A motor controller, powertrain, and vehicle

Abstract

The application provides a motor controller, a power assembly and a vehicle, and relates to the technical field of vehicles.In the power assembly, the motor, the motor controller and part of the DC bus are accommodated in a shell, the motor controller is electrically connected with the motor and the DC bus, one side of the shell is provided with a wire outlet hole, and the DC bus passes through the wire outlet hole to extend out of the interior of the shell.The side of the shell provided with the wire outlet hole is provided with at least one anti-collision body, the anti-collision body is arranged in a direction perpendicular to the axial direction of the wire outlet hole, and in the axial direction of the wire outlet hole, the anti-collision body is at least partially located on the side of the wire outlet hole away from the shell.Through the anti-collision body, stress applied when the vehicle collides is resisted, the DC bus extending out of the wire outlet hole is prevented from being compressed and short-circuited, the safety of the vehicle is improved, and manufacturing is facilitated, and the processing cost is low.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more particularly to an electric motor controller, powertrain, and vehicle. Background Technology

[0002] With the rapid development of the new energy vehicle industry, the safety of electric vehicles has become paramount. As one of the core components of new energy vehicles, the safety performance of the powertrain is of utmost concern. In existing powertrains, the DC bus extends from the powertrain through a terminal block to connect to external devices, with the terminal block facing either the front or rear of the vehicle. In the event of a collision, the DC bus is easily compressed and damaged, leading to a short circuit. This can cause the vehicle to catch fire and be destroyed, compromising its safety. Utility Model Content

[0003] This application provides an electric motor controller, a powertrain, and a vehicle, designed to improve the safety of vehicle use.

[0004] In a first aspect, embodiments of this application provide a powertrain. The powertrain includes: a housing, a motor, a motor controller, and a DC bus. The motor, the motor controller, and a portion of the DC bus are all housed within the housing. The motor controller includes multiple terminals, one of which is connected to the motor, and another terminal is connected to one end of the DC bus. A cable outlet is provided on one side of the housing for the DC bus to pass through the interior of the housing. At least one anti-collision element is provided on the side of the housing with the cable outlet, and the anti-collision element is spaced apart from the cable outlet in a direction perpendicular to the axial direction of the cable outlet.

[0005] The powertrain provided in this application embodiment is applied to a vehicle. The motor controller is connected to an external power supply device via a DC bus to obtain power. The motor controller is used to drive and control the motor to drive the vehicle. The cable outlet can face the front or rear of the vehicle. When the vehicle collides during driving, the vehicle will deform and compress the DC bus that exits the housing through the cable outlet, causing damage to the DC bus and creating a short circuit risk, which can easily lead to a fire. In this application embodiment, the anti-collision body is set on the side of the housing with the cable outlet. The anti-collision body and the cable outlet are spaced apart in a direction perpendicular to the axis of the cable outlet. When the vehicle collides during driving, the vehicle will first compress the anti-collision body. The anti-collision body can prevent the DC bus from being compressed, thereby reducing the risk of fire caused by damage to the DC bus and improving the vehicle's safety performance. Moreover, only the anti-collision body needs to be set in the housing, which can avoid major modifications to the powertrain and the vehicle. The structure is simple, stable, and easy to design, which helps to reduce processing costs. In addition, the smaller size of the crash barrier avoids the need for excessive installation space in the powertrain and vehicle, which is beneficial for the miniaturization and lightweight design of the powertrain and vehicle.

[0006] In one possible implementation, the anti-collision body extends axially along the outlet hole.

[0007] In this way, the crash barrier can extend along the vehicle's direction of travel, and can resist more of the stress exerted during a vehicle collision. This helps reduce the risk of damage to the DC bus due to compression, and improves the vehicle's safety performance.

[0008] In one possible implementation, the strength of the impact protector is greater than the strength of the shell.

[0009] In this way, the crash barrier can have greater strength and resist more stress during vehicle collisions, which helps reduce the risk of damage to the DC bus due to compression and improves vehicle safety performance.

[0010] In one possible implementation, the housing includes a receiving cavity, a cable outlet is disposed on the cavity wall of the receiving cavity and communicates with the receiving cavity, a protrusion is provided on the side of the cavity wall of the receiving cavity where the cable outlet is provided, the protrusion is located outside the receiving cavity, the protrusion and the cable outlet are spaced apart in a direction perpendicular to the axial direction of the cable outlet, and an anti-collision body is disposed on the side of the protrusion facing away from the cavity wall of the receiving cavity.

[0011] In this way, while ensuring the anti-collision function, it helps to reduce the axial dimension of the anti-collision body at the cable outlet, improves the strength of the anti-collision body, reduces the risk of damage to the DC bus due to compression, and improves vehicle safety performance. Furthermore, the connection between the anti-collision body and the housing is not limited by the wall thickness of the receiving cavity. While ensuring a stable connection between the anti-collision body and the housing, it helps to reduce the wall thickness of the receiving cavity, which is beneficial for lightweight powertrain design. In addition, the design of adding a protrusion on the outside of the housing for connection with the anti-collision body can accommodate housings of various shapes, offering broad applicability.

[0012] In one possible implementation, one of the housing and the impact protector is provided with a mounting hole, and the other is provided with a mounting part, which is inserted into the mounting hole along the axial direction of the cable outlet hole.

[0013] This increases the connection area between the housing and the crash barrier, improves the reliability of the connection between the housing and the crash barrier, and enhances the structural stability and reliability of the powertrain.

[0014] In one possible implementation, the area of ​​the impact protector projected along the axial direction of the cable outlet is smaller than the area of ​​the cable outlet projected along the axial direction of the cable outlet.

[0015] In this way, while ensuring that the crash barrier can withstand the stress applied during a vehicle collision, it is beneficial to reduce the size of the crash barrier, avoid reserving too much installation space for the crash barrier, and facilitate the miniaturization design of the powertrain.

[0016] In one possible implementation, a column is provided on the side of the anti-collision body facing away from the housing, and the projection of the anti-collision body along the axial direction of the cable outlet is located within the projection of the column along the axial direction of the cable outlet.

[0017] In this way, when a vehicle collision occurs, the anti-collision body can increase the contact area with the vehicle's main unit through the pillars. The anti-collision body can resist more of the stress applied during the vehicle collision, which helps to reduce the risk of damage to the DC bus due to compression and improves the vehicle's safety performance.

