All-in-one onboard power supply apparatus, electric motor controller, and power assembly

Abstract

Provided in the present application are an all-in-one onboard power supply apparatus, an electric motor controller, and a power assembly, which are used for integrating a power control circuit of a compressor and a power control circuit of a heater, so as to save on the hardware costs. The onboard power supply apparatus comprises a housing, and a power conversion circuit, a switch module and a compressor electric motor drive circuit, which are accommodated in the housing, wherein the surface of the housing is provided with a compressor electric motor interface and a heating module interface; the power conversion circuit is used for receiving an alternating current and outputting a first direct current to charge a traction battery or supply power to the compressor electric motor drive circuit; the compressor electric motor drive circuit comprises three bridge arms, which are connected in parallel, two ends of the three bridge arms being used for receiving the first direct current or receiving the power supply of the traction battery, a bridge arm midpoint of each bridge arm being used for being connected to a one-phase winding of a compressor electric motor by means of the compressor electric motor interface, and a bridge arm midpoint of at least one bridge arm being used for driving a heating module by means of the heating module interface; and the switch module is used for turning on or turning off a connection between the bridge arm midpoint of the at least one bridge arm and the heating module.

Description

All-in-one on-board power supply device, motor controller and powertrain

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of the People's Republic of China on September 27, 2023, with application number 202311282471.1 and application name "All-in-one vehicle-mounted power supply device, motor controller and powertrain", the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of new energy vehicle technology, and in particular to an all-in-one vehicle-mounted power supply device, motor controller and power assembly. Background Art

[0004] Currently, the air conditioning compressor and heater in new energy vehicles are independent components, each with its own independent sub-components, including power control circuits, sampling circuits, control circuits, and communication circuits. While there is a trend toward integrating these sub-components onto a single board, this integration is more common, with the sampling, communication, and control circuits remaining independent.

[0005] Commonly used heater power control circuits in the industry primarily utilize controllable semiconductor devices such as insulated gate bipolar transistors (IGBTs) and similar devices. High-frequency switching controls the duty cycle or switching period to adjust heating power, achieving precise control. Air conditioning compressor power control typically utilizes a three-phase full-bridge inverter circuit to achieve variable frequency control of the compressor.

[0006] Currently, the power control circuits for the air conditioning compressor and heater are independent of each other, each performing different functions. However, the air conditioning compressor and heater often do not operate simultaneously, but some scenarios may require both to operate simultaneously. This results in significant device waste and high material costs. Furthermore, the vehicle has many parts and communication nodes, and the number of semiconductors or resistors and capacitors such as power tubes, driver chips, and sampling chips is large, which cannot meet the hardware cost of the product.

[0007] Summary of the Invention

[0008] The present application provides an all-in-one vehicle-mounted power supply device, motor controller and power assembly, which are used to integrate the power control circuits of the air-conditioning compressor and heater to reduce hardware costs.

[0009] In a first aspect, the present application provides an all-in-one vehicle-mounted power supply device, which includes a housing, a power conversion circuit, a switch module, and a compressor motor drive circuit. The housing is used to accommodate the switch module, the power conversion circuit, and the compressor motor drive circuit, and the surface of the housing is provided with a compressor motor interface and a heating module interface. The power conversion circuit is used to receive alternating current and output a first direct current to charge the power battery or to power the compressor motor drive circuit. The compressor motor drive circuit includes three bridge arms connected in parallel, and the two ends of the three bridge arms are used to receive the first direct current or receive power from the power battery. The midpoint of each bridge arm is used to connect to a phase winding of the compressor motor through the compressor motor interface, wherein the midpoint of at least one bridge arm is used to drive the heating module through the heating module interface, and the switch module is used to turn on or off the connection between the midpoint of at least one bridge arm and the heating module.

[0010] The vehicle-mounted power supply device provided in the embodiment of the present application realizes the integration of the power control circuits of the compressor motor and the heating module, reuses the three-phase bridge arm of the compressor motor power control, and realizes the power control function of the heating module. It can reduce the total number of switching tubes in the vehicle-mounted power supply device, and can reduce the supporting freewheeling diodes, driver chips, sampling circuits, heat sinks and other circuit modules or functional units, which can reduce the overall volume and help reduce the product hardware cost.

[0011] In one possible implementation, the heating module includes multiple heating cores connected in parallel; one end of each heating core is used to connect to the midpoint of a bridge arm, and the other end of each heating core is used to connect to one end of three bridge arms through a switch module. By controlling the duty cycle of the half-bridge arms connected to the midpoints of the multiple bridge arms, the heating power of the corresponding heating core can be independently adjusted. The switch module can also include multiple switches corresponding to the multiple heating cores, one end of each heating core is used to connect to the midpoint of a bridge arm through a switch, and the other end of each heating core is used to connect to one end of three bridge arms. The number of switches is the same as the number of heating cores, so that different heating cores can be independently controlled by switching on and off the switches in series.

[0012] In one possible implementation, the heating module includes multiple heating cores connected in parallel, with one end of each heating core connected to the midpoint of a bridge arm, and the other end of each heating core connected to one end of three bridge arms. When multiple heating cores are connected to the same bridge arm midpoint, the heating power of the multiple heating cores can be uniformly adjusted by controlling the duty cycle of the half-bridge arm connected to the same bridge arm midpoint.

[0013] In one possible implementation, the switch module includes multiple switches corresponding to each of the multiple heating cores. One end of each heating core is connected to the midpoint of one bridge arm via a switch, or the other end of each heating core is connected to one end of three bridge arms via a switch. The number of switches is equal to the number of heating cores, enabling independent on / off control of different heating cores via the series-connected switches.

[0014] In one possible implementation, the operating modes of the on-board power supply device include a first heating mode, a second heating mode, and an inverter mode. Specifically, when the on-board power supply device operates in the inverter mode, the switch module is turned off, disconnecting the heating module from the compressor motor drive circuit. The midpoints of the three bridge arms are used to output a second alternating current to drive the compressor motor, and the compressor motor operates independently. When the on-board power supply device operates in the first heating mode, the switch module is turned on, connecting the heating core connected in series with the turned-on switch to the compressor motor drive circuit. The compressor motor drive circuit is used to supply power to the heating module, and the compressor motor drive circuit does not output the second alternating current. The heating module operates independently. When the on-board power supply device operates in the second heating mode, the switch module is turned on, connecting the heating core connected in series with the turned-on switch to the compressor motor drive circuit. The compressor motor drive circuit is used to supply power to the heating module, and the midpoints of the three bridge arms are used to output the second alternating current to drive the compressor motor. The compressor motor and the heating module operate together.

[0015] In one possible implementation, when the on-board power supply device operates in the first heating mode or the second heating mode, the switch module is intermittently turned on. By controlling the periodic conduction of the half-bridge arm, the heating power of multiple heating cores can be independently controlled.

[0016] In one possible implementation, when the on-board power supply device operates in the first heating mode or the second heating mode, the switch module is periodically turned on, and combined with the periodic conduction of the half-bridge arm, a wider range of heating power control can be achieved, and independent control of multiple heating cores can be further achieved.

[0017] In a possible implementation, the duration during which the switch module is turned on in each cycle is positively correlated with the target heating power of the heating module.

[0018] In one possible implementation, when the on-board power supply device operates in the second heating mode, during the process of outputting the second alternating current at the midpoint of the three bridge arms, the length of time that all the upper bridge arms among the three bridge arms are turned on is different from the length of time that all the lower bridge arms among the three bridge arms are turned on, thereby controlling the heating power of the heating core.

[0019] In a possible implementation, the vehicle-mounted power supply device may further include a drive motor drive circuit, which is used to receive power from the power battery and output a third alternating current, and the third alternating current is used to drive the drive motor of the electric vehicle.

