 2 and power module 3, bolt connection or laser welding process is selected according to actual production conditions to connect the output terminal of capacitor module 2 to the DC input terminal of power module 3.

[0075] This embodiment achieves comprehensive compatibility of the capacitor module with different voltage levels, different heat dissipation requirements, and different cost targets on the same controller platform by designing various structural forms of the capacitor housing 2.1 and planning the unified external dimensions of capacitor cores for different voltage levels. Its core design principle lies in the fixed housing boundary and the variable internal core—regardless of the housing material, connection method, or voltage level, the external interface size and installation position of the capacitor module remain consistent, so that the structural design of the housing bracket 1 can be adapted to all variations in one go.

[0076] The design of the metal and plastic combined shell takes into account both heat dissipation performance and cost control: the metal bottom ensures efficient heat conduction of the capacitor core, while the plastic sidewalls reduce the weight of the shell and reduce mold and material costs, and the various reinforcing structures on the joint surface ensure a reliable bond between the metal and plastic.

[0077] Example 4: This example provides a dual-motor controller, which differs from the previous examples mainly in the current detection scheme and the positioning method of the control board. This example provides a detailed description of the compatibility design of the current sensor and the optimization of the PCB board positioning accuracy. The other component structures, water channel structures, and heat dissipation principles in this example are basically the same as those in the previous examples, and will not be repeated here.

[0078] Please see Figure 4 and Figure 5 and combined Figure 6 The dual-motor controller in this embodiment also includes a control board 4 and a current sensor 5. The control board 4 and the current sensor 5 together constitute the current detection and control core of this controller.

[0079] The control board 4 is located on the side of the power module 3 facing away from the housing support 1, that is, above the two power modules 3. The control board 4 integrates the main control chip MCU, the driver chip, the sensor chip 4.1, and related signal processing circuits and communication interface circuits. The control board 4 is preferably a four-layer or six-layer printed circuit board PCB, with complete power and ground layers inside to improve electromagnetic interference resistance.

[0080] Current sensor 5 is used to detect the three-phase output current of the two power modules 3 and feeds the detection signal back to the control board 4 to achieve closed-loop control of the motor. Current sensor 5 can be an integrated magnetic core current sensor or a coreless current sensor, and the two types can be flexibly selected according to the detection accuracy requirements and cost requirements.

[0081] When current sensor 5 is an integrated magnetic core current sensor, such as Figure 4 and 5As shown, the magnetic core is integrated into the power module 3 or the three-phase copper busbar 7. Specifically, the magnetic core can be a ferrite core or an amorphous nanocrystalline core, with a C-shaped or U-shaped structure, forming a detection air gap at its opening. The magnetic core can be pre-embedded in the internal housing of the power module 3, for example, by injection molding or assembling the magnetic core around the three-phase copper busbar of the power module 3, or it can be integrated and installed around the three-phase copper busbar 7, i.e., the three-phase copper busbar passes through the central hole of the magnetic core. The sensing chip 4.1 on the control board 4, such as a Hall effect sensor chip or a magnetoresistive sensor chip, falls into the C-shaped or U-shaped opening air gap of the magnetic core. When the three-phase alternating current flows through the power module 3 or the three-phase copper busbar 7, the magnetic field generated by the current is concentrated in the magnetic core and forms a concentrated magnetic field at the air gap. The sensing chip 4.1 detects the magnetic field strength at the air gap and converts it into an electrical signal proportional to the current, which is output to the main control chip of the control board 4.

[0082] When current sensor 5 is a coreless current sensor, as follows: Figure 6 As shown, neither the power module 3 nor the three-phase copper busbar 7 contains a magnetic core; instead, the magnetic field generated by the current itself is used for detection. Specifically, an induction opening 7.1 is provided on the outgoing copper busbar of the power module 3 or at the outgoing end of the three-phase copper busbar 7. The induction opening 7.1 is a through hole or half-hole opened at a specific location on the copper busbar. When current flows through the copper busbar, the current generates a specific magnetic field distribution around the opening. A sensing chip 4.1 is provided on the control board 4 at the position corresponding to the induction opening 7.1. The sensing chip 4.1 detects the current magnitude by sensing the change in the magnetic field at the induction opening 7.1. The coreless current sensor solution eliminates the magnetic core component, resulting in lower cost and smaller footprint, but its detection sensitivity is slightly lower than that of the integrated magnetic core solution.