[0018] In one possible implementation, there are multiple anti-collision elements arranged around the cable outlet.

[0019] In this way, when a vehicle collision occurs, multiple anti-collision bodies can work together to support the vehicle's main unit, providing protection around the DC bus. This helps reduce the risk of damage to the DC bus due to compression and improves the vehicle's safety performance.

[0020] In one possible implementation, a connector is provided between two adjacent anti-collision bodies, and the projection of the connector along the axial direction of the cable outlet is spaced apart from the projection of the cable outlet along the axial direction of the cable outlet.

[0021] In this way, multiple crash barriers can be connected to form a structurally stable whole. These multiple crash barriers can collectively disperse the stress applied during a vehicle collision, which helps improve their resistance to deformation, reduces the risk of damage to the DC bus due to compression, and ultimately enhances vehicle safety. Furthermore, it avoids the need for connectors to occupy space opposite the cable outlet, facilitating the DC bus's exit from the outlet through the housing.

[0022] In one possible implementation, a plurality of anti-collision bodies are provided with mounting members on the side of the housing facing away from the cable outlet along the axial direction of the cable outlet, and the projection of the mounting members along the axial direction of the cable outlet overlaps with the projection of the cable outlet along the axial direction of the cable outlet.

[0023] In this way, the mounting components can resist the stress applied during a vehicle collision, preventing the vehicle's main unit from deforming and compressing the DC bus between multiple crash barriers. This improves the reliability of DC bus protection and enhances vehicle safety. Furthermore, the multiple crash barriers can form a structurally stable whole through the mounting components. These multiple crash barriers can collectively distribute the stress applied during a vehicle collision, improving their resistance to deformation and reducing the risk of damage to the DC bus due to compression, thus further enhancing vehicle safety.

[0024] In one possible implementation, the housing includes a first housing and a second housing that are fixedly connected. The motor is housed in the first housing, the motor controller and part of the DC bus are housed in the second housing, and the cable outlet and the anti-collision body are both disposed in the second housing.

[0025] In this way, the shell can be formed by fixing the first shell and the second shell, which helps to reduce the processing difficulty and processing cost of the shell.

[0026] Secondly, embodiments of this application also provide a vehicle. The vehicle includes a power battery and the powertrain described in any of the first aspects, with a DC bus electrically connected to the power battery.

[0027] In one possible implementation, the vehicle also includes an in-vehicle infotainment system, in which the powertrain and battery are housed, and the strength of the crash barrier is greater than that of the in-vehicle infotainment system.

[0028] This ensures that the crash barrier has sufficient strength, which helps reduce the risk of breakage or significant deformation when the crash barrier collides with the vehicle, reduces the risk of damage to the DC bus due to compression, and improves the vehicle's safety performance.

[0029] Thirdly, this application also provides a motor controller. The motor controller includes a mounting housing, a power conversion component, and a DC bus. The power conversion component and part of the DC bus are housed in the mounting housing. The power conversion component is connected to one end of the DC bus. The mounting housing has a cable outlet hole for the DC bus to pass through the interior of the mounting housing. At least one anti-collision body is provided on the side of the mounting housing with the cable outlet hole. The anti-collision body and the cable outlet hole are spaced apart in a direction perpendicular to the axial direction of the cable outlet hole.

[0030] The motor controller provided in this application embodiment can be applied to vehicles and is housed in the vehicle's infotainment system. The power conversion component of the motor controller is connected to an external power supply device via a DC bus to receive power. The cable outlet can face either the front or rear of the vehicle. When a collision occurs during vehicle operation, the vehicle body deforms and compresses the DC bus exiting the mounting housing through the cable outlet, causing damage to the DC bus and creating a short circuit risk, potentially leading to a vehicle fire. In this application embodiment, a crash barrier is positioned on the side of the mounting housing with the cable outlet. The crash barrier and the cable outlet are spaced apart in a direction perpendicular to the axial direction of the cable outlet. When a collision occurs during vehicle operation, the vehicle body first compresses the crash barrier, preventing the DC bus from being compressed, thereby reducing the risk of fire due to DC bus damage and improving vehicle safety. Attached Figure Description

[0031] To more clearly illustrate the technical solutions in the embodiments of this application or the background art, the accompanying drawings used in the embodiments of this application or the background art will be described below.

[0032] Figure 1 This is a simplified structural diagram of a vehicle provided in an embodiment of this application;

[0033] Figure 2This is a three-dimensional structural schematic diagram of a powertrain provided in an embodiment of this application;

[0034] Figure 3 yes Figure 2 An exploded three-dimensional structural diagram of the powertrain shown (excluding the first and second cover plates);

[0035] Figure 4 yes Figure 2 The diagram shown is a simulation illustration of the powertrain during a vehicle collision.

[0036] Figure 5 yes Figure 2 The powertrain shown (first and second cover plates omitted) is a structural schematic diagram taken from another angle after being cut along line AA.

[0037] Figure 6 yes Figure 2 The diagram shown is a structural schematic of the powertrain cut along line BB at another angle.

[0038] Figure 7 This is a partial structural schematic diagram of another powertrain provided in an embodiment of this application;

[0039] Figure 8 This is a partial structural schematic diagram of another powertrain provided in an embodiment of this application;

[0040] Figure 9 This is a three-dimensional structural schematic diagram of another powertrain provided in an embodiment of this application;

[0041] Figure 10 yes Figure 9 An exploded view of the three-dimensional structure of the powertrain shown (excluding the third and fourth cover plates);

[0042] Figure 11 This is a structural block diagram of another vehicle provided in an embodiment of this application;

[0043] Figure 12 yes Figure 11 The diagram shows the structural block diagram of the vehicle's powertrain.

[0044] Figure 13 yes Figure 11 A three-dimensional structural diagram of the vehicle's motor controller is shown.

[0045] Figure 14 yes Figure 13 The diagram shows an exploded view of the motor controller's three-dimensional structure. Detailed Implementation

[0046] The embodiments of this application are described below with reference to the accompanying drawings.