[0020] In the second aspect, the present application provides a motor controller for an electric vehicle, including a compressor motor drive circuit and a switch module. The compressor motor drive circuit includes three bridge arms connected in parallel, and the two ends of the three bridge arms are used to receive direct current or power from a power battery. The midpoint of each bridge arm is used to connect a phase winding of the compressor motor, wherein the midpoint of at least one bridge arm is used to drive a heating module, and the switch module is used to turn on or off the connection between the midpoint of at least one bridge arm and the heating module.

[0021] The motor controller provided in the embodiment of the present application realizes the integration of the power control circuits of the compressor motor and the heating module, reuses the three-phase bridge arm of the compressor motor power control, and realizes the power control function of the heating module. It can reduce the total number of switching tubes in the motor controller, and can reduce the supporting freewheeling diodes, driver chips, sampling circuits, heat sinks and other circuit modules or functional units, which can reduce the overall volume and help reduce the hardware cost of the product.

[0022] In one possible implementation, the heating module includes multiple heating cores connected in parallel; one end of each heating core is used to connect to the midpoint of a bridge arm, and the other end of each heating core is used to connect to one end of three bridge arms through a switch module; or, the switch module includes multiple switches corresponding to the multiple heating cores one by one, one end of each heating core is used to connect to the midpoint of a bridge arm through a switch, and the other end of each heating core is used to connect to one end of three bridge arms.

[0023] In a possible implementation, the heating module includes multiple heating cores connected in parallel, one end of the multiple heating cores is used to connect to the midpoint of a bridge arm, and the other end of the multiple heating cores is used to connect to one end of three bridge arms.

[0024] In one possible implementation, the switch module includes multiple switches corresponding one-to-one to multiple heating cores, and one end of each heating core is used to connect the midpoint of a bridge arm through a switch, or the other end of each heating core is used to connect one end of three bridge arms through a switch.

[0025] In one possible implementation, the operating modes of the motor controller include a first heating mode, a second heating mode, and an inverter mode. Specifically, when the motor controller operates in the inverter mode, the switch module is turned off, and the midpoints of the three bridge arms are used to output AC power to drive the compressor motor; when the motor controller operates in the first heating mode, the switch module is turned on, the compressor motor drive circuit is used to supply power to the heating module, and the compressor motor drive circuit does not output AC power; when the motor controller operates in the second heating mode, the switch module is turned on, the compressor motor drive circuit is used to supply power to the heating module, and the midpoints of the three bridge arms are used to output AC power to drive the compressor motor.

[0026] In the third aspect, the present application provides a powertrain, which includes a compressor motor, a heating module, and the on-board power supply device provided in the first aspect or the motor controller provided in the second aspect. The compressor motor drive circuit in the on-board power supply device or the motor controller includes three bridge arms connected in parallel, and the midpoint of each bridge arm is used to connect a phase winding of the compressor motor, wherein the midpoint of at least one bridge arm is used to drive the heating module, and the switch module is used to turn on or off the connection between the midpoint of at least one bridge arm and the heating module.

[0027] For the technical effects that can be achieved by any possible design in any of the second to third aspects mentioned above, please refer to the description of the technical effects that can be achieved by any possible design in the first aspect mentioned above, and no further details will be given here. BRIEF DESCRIPTION OF THE DRAWINGS

[0028] FIG1a is a schematic structural diagram of a powertrain provided in an embodiment of the present application;

[0029] FIG1b is another structural schematic diagram of a powertrain provided in an embodiment of the present application;

[0030] FIG2a is a schematic structural diagram of a vehicle-mounted power supply device provided in an embodiment of the present application;

[0031] FIG2 b is a circuit diagram of a vehicle-mounted power supply device provided in an embodiment of the present application;

[0032] FIG2c is another circuit diagram of the vehicle-mounted power supply device provided in an embodiment of the present application;

[0033] FIG3 is a schematic diagram of the structure of a motor controller provided in an embodiment of the present application;

[0034] FIG4 a is a circuit diagram of a motor controller provided in an embodiment of the present application;

[0035] FIG4 b is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0036] FIG5a is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0037] FIG5 b is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0038] FIG5c is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0039] FIG5 d is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0040] FIG6 a is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0041] FIG6 b is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0042] FIG6 c is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0043] FIG6 d is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0044] FIG7 a is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0045] FIG7 b is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0046] FIG7 c is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0047] FIG7 d is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0048] FIG7e is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0049] FIG8 a is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0050] FIG8 b is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0051] FIG8c is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0052] FIG8 d is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0053] FIG9 is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0054] FIG10 is another circuit diagram of a motor controller provided in an embodiment of the present application;

[0055] FIG11 is a schematic diagram of a space vector in SVPWM technology;

[0056] FIG12 is a schematic diagram showing the corresponding relationship between the space vector and the on-off state of the switch tubes in the three-phase bridge arm;

[0057] FIG13 is a schematic diagram of the state of each phase bridge arm and the control signal of each switch tube in each phase bridge arm;

[0058] FIG14 is a schematic diagram of the SVPWM wave control strategy. DETAILED DESCRIPTION

[0059] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be described in further detail below with reference to the accompanying drawings. It should be noted that in the description of the present application, "at least one" refers to one or more, wherein a plurality refers to two or more. In view of this, "a plurality" can also be understood as "at least two" in the embodiments of the present application. "And / or" describes the association relationship of associated objects, indicating that three relationships may exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / ", unless otherwise specified, generally indicates that the related objects before and after are in an "or" relationship. In addition, it should be understood that in the description of the present application, words such as "first" and "second" are only used to distinguish the purpose of description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0060] Obviously, the embodiments described are only some of the embodiments of this application, not all of them. Based on the embodiments in this application, all other embodiments obtained by ordinary technicians in this field without making any creative efforts are within the scope of protection of this application. The implementation of the technical solution of this application is further described in detail below with reference to the accompanying drawings.

[0061] An electric vehicle generally includes a powertrain and a power battery. The power battery is connected to the powertrain and provides DC power to the powertrain. The power battery can be, for example, a lithium-ion battery, a lead-acid battery, or a solar cell. This application does not limit the type of power battery.

[0062] Referring to Figures 1a and 1b, Figure 1a is a schematic diagram of the structure of a powertrain provided in an embodiment of the present application, and Figure 1b is another schematic diagram of the structure of a powertrain provided in an embodiment of the present application. As shown in Figure 1a, the powertrain provided in an embodiment of the present application may include an on-board power supply device 101, and a compressor motor 105 and a heating module 104 driven by the on-board power supply device 101. The on-board power supply device 101 provided in an embodiment of the present application may include a power conversion circuit 1012, a compressor motor drive circuit 1013 and a switch module 1014.

[0063] As shown in Figure 1b, the powertrain can also include a drive motor 106 driven by the on-board power supply device 101. In this case, the on-board power supply device 101 can also include a drive motor drive circuit 1015. The on-board power supply device 101 can also include sub-components such as a sampling circuit, a communication circuit and a controller. Among them, the first power supply port of the on-board power supply device 101 is connected to the AC power supply 103, and the second power supply port of the on-board power supply device 101 is connected to the power battery 102. The input end of the power conversion circuit 1012 in the on-board power supply device 101 is connected to the AC power supply 103, and the output end of the power conversion circuit 1012 is connected to the input end of the compressor motor drive circuit 1013. The power conversion circuit 1012 is used to receive the first AC power provided by the AC power supply 103 and output the first DC power after conversion. The input end of the compressor motor drive circuit 1013 is also connected to the power battery 102, the first output end of the compressor motor drive circuit 1013 is connected to the compressor motor 105, and the second output end of the compressor motor drive circuit 1013 is connected to the heating module 104 through the switch module 1014. The compressor motor drive circuit 1013 is used to receive the first direct current provided by the power conversion circuit 1012 or receive power from the power battery 102. In the first heating mode, the switch module 1014 is turned on to supply power to the heating module 104. In the second heating mode, the switch module 1014 is turned on to supply power to the heating module 104 and output the second alternating current after conversion to drive the compressor motor 105. In the inverter mode, the switch module 1014 is turned off and the second alternating current is output after conversion to drive the compressor motor 105. The input end of the drive motor drive circuit 1015 is connected to the power battery 102, and the output end of the drive motor drive circuit 1015 is connected to the drive motor 106. The drive motor drive circuit 1015 is used to receive power from the power battery 102, and after conversion, output the third alternating current to drive the drive motor 106 of the electric vehicle.