[0083] Both current sensor schemes use the sensing chip 4.1 on the control board 4 to acquire and condition the current signal. The number of sensing chips 4.1 is set according to the number of detection phases, usually six (one sensing chip for each of the three phases of each power module) or three (three phases of each power module share the detection).

[0084] In this embodiment, the positioning method of the control board 4 has been specially optimized. A positioning structure is provided on the housing bracket 1, through which the control board 4 is directly positioned onto the housing bracket 1, unlike the traditional method which uses the power module 3 for indirect positioning. Specifically, two or three positioning pins 1.5 are provided at the edge or corner of the upper surface of the housing bracket 1. These positioning pins 1.5 can be cylindrical or diamond-shaped, and their positional accuracy is directly guaranteed by the machining accuracy of the housing bracket 1. Positioning holes that mate with the positioning pins 1.5 are provided at corresponding positions on the control board 4. During assembly, the control board 4 is directly fitted onto the positioning pins 1.5 of the housing bracket 1 through its positioning holes, achieving positioning. Since the housing bracket 1 is also the mounting base for both the power module 3 and the capacitor module 2, the mounting positions of the positioning pins 1.5 on the housing bracket 1 and the power module 3 are based on the same set of machining references on the housing bracket 1, such as a set of positioning holes or a set of machining surfaces. This ensures that the positional relationship between the control board 4 and the power module 3 is determined by the common reference housing bracket 1, and is not affected by the installation tolerances of the power module 3 itself.

[0085] The control board 4 is also equipped with connectors or pads corresponding to the control signal terminals of the power module 3, such as gate drive terminals and temperature detection terminals. After the control board 4 is positioned and fixed, it is electrically connected to the control signal terminals of the power module 3 through ribbon cables, pins or FPC flexible boards.

[0086] In this embodiment, during operation, the three-phase AC current output by the power module 3 flows through the outgoing copper busbar or the three-phase copper busbar 7 of the power module 3. The current sensor 5, depending on the selected type, detects the magnitude of the current in each phase through integrated magnetic core induction or direct magnetic field induction, and transmits the detection signal to the sensing chip 4.1 on the control board 4.

[0087] The sensing chip 4.1 amplifies, filters, and performs analog-to-digital conversion on the detected current signal before transmitting it to the main control chip on the control board 4. The main control chip, combining the current feedback signal and external torque / speed commands, calculates the PWM drive signal for each power switching device using a vector control algorithm. This drive signal is amplified by the drive chip on the control board 4 and then transmitted to the gate of the switching device in the power module 3 via the control signal terminal, controlling the switching device's on / off state and achieving precise motor control.

[0088] Throughout the entire operation, the control board 4 is directly positioned by the positioning pin on the housing bracket 1, and its position relative to the power module 3 remains highly consistent. The relative position between the sensing chip 4.1 and the air gap or sensing opening of the magnetic core is stable, and the current detection accuracy is not affected by vibration and temperature changes.

[0089] In this embodiment, during assembly, the current sensor type is first selected according to the application requirements: if an integrated magnetic core solution is selected, a power module 3 with an integrated magnetic core or a three-phase copper busbar 7 is used; if a coreless solution is selected, a power module 3 output copper busbar or a three-phase copper busbar 7 with an induction opening 7.1 is used.

[0090] Then, the power module 3 and the three-phase copper busbar 7 are installed on the housing bracket 1. Next, the control board 4 is aligned with the positioning pin 1.5 on the housing bracket 1 through its positioning hole and inserted, so that the control board 4 is stably positioned above the power module 3. At this time, the sensing chip 4.1 on the control board 4 automatically aligns with the air gap position of the magnetic core (either an integrated magnetic core solution or a coreless solution at the sensing opening 7.1 position). Then, the control board 4 is fastened to the threaded hole on the housing bracket 1 with bolts to complete the fixation of the control board 4.

[0091] Finally, connect or solder the control signal connector on the control board 4 to the control signal terminal on the power module 3 to complete all electrical connections.

[0092] The current sensor compatibility scheme in this embodiment is based on the design principle of adapting two sensor types to the same PCB layout. Regardless of whether an integrated magnetic core type or a coreless current sensor is used, the layout position of the sensing chip 4.1 on the control board 4 remains consistent—for the integrated magnetic core type scheme, the position of the sensing chip 4.1 corresponds to the air gap of the magnetic core; for the coreless type scheme, the position of the sensing chip 4.1 corresponds to the sensing opening on the copper busbar. In both schemes, the pad position of the sensing chip 4.1 on the control board 4 is exactly the same, allowing the same control board 4 to be compatible with two sensor types without changing the PCB design.