[0047] Please see Figure 1 , Figure 2 , Figure 3 , Figure 4 , Figure 5 and Figure 6 , Figure 1 This is a simplified structural diagram of a vehicle 1000 provided in an embodiment of this application. Figure 2 This is a three-dimensional structural diagram of a powertrain 100 provided in an embodiment of this application. Figure 3 yes Figure 2 An exploded three-dimensional structural diagram of the powertrain 100 (excluding the first cover plate 15 and the second cover plate 16). Figure 4 yes Figure 2 The diagram shown is a simulation illustration of the powertrain 100 simulating a collision with vehicle 1000. Figure 5 yes Figure 2 The diagram shows the structure of the powertrain 100 (with the first cover plate 15 and the second cover plate 16 omitted) cut along line AA at another angle. Figure 6 yes Figure 2 The diagram shown is a structural schematic of the powertrain 100 cut along line BB at another angle. It should be noted that... Figure 6 The dotted line in the diagram is used to indicate the position of the obstructed crash barrier 60.

[0048] like Figure 1 , Figure 2 and Figure 3 As shown, vehicle 1000 includes powertrain 100, power battery 200, vehicle infotainment system 300, and wheels 400. Powertrain 100 and power battery 200 are both housed within vehicle infotainment system 300. Power battery 200 supplies power to powertrain 100, which in turn drives wheels 400 to rotate and propel vehicle 100. Vehicle 1000 can be a plug-in hybrid electric vehicle, range-extended hybrid electric vehicle, other hybrid electric vehicle, or pure electric vehicle.

[0049] The powertrain 100 includes a housing 10, a motor 20, a motor controller 30, a DC bus 40, and a transmission mechanism 50. The motor 20, motor controller 30, part of the DC bus 40, and transmission mechanism 50 are all housed within the housing 10. The motor controller 30 is electrically connected to both the motor 20 and the DC bus 40. Specifically, the motor controller 30 includes multiple terminals 31, one of which is connected to the motor 20, and another terminal 31 is connected to one end of the DC bus 40. The motor 20 is drive-connected to the transmission mechanism 50. A cable outlet 11 is provided on one side of the housing 10, allowing the DC bus 40 to pass through the interior of the housing 10. The DC bus 40 is electrically connected to the power battery 200.

[0050] For ease of description, the three mutually perpendicular directions in this embodiment are defined sequentially as the first direction (X-axis direction in the diagram), the second direction (Y-axis direction in the diagram), and the third direction (Z-axis direction in the diagram). In this embodiment, the third direction (Z-axis direction in the diagram) is parallel to the axial direction of the cable outlet 11, the first direction (X-axis direction in the diagram) is parallel to the thickness direction of the power assembly 100, and the second direction (Y-axis direction in the diagram) is perpendicular to both the axial direction of the cable outlet 11 and the thickness direction of the power assembly 100. In some other embodiments, the second direction (Y-axis direction in the diagram) may be parallel to the thickness direction of the power assembly 100, and the first direction (X-axis direction in the diagram) may be perpendicular to both the thickness direction of the power assembly 100 and the axial direction of the cable outlet 11.

[0051] The housing 10 includes a receiving cavity 12, and a cable outlet 11 is disposed on the cavity wall of the receiving cavity 12 and communicates with the receiving cavity 12. Specifically, the cavity wall of the receiving cavity 12 includes a connecting wall 121, a first mating wall 122, and two second mating walls 123. In the Z-axis direction, the connecting wall 121 and the first mating wall 122 are opposite to each other and spaced apart. In the X-axis direction, the two second mating walls 123 are opposite to each other and spaced apart, and are both connected between the connecting wall 121 and the first mating wall 122. The cable outlet 11 penetrates the connecting wall 121 along the thickness direction (i.e., the Z-axis direction) and communicates with the receiving cavity 12. The cable outlet 11 faces the front or rear of the vehicle 1000. The cable outlet 11 faces the driving direction of the vehicle 1000.

[0052] The motor 20, motor controller 30, and a portion of the DC bus 40 are housed within the receiving cavity 12. In the Z-axis direction, the motor controller 30 is located between the motor 20 and the connecting wall 121 (i.e., the cable outlet 11). Multiple terminals 31 include a first terminal 31a and a second terminal 31b. In the Z-axis direction, the first terminal 31a faces the motor 20, and the second terminal 31b faces away from the motor 20. The first terminal 31a of the motor controller 30 is connected to the motor 20 via, but not limited to, cables, plugs, or contact. The second terminal 31b of the motor controller 30 is connected to one end of the DC bus 40, and the other end of the DC bus 40 passes through the cable outlet 11 and is electrically connected to the power battery 200. Specifically, the cable outlet 11 includes a first cable outlet 111 and a second cable outlet 112 spaced apart in the X-axis direction. The DC bus 40 includes a positive DC bus 41 and a negative DC bus 42, and there are two second terminals 31b. A positive DC bus 41 passes through the first outlet hole 111, with one end connected to a second terminal 31b and the other end connected to the positive terminal of the power battery 200. A negative DC bus 42 passes through the second outlet hole 112, with one end connected to another second terminal 31b and the other end connected to the negative terminal of the power battery 200. The motor controller 30 can receive DC power output from the power battery 200 through the DC bus 40.

[0053] The cavity wall of the receiving cavity 12 is provided with a connecting protrusion 124, which is located outside the receiving cavity 12. The cable outlet hole 11 passes through the connecting protrusion 124 along the Z-axis. The connecting protrusion 124 protrudes from the side of the connecting wall 121 facing away from the receiving cavity 12. The provision of the connecting protrusion 124 is beneficial to increasing the axial length of the cable outlet hole 11, increasing the contact area between the DC bus 40 and the wall of the cable outlet hole 11, and improving structural stability. Moreover, the connection between the DC bus 40 and the housing 10 is not limited by the wall thickness of the connecting wall 121 (the cavity wall of the receiving cavity 12), which is beneficial to reducing the wall thickness of the connecting wall 121 (the cavity wall of the receiving cavity 12) and to the lightweight design of the housing 10 and the powertrain 100.

[0054] The housing 10 also includes a mating receiving cavity 13, which is located on one side of and communicates with the receiving cavity 12 in the Y-axis direction. A transmission mechanism 50 is housed within the mating receiving cavity 13. The transmission mechanism 50 can be an assembly of gears, shafts, or a reducer. The motor 20 drives the wheels 400 to rotate, thereby driving the vehicle 1000. Specifically, the driving force generated by the motor 20 can be transmitted to the wheels 400 through the transmission mechanism 50. The motor controller 30 converts the direct current output from the power battery 200 into alternating current to supply the motor 20. The motor controller 30 also controls the rotational speed of the motor 20 to control the speed of the vehicle 1000. In other words, the motor controller 30 drives and controls the motor 20 to operate, thereby driving the vehicle 1000.