[0064] As shown in Figures 1a and 1b, the on-board power supply device 101 may include a housing (the bold frame in the figure schematically represents the housing), which is used to accommodate a switch module 1014, a power conversion circuit 1012, a compressor motor drive circuit 1013, and a drive motor drive circuit 1015. The surface of the housing is provided with interfaces such as an AC interface, a DC interface, a compressor motor interface, a heating module interface, and a drive motor interface. The AC power supply 103 is connected to the power conversion circuit 1012 via the AC interface, the power battery 102 is connected to the compressor motor drive circuit 1013 via the DC interface, the three-phase winding of the compressor motor 105 is connected to the compressor motor drive circuit 1013 via the compressor motor interface, the heating module 104 is connected to the compressor motor drive circuit via the heating module interface, and the drive motor 106 is connected to the drive motor drive circuit 1015 via the drive motor interface.

[0065] Referring to Figure 2a, Figure 2a is a schematic diagram of the structure of the vehicle power supply device provided in an embodiment of the present application. As shown in Figure 2a, the power conversion circuit 1012 includes a bridge arm circuit and a DC conversion circuit. The bridge arm circuit can be a power factor correction (PFC) circuit, which is used to receive the first AC power provided by the AC power supply 103 and output the second DC power after conversion. The DC conversion circuit can specifically include a primary switching circuit, a transformer T1 and a secondary switching circuit connected in series. Among them, the input end of the primary switching circuit is connected to the output end of the PFC circuit, the output end of the primary switching circuit is connected to the primary winding of the transformer T1, the input end of the secondary switching circuit is connected to the secondary winding of the transformer T2, and the output end of the secondary switching circuit is connected to the input end of the compressor motor drive circuit 1013. The primary switching circuit is used to receive the second DC power and transmit it to the transformer T1 after conversion, and transmit it to the secondary switching circuit after voltage conversion by the transformer T1. The secondary switching circuit is used to output the first DC power.

[0066] Referring to FIG2b, FIG2b is a circuit diagram of a vehicle power supply device provided in an embodiment of the present application. As shown in FIG2b, the primary switching circuit and the secondary switching circuit can both be full-bridge circuits, or at least one of the primary switching circuit and the secondary switching circuit can also be a half-bridge circuit, which is not limited here. As shown in FIG2b, the compressor motor drive circuit 1013 may include three bridge arms connected in parallel, each bridge arm including a lower bridge switch tube and a lower bridge switch tube connected in series, and the upper bridge switch tube and the lower bridge switch tube can both be considered as half-bridge arms. The input end of the compressor motor drive circuit 1013 is connected to the power battery 102 through a DC bus, and the input end of the compressor motor drive circuit 1013 is also connected to the output end of the power conversion circuit 1012 through a DC bus. The upper bridge switch tube and the lower bridge switch tube in each bridge arm of the compressor motor drive circuit 1013 are connected in series between the negative DC bus of the positive DC bus, and the two ends of the three bridge arms of the compressor motor drive circuit 1013 are used to receive the first DC power provided by the power conversion circuit 1012 or receive power from the power battery 102. The connection point between the upper and lower bridge switching transistors of the compressor motor drive circuit 1013 can serve as a bridge arm midpoint. The midpoint of one bridge arm of the compressor motor drive circuit 1013 is connected to a single-phase winding of the compressor motor 105. The midpoints of the three bridge arms of the compressor motor drive circuit 1013 are respectively connected to the three-phase windings of the compressor motor 105. The midpoints of the three bridge arms of the compressor motor drive circuit 1013 are used to output a second alternating current. Specifically, the midpoints of the three bridge arms of the compressor motor drive circuit 1013 can be connected to the three-phase windings of the compressor motor via a compressor motor interface. The midpoint of at least one bridge arm of the compressor motor drive circuit 1013 is connected to one end of the three bridge arms via a switch module 1014 and a heating module 104 connected in series. That is, the midpoint of at least one bridge arm and one end of the three bridge arms are used to connect to the heating module 104 via the heating module interface. Specifically, the midpoint of at least one bridge arm of the compressor motor drive circuit 1013 can be connected to the positive DC bus through the switch module 1014 and the heating module 104 connected in series, or the midpoint of at least one bridge arm of the compressor motor drive circuit 1013 can be connected to the negative DC bus through the switch module 1014 and the heating module 104 connected in series.

[0067] Referring to FIG2c, FIG2c is another circuit diagram of the vehicle power supply device provided in an embodiment of the present application. As shown in FIG2c, the drive motor drive circuit 1015 may also include three bridge arms connected in parallel, and each bridge arm may also include a lower bridge switch tube and a lower bridge switch tube connected in series. The input end of the drive motor drive circuit 1015 is connected to the power battery 102 through a DC bus. The upper bridge switch tube and the lower bridge switch tube in each bridge arm of the drive motor drive circuit 1015 are connected in series between the negative DC bus of the positive DC bus. The two ends of the three bridge arms of the drive motor drive circuit 1015 are used to receive power from the power battery 102. The connection point of the upper bridge switch tube and the lower bridge switch tube of the drive motor drive circuit 1015 can be used as the midpoint of the bridge arm. The midpoints of the three bridge arms of the drive motor drive circuit 1015 are respectively connected to the three-phase windings of the drive motor 106. The midpoints of the three bridge arms of the drive motor drive circuit 1015 are used to output the third alternating current.

[0068] Referring to Figure 3, Figure 3 is a structural diagram of the motor controller provided in an embodiment of the present application. As shown in Figure 3, the motor controller 1010 provided in an embodiment of the present application may include a compressor motor drive circuit 1013 for driving the compressor motor 105 and the heating module 104 in the above-mentioned on-board power supply device 101, and a switch module 1014 connected in series with the heating module 104. Among them, the compressor motor drive circuit 1013 includes three bridge arms connected in parallel, and the three bridge arms included in the compressor motor drive circuit 1013 can be respectively recorded as the U-phase bridge arm, the V-phase bridge arm and the W-phase bridge arm. The upper bridge switch tube in the U-phase bridge arm is the switch tube Q1 and the lower bridge switch tube is the switch tube Q2, the upper bridge switch tube in the V-phase bridge arm is the switch tube Q3 and the lower bridge switch tube is the switch tube Q4, and the upper bridge switch tube in the W-phase bridge arm is the switch tube Q5 and the lower bridge switch tube is the switch tube Q6. One end of each bridge arm is connected to the positive DC bus HV+, that is, the collector of the switch tube Q1, the collector of the switch tube Q3 and the collector of the switch tube Q5 are connected to the positive DC bus HV+, and the other end of each bridge arm is connected to the negative DC bus HV-, that is, the emitter of the switch tube Q2, the emitter of the switch tube Q4 and the emitter of the switch tube Q6 are connected to the negative DC bus HV-. The two ends of the three bridge arms are used to receive DC power (that is, the first DC power provided by the power conversion circuit 1012) or receive power from the power battery 102. The midpoint of each bridge arm is connected to the corresponding winding of the compressor motor 105. Specifically, the emitter of the switch Q1 and the collector of the switch Q2 are connected to the U-phase winding of the compressor motor 105, the emitter of the switch Q3 and the collector of the switch Q4 are connected to the V-phase winding of the compressor motor 105, and the emitter of the switch Q5 and the collector of the switch Q6 are connected to the W-phase winding of the compressor motor 105. The midpoints of the three bridge arms are used to output AC power to drive the compressor motor 105. The midpoint of at least one bridge arm of the compressor motor drive circuit 1013 is connected to one end of the three bridge arms via the series-connected switch module 1014 and the heating module 104. Specifically, the midpoint of at least one bridge arm of the compressor motor drive circuit 1013 can be connected to the positive DC bus HV+ through a switch module 1014 and a heating module 104 connected in series, or, as shown in Figure 3, the midpoint of at least one bridge arm of the compressor motor drive circuit 1013 can be connected to the negative DC bus HV- through a switch module 1014 and a heating module 104 connected in series.

