Dual-motor control system with integrated boosting function

Abstract

The utility model discloses a dual-motor control system with an integrated boost function, and the system employs an integrated power module which comprises a boost module, a traction power module, and a generation power module. The boosting module is connected with the battery, the traction power module and the power generation power module through circuits. By adopting the technical scheme, boosting can be performed as required according to the motor efficiency, and the motor working efficiency and the system stability are improved; the integration level is improved, the miniaturization of the module volume and the compactness of the structure are realized, and the material cost is effectively reduced; the cruising ability and the overall performance of the vehicle are improved, and the positive effect is achieved; and the uniformity of wafer welding of the module is controlled, and the consistency of the performance of each wafer is ensured, so that the reliability and stability of the whole module are improved.

Description

Technical Field

[0001] This utility model belongs to the technical field of dual-motor control for hybrid vehicles. More specifically, this utility model relates to a dual-motor control system with integrated boost function. Background Technology

[0002] In existing technologies, dual-motor controllers in hybrid vehicles suffer from problems such as low integration, large size, high cost, and insufficient power and strength when the battery voltage is low.

[0003] With increasing global emphasis on environmental protection and sustainable development, hybrid vehicles, which can utilize both gasoline and electric power, have gained widespread attention and consumer favor in recent years. Due to their superior efficiency, dual-motor hybrids, whether plug-in hybrids or range-extended electric vehicles, have created a strong demand for dual-motor controllers to achieve more efficient energy conversion and more flexible driving mode switching.

[0004] In current hybrid vehicles, dual motors are typically configured with one motor acting as a generator and the other as a drive motor. There are currently three main power module solutions for controlling dual motors:

[0005] The first approach involves using two independent power modules to control two motors respectively. While this approach is relatively easier to design, it suffers from drawbacks such as high module cost, large size, and difficulty in achieving highly integrated design, making it difficult to meet the requirements of modern automobiles for lightweight and compact designs.

[0006] The second approach uses a power module with six half-bridge packages to control two motors simultaneously. While this approach significantly reduces size, it introduces new problems such as high assembly costs, high design complexity, and poor uniformity.

[0007] The third option is to use discrete components to build power modules. Its inherent drawback is that the uniformity is poor and the manufacturing process is relatively complicated. If the screening of discrete components is not done properly in the early stage, it will directly lead to a significant increase in the module failure rate.

[0008] In addition, because the nominal voltage of the battery pack fluctuates with the change in power during actual use, it is difficult for the motor to maintain its high-efficiency operating range for a long time, thus increasing energy loss.

[0009] With the increasing popularity of platform-based, highly integrated, and modular design concepts in the field of new energy vehicle motor controllers, overcoming the shortcomings of existing dual-motor controller power modules has become an urgent problem to be solved.

[0010] Using keywords such as "automotive; dual motors; controller; power; integration; generator," a search was conducted on existing publicly available technical literature, yielding the following results:

[0011] 1. Chinese patent document: "A highly integrated dual-motor controller with BOOST boost function", patent (application) number: 202111393379.3; the technical solution described therein is:

[0012] "A highly integrated dual-motor controller with BOOST boost function. It includes a cabinet, power components, dual-motor output components, and a PCB board. The power components and dual-motor output components are housed in the cabinet. The power components are connected to the dual-motor output components, which pass through the cabinet and connect to the two motors. The power components are connected to the PCB board. The cabinet integrates a BOOST inductor, an EMC pre-processor, and a DC-DC buck converter. The power components are connected to the BOOST inductor, and one end of the EMC pre-processor is connected to the BOOST inductor, while the other end is connected to the DC-DC buck converter."

[0013] The technical effects described are:

[0014] "It has advantages such as high integration and low power loss".

[0015] 2. Chinese patent document: "Hybrid Electric Vehicle, Dual-Motor Controller and Control Method Thereof", Patent (Application) No.: 202310814100.7; the technical solution described therein is:

[0016] "The control method for hybrid electric vehicles and dual-motor controllers first determines whether the first drive circuit connected to the generator's power connection terminal is operating in voltage closed-loop control mode. When the first drive circuit is operating in voltage closed-loop control mode, it indicates a fault in the high-voltage power battery and that the contactor connected to the DC bus is disconnected. At this time, based on the hybrid electric vehicle's limp-drive mode, the operating mode or power limit of the second drive circuit is determined with the goal of stabilizing the DC bus voltage. That is, through the coordinated control of the first and second drive circuits, the voltage on the DC bus is maintained stably, avoiding the DC bus voltage fluctuation problem that easily occurs when relying solely on the first drive circuit to control the DC bus voltage."