[0055] like Figure 2 , Figure 3 and Figure 4 As shown, the housing 10 has at least one anti-collision body 60 on the side with the cable outlet hole 11. The anti-collision body 60 is spaced apart from the cable outlet hole 11 in the X-axis direction (i.e., the direction perpendicular to the axis of the cable outlet hole 11). Specifically, the anti-collision body 60 is disposed on the side of the connecting wall 121 facing away from the receiving cavity 12, and is fixedly connected to the connecting wall 121. All of the anti-collision bodies 60 are located outside the receiving cavity 12. This helps to shorten the dimension of the anti-collision body 60 in the Z-axis direction, improves the strength of the anti-collision body 60, and enhances the structural stability and reliability of the anti-collision body 60. In some other embodiments, the anti-collision body 60 may also be partially housed within the receiving cavity 12.

[0056] The powertrain 100 provided in this application embodiment is applied to a vehicle 1000 (e.g., Figure 1As shown, the motor controller 30 is connected to an external power supply device (such as the power battery 200) via the DC bus 40 to obtain power. The motor controller 30 is used to drive and control the motor 20 to drive the vehicle 1000. The cable outlet 11 can face the front or rear of the vehicle. When the vehicle 1000 is involved in a collision during driving, the vehicle controller 300 will deform and compress the DC bus 40 that passes through the cable outlet 11 and exits the housing 10, causing damage to the DC bus 40 and creating a short circuit risk. The vehicle 1000 is prone to fire. In this embodiment, the anti-collision body 60 is disposed on the side of the housing 10 where the cable outlet hole 11 is located. The anti-collision body 60 and the cable outlet hole 11 are spaced apart in the X-axis direction (i.e., the direction perpendicular to the axis of the cable outlet hole 11). When a collision occurs during vehicle 1000 operation, the vehicle's infotainment system 300 will first compress the anti-collision body 60. The anti-collision body 60 prevents the DC bus 40 from being compressed, thereby reducing the risk of fire caused by damage to the DC bus 40 and improving the safety performance of the vehicle 1000. Furthermore, by only installing the anti-collision body 60 in the housing 10, significant modifications to the powertrain 100 and vehicle 1000 are avoided. The structure is simple, stable, and easy to design, reducing manufacturing costs. Additionally, the small size of the anti-collision body 60 avoids reserving excessive installation space in the powertrain 100 and vehicle 1000, facilitating miniaturization and lightweight design of the powertrain 100 and vehicle 1000.

[0057] In some embodiments, the strength of the bumper 60 is greater than the strength of the housing 10. This allows the bumper 60 to have greater strength and withstand the impact of more vehicles 1000 (e.g., Figure 1 The stress applied during the collision (as shown) helps reduce the risk of damage to the DC bus 40 due to compression, and helps improve the safety performance of vehicle 1000.

[0058] Furthermore, the strength of the anti-collision body 60 is greater than that of the vehicle infotainment system 300 (e.g., Figure 1 The strength shown is such that the anti-collision body 60 has a large strength, which helps to reduce the risk of breakage or large deformation of the anti-collision body 60 when it collides with the vehicle engine 300, helps to reduce the risk of damage to the DC bus 40 under pressure, and helps to improve the safety performance of the vehicle 1000.

[0059] exist Figure 2 , Figure 3 and Figure 4In the illustrated embodiment, the crash barrier 60 is made of a metal material with strength greater than cast iron. For example, the crash barrier 60 is made of a metal material with strength greater than cast iron, including but not limited to titanium, tungsten, stainless steel, or aluminum alloy. This allows the crash barrier 60 to have sufficient strength to resist the stress applied during a collision with the vehicle 1000, which helps improve the structural stability and reliability of the crash barrier 60. The housing 10 and the vehicle infotainment system 300 (e.g., Figure 1 The housing 10 (shown) is made of cast iron. In some other embodiments, the housing 10 and the vehicle engine 300 may also be made of materials including but not limited to aluminum alloy, steel, or carbon fiber.

[0060] In some embodiments, the housing 10 includes a main housing 14, a first cover plate 15, and a second cover plate 16. The first cover plate 15 is disposed on one side of the main housing 14 in the Y-axis direction, and the second cover plate 16 is disposed on one side of the main housing 14 in the X-axis direction, by means including but not limited to welding or fasteners. The main housing 14 and the first cover plate 15 together form a receiving cavity 12, and the main housing 14 and the second cover plate 16 together form a mating receiving cavity 13. A cable outlet 11 and a shock absorber 60 are both disposed on the main housing 14. The shock absorber 60 is fixedly connected to the main housing 14. Thus, by disassembling and assembling the first cover plate 15 and the second cover plate 16, the motor 20, the motor controller 30, the DC bus 40, and the transmission mechanism 50 can be maintained or replaced.

[0061] In some embodiments, the bumper 60 extends along the Z-axis direction (i.e., the axial direction of the cable outlet 11). Specifically, the cross-sectional shape of the bumper 60 can be circular, triangular, rectangular, trapezoidal, or other irregular shapes. The cross-section of the bumper 60 is perpendicular to the Z-axis direction. Thus, the bumper 60 can extend along the vehicle 1000 (e.g., ...). Figure 1 Extending in the direction of travel (as shown), the anti-collision body 60 can resist more of the stress applied during a collision with the vehicle 1000, which helps reduce the risk of damage to the DC bus 40 due to compression and improves the safety performance of the vehicle 1000.

[0062] like Figure 2 , Figure 3 and Figure 5 As shown, in some embodiments, one of the housing 10 and the anti-collision body 60 has a mounting hole 70, and the other has a mounting part 80. The mounting part 80 is inserted into the mounting hole 70 along the Z-axis direction (i.e., the axial direction of the cable outlet hole 11). Threads may be provided in the mounting part 80 and the mounting hole 70, with the mounting part 80 threadedly connected to the mounting hole 70. In other embodiments, the mounting part 80 may also be received in the mounting hole 70 by a snap-fit ​​connection or an interference fit. This increases the connection area between the housing 10 and the anti-collision body 60, improves the reliability of the connection between the housing 10 and the anti-collision body 60, and enhances the structural stability and reliability of the powertrain 100.