[0069] Through the above introduction, the connection relationship and relative positions of the upper bridge switch tube and the lower bridge switch tube in a bridge arm can be clarified. Optionally, the upper bridge switch tube can be an insulated gate bipolar transistor (IGBT) and its anti-parallel diode, or a metal oxide semiconductor field effect transistor (MOSFET), etc. This application does not impose too many restrictions on the specific structure inside the upper bridge switch tube. Optionally, the lower bridge switch tube can be an IGBT and its anti-parallel diode or a MOSFET. This application does not impose too many restrictions on the specific structure inside the lower bridge switch tube.

[0070] As shown in FIG3 , the motor controller 1010 may further include a controller, which is respectively connected to the control electrodes of the upper and lower bridge switch tubes of the three bridge arms, and is also connected to the control electrodes of the switches in the switch module. The controller controls the operating mode of the motor controller 1010 by controlling the on / off states of the upper and lower bridge switch tubes in the three bridge arms, as well as the on / off states of the switches in the switch module. The motor controller 1010 supports the scenario of controlling the compressor motor 105 to work independently, in which case the controller controls the motor controller 1010 to operate in the inverter mode; the motor controller 1010 also supports the scenario of controlling the heating module 104 to work independently, in which case the controller controls the motor controller 1010 to operate in the first heating mode; the motor controller 1010 also supports the scenario of controlling the compressor motor and the heating module to work simultaneously, in which case the controller controls the motor controller 1010 to operate in the second heating mode.

[0071] The specific connection relationship between the motor controller 1010 and the compressor motor drive circuit 1013 in the vehicle-mounted power supply device 101 and the heating module 104 and the switch module 1014 is described in detail below.

[0072] Referring to Figures 4a and 4b, Figure 4a is a circuit diagram of a motor controller provided in an embodiment of the present application, and Figure 4b is another circuit diagram of a motor controller provided in an embodiment of the present application. As shown in Figures 4a and 4b, the heating module 104 connected to the motor controller 1010 may include a heating core, denoted as the first heating core P1. Correspondingly, the switch module 1014 includes a switch, namely the first switch K1, and the first switch K1 and the first heating core P1 are arranged in series. Referring to Figure 4a, one end of the first switch K1 and the first heating core P1 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any bridge arm midpoint. Referring to Figure 4b, one end of the first switch K1 and the first heating core P1 arranged in series can also be connected to the positive DC bus HV+, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any bridge arm midpoint. FIG4 a and FIG4 b both show that the other ends of the first switch K1 and the first heating core P1 arranged in series are connected to the midpoint of the W-phase bridge arm.

[0073] Referring to Figures 5a to 5d, Figure 5a is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 5b is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 5c is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, and Figure 5d is another circuit schematic diagram of the motor controller provided in an embodiment of the present application. As shown in Figures 5a to 5d, the heating module 104 connected to the motor controller 1010 may include two heating cores, denoted as a first heating core P1 and a second heating core P2. Correspondingly, the switch module 1014 includes two switches, namely a first switch K1 and a second switch K2, the first switch K1 and the first heating core P1 are arranged in series, and the second switch K2 and the second heating core P2 are arranged in series. Referring to Figures 5a and 5c, one end of the first switch K1 and the first heating core P1 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to the midpoint of any bridge arm; similarly, one end of the second switch K2 and the second heating core P2 arranged in series can be connected to the negative DC bus HV-, and the other end of the second switch K2 and the second heating core P2 arranged in series can be connected to the midpoint of any bridge arm. Referring to Figures 5b and 5d, one end of the first switch K1 and the first heating core P1 arranged in series can also be connected to the positive DC bus HV+, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to the midpoint of any bridge arm; similarly, one end of the second switch K2 and the second heating core P2 arranged in series can be connected to the positive DC bus HV+, and the other end of the second switch K2 and the second heating core P2 arranged in series can be connected to the midpoint of any bridge arm. Referring to Figures 5a and 5b, the other end of the first switch K1 and the first heating core P1 arranged in series and the other end of the second switch K2 and the second heating core P2 arranged in series can be connected to different bridge arm midpoints. Figures 5a and 5b both show that the other end of the first switch K1 and the first heating core P1 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the second switch K2 and the second heating core P2 arranged in series is connected to the bridge arm midpoint of the V-phase bridge arm. Referring to Figures 5c and 5d, the other end of the first switch K1 and the first heating core P1 arranged in series and the other end of the second switch K2 and the second heating core P2 arranged in series can be connected to the same bridge arm midpoint. Figures 5c and 5d both show that the other end of the first switch K1 and the first heating core P1 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the second switch K2 and the second heating core P2 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm.

[0074] Referring to Figures 6a to 6d, Figure 6a is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 6b is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 6c is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, and Figure 6d is another circuit schematic diagram of the motor controller provided in an embodiment of the present application. As shown in Figures 6a to 6d, the heating module 104 connected to the motor controller 1010 may include two heating cores, denoted as a first heating core P1 and a second heating core P2. Correspondingly, the switch module 1014 includes a switch, namely a first switch K1, and the first switch K1 and the first heating core P1 are arranged in series. Similarly, the first switch K1 and the second heating core P2 are arranged in series. Referring to Figures 6a and 6c, one end of the first switch K1 and the first heating core P1 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to the midpoint of any bridge arm; similarly, one end of the first switch K1 and the second heating core P2 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to the midpoint of any bridge arm. Referring to Figures 6b and 6d, one end of the first switch K1 and the first heating core P1 arranged in series can also be connected to the positive DC bus HV+, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to the midpoint of any bridge arm; similarly, one end of the first switch K1 and the second heating core P2 arranged in series can be connected to the positive DC bus HV+, and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to the midpoint of any bridge arm. 6a and 6b, the other end of the first switch K1 and the first heating core P1 arranged in series and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to different bridge arm midpoints. Both FIG6a and FIG6b show that the other end of the first switch K1 and the first heating core P1 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the first switch K1 and the second heating core P2 arranged in series are connected to the bridge arm midpoint of the V-phase bridge arm. Referring to FIG6c and FIG6d, the other end of the first switch K1 and the first heating core P1 arranged in series and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to the same bridge arm midpoint. In this case, it can be considered that the first heating core P1 and the second heating core P2 are connected in parallel with the first switch K1 in series. Both FIG6c and FIG6d show that the other end of the first switch K1 and the first heating core P1 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the first switch K1 and the second heating core P2 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm.