[0093] In addition, a low-voltage shield is installed on the control board 4 in this embodiment, and the low-voltage shield is located on the side of the control board 4 relative to the housing support 1.

[0094] The positioning method of control board 4 is based on the principle of shortened dimension chains. In traditional solutions, the control board is first positioned on the power module, and then the power module is positioned on the housing, forming multiple dimension chains of "housing, power module, control board". Each dimension chain has processing and assembly tolerances, and the cumulative tolerances are large, which can easily lead to misalignment between the sensing chip and the air gap of the magnetic core, affecting the detection accuracy. In this embodiment, control board 4 is directly positioned on housing support 1, and power module 3 is also positioned on housing support 1. Control board 4 and power module 3 share the same set of references on housing support 1, forming two independent short dimension chains of "housing, control board" and "housing, power module", eliminating the cumulative tolerances in the traditional solution and significantly improving the positioning accuracy.

[0095] Example 5: This example provides an electric drive assembly that integrates the dual-motor controller from any of the preceding examples and optimizes its compartmentalized arrangement within the main housing of the electric drive.

[0096] Please see Figure 1 and combined Figures 2-8 The electric drive assembly of this embodiment includes an electric drive main housing 6 and a dual-motor controller as described in any one of the preceding embodiments one to four.

[0097] The electric drive main housing 6 is the basic load-bearing component of the electric drive assembly. Its interior is divided into multiple functional cavities, including at least a drive cavity A and a filter cavity B. The drive cavity A and the filter cavity B are physically separated by an isolation rib installed inside the electric drive main housing 6. The isolation rib is integrally die-cast with the electric drive main housing 6, and its height extends from the bottom to the top of the electric drive main housing 6, completely separating the drive cavity A and the filter cavity B.

[0098] The filtering components 8 of the dual-motor controller are housed within the filtering cavity B of the electric drive main housing 6. Filtering components 8 include common-mode chokes, differential-mode chokes, X capacitors, and Y capacitors, used for electromagnetic interference (EMI) filtering of the high-voltage power supply at the DC input terminal. This suppresses conducted interference from the external power grid or battery, and also prevents high-frequency interference generated inside the controller from being conducted back to the external power network. Filtering components 8 are installed within the filtering cavity B, which has a DC input interface. External high-voltage DC power cables enter the filtering cavity B through this interface and connect to the input terminal of filtering components 8.

[0099] The other components of the dual-motor controller are integrated into an inverter module, which is located within the drive cavity A of the electric drive main housing 6. The inverter module includes the aforementioned housing support 1, capacitor module 2, two power modules 3, control board 4, and corresponding copper busbar connectors. These components are arranged in a top-to-bottom stacking order within the drive cavity A. Specifically, within the drive cavity A, the inverter module, from bottom to top, consists of: capacitor module 2, housing support 1 (containing cooling channels), two power modules 3, and control board 4, with each layer fixedly connected by bolts or locating pins. The inlet 1.1 and outlet 1.2 on the housing support 1 are respectively connected to the coolant inlet and outlet channels on the electric drive main housing 6 to achieve coolant supply and discharge.

[0100] The output terminal of the filter component 8 is connected to the input terminal of the capacitor module 2 in the inverter module via a DC-DC converter copper busbar 9. The DC-DC converter copper busbar 9 passes through a through hole or slot on the isolation rib and enters the drive cavity A from the filter cavity B. The through hole or slot is equipped with an insulating sleeve or sealing ring to ensure electrical isolation and sealing between the two cavities.

[0101] The three-phase AC output terminals of the two power modules 3 in the inverter module extend through the three-phase copper busbar 7 to the outside of the electric drive main housing 6 or to the motor wiring area inside the drive cavity A, for connecting the drive motor and generator in the electric drive assembly.

[0102] The control board 4 is equipped with an external communication interface, which extends from the drive cavity A through the side wall of the electric drive main housing 6 to the outside, and is used to communicate with the vehicle controller VCU or the battery management system BMS via CAN or hard-wired signal interaction.

[0103] As a preferred embodiment, the bottom surface of the drive cavity A is provided with a positioning groove that matches the bottom contour of the housing bracket 1. The inverter module is fixed to the bottom surface of the drive cavity A by bolts, and the positioning groove ensures the installation position accuracy of the inverter module.