[0017] The technical effects described are:

[0018] "By coordinating the control of the two drive circuits, the voltage on the DC bus is kept stable, thus avoiding voltage fluctuations on the DC bus."

[0019] However, the technical solutions recorded in the aforementioned technical documents, as well as the existing publicly available technical solutions, have not been able to solve the problems and defects in the existing technology, such as "low integration level or unreasonable integration scheme" and "it is difficult for the motor to maintain a high-efficiency working range for a long time, thus increasing energy loss". Utility Model Content

[0020] This invention provides a dual-motor control system with integrated boost function, the purpose of which is to optimize the structure and control strategy of the power module to achieve more efficient, compact and reliable dual-motor control.

[0021] To achieve the above objectives, the technical solution adopted by this utility model is as follows:

[0022] This utility model discloses a dual-motor control system with integrated boost function, which controls the battery, traction motor, and generator. The dual-motor control system adopts an integrated power module, which includes a boost module, a traction power module, and a generator power module. The boost module is connected to the battery, traction power module, and generator power module through circuits. The traction power module is connected to the traction motor through a circuit. The generator power module is connected to the generator through a circuit.

[0023] The boost module uses a boost SiC module; the traction power module uses a traction motor IGBT power module; and the power generation module uses a generator IGBT power module.

[0024] The integrated power module is mounted on a module bracket; the SiC module, traction motor IGBT power module, and generator IGBT power module are integrated and arranged on the module bracket.

[0025] An integrated heat dissipation substrate is disposed on the surface of the SiC module, the traction motor IGBT power module, and the generator IGBT power module; the integrated heat dissipation substrate is attached to the SiC module, the traction motor IGBT power module, and the generator IGBT power module.

[0026] The integrated heat dissipation substrate adopts a Pinfin structure.

[0027] The integrated power module is provided with heat dissipation channels; the heat dissipation channels are attached to the surface of the integrated heat dissipation substrate; on the side of the heat dissipation channels facing the integrated heat dissipation substrate, an annular heat dissipation groove is provided and sealed by a groove sealing ring.

[0028] The integrated power module is equipped with a cover plate. The module bracket is positioned on the module bracket by the positioning pins engaging with the positioning pin holes on the cover plate. The cover plate is fixedly connected to the module bracket by the snap fasteners engaging with the snap fasteners on the module bracket.

[0029] The boost module is electrically connected to the power generation module and the traction power module through copper plating or bonding wires inside the module.

[0030] The boost SiC module consists of two sets of SiC (silicon carbide) chips; and is equipped with capacitors and inductors to achieve bidirectional energy flow.

[0031] The traction motor IGBT power module and the generator IGBT power module are each composed of six sets of insulated gate bipolar transistor chips.

[0032] This utility model adopts the above-mentioned technical solution. The boost module can boost voltage as needed according to the motor efficiency, making it easier for the motor to reach the high-efficiency operating range, reducing energy loss, and thus improving motor efficiency and system stability. Through the dual electronic control dedicated module, the integration level is significantly improved, realizing the miniaturization of module size and the compactness of structure, effectively reducing material costs. The lighter design makes the application of this module more efficient, playing a positive role in improving vehicle range and overall performance. Compared with discrete half-bridge or single-tube designs, the integrated module design can control the uniformity of module welding wafers from the upstream stage, ensuring the consistency of performance of each wafer, thereby improving the reliability and stability of the entire module. In addition, by optimizing the internal structural design, the stray inductance of the module can be reduced, further improving the electrical performance and efficiency of the system. Attached Figure Description

[0033] The following is a brief explanation of the contents shown in the attached figure and the markings therein:

[0034] Figure 1 This is a system functional topology diagram of this utility model;

[0035] Figure 2 This is a hardware topology diagram of this utility model;

[0036] Figure 3 This is a diagram of the power module composition of this utility model;

[0037] Figure 4 This is the assembly drawing of the power module of this utility model;

[0038] Figure 5 This is a diagram of the external interface of the power module of this utility model;

[0039] Figure 6 This is a cross-sectional view of the heat dissipation channel of this utility model.