[0075] Referring to Figures 7a to 7e, Figure 7a is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 7b is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 7c is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 7d is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, and Figure 7e is another circuit schematic diagram of the motor controller provided in an embodiment of the present application. As shown in Figures 7a to 7e, the heating module 104 connected to the motor controller 1010 may include three heating cores, which are recorded as the first heating core P1, the second heating core P2, and the third heating core P3. Correspondingly, the switch module 1014 includes three switches, namely the first switch K1, the second switch K2, and the third switch K3. The first switch K1 and the first heating core P1 are arranged in series, the second switch K2 and the second heating core P2 are arranged in series, and the third switch K3 and the third heating core P3 are arranged in series. Referring to Figures 7a, 7c and 7e, one end of the first switch K1 and the first heating core P1 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the second switch K2 and the second heating core P2 arranged in series can be connected to the negative DC bus HV-, and the other end of the second switch K2 and the second heating core P2 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the third switch K3 and the third heating core P3 arranged in series can be connected to the negative DC bus HV-, and the other end of the third switch K3 and the third heating core P3 arranged in series can be connected to any midpoint of the bridge arm. Referring to Figures 7b and 7d, one end of the first switch K1 and the first heating core P1 arranged in series can also be connected to the positive DC bus HV+, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the second switch K2 and the second heating core P2 arranged in series can be connected to the positive DC bus HV+, and the other end of the second switch K2 and the second heating core P2 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the third switch K3 and the third heating core P3 arranged in series can be connected to the positive DC bus HV+, and the other end of the third switch K3 and the third heating core P3 arranged in series can be connected to any midpoint of the bridge arm.Referring to Figures 7a and 7b, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the second switch K2 and the second heating core P2 arranged in series, and the other end of the third switch K3 and the third heating core P3 arranged in series can all be connected to different bridge arm midpoints. Figures 7a and 7b both show that the other end of the first switch K1 and the first heating core P1 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, the other end of the second switch K2 and the second heating core P2 arranged in series are connected to the bridge arm midpoint of the V-phase bridge arm, and the other end of the third switch K3 and the third heating core P3 arranged in series are connected to the bridge arm midpoint of the U-phase bridge arm. Referring to Figures 7c and 7d, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the second switch K2 and the second heating core P2 arranged in series, and the other end of the third switch K3 and the third heating core P3 arranged in series can all be connected to the same bridge arm midpoint. Figures 7c and 7d both show that the other end of the first switch K1 and the first heating core P1 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the second switch K2 and the second heating core P2 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the third switch K3 and the third heating core P3 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm. Referring to Figure 7e, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the second switch K2 and the second heating core P2 arranged in series, and the other end of the third switch K3 and the third heating core P3 arranged in series can be connected to the midpoint of some of the same bridge arms. Figure 7e shows that the other end of the first switch K1 and the first heating core P1 arranged in series are connected to the midpoint of the bridge arm of the W phase bridge arm, the other end of the second switch K2 and the second heating core P2 arranged in series are connected to the midpoint of the bridge arm of the W phase bridge arm, and the other end of the third switch K3 and the third heating core P3 arranged in series are connected to the midpoint of the bridge arm of the U phase bridge arm.

[0076] Referring to Figures 8a to 8d, Figure 8a is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 8b is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, Figure 8c is another circuit schematic diagram of the motor controller provided in an embodiment of the present application, and Figure 8d is another circuit schematic diagram of the motor controller provided in an embodiment of the present application. As shown in Figures 8a to 8d, the heating module 104 connected to the motor controller 1010 may include three heating cores, which are denoted as the first heating core P1, the second heating core P2, and the third heating core P3. Correspondingly, the switch module 1014 includes a switch, namely the first switch K1, the first switch K1 and the first heating core P1 are arranged in series, similarly, the first switch K1 and the second heating core P2 are arranged in series, and the first switch K1 and the third heating core P3 are arranged in series. Referring to Figures 8a and 8c, one end of the first switch K1 and the first heating core P1 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the first switch K1 and the second heating core P2 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the first switch K1 and the third heating core P3 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the third heating core P3 arranged in series can be connected to any midpoint of the bridge arm. Referring to Figures 8b and 8d, one end of the first switch K1 and the first heating core P1 arranged in series can also be connected to the positive DC bus HV+, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the first switch K1 and the second heating core P2 arranged in series can be connected to the positive DC bus HV+, and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the first switch K1 and the third heating core P3 arranged in series can be connected to the positive DC bus HV+, and the other end of the first switch K1 and the third heating core P3 arranged in series can be connected to any midpoint of the bridge arm. Referring to Figures 8a and 8b, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the first switch K1 and the second heating core P2 arranged in series, and the other end of the first switch K1 and the third heating core P3 arranged in series can all be connected to different bridge arm midpoints. Figures 8a and 8b both show that the other end of the first switch K1 and the first heating core P1 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm, the other end of the first switch K1 and the second heating core P2 arranged in series is connected to the bridge arm midpoint of the V-phase bridge arm, and the other end of the first switch K1 and the third heating core P3 arranged in series is connected to the bridge arm midpoint of the U-phase bridge arm.Referring to Figures 8c and 8d, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the first switch K1 and the second heating core P2 arranged in series, and the other end of the first switch K1 and the third heating core P3 arranged in series can be connected to the same bridge arm midpoint. At this time, it can be considered that the first heating core P1, the second heating core P2 and the third heating core P3 are connected in parallel and in series with the first switch K1. Figures 8c and 8d both show that the other end of the first switch K1 and the first heating core P1 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the first switch K1 and the second heating core P2 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the first switch K1 and the third heating core P3 arranged in series are connected to the bridge arm midpoint of the W-phase bridge arm.

[0077] Referring to FIG. 9 , FIG. 9 is another circuit diagram of a motor controller provided in an embodiment of the present application. As shown in FIG. 9 , the heating module 104 connected to the motor controller 1010 may include three heating cores, designated as a first heating core P1, a second heating core P2, and a third heating core P3. Accordingly, the switch module 1014 includes two switches, namely a first switch K1 and a second switch K2. The first switch K1 and the first heating core P1 are connected in series, the first switch K1 and the second heating core P2 are connected in series, and the second switch K2 and the third heating core P3 are connected in series. One end of the first switch K1 and the first heating core P1 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the first switch K1 and the second heating core P2 arranged in series can be connected to the negative DC bus HV-, and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the second switch K2 and the third heating core P3 arranged in series can be connected to the negative DC bus HV-, and the other end of the second switch K2 and the third heating core P3 arranged in series can be connected to any midpoint of the bridge arm. Referring to Figure 9, one end of the first switch K1 and the first heating core P1 arranged in series can also be connected to the positive DC bus HV+, and the other end of the first switch K1 and the first heating core P1 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the first switch K1 and the second heating core P2 arranged in series can be connected to the positive DC bus HV+, and the other end of the first switch K1 and the second heating core P2 arranged in series can be connected to any midpoint of the bridge arm; similarly, one end of the second switch K2 and the third heating core P3 arranged in series can be connected to the positive DC bus HV+, and the other end of the second switch K2 and the third heating core P3 arranged in series can be connected to any midpoint of the bridge arm. 9 , the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the first switch K1 and the second heating core P2 arranged in series, and the other end of the second switch K2 and the third heating core P3 arranged in series can all be connected to different bridge arm midpoints. FIG9 shows that the other end of the first switch K1 and the first heating core P1 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm, the other end of the first switch K1 and the second heating core P2 arranged in series is connected to the bridge arm midpoint of the V-phase bridge arm, and the other end of the second switch K2 and the third heating core P3 arranged in series is connected to the bridge arm midpoint of the U-phase bridge arm. Alternatively, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the first switch K1 and the second heating core P2 arranged in series, and the other end of the second switch K2 and the third heating core P3 arranged in series can all be connected to the same bridge arm midpoint.Alternatively, the other end of the first switch K1 and the first heating core P1 arranged in series, the other end of the first switch K1 and the second heating core P2 arranged in series, and the other end of the second switch K2 and the third heating core P3 arranged in series can be connected to partially the same bridge arm midpoint, for example, the other end of the first switch K1 and the first heating core P1 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm, the other end of the first switch K1 and the second heating core P2 arranged in series is connected to the bridge arm midpoint of the W-phase bridge arm, and the other end of the second switch K2 and the third heating core P3 arranged in series is connected to the bridge arm midpoint of the U-phase bridge arm.

[0078] From the above introduction, it can be seen that the heating cores included in the heating module 104 connected to the vehicle-mounted power supply device 101 and the motor controller 1010 of the present application can be one, two, three or more. The number of switches included in the switch module 1014 can be the same as the number of heating cores, and different heating cores can be independently controlled by the on-off switches in series. When there are two or more heating cores, the number of switches can be less than the number of heating cores, and the reduction in the number of switches is conducive to saving hardware costs. For example, a switch can be set in series with multiple heating cores respectively, and multiple heating cores can be uniformly controlled by the on-off of one switch. The heating core and one end of the switch arranged in series can be connected to the negative DC bus HV-, or the heating core and one end of the switch arranged in series can be connected to the positive DC bus HV+. When there are two or more heating cores, the other end of each heating core and the switch arranged in series can be connected to different bridge arm midpoints, and the heating power of the corresponding heating core can be independently adjusted by controlling the duty cycle of the half-bridge arm connected to the different bridge arm midpoints. When there are two or more heating cores, each heating core arranged in series and the other end of the switch can also be connected to the same bridge arm midpoint. By controlling the duty cycle of the half-bridge arm connected to the same bridge arm midpoint, the heating power of multiple heating cores can be uniformly adjusted. Optionally, the heating core included in the heating module 104 can be a positive temperature coefficient (PTC) resistor. Optionally, the switch included in the switch module 1014 can be a relay, a contactor, an electronic switch, or a thyristor or other semi-controlled / fully controlled semiconductor device. This application does not impose too many restrictions on the specific structure inside the switch.