[0063] Furthermore, a protrusion 17 is provided on the side of the cavity wall of the receiving cavity 12 where the cable outlet hole 11 is located. The protrusion 17 is located outside the receiving cavity 12 and is spaced apart from the cable outlet hole 11 in a direction perpendicular to the axial direction (Z-axis direction) of the cable outlet hole 11. Specifically, the protrusion 17 is provided on the side of the connecting wall 121 facing away from the receiving cavity 12, and the protrusion 17 extends along the Z-axis direction. In the X-axis direction, the protrusion 17 is spaced apart from the cable outlet hole 11. In the Y-axis direction, the protrusion 17 is spaced apart from the cable outlet hole 11. The anti-collision body 60 is provided on the side of the protrusion 17 facing away from the connecting wall 121 (the cavity wall of the receiving cavity 12). In this way, while ensuring that the anti-collision body 60 can play a role in anti-collision, it is beneficial to reduce the size of the anti-collision body 60 in the Z-axis direction (i.e., the axial direction of the cable outlet hole 11), which is beneficial to improve the strength of the anti-collision body 60, which is beneficial to reduce the risk of damage to the DC bus 40 due to compression, and which is beneficial to improve the vehicle 1000 (e.g., Figure 1 The safety performance (as shown) is improved. Furthermore, the connection between the anti-collision body 60 and the housing 10 is not limited by the wall thickness of the connecting wall 121. While ensuring a stable connection between the anti-collision body 60 and the housing 10, this design helps reduce the wall thickness of the connecting wall 121 (the cavity wall of the receiving cavity 12), which is beneficial for the lightweight design of the powertrain 100. Additionally, the design of adding a protrusion 17 to the outside of the housing 10 to connect with the anti-collision body 60 can adapt to various shapes of housings 10, offering broad applicability. In some other embodiments, the protrusion 17 may also be located on one side of the cable outlet 11 and spaced apart from it in the X-axis direction (or Y-axis direction).

[0064] The protrusion 17 and the connecting wall 121 are integrally formed. This improves the connection strength between the protrusion 17 and the anti-collision body 60, and enhances the structural stability and reliability of the powertrain 100. In other embodiments, the protrusion 17 and the connecting wall 121 may also be fixedly connected by means including but not limited to welding or adhesive bonding.

[0065] exist Figure 2 , Figure 3 and Figure 5In the illustrated embodiment, a mounting hole 70 is provided on the protrusion 17, and a mounting portion 80 is provided on the anti-collision body 60. The mounting hole 70 extends along the Z-axis direction from the side of the protrusion 17 facing away from the connecting wall 121. The mounting portion 80 is provided on the side of the anti-collision body 60 in the Z-axis direction. The mounting portion 80 is inserted into the mounting hole 70. The anti-collision body 60 and the protrusion 17 are stacked. The dimension of the protrusion 17 in the Z-axis direction is greater than or equal to the dimension of the connecting protrusion 124 in the Z-axis direction. The entire anti-collision body 60 is located on the side of the connecting protrusion 124 facing away from the connecting wall 121. In some other embodiments, the dimension of the protrusion 17 in the Z-axis direction may also be smaller than the dimension of the connecting protrusion 124 in the Z-axis direction. Part of the anti-collision body 60 is located on the side of the connecting protrusion 124 facing away from the connecting wall 121. In other embodiments, the mounting hole 70 may also be provided on the anti-collision body 60, and the mounting portion 80 may be provided on the protrusion 17.

[0066] like Figure 2 , Figure 3 and Figure 4 As shown, in some embodiments, the side of the anti-collision body 60 facing away from the housing 10 is provided with a column 61, and the projection of the anti-collision body 60 along the Z-axis direction (i.e., the axial direction of the cable outlet 11) lies within the projection of the column 61 along the Z-axis direction (i.e., the axial direction of the cable outlet 11). The projection of the column 61 along the Z-axis direction and the projection of the cable outlet 11 along the Z-axis direction are spaced apart. Thus, in the vehicle 1000 (e.g., ... Figure 1 When a collision occurs, the anti-collision body 60 can increase the contact area with the vehicle 300 through the pillar 61. The anti-collision body 60 can resist more of the stress applied when the vehicle 1000 collides, which helps to reduce the risk of damage to the DC bus 40 due to compression and improves the safety performance of the vehicle 1000.

[0067] Specifically, the crash barrier 60 and the column 61 are fixedly stacked. The crash barrier 60 and the column 61 are integrally formed. This improves the connection strength and enhances structural stability and reliability. In other embodiments, the column 61 and the crash barrier 60 can also be fixedly connected by adhesive bonding or welding.

[0068] In some embodiments, the projected area of ​​the bumper 60 along the Z-axis (i.e., the axial direction of the cable outlet 11) is smaller than the projected area of ​​the cable outlet 11 along the Z-axis (i.e., the axial direction of the cable outlet 11). This ensures that the bumper 60 can withstand the impact of a vehicle 1000 (e.g., ...). Figure 1 Based on the stress applied during the collision (as shown), it is beneficial to reduce the volume of the anti-collision body 60, avoid reserving too much installation space for the anti-collision body 60, and facilitate the miniaturization design of the powertrain 100.

[0069] In some other embodiments, the area of ​​the projected portion of the anti-collision body 60 along the Z-axis (i.e., the axial direction of the cable outlet 11) may also be greater than or equal to the area of ​​the projected portion of the cable outlet 11 along the Z-axis (i.e., the axial direction of the cable outlet 11). This allows the anti-collision body 60 to have sufficiently high strength, which is beneficial for improving the structural stability and reliability of the anti-collision body 60.

[0070] like Figure 3 , Figure 4 and Figure 6 As shown, in some embodiments, there are multiple anti-collision elements 60, which are arranged around the cable outlet 11. Specifically, the multiple anti-collision elements 60 are spaced apart around the connecting protrusion 124. Thus, in vehicle 1000 (e.g., Figure 1 When a collision occurs, multiple anti-collision bodies 60 can jointly support the vehicle 300 and provide protection around the DC bus 40, which helps reduce the risk of damage to the DC bus 40 due to compression and improves the safety performance of the vehicle 1000.