[0104] In this embodiment, when the electric drive assembly is in operation, the external high-voltage DC power supply enters the filter cavity B through the DC input interface of the electric drive main housing 6. First, it undergoes EMI filtering by the filter components 8 to remove high-frequency conducted interference and surge voltage from the power supply. The filtered, clean DC power supply then passes through the DC-DC converter copper busbar 9 and the isolation ribs into the drive cavity A, and is delivered to the capacitor module 2 in the inverter module. The capacitor module 2 further filters and regulates the DC power supply before supplying it to the two power modules 3.

[0105] Under the control of the PWM drive signal of the control board 4, the two power modules 3 invert the DC power supply into a three-phase AC power supply with adjustable frequency and amplitude, which drives the drive motor and generator in the electric drive assembly respectively. The three-phase AC current is output to the motor through the three-phase copper busbar 7.

[0106] Throughout the operation, the heat generated inside the inverter module is carried away by the parallel cooling channels inside the housing bracket 1. The coolant enters the inlet 1.1 of the housing bracket 1 through the inlet channel of the electric drive main housing 6, and after completing the heat dissipation, it flows out from the outlet 1.2 to the outlet channel of the electric drive main housing 6 and returns to the vehicle cooling system.

[0107] Because the filter cavity B and the drive cavity A are physically separated by the isolation ribs, there will be no electromagnetic crosstalk between the filter component 8 and the inverter module. The filter circuit on the DC input side and the power circuit on the inverter side are completely separated in space. The strong electromagnetic field generated by the high frequency and high current is shielded in the drive cavity A by the isolation ribs and will not couple to the input cable and filter component of the filter cavity B, thus ensuring the effectiveness of the input side EMI filtering.

[0108] In this embodiment, during the assembly of the electric drive assembly, the inverter module is first pre-assembled as an independent sub-component. Specifically, on a dedicated assembly fixture, the components are stacked, assembled, and secured in the order of capacitor module 2, housing bracket 1, power module 3, and control board 4 to form a complete inverter module assembly. Then, the inverter module undergoes functional testing to ensure its electrical performance is up to standard.

[0109] Next, the filter component 8 is installed in the filter cavity B of the electric drive main housing 6 and fixed with bolts. The inverter module is hoisted as a whole into the drive cavity A of the electric drive main housing 6, so that the bottom surface of the housing bracket 1 is aligned with the positioning groove on the bottom surface of the drive cavity A, and the inverter module is fixed in the drive cavity A with bolts.

[0110] Then, the DC-DC converter copper busbar 9 is passed through the through hole on the isolation rib from the filter cavity B, with one end connected to the output terminal of the filter component 8 and the other end connected to the input terminal of the capacitor module 2 in the inverter module. One end of the three-phase copper busbar 7 is connected to the AC output terminal of the power module 3, and the other end is connected to the motor terminal block on the electric drive main housing 6. The communication interface harness of the control board 4 is connected to the external connector on the electric drive main housing 6.

[0111] Finally, a top cover is installed on the top of the electric drive main housing 6, and a sealing gasket is placed between the top cover and the housing. The top cover is then fastened and sealed to the electric drive main housing 6 with bolts, completing the assembly of the entire electric drive assembly.

[0112] This embodiment functionally partitions the interior of the electric drive main housing 6, placing the filtering components and inverter module in separate filtering and driving cavities, respectively. Physical isolation ribs completely separate the high-power and low-power filtering components spatially. The principle behind this cavity design lies in controlling the propagation path of electromagnetic interference. The power module in the driving cavity operates with a high switching frequency and a large current change rate (di / dt can reach several kA / μs), generating strong electromagnetic radiation and harmonic interference. If the filtering components and power module are located in the same open cavity, the filtering components and their input cables will be directly exposed to the strong electromagnetic field, causing secondary contamination of the filtered pure DC power supply and significantly reducing the filtering effect. By physically separating the two with isolation ribs and simultaneously using sealing strips to achieve electrical isolation between the cavities, the spatial radiation coupling path of electromagnetic interference from the driving cavity to the filtering cavity is effectively cut off.

[0113] Meanwhile, the inverter module is pre-integrated into an independent sub-component (inverter brick), and then the sub-component is installed as a whole into the drive cavity of the electric drive main housing. This modular design makes the assembly of the electric drive assembly more flexible. The inverter module can be pre-installed and tested at the sub-supplier and supplied to the electric drive assembly manufacturer in the form of modular components, which helps to shorten the assembly line of the vehicle plant and improve production efficiency.

[0114] Example 6: This example provides a vehicle that includes the electric drive assembly described in Example 5 above.