[0079] Referring to FIG10 , FIG10 is another circuit diagram of a motor controller provided in an embodiment of the present application. As shown in FIG10 , the motor controller 1010 may further include a sampling circuit. The sampling circuit may implement current sampling using a resistor, a Hall effect circuit, an isolation amplifier, a CT circuit, a current mirror, or the like. The sampling circuit may be arranged at any position in the circuit of the motor controller 1010, and the number of sampling circuits may be one or more. Referring to FIG10 , a first sampling circuit R1 may be arranged between the emitter of the switch tube Q2 and the negative DC bus HV-, a second sampling circuit R2 may be arranged between the emitter of the switch tube Q4 and the negative DC bus HV-, a third sampling circuit R3 may be arranged between the emitter of the switch tube Q6 and the negative DC bus HV-, a fourth sampling circuit R4 may be arranged between the connection end of the first heating core P1 and the second heating core P2 and the negative DC bus HV-, a fifth sampling circuit R5 may be arranged between the first switch K1 and the midpoint of the bridge arm of the W phase bridge arm, and a sixth sampling circuit R6 may be arranged between the second switch K2 and the midpoint of the bridge arm of the V phase bridge arm.

[0080] The above-mentioned motor controller and vehicle-mounted power supply device provided in the embodiments of the present application realize the integration of the power control circuits of the compressor motor and the heating module, reuse the three-phase bridge arms in the compressor motor drive circuit of the compressor motor power control, and realize the power control function of the heating module. It can reduce the total number of switching tubes in the motor controller, and can reduce the supporting freewheeling diodes, driver chips, sampling circuits, heat sinks and other circuit modules or functional units, which can reduce the overall volume and help reduce the hardware cost of the product.

[0081] The above-mentioned motor controller 1010 and vehicle power supply device 101 provided in the embodiment of the present application support the scenario of controlling the compressor motor to work independently, that is, the motor controller 1010 and the vehicle power supply device 101 operate in the inverter mode; the motor controller 1010 and the vehicle power supply device 101 also support the scenario of controlling the heating module to work independently, that is, the motor controller 1010 and the vehicle power supply device 101 operate in the first heating mode; the motor controller 1010 and the vehicle power supply device 101 also support the scenario of controlling the compressor motor and the heating module to work at the same time, that is, the motor controller 1010 and the vehicle power supply device 101 operate in the second heating mode.

[0082] In the scenario where a single compressor motor is working, when the motor controller 1010 and the on-board power supply device 101 are operating in the inverter mode, that is, the three bridge arms are operating in the inverter mode. When the switches included in the switch module 1014 are turned off, the heating module 104 is disconnected from the motor controller 1010, and the motor controller 1010 becomes a compressor motor drive circuit composed of three bridge arms. The three bridge arms can output AC power to power the three-phase winding of the compressor motor to drive the compressor motor. In the inverter mode, the three bridge arms provide AC current to the three-phase winding of the compressor motor to make the compressor motor rotate for refrigeration.

[0083] In the scenario where a single heating module is operating, when the motor controller 1010 and the onboard power supply device 101 operate in the first heating mode, at least one switch included in the switch module 1014 is turned on, so that the heating core connected in series with the turned-on switch is connected to the compressor motor drive circuit 1013. Optionally, when the compressor motor drive circuit 1013 is connected to two or more switches and heating cores, all switches can be closed (turned on) simultaneously to connect all heating cores to the compressor motor drive circuit 1013, or some switches can be closed (turned on) to connect some heating cores to the compressor motor drive circuit 1013. For example, referring to Figure 10, the first switch K1 and the second switch K2 can be closed simultaneously to connect the first heating core P1 and the second heating core P2 to the compressor motor drive circuit 1013, or only the first switch K1 can be closed to connect the first heating core P1 to the compressor motor drive circuit 1013, or only the second switch K2 can be closed to connect the second heating core P2 to the compressor motor drive circuit 1013. Accordingly, the compressor motor drive circuit 1013 includes at least one half-bridge arm (referring to one of the upper and lower bridge switching tubes) that is periodically turned on, so that the DC bus, the turned-on half-bridge arm, the turned-on switch, and the series-connected heating core form a heating circuit, causing the heating core in the heating circuit to heat and operate. For example, referring to FIG10 , when the first switch K1 and the second switch K2 are simultaneously closed, the switching tubes Q3 and Q5 are periodically turned on, so that the DC bus, the switching tube Q3, the second switch K2, and the second heating core P2 form a heating circuit, so that the DC bus, the switching tube Q5, the first switch K1, and the first heating core P1 form a heating circuit, and the first heating core P1 and the second heating core P2 heat and operate. When only the first switch K1 is closed, the switching tube Q5 is periodically turned on, so that the DC bus, the switching tube Q5, the first switch K1, and the first heating core P1 form a heating circuit, and the first heating core P1 heats and operates. When only the second switch K2 is closed, the switch Q3 periodically conducts, forming a heating circuit between the DC bus, the switch Q3, the second switch K2, and the second heating core P2, causing the second heating core P2 to generate heat. Furthermore, since the heating core and its leads often have a certain amount of parasitic inductance, when the periodically conducting half-bridge arm is turned off, the body diode of the other half-bridge arm in the same arm can be used to freewheel the parasitic inductance, preventing excessive turn-off stress on the switch in that half-bridge arm. Since only at least one half-bridge arm is periodically turned on, DC power is not converted into AC current, and the compressor motor will not operate.

[0084] Optionally, when a single heating core is operating, the heating power of the desired heating core can be controlled by turning on and off the half-bridge arm forming a heating circuit with the desired heating core. This is typically achieved by combining pulse width modulation (PWM) technology or a technique that adjusts the switching cycle with a fixed on-time to achieve the desired half-bridge arm on- and off-time adjustment.

[0085] Optionally, when there are two or more heating cores, and each heating core connected in series is connected to a different bridge arm midpoint with the other end of the switch, the heating power of the corresponding heating core can be independently adjusted by controlling the duty cycle of the half-bridge arm connected to the different bridge arm midpoints. For example, referring to Figure 10, when a single heating core is working, the heating power of the first heating core P1 and the second heating core P2 can be independently adjusted by controlling the duty cycle of the switch tube Q3 and the switch tube Q5. Furthermore, the switches connected in series with each heating core can be controlled to conduct periodically, and by controlling the duty cycle of the different switches, a wider range of heating power control can be achieved. In addition, the conduction frequency of the switches connected in series with each heating core is generally lower than the conduction frequency of the switches in the bridge arm, that is, the switches in the bridge arm are controlled by high-frequency PWM signals, and the switches connected in series with each heating core are controlled by low-frequency PWM signals. For example, referring to Figure 10, the switches Q3 and Q5 are controlled by high-frequency PWM signals, and the first switch K1 and the second switch K2 are controlled by low-frequency PWM signals. Alternatively, the switches connected in series with the heating cores can be controlled to be intermittently turned on, i.e., the heating cores can be controlled to heat for a certain period of time and stop heating for another period of time. The intermittent switching time mentioned here is much longer than the periodic switching time.