[0071] For example, the plurality of anti-collision elements 60 includes a first anti-collision element 60a and a second anti-collision element 60b. In the X-axis direction, the first anti-collision element 60a and the second anti-collision element 60b are located on both sides of the cable outlet hole 11. In the Y-axis direction, the first anti-collision element 60a and the second anti-collision element 60 are located on both sides of the cable outlet hole 11. In this way, only the first anti-collision element 60a and the second anti-collision element 60b are needed to provide support around the cable outlet hole 11. The arrangement is simple, and the number of anti-collision elements 60 can be very small, which helps to reduce the installation space required for multiple anti-collision elements 60 and reduces the processing difficulty and cost. In some other embodiments, the number of anti-collision elements 60 may also be one, three, or more.

[0072] Please see Figure 7 and combined Figure 1 and Figure 6 , Figure 7 This is a partial structural schematic diagram of another powertrain 100 provided in an embodiment of this application. It should be noted that... Figure 7 The dashed lines in the diagram are used to indicate the parts that are obscured.

[0073] like Figure 6 and Figure 7 As shown, Figure 7 The illustrated embodiments and Figure 6 The embodiments shown are structurally similar, differing only in the number of anti-collision elements 60 and the arrangement between adjacent anti-collision elements 60. Figure 7In the illustrated embodiment, there are four anti-collision elements 60. Two of these elements are located on one side of the cable outlet 11 in the X-axis direction and on both sides of the cable outlet 11 in the Y-axis direction. The other two elements are located on the other side of the cable outlet 11 in the X-axis direction and on both sides of the cable outlet 11 in the Y-axis direction. Thus, the multiple anti-collision elements 60 can withstand more vehicles 1000 (e.g., ...). Figure 1 The stress applied during the collision (as shown) provides better support for the vehicle engine 300, which helps reduce the risk of damage to the DC bus 40 due to compression and improves the safety performance of the vehicle 1000.

[0074] A connector 90 is provided between two adjacent anti-collision bodies 60. The projection of the connector 90 along the Z-axis (i.e., the axial direction of the cable outlet 11) is spaced apart from the projection of the cable outlet 11 along the Z-axis (i.e., the axial direction of the cable outlet 11). In this way, multiple anti-collision bodies 60 can form a structurally stable whole through the connector 90, and multiple anti-collision bodies 60 can jointly disperse the vehicle 1000 (e.g., ...). Figure 1 The stress applied during a collision (as shown) helps improve the deformation resistance of the multiple anti-collision bodies 60, reduces the risk of damage to the DC bus 40 due to compression, and improves the safety performance of the vehicle 1000. Furthermore, it avoids the connector 90 occupying the space opposite the outlet hole 11, facilitating the DC bus 40 to pass through the outlet hole 11 and exit the housing 10.

[0075] Specifically, the connector 90 is fixedly connected to the two adjacent anti-collision bodies 60. The connector 90 and the two adjacent anti-collision bodies 60 are integrally formed. This improves the connection strength and enhances structural stability and reliability. In other embodiments, the connector 90 and the two adjacent anti-collision bodies 60 can also be fixedly connected by welding, gluing, or snap-fit.

[0076] Please see Figure 8 and combined Figure 1 , Figure 3 and Figure 6 , Figure 5 This is a partial structural schematic diagram of another powertrain 100 provided in an embodiment of this application. It should be noted that... Figure 8 The dashed lines in the diagram are used to indicate the parts that are obscured.

[0077] like Figure 3 , Figure 6 and Figure 8 As shown, Figure 8 The illustrated embodiments and Figure 3 and Figure 6 The structures of the illustrated embodiments are similar, the difference being that the column 61 disposed on the anti-collision body 60 can be omitted. The cooperation relationships between the multiple anti-collision bodies 60 are different. Figure 8In the illustrated embodiment, in the Z-axis direction (i.e., the axial direction of the cable outlet 11), a plurality of anti-collision elements 60 are provided with mounting members 90a on the side facing away from the housing 10. The projection of the mounting member 90a along the Z-axis direction (i.e., the axial direction of the cable outlet 11) overlaps with the projection of the cable outlet 11 along the Z-axis direction (i.e., the axial direction of the cable outlet 11). Thus, the mounting member 90a can resist the impact of a vehicle 1000 (such as...). Figure 1 The stress applied during a collision (as shown) prevents the vehicle engine 300 from deforming and compressing the DC bus 40 between the multiple anti-collision bodies 60, thus improving the reliability of the protection for the DC bus 40 and enhancing the safety performance of the vehicle 1000. Furthermore, the multiple anti-collision bodies 60 can form a structurally stable whole through the mounting member 90a, allowing them to collectively disperse the stress applied during a collision with the vehicle 1000. This improves the deformation resistance of the multiple anti-collision bodies 60, reduces the risk of damage to the DC bus 40 due to compression, and further enhances the safety performance of the vehicle 1000.

[0078] Specifically, the mounting component 90a is fixedly stacked with each of the anti-collision elements 60. The mounting component 90a and multiple anti-collision elements 60 are integrally formed. This improves connection strength and enhances structural stability and reliability. In other embodiments, the mounting component 90a and its two adjacent anti-collision elements 60 can also be fixedly connected by welding, gluing, or snap-fit ​​connections.

[0079] Understandable. Figure 8 The design of the multiple anti-collision elements 60 in the illustrated embodiment having mounting members 90a on the side facing away from the housing 10 can be applied to Figures 1-7 In any of the embodiments shown.

[0080] Please see Figure 9 and Figure 10 and combined Figure 3 , Figure 9 This is a three-dimensional structural schematic diagram of another powertrain 100 provided in the embodiments of this application. Figure 10 yes Figure 9 An exploded view of the three-dimensional structure of the powertrain 100 (excluding the third cover plate 182 and the fourth cover plate 192).

[0081] like Figure 3 , Figure 9 and Figure 10 As shown, Figure 9 and Figure 10 The illustrated embodiments and Figure 3 The embodiments shown are structurally similar, differing only in the structure of the housing 10, the position of the motor 20, the optional omission of both the connecting protrusion 124 and protrusion 17, and the structure of the anti-collision body 60. Figure 9 and Figure 10In the illustrated embodiment, the housing 10 includes a first housing 18 and a second housing 19 fixedly connected. The motor controller 30 and part of the DC bus 40 are housed in the first housing 18, the motor 20 and the transmission mechanism 50 are housed in the second housing 19, and the cable outlet 11 and the anti-collision body 60 are both disposed in the first housing 18.