[0115] The vehicle in this embodiment is a new energy vehicle, specifically an electric vehicle (EV) driven in pure electric mode, a hybrid electric vehicle (HEV / PHEV) combining an internal combustion engine and an electric motor, or a fuel cell electric vehicle (FCEV). The vehicle includes a frame, body, running gear, steering system, braking system, power battery system, and electric drive assembly.

[0116] The electric drive assembly is the core power drive component of the vehicle. Its specific structure is as described in Embodiment 5, including an electric drive main housing 6 and a dual-motor controller integrated inside the electric drive main housing 6. The electric drive assembly is installed in the front compartment or rear axle area of ​​the vehicle and is elastically connected to the vehicle frame through a suspension bracket to isolate the transmission of vibrations during the operation of the electric drive assembly.

[0117] The power battery system, such as a lithium-ion battery pack, is installed under the vehicle chassis and connected to the DC input interface of the electric drive assembly via a high-voltage cable, providing high-voltage DC power to the electric drive assembly. The output voltage of the power battery system can be 400V, 800V, or 1000V. Due to the aforementioned compatibility design, the dual-motor controller in the electric drive assembly can seamlessly adapt to power battery systems with different voltage platforms without requiring changes to the hardware structure of the electric drive assembly.

[0118] The three-phase AC output of the electric drive assembly is connected to the vehicle's drive motor and generator via three-phase high-voltage cables, or the stator windings in hybrid vehicles. The rotor of the drive motor is connected to the vehicle's drive wheels via a drive shaft, converting electrical energy into mechanical energy to drive the vehicle.

[0119] The vehicle's vehicle control unit (VCU) communicates with the control board 4 in the electric drive assembly via a CAN bus. The VCU calculates the target drive torque based on signals such as the accelerator pedal position, brake pedal position, and vehicle speed, and sends the torque command to the control board 4 of the electric drive assembly via the CAN bus. The control board 4 controls the output of the two power modules 3 according to the torque command, thereby achieving precise control of the drive motor and generator.

[0120] In hybrid vehicles, one of the two power modules 3 of the electric drive assembly controls the drive motor, and the other controls the generator. During braking or coasting, the generator converts the vehicle's kinetic energy into electrical energy, which is then fed back into the battery system via the electric drive assembly.

[0121] In this embodiment, during vehicle operation, the high-voltage DC power supplied by the power battery system is transmitted to the filter chamber B of the electric drive assembly via a high-voltage cable. After EMI filtering by the filter element 8, the power enters the inverter module in the drive chamber A through the DC-DC converter copper busbar 9. The capacitor module 2 in the inverter module filters and regulates the DC power, and then the two power modules 3 invert it into a three-phase AC power supply, which drives the drive motor and the generator respectively.

[0122] The drive motor converts electrical energy into mechanical energy, which drives the wheels to rotate via the drive shaft, propelling the vehicle forward or backward. During acceleration, power module 3 increases the output current and frequency, resulting in greater torque output from the drive motor. During constant-speed cruising, power module 3 maintains a stable output, ensuring the vehicle travels at the set speed. During braking, the drive motor switches to generator mode, converting the vehicle's kinetic energy into electrical energy, which is then rectified by power module 3 and recharged back into the power battery system, achieving energy recovery and increasing the vehicle's driving range.

[0123] During vehicle operation, the parallel cooling channels of the electric drive assembly continue to work. Driven by the vehicle's cooling system, the coolant circulates through the cooling areas of the two power modules 3 and the capacitor module 2, carrying away the heat generated during the operation of the electric drive assembly and ensuring that the electric drive assembly always operates within a suitable temperature range.

[0124] The vehicle's thermal management system adjusts the coolant flow and temperature in real time based on feedback signals from the electric drive assembly's temperature sensors to ensure effective control of the electric drive assembly's temperature rise. When the electric drive assembly temperature is too high, the vehicle's thermal management system increases the coolant flow or activates the radiator fan for forced cooling to protect the electric drive assembly from overheating damage.

[0125] The vehicle in this embodiment integrates the electric drive assembly technology solutions of the aforementioned embodiments. Its core lies in the electric drive assembly's compatibility with all voltage platforms, allowing the same electric drive assembly hardware to be adapted to power battery systems of different voltage levels (400V, 800V, and 1000V). Vehicle manufacturers do not need to redevelop electric drive assemblies for different voltage platforms; they only need to select capacitor cells of the corresponding voltage level in the capacitor module 2 of the electric drive assembly. This greatly facilitates platform-based vehicle development—the same model can be equipped with power battery systems on different voltage platforms, such as a 400V platform for the economy configuration and an 800V platform for the high-performance configuration, while the electric drive assembly remains unchanged, reducing the types of components and verification workload in vehicle development.