[0040] The diagram is marked as follows:

[0041] 1. Cover plate; 2. Bolt; 3. Module bracket; 4. Generator IGBT power module; 5. Traction motor IGBT power module; 6. Boost SiC module; 7. Integrated heat dissipation substrate; 8. Water tank sealing ring; 9. Heat dissipation channel; 10. Bayonet; 11. Positioning post; 12. Negative copper busbar of generator module; 13. Positive copper busbar of generator module; 14. Negative copper busbar of traction module; 15. Positive copper busbar of traction module; 16. U-phase output copper busbar of generator module; 17. V-phase output copper busbar of generator module; 18. W-phase output copper busbar of generator module; 19. U-phase output copper busbar of traction module; 20. V-phase output copper busbar of traction module; 21. W-phase output copper busbar of traction module; 22. Wafer; 23. Positive copper busbar of boost module; 24. Negative copper busbar of boost module; 25. Pinfin structure. Detailed Implementation

[0042] The specific embodiments of the present invention will be further described in detail below with reference to the accompanying drawings, so as to help those skilled in the art to have a more complete, accurate and in-depth understanding of the inventive concept and technical solution of the present invention.

[0043] like Figures 1 to 6 The structure shown in this utility model is a dual-motor control system with integrated boost function, which controls the charging and discharging of the battery, the traction motor, and the generator. This utility model is a novel dual-motor controller power module design.

[0044] To address the problems and overcome the shortcomings of existing technologies, and to optimize the structure and control strategy of the power module to achieve the invention objective of more efficient, compact, and reliable dual-motor control, the technical solution adopted by this utility model is as follows:

[0045] like Figures 1 to 6 As shown, the present invention provides a dual-motor control system with integrated boost function. The dual-motor control system adopts an integrated power module, which includes a boost module, a traction power module, and a generator power module. The boost module is connected to the battery, the traction power module, and the generator power module through circuits. The traction power module is connected to the traction motor through a circuit. The generator power module is connected to the generator through a circuit.

[0046] When the battery pack has sufficient power, it supplies power. The DC power is boosted by the boost module and then drives the traction motor through the traction power module.

[0047] When the battery pack is low on power, the generator starts generating electricity, which charges the battery pack sequentially through the power generation module and the boost module.

[0048] If the vehicle still requires traction at this time, the electrical energy generated by the generator will directly drive the traction motor through the power generation module and the traction power module.

[0049] After integrating the boost module, this invention can boost the voltage as needed according to the motor efficiency, making it easier for the motor to reach the high-efficiency operating range, thereby improving the motor's working efficiency, reducing energy loss, and increasing the stability of the system.

[0050] The beneficial effects of the above technical solution are:

[0051] By innovatively designing a dedicated dual-electric control module, the level of integration has been significantly improved, achieving miniaturization of module size and compactness of structure, effectively reducing material costs; the lighter design makes the module more efficient in the application of new energy vehicles, playing a positive role in improving vehicle range and overall performance.

[0052] Compared to discrete half-bridge or single-tube designs, the integrated module design allows for upstream control over the uniformity of the module's soldered wafers 22, ensuring consistent performance across each wafer 22 and thus improving the overall reliability and stability of the module. Furthermore, optimizing the internal structure design can reduce stray inductance within the module, further enhancing the system's electrical performance and efficiency.

[0053] like Figure 2 As shown:

[0054] The boost module uses a boost SiC module 6 (silicon carbide); the traction power module uses a traction motor IGBT power module 5; and the power generation module uses a generator IGBT power module 4.

[0055] The hardware topology of this utility model is as follows: Figure 2 As shown, the boost SiC module 6 consists of two sets of SiC (silicon carbide) chips, which, together with capacitors and inductors, enable bidirectional energy flow.