[0082] Specifically, the first housing 18 is fixedly connected to one side of the second housing 19 in the Y-axis direction by means including but not limited to welding, gluing, or fastening. The first housing 18 includes a first sub-housing 181 and a third cover plate 182. The first sub-housing 181 is fixedly connected to the second housing 19, and the third cover plate 182 is fixedly connected to the side of the first sub-housing 181 facing away from the second housing 19. The first sub-housing 181 and the third cover plate 182 together form a receiving cavity 12. A cable outlet 11 is provided on one side of the first sub-housing 181 and communicates with the receiving cavity 12. The motor controller 30 is housed in the receiving cavity 12, and a portion of the DC bus 40 is housed in the receiving cavity 12. The DC bus 40 exits the receiving cavity 12 through the cable outlet 11. A crash barrier 60 is fixedly connected to the side of the first sub-housing 181 where the cable outlet 11 is located. The crash barrier 60 is cylindrical.

[0083] The second housing 19 includes a second sub-housing 191 and a fourth cover plate 192. The second sub-housing 191 is fixedly connected to the first sub-housing 181, and the fourth cover plate 192 is fixedly connected to one side of the second sub-housing 191 in the X-axis direction. The second sub-housing 191 and the fourth cover plate 192 together form a mating receiving cavity 13. The mating receiving cavity 13 communicates with the receiving cavity 12. The motor 20 and the transmission mechanism 50 are both housed in the mating receiving cavity 13. In this way, the housing 10 can be constructed by fixing the first housing 18 and the second housing 19, which helps to reduce the processing difficulty and processing cost of the housing 10.

[0084] In a vehicle, the motor controller may not be integrated into the powertrain; that is, the motor controller and powertrain are independently located in the vehicle's infotainment system, while the DC bus can be integrated into the motor controller. The motor controller receives DC power from the battery via the DC bus. The motor controller can convert the DC power from the battery into AC power to supply the motor in the powertrain to drive the vehicle. However, during a collision, the vehicle's engine deforms, which can also compress the DC bus, causing damage and a break in the circuit, potentially leading to a fire. Therefore, this application also provides a motor controller with an improved structure to address the aforementioned problems. The following description, in conjunction with specific embodiments, will illustrate this.

[0085] Please see Figure 11 , Figure 12 , Figure 13 and Figure 14 and combined Figure 1 and Figure 3 , Figure 11 This is a structural block diagram of another vehicle 1000 provided in the embodiments of this application. Figure 12 yes Figure 11 The diagram shows the structural block diagram of the powertrain 100 of the vehicle 1000. Figure 13 yes Figure 11 The diagram shows a three-dimensional structure of the motor controller 30 of the vehicle 1000. Figure 14 yes Figure 13 The diagram shows an exploded view of the three-dimensional structure of the motor controller 30.

[0086] like Figure 1 , Figure 3 , Figure 11 and Figure 12 As shown, Figure 11 and Figure 12 The illustrated embodiments and Figure 1 and Figure 3 The structures of the embodiments shown are similar, but the difference is that the motor controller 30 and the DC bus 40 are not integrated into the powertrain 100. The motor controller 30 is independently set in the vehicle system 300, and the DC bus 40 is integrated into the motor controller 30. Correspondingly, the structures of the powertrain 100 and the motor controller 30 are different, and the cooperation relationship of the various components in the vehicle 1000 is different.

[0087] exist Figure 11 and Figure 12 In the illustrated embodiment, the vehicle 1000 includes a powertrain 100, a power battery 200, a vehicle infotainment system 300, wheels 400, and a motor controller 30. The powertrain 100, power battery 200, and motor controller 30 are all housed within the vehicle infotainment system 300. The power battery 200 supplies power to the motor controller 30. The motor controller 30 converts the direct current output from the power battery 200 into alternating current to supply the powertrain 100. The powertrain 100 drives the wheels 400 to rotate, thereby driving the vehicle 1000. The powertrain 100 may include a housing 10, a motor 20, and a transmission mechanism 50; that is, the motor controller 30 and the DC bus 40 within the powertrain 100 may be omitted. The motor 20 and transmission mechanism 50 are housed within the housing 10. The motor 20 drives the wheels 400 to rotate via the transmission mechanism 50, thereby driving the vehicle 1000. The motor 20 is electrically connected to the motor controller 30. The motor controller 30 can convert the DC power output from the power battery 200 into AC power to supply the motor 20.

[0088] like Figure 13 and Figure 14 As shown, in Figure 13 and Figure 14In the illustrated embodiment, the motor controller 30 includes a mounting housing 32, a power conversion component 33, and a DC bus 40. The power conversion component 33 and a portion of the DC bus 40 are housed within the mounting housing 32. The power conversion component 33 is connected to one end of the DC bus 40. The mounting housing 32 has a cable outlet hole 11 for the DC bus 40 to pass through from the interior of the mounting housing 32. In this embodiment, the third direction (i.e., the Z-axis direction) is the axial direction of the cable outlet hole 11, the second direction (Y-axis direction) is the thickness direction of the motor controller 30, and the first direction (X-axis direction) is a direction perpendicular to both the thickness direction of the motor controller 30 and the axial direction of the cable outlet hole 11.

[0089] The mounting housing 32 includes a mounting housing 321 and a mounting cover plate 322. In the Y-axis direction, the mounting cover plate 322 is disposed on one side of the mounting housing 321, and the mounting cover plate 322 and the mounting housing 321 together form a mating cavity 323. The cavity wall of the mating cavity 323 includes a first mounting wall 3231 and a second mounting wall 3232. In the Z-axis direction, the first mounting wall 3231 and the second mounting wall 3232 are opposite to each other and spaced apart.