[0086] Optionally, when there are two or more heating cores, and each heating core arranged in series is connected to the same bridge arm midpoint with the other end of the switch, in order to independently adjust the heating power of multiple heating cores, the switch in series with each heating core can be controlled to be periodically turned on, and by controlling the duty cycle of different switches being turned on, the heating power of different heating cores can be controlled differentially. The duration of the conduction of the switch module in each cycle is positively correlated with the target heating power of the heating module. For example, referring to Figure 7d, when a single heating core is working, the heating power of the first heating core P1, the second heating core P2, and the third heating core P3 can be controlled differentially by controlling the duty cycle of the conduction of the first switch K1, the second switch K2, and the third switch K3. In addition, the conduction frequency of the switch in series with each heating core is generally lower than the conduction frequency of the switch tube in the bridge arm, that is, the switch tube in the bridge arm is controlled by a high-frequency PWM signal, and the switch in series with each heating core is controlled by a low-frequency PWM signal. For example, referring to FIG. 7 d , the switch Q6 is controlled by a high-frequency PWM signal, and the first switch K1 , the second switch K2 , and the third switch K3 are controlled by a low-frequency PWM signal.

[0087] In a scenario where the compressor motor and the heating module are working simultaneously, for example, the compressor motor is in a heat pump state, and the heat pump and the heating module are working simultaneously to heat the entire vehicle, when the motor controller 1010 operates in the second heating mode, at least one switch included in the switch module 1014 is turned on, so that the heating core connected in series with the turned-on switch is connected to the compressor motor drive circuit 1013. Optionally, when the compressor motor drive circuit 1013 is connected to two or more switches and heating cores, it is possible to choose to close (turn on) all switches at the same time so that all heating cores are connected to the compressor motor drive circuit 1013, or it is possible to choose to close (turn on) some switches so that some heating cores are connected to the compressor motor drive circuit 1013. For example, referring to FIG10 , the first switch K1 and the second switch K2 can be closed simultaneously, so that the first heating core P1 and the second heating core P2 are simultaneously connected to the compressor motor drive circuit 1013. Alternatively, only the first switch K1 can be closed, so that the first heating core P1 is connected to the compressor motor drive circuit 1013. Alternatively, only the second switch K2 can be closed, so that the second heating core P2 is connected to the compressor motor drive circuit 1013. Accordingly, the compressor motor drive circuit 1013 can operate in an inverter mode, and the three bridge arms can output AC power to supply power to the three-phase winding of the compressor motor. In the inverter mode, the three bridge arms provide AC current to the three-phase winding of the compressor motor, so that the compressor motor rotates to operate the heat pump.

[0088] Optionally, in the scenario where the compressor motor is working alone and the compressor motor and the heating module are working at the same time, when the three bridge arms are operating in the inverter mode, the DC current can be converted into AC current and the AC current can be provided to the compressor motor. Usually, based on the combination of single-phase sinusoidal pulse width modulation (SPWM) technology or based on the combination of space vector pulse width modulation (SVPWM) technology, the three bridge arms can convert the DC current into AC current. The embodiment of the present application does not specifically limit the manner in which the three bridge arms convert the DC current into AC current.

[0089] The following is based on the SVPWM control strategy to explain how to control the three bridge arms to operate in the inverter mode while independently adjusting the heating power of the heating module.

[0090] Referring to Figures 11 to 14, Figure 11 is a schematic diagram of the space vector in the SVPWM technology, Figure 12 is a schematic diagram of the corresponding relationship between the space vector and the on-off state of the switch tube in the three-phase bridge arm, Figure 13 is a schematic diagram of the state of each phase bridge arm and the control signal of each switch tube in each phase bridge arm, and Figure 14 is a schematic diagram of the SVPWM wave control strategy. As shown in Figure 11, there are 8 space vectors set in the SVPWM technology, namely zero vector V0 (000), V7 (111) and basic voltage vectors V1 (100), V2 (110), V3 (010), V4 (011), V5 (001), and V6 (101). Each space vector represents the state of the upper bridge switch tube of the three-phase bridge arm, and "0" in each space vector represents that the switch tube is open and "1" represents that the switch tube is on. For example, if the space vector V1 is 100, it means that the state of the upper bridge switch tube of the U phase is on, the state of the upper bridge switch tube of the V phase is open, and the state of the upper bridge switch tube of the W phase is open. As shown in Figure 12, in SVPWM technology, the state of the upper bridge switch in a bridge arm is opposite to that of the lower bridge switch. That is, in a bridge arm, when the upper bridge switch is in the on state, the lower bridge switch is in the off state; when the lower bridge switch is in the on state, the upper bridge switch is in the off state. A, B, and C in Figures 11 and 12 correspond to the U phase, V phase, and W phase, respectively. The control concept of SVPWM is to equate three equal-amplitude sinusoidal voltages with a 120° phase difference to a rotating voltage space vector. As shown by the arrows in Figure 11, during the rotation of the voltage space vector, at any moment, it will fall into one of the six sectors. It can also be formed by superimposing two adjacent basic voltage vectors and two zero vectors in the sector. The two zero vectors V0 (000) and V7 (111) correspond to two circuit states, respectively. V0 (000) corresponds to the simultaneous conduction of the three lower bridge switches, and V7 (111) corresponds to the simultaneous conduction of the three upper bridge switches. The results produced by V0 (000) and V7 (111) during the compressor motor control process are exactly the same. In the conventional SVPWM control strategy, the vectors V0 (000) and V7 (111) are divided equally, that is, T0 = T7 in Figure 13. The state in the compressor motor drive circuit 1013 is that the time when switches Q1, Q3, and Q5 are simultaneously conducted is the same as the time when switches Q2, Q4, and Q6 are simultaneously conducted. See Figure 14, that is, the average value of the modulation wave of the three bridge arms is equal to the average value of the carrier wave.

[0091] Although V0(000) and V7(111) are equivalent for the control of the compressor motor, they are different for the control of the heating module. When the heating core and one end of the switch are connected in series to the negative DC bus HV-, the higher the ratio of V7(111), the longer the three upper bridge switches are turned on at the same time, the longer the working time of the heating core and the higher the heating power. When the heating core and one end of the switch are connected in series to the positive DC bus HV+, the higher the ratio of V0(000), the longer the three lower bridge switches are turned on at the same time, the longer the working time of the heating core and the higher the heating power. Therefore, in addition to the conventional SVPWM control strategy, the proportional control of V0(000) and V7(111) can be added to control the heating power of the heating core and realize the decoupling of the heating power control of the heating core and the control of the compressor motor. Therefore, when the motor controller operates in the second heating mode, the ratio of the time that the upper bridge arm is fully turned on and the ratio of the time that the lower bridge arm is fully turned on can be changed to make the ratios of the time that the two are fully turned on different, thereby controlling the heating power of the heating core. Specifically, changing the ratio of V0(000) / V7(111) is equivalent to adjusting the average value of the modulation wave. The larger the ratio of V0(000), the smaller the average value of the modulation wave, and the longer the ratio of the three lower bridge switches are turned on at the same time; the larger the ratio of V0(000) / V7(111), the larger the average value of the modulation wave, and the longer the ratio of the three upper bridge switches are turned on at the same time.

[0092] The above describes how to independently control the compressor motor and heating module using the SVPWM control scheme as an example. The same control effect can be achieved using other wave generation schemes. For example, the baseline value of the three-phase modulation wave can be increased or decreased simultaneously, which produces the equivalent result of increasing the proportion of time that the three lower-bridge switches or the three upper-bridge switches are simultaneously on. Therefore, this application is not limited to a specific control strategy; it only focuses on the final result of controlling the proportion of time that the upper-bridge switches or the lower-bridge switches are simultaneously on.

[0093] Optionally, when there are two or more heating cores, in order to independently adjust the heating power of multiple heating cores, the switches connected in series with each heating core can be controlled to be periodically turned on, and by controlling the duty cycle of the conduction of different switches, the heating power of different heating cores can be controlled differentially. For example, referring to Figure 10, when the compressor motor and the heating module are working at the same time, the heating power of the first heating core P1 and the second heating core P2 can be controlled differentially by controlling the duration of the conduction of the first switch K1 and the second switch K2. In addition, the conduction frequency of the switch connected in series with each heating core is generally lower than the conduction frequency of the switch tube in the bridge arm, that is, the switch tube in the bridge arm is controlled by a high-frequency PWM signal, and the switch connected in series with each heating core is controlled by a low-frequency PWM signal.