[0126] Meanwhile, the electric drive assembly's efficient heat dissipation and high electromagnetic compatibility ensure that the vehicle can operate stably and reliably under various conditions, such as urban congestion, high-speed cruising, rapid acceleration, and energy recovery, thereby improving the overall driving performance and safety of the vehicle.

[0127] The foregoing has shown and described the basic principles, main features, and advantages of this application. Those skilled in the art should understand that this application is not limited to the above embodiments. The embodiments and descriptions in the specification are merely illustrative of the principles of this application. Various changes and modifications can be made to this application without departing from the spirit and scope thereof, and all such changes and modifications fall within the scope of this application as claimed. The scope of protection of this application is defined by the appended claims and their equivalents.

Claims

1. A dual-motor controller, characterized in that, include: The housing support (1) has a heat dissipation channel inside; A capacitor module (2) is installed on the first side of the housing bracket (1); Two power modules (3) are installed side by side on the second side of the housing support (1) on the same layer, with the first side and the second side being opposite to each other. The two power modules (3) are electrically connected to the capacitor module (2) respectively. The cooling channel includes an inlet (1.1), an outlet (1.2), and a first independent flow channel (1.3) and a second independent flow channel (1.4) connected in parallel between the inlet (1.1) and the outlet (1.2). The first independent flow channel (1.3) corresponds to the heat dissipation area of ​​one of the power modules (3), and the second independent flow channel (1.4) corresponds to the heat dissipation area of ​​the other power module (3). The coolant is simultaneously diverted from the inlet (1.1) to the first independent flow channel (1.3) and the second independent flow channel (1.4) to simultaneously dissipate heat from the two power modules (3) and then flows to the outlet (1.2) for discharge.

2. The dual-motor controller according to claim 1, characterized in that, The heat dissipation channel is sandwiched between the capacitor module (2) and the power module (3). The wall of the heat dissipation channel facing the first side makes thermal contact with the capacitor module (2) to dissipate heat from the capacitor module (2) at the same time.

3. The dual-motor controller according to claim 2, characterized in that, A thermal pad and / or thermal adhesive are provided between the capacitor module (2) and the wall of the heat dissipation channel.

4. The dual-motor controller according to claim 1, characterized in that, The two power modules (3) are arranged side by side on the housing support (1) with the DC copper busbars facing each other on one side. Each power module (3) has a DC copper busbar and an AC copper busbar at both ends along its width direction.

5. The dual-motor controller according to claim 1, characterized in that, The capacitor module (2) includes a capacitor housing, and the capacitor housing and the housing support (1) are connected by separate fixed connection or integral molding connection.

6. The dual-motor controller according to claim 5, characterized in that, The capacitor housing can be any of the following structural forms: a split plastic housing, a split aluminum housing, a housing integrally potted with the housing support (1), or a metal and plastic combined housing; The capacitor housing is suitable for 400V, 800V or 1000V voltage platforms.

7. The dual-motor controller according to claim 1, characterized in that, It also includes a control board (4) and a current sensor (5), wherein the current sensor (5) is an integrated magnetic core current sensor or a coreless current sensor; When the current sensor (5) is an integrated magnetic core current sensor, its magnetic core is integrated into the power module (3) or the three-phase copper busbar, and the sensing chip on the control board (4) falls into the opening of the magnetic core. When the current sensor (5) is a coreless current sensor, the output end of the power module (3) or the three-phase copper busbar is provided with an induction opening, and the induction chip on the control board (4) is correspondingly set at the position of the induction opening.

8. The dual-motor controller according to claim 1, characterized in that, It also includes a control board (4), which is located on the side of the power module (3) away from the housing support (1). The housing support (1) is provided with a positioning structure, and the control board (4) is directly positioned on the housing support (1) through the positioning structure.

9. An electric drive assembly, characterized in that, The device includes an electric drive housing (6) and a dual-motor controller as described in any one of claims 1 to 8. The filtering components of the dual-motor controller are disposed in the filtering cavity of the electric drive housing (6). The other components of the dual-motor controller are integrated and assembled into an inverter module and disposed in the drive cavity of the electric drive housing (6). The filtering cavity and the drive cavity are physically separated by an isolation rib in the electric drive housing (6).

10. A vehicle, characterized in that, Includes the electric drive assembly as described in claim 9.

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