[0056] The traction motor IGBT power module 5 and the generator IGBT power module 4 are each composed of six sets of insulated gate bipolar transistor chips.

[0057] The traction and power generation sections are each composed of six IGBT (Insulated Gate Bipolar Transistor) chips, which can control the traction motor and drive motor.

[0058] like Figure 3 As shown:

[0059] The integrated power module is mounted on the module bracket 3; the SiC module 6, the traction motor IGBT power module 5, and the generator IGBT power module 4 are integrated and arranged on the module bracket 3.

[0060] The size, quantity, type, and manufacturing process of wafer 22 can be flexibly adjusted according to specific power requirements to meet the usage requirements of different vehicle models and operating conditions.

[0061] The generator IGBT power module 4 and the traction motor IGBT power module 5 are integrated on a single integrated heat dissipation substrate, which saves manufacturing costs and reduces module size. This design also makes it easier to control the uniformity of wafer 22, reduces stray inductance of the module, and thus improves the stability and reliability of the module.

[0062] An integrated heat dissipation substrate 7 is provided on the surface of the SiC module 6, the traction motor IGBT power module 5, and the generator IGBT power module 4; the integrated heat dissipation substrate 7 is attached to the SiC module 6, the traction motor IGBT power module 5, and the generator IGBT power module 4.

[0063] The integrated power module is provided with heat dissipation channels 9; the heat dissipation channels 9 are attached to the surface of the integrated heat dissipation substrate 7; on the side of the heat dissipation channels 9 facing the integrated heat dissipation substrate 7, an annular heat dissipation groove is provided and sealed by a groove sealing ring 8.

[0064] The dual-motor controller power module consists of core components such as cover plate 1, module bracket 3, generator IGBT power module 4, traction motor IGBT power module 5, boost SiC module 6, and integrated heat dissipation substrate 7. The power module is fixed to the heat dissipation channel 9 by bolts 2 and sealed by sealing ring 8 to ensure the airtightness of the channel.

[0065] like Figure 4 As shown:

[0066] The integrated power module is equipped with a cover plate 1. The module bracket 3 is positioned on the module bracket 3 by the positioning post 11 engaging with the positioning post hole on the cover plate 1. The cover plate 1 is fixedly connected on the module bracket 3 by the snap fastener 10 engaging with the snap fastener on the module bracket 3.

[0067] The cover plate 1 is positioned against the bracket 3 via positioning pins 11 and is fixedly connected to the bracket 3 via bayonet 10. The positions of the positioning pins 11 and bayonet 10 can be flexibly adjusted according to actual conditions to accommodate power modules of different sizes.

[0068] like Figure 5As shown, the negative copper busbar 12 and positive copper busbar 13 of the power generation module serve as the negative and positive terminals of the power generation module, respectively. Similarly, the negative copper busbar 14 and positive copper busbar 15 of the traction module serve as the negative and positive terminals of the traction module, respectively. Furthermore, the U-phase output copper busbar 16, V-phase output copper busbar 17, and W-phase output copper busbar 18 of the power generation module serve as the U, V, and W three-phase output copper busbars of the power generation module, while the U-phase output copper busbar 19, V-phase output copper busbar 20, and W-phase output copper busbar 21 of the traction module serve as the U, V, and W three-phase output copper busbars of the traction module. The positive and negative terminals of the boost module are connected via the positive copper busbar 23 and negative copper busbar 24, respectively. The copper busbars are connected to external components using welding or bolts; their specific positions can be flexibly adjusted according to actual conditions to ensure the reliability and stability of the electrical connection.

[0069] The boost module is electrically connected to the power generation module and the traction power module through copper plating or bonding wires inside the module.

[0070] The boost module is electrically connected to the generator module and traction module via internal copper plating or keyed connections. Meanwhile, external components such as inductor L, capacitor C1, and capacitor C2 are reliably connected to the module's copper busbars.

[0071] like Figure 6 As shown, the integrated heat dissipation substrate 7 adopts a Pinfin structure 25.

[0072] This structure can significantly increase the contact area between the integrated heat dissipation substrate 7 and water, thereby improving the heat dissipation capacity of the module.