[0094] Based on the same inventive concept, an embodiment of the present application further provides a powertrain, which includes a compressor motor, a heating module, and the above-mentioned on-board power supply device or the above-mentioned motor controller. The compressor motor drive circuit in the on-board power supply device or the motor controller includes three bridge arms connected in parallel, the midpoints of the three bridge arms are used to connect the three-phase windings of the compressor motor, and the midpoint of at least one bridge arm is connected to one end of the three bridge arms through a switch module and a heating module connected in series. In order to realize the integration of the power control circuits of the compressor motor and the heating module, the three-phase bridge arms in the compressor motor drive circuit for compressor motor power control are reused to realize the power control function of the heating module, which can reduce the total number of switch tubes in the powertrain, and can reduce the supporting freewheeling diodes, driver chips, sampling circuits, heat sinks and other circuit modules or functional units, which can reduce the overall volume and help reduce the hardware cost of the product.

[0095] The above are merely specific embodiments of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included within the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. An all-in-one vehicle-mounted power supply device, characterized in that: The vehicle-mounted power supply device includes a housing, a power conversion circuit, a switch module and a compressor motor drive circuit. The housing is used to accommodate the switch module, the power conversion circuit and the compressor motor drive circuit. The surface of the housing is provided with a compressor motor interface and a heating module interface. The power conversion circuit is used to receive alternating current and output a first direct current to charge the power battery or to power the compressor motor drive circuit. The compressor motor drive circuit includes three bridge arms connected in parallel, wherein: The two ends of the three bridge arms are used to receive the first direct current or the power supply of the power battery, and the midpoint of each bridge arm is used to connect to a phase winding of the compressor motor through the compressor motor interface, wherein the midpoint of at least one bridge arm is used to drive the heating module through the heating module interface, and the switch module is used to turn on or off the connection between the midpoint of at least one bridge arm and the heating module.

2. The vehicle-mounted power supply device according to claim 1, characterized in that: The heating module comprises a plurality of heating cores connected in parallel; One end of each of the heating cores is used to connect to the midpoint of one of the bridge arms, and the other end of each of the heating cores is used to connect to one end of the three bridge arms through the switch module; or, The switch module includes a plurality of switches corresponding to the plurality of heating cores one by one, one end of each of the heating cores is used to connect to a corresponding midpoint of a bridge arm through a switch, and the other end of each of the heating cores is used to connect to one end of the three bridge arms.

3. The vehicle-mounted power supply device according to claim 1 or 2, characterized in that: The heating module comprises a plurality of heating cores connected in parallel, one end of the plurality of heating cores is used to connect to the midpoint of one bridge arm, and the other end of the plurality of heating cores is used to connect to one end of the three bridge arms.

4. The vehicle-mounted power supply device according to claim 3, characterized in that: The switch module includes a plurality of switches corresponding one to one with the plurality of heating cores, one end of each of the heating cores being used to connect to a midpoint of a bridge arm through one of the switches, or the other end of each of the heating cores being used to connect to one end of the three bridge arms through one of the switches.

5. The vehicle-mounted power supply device according to any one of claims 1 to 4, characterized in that: The operation modes of the vehicle-mounted power supply device include a first heating mode, a second heating mode and an inverter mode, wherein: The on-board power supply device operates in the inverter mode, the switch module is turned off, and the midpoints of the three bridge arms are used to output the second alternating current to drive the compressor motor; The vehicle-mounted power supply device operates in the first heating mode, the switch module is turned on, the compressor motor drive circuit is used to supply power to the heating module and the compressor motor drive circuit does not output the second alternating current; The vehicle-mounted power supply device operates in the second heating mode, the switch module is turned on, the compressor motor drive circuit is used to supply power to the heating module, and the midpoint of the three bridge arms is used to output the second alternating current to drive the compressor motor.

6. The vehicle-mounted power supply device according to claim 5, characterized in that: When the vehicle-mounted power supply device operates in the first heating mode or the second heating mode, the switch module is intermittently turned on.

7. The vehicle-mounted power supply device according to claim 5, characterized in that: When the vehicle-mounted power supply device operates in the first heating mode or the second heating mode, the switch module is periodically turned on.

8. The vehicle-mounted power supply device according to claim 7, characterized in that: The duration of the conduction of the switch module in each cycle is positively correlated with the target heating power of the heating module.

9. The vehicle-mounted power supply device according to any one of claims 6 to 8, characterized in that: When the vehicle power supply device operates in the second heating mode, during the process of outputting the second alternating current at the midpoints of the three bridge arms, the duration during which all the upper bridge arms among the three bridge arms are turned on is different from the duration during which all the lower bridge arms among the three bridge arms are turned on.

10. The vehicle-mounted power supply device according to any one of claims 1 to 9, characterized in that: The vehicle-mounted power supply device includes a drive motor drive circuit, which is used to receive power from the power battery and output a third alternating current, and the third alternating current is used to drive the drive motor of the electric vehicle.

11. A motor controller for an electric vehicle, characterized in that: It includes a compressor motor drive circuit and a switch module. The compressor motor drive circuit includes three bridge arms connected in parallel. The two ends of the three bridge arms are used to receive direct current or power from a power battery. The midpoint of each bridge arm is used to connect a phase winding of the compressor motor, wherein the midpoint of at least one bridge arm is used to drive a heating module, and the switch module is used to turn on or off the connection between the midpoint of at least one bridge arm and the heating module.

12. The motor controller according to claim 11, characterized in that: The heating module comprises a plurality of heating cores connected in parallel; one end of each of the heating cores is used to connect to the midpoint of one of the bridge arms, and the other end of each of the heating cores is used to connect to one end of the three bridge arms through the switch module; or, The switch module includes a plurality of switches corresponding to the plurality of heating cores one by one, one end of each of the heating cores is used to connect to a corresponding midpoint of a bridge arm through a switch, and the other end of each of the heating cores is used to connect to one end of the three bridge arms.

13. The motor controller according to claim 12, characterized in that: The heating module comprises a plurality of heating cores connected in parallel, one end of the plurality of heating cores is used to connect to the midpoint of one bridge arm, and the other end of the plurality of heating cores is used to connect to one end of the three bridge arms.

14. The motor controller according to claim 13, characterized in that: The switch module includes a plurality of switches corresponding one to one with the plurality of heating cores, one end of each of the heating cores being used to connect to a midpoint of a bridge arm through one of the switches, or the other end of each of the heating cores being used to connect to one end of the three bridge arms through one of the switches.

15. The motor controller according to any one of claims 11 to 14, characterized in that: The operation modes of the motor controller include a first heating mode, a second heating mode and an inverter mode, wherein: The motor controller operates in the inverter mode, the switch module is turned off, and the midpoints of the three bridge arms are used to output the alternating current to drive the compressor motor; The motor controller operates in the first heating mode, the switch module is turned on, the compressor motor drive circuit is used to supply power to the heating module and the compressor motor drive circuit does not output the AC power; The motor controller operates in the second heating mode, the switch module is turned on, the compressor motor drive circuit is used to supply power to the heating module and the midpoint of the three bridge arms is used to output the alternating current to drive the compressor motor.

16. A powertrain, characterized in that: The power assembly includes a compressor motor, a heating module, and an on-board power supply device as described in any one of claims 1-10 or a motor controller as described in any one of claims 11-15, the compressor motor drive circuit includes three bridge arms connected in parallel, the midpoint of each bridge arm is used to connect a phase winding of the compressor motor, wherein the midpoint of at least one bridge arm is used to drive the heating module, and the switch module is used to turn on or off the connection between the midpoint of at least one bridge arm and the heating module.

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