[0090] The power conversion assembly 33 is housed in the mating cavity 323. A cable outlet 11 is disposed in the cavity wall of the mating cavity 323 and communicates with the mating cavity 323. Specifically, the cable outlet 11 penetrates the first mounting wall 3231 along the Z-axis and communicates with the mating cavity 323. A DC bus 40 passes through the cable outlet 11, with one end connected to the power conversion assembly 33 and the other end connected to the power battery 200 (e.g., ...). Figure 11 (As shown) Connection. The power conversion component 33 is used to convert the DC power output from the power battery 200 into AC power to supply the motor 20 of the powertrain 100 (as shown). Figure 12 (As shown). Specifically, the power conversion component 33 may include a circuit board 331, a power module 332, a magnetic device 333, a first connection terminal 334, and a second connection terminal 335. The power module 332, the magnetic device 333, the first connection terminal 334, and the second connection terminal 335 are all disposed on one side of the circuit board 331. The first connection terminal 334 is connected to one end of the DC bus 40, and the second connection terminal 335 is electrically connected to the motor 20 of the powertrain 100. The power module 332 is used to convert the DC power output from the power battery 200 into AC power. The magnetic device 333 is used to filter the AC power output from the power module 332. The magnetic device 333 may be an inductor or other devices. In some other embodiments, the magnetic device 333 may be omitted from the power conversion component 33.

[0091] At least one anti-collision body 60 is provided on the side of the mounting housing 32 where the cable outlet hole 11 is located. The anti-collision body 60 is spaced apart from the cable outlet hole 11 in a direction perpendicular to the Z-axis direction (i.e., the axial direction of the cable outlet hole 11). Specifically, the anti-collision body 60 is located on the side of the first mounting wall 3231 facing away from the mating cavity 323 and is located outside the mating cavity 323. The mating relationship between the anti-collision body 60 and the cable outlet hole 11 can be referred to... Figure 3 The relevant descriptions of the embodiments shown will not be repeated.

[0092] The motor controller 30 provided in this application embodiment can be applied to a vehicle 1000, and the motor controller 30 is housed in the vehicle's infotainment system 300. The power conversion component 33 of the motor controller 30 is connected to an external power supply device via a DC bus 40 to obtain power. The cable outlet 11 can face the front or rear of the vehicle. When the vehicle 1000 collides during driving, the infotainment system 300 will deform and compress the DC bus 40 that passes through the mounting housing 32 from the cable outlet 11, causing damage to the DC bus 40 and creating a short circuit risk, which could easily lead to a fire in the vehicle 1000. In this embodiment, the anti-collision body 60 is disposed on the side of the mounting housing 32 where the cable outlet hole 11 is provided. The anti-collision body 60 and the cable outlet hole 11 are spaced apart in a direction perpendicular to the axial direction of the cable outlet hole 11. When a collision occurs during the driving of the vehicle 1000, the vehicle system 300 will first compress the anti-collision body 60. The anti-collision body 60 can prevent the DC bus 40 from being compressed, thereby reducing the risk of fire caused by damage to the DC bus 40 and improving the safety performance of the vehicle 1000.

Claims

1. A powertrain, characterized in that, The powertrain includes: a housing, a motor, a motor controller, and a DC bus; The motor, the motor controller, and part of the DC bus are all housed in the housing. The motor controller includes multiple terminals, one of which is connected to the motor, and the other terminal is connected to one end of the DC bus. A wire outlet hole is provided on one side of the housing for the DC bus to pass through the interior of the housing. The housing has at least one anti-collision body on the side where the cable outlet is located, and the anti-collision body is spaced apart from the cable outlet in a direction perpendicular to the axial direction of the cable outlet.

2. The powertrain according to claim 1, characterized in that, The anti-collision body extends axially along the outlet hole.

3. The powertrain according to claim 1 or 2, characterized in that, The strength of the impact protector is greater than the strength of the shell.

4. The powertrain according to claim 1 or 2, characterized in that, The housing includes a receiving cavity, and the cable outlet is disposed on the cavity wall of the receiving cavity and communicates with the receiving cavity. A protrusion is provided on the side of the cavity wall of the receiving cavity where the cable outlet is located. The protrusion is located outside the receiving cavity and is spaced apart from the cable outlet in a direction perpendicular to the axial direction of the cable outlet. The anti-collision body is disposed on the side of the protrusion facing away from the cavity wall of the receiving cavity.

5. The powertrain according to claim 1 or 2, characterized in that, In the housing and the anti-collision body, one is provided with a mounting hole and the other is provided with a mounting part, the mounting part being inserted into the mounting hole along the axial direction of the cable outlet hole.

6. The powertrain according to claim 1 or 2, characterized in that, The area of ​​the anti-collision body projected along the axial direction of the cable outlet is smaller than the area of ​​the cable outlet projected along the axial direction of the cable outlet.

7. The powertrain according to claim 1 or 2, characterized in that, The anti-collision body has a column on the side facing away from the housing, and the projection of the anti-collision body along the axial direction of the cable outlet is located within the projection of the column along the axial direction of the cable outlet.

8. The powertrain according to claim 1 or 2, characterized in that, The number of anti-collision elements is multiple, and the multiple anti-collision elements are arranged around the outlet hole.

9. The powertrain according to claim 8, characterized in that, A connector is provided between two adjacent anti-collision bodies, and the projection of the connector along the axial direction of the cable outlet is spaced apart from the projection of the cable outlet along the axial direction of the cable outlet.

10. The powertrain according to claim 8, characterized in that, Along the axial direction of the outlet hole, the plurality of anti-collision bodies are provided with mounting members on the side facing away from the housing, and the projection of the mounting members along the axial direction of the outlet hole overlaps with the projection of the outlet hole along the axial direction of the outlet hole.

11. The powertrain according to claim 1 or 2, characterized in that, The housing includes a first housing and a second housing that are fixedly connected. The motor is housed in the first housing, and the motor controller and part of the DC bus are housed in the second housing. The cable outlet and the anti-collision body are both disposed in the second housing.

12. A vehicle, characterized in that, The vehicle includes a power battery and a powertrain as described in any one of claims 1-11, wherein the DC bus is electrically connected to the power battery.

13. The vehicle according to claim 12, characterized in that, The vehicle also includes an in-vehicle infotainment system, and the powertrain and the power battery are both housed within the in-vehicle infotainment system. The strength of the anti-collision body is greater than the strength of the in-vehicle infotainment system.

14. A motor controller, characterized in that, The motor controller includes a mounting housing, a power conversion component, and a DC bus. The power conversion component and part of the DC bus are housed in the mounting housing. The power conversion component is connected to one end of the DC bus. The mounting housing has a cable outlet hole for the DC bus to pass through the interior of the mounting housing. At least one anti-collision body is provided on the side of the mounting housing with the cable outlet hole. The anti-collision body is spaced apart from the cable outlet hole in a direction perpendicular to the axial direction of the cable outlet hole.

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