[0073] The pinfin structure is a heat dissipation structure primarily used to enhance heat dissipation. It consists of a heat sink base plate and pin fins. The inner surface of the heat sink base plate has grooves to fit against the module requiring heat dissipation (such as an IGBT module), forming a liquid cooling channel. The pin fins are located within the grooves, increasing the heat dissipation area and thus improving heat dissipation efficiency.

[0074] How the Pinfin structure works:

[0075] The pinfin structure improves heat dissipation efficiency by increasing the heat dissipation area and optimizing the water flow path. The grooves and pin fins within the heat sink base allow coolant to flow more effectively through the module, carrying away more heat. This structure is particularly suitable for high power density applications such as electric / hybrid vehicles, rail transportation, and variable frequency home appliances.

[0076] Application of Pinfin structure in IGBT modules:

[0077] In IGBT modules, the pinfin structure effectively ensures the safe operation of the inverter. Because IGBT modules have high power ratings in motor controllers and stringent heat dissipation requirements, inverters using the pinfin structure can achieve a larger heat dissipation area, ensuring stable operation under high loads.1 Furthermore, the pinfin structure can be used in conjunction with other heat dissipation materials, such as Al / SiC composite materials, to further improve heat dissipation and module lifespan.

[0078] The present invention has been described above with reference to the accompanying drawings. Obviously, the specific implementation of the present invention is not limited to the above-described manner. Any non-substantial improvements made using the inventive concept and technical solution of the present invention, or the direct application of the inventive concept and technical solution to other situations without modification, are all within the protection scope of the present invention.

Claims

1. A dual-motor control system with integrated boost function, controlling a battery, a traction motor, and a generator, characterized in that: The dual-motor control system adopts an integrated power module, which includes a boost module, a traction power module, and a generator power module. The boost module is connected to the battery, the traction power module, and the generator power module via circuits. The traction power module is connected to the traction motor via a circuit. The generator power module is connected to the generator via a circuit.

2. The dual-motor control system with integrated boost function according to claim 1, characterized in that: The boost module adopts a boost SiC module (6); the traction power module adopts a traction motor IGBT power module (5); and the power generation module adopts a generator IGBT power module (4).

3. The dual-motor control system with integrated boost function according to claim 2, characterized in that: The integrated power module is set on the module bracket (3); the SiC module (6), the traction motor IGBT power module (5) and the generator IGBT power module (4) are integrated and arranged on the module bracket (3).

4. The dual-motor control system with integrated boost function according to claim 3, characterized in that: An integrated heat dissipation substrate (7) is provided on the surface of the SiC module (6), the traction motor IGBT power module (5), and the generator IGBT power module (4); the integrated heat dissipation substrate (7) is attached to the SiC module (6), the traction motor IGBT power module (5), and the generator IGBT power module (4).

5. The dual-motor control system with integrated boost function according to claim 4, characterized in that: The integrated heat dissipation substrate (7) adopts a pinfin structure (25).

6. The dual-motor control system with integrated boost function according to claim 4, characterized in that: The integrated power module is provided with a heat dissipation channel (9); the heat dissipation channel (9) is attached to the surface of the integrated heat dissipation substrate (7); on the side of the heat dissipation channel (9) facing the integrated heat dissipation substrate (7), an annular heat dissipation groove is provided and sealed by a groove sealing ring (8).

7. The dual-motor control system with integrated boost function according to claim 3, characterized in that: The integrated power module is provided with a cover plate (1), and the module bracket (3) is positioned on the module bracket (3) by the positioning post (11) engaging with the positioning post hole on the cover plate (1); the cover plate (1) is fixedly connected on the module bracket (3) by the buckle (10) engaging with the buckle on the module bracket (3).

8. The dual-motor control system with integrated boost function according to claim 1, characterized in that: The boost module is electrically connected to the power generation module and the traction power module through copper plating or bonding wires inside the module.

9. The dual-motor control system with integrated boost function according to claim 2, characterized in that: The boost SiC module (6) consists of two SiC chips and is equipped with capacitors and inductors to achieve bidirectional energy flow.

10. The dual-motor control system with integrated boost function according to claim 2, characterized in that: The traction motor IGBT power module (5) and the generator IGBT power module (4) are each composed of six sets of insulated gate bipolar transistor chips.

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