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 vehicle power supply unit, motor controller and powertrain

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to Chinese Patent Application No. 202311282471.1, filed on September 27, 2023, with the title “All-in-one vehicle power supply device, motor controller and powertrain”, the entire contents of which are incorporated herein by reference. Technical Field

[0003] This application relates to the field of new energy vehicle technology, and in particular to an all-in-one on-board power supply device, motor controller and powertrain. Background Technology

[0004] Currently, the air conditioning compressor and heater in new energy vehicles are two independent components, each with its own independent sub-components such as power control circuits, sampling circuits, control circuits, and communication circuits. While there is a trend towards merging these sub-components into a single circuit board, the focus is more on merging sampling circuits, communication circuits, and control circuits, while the power control circuits remain independent.

[0005] The power control circuits commonly used in the industry for heaters primarily employ controllable semiconductor devices such as insulated-gate bipolar transistors (IGBTs) or similar devices. High-frequency switching controls the duty cycle or switching period to adjust the heating power, achieving precise control. Air conditioning compressor power control mainly uses a three-phase full-bridge inverter circuit as the power control circuit to achieve variable frequency control of the air conditioning compressor.

[0006] Currently, the power control circuits for air conditioning compressors and heaters are independent, each performing different functions. However, air conditioning compressors and heaters often do not operate simultaneously, although in some scenarios they may be required to work together. This results in significant component waste and high material costs. Furthermore, it leads to a large number of vehicle components, communication nodes, and a greater quantity of semiconductors or resistors / capacitors such as power transistors, driver chips, and sampling chips, thus increasing the overall hardware cost of the product.

[0007] Summary of the Invention

[0008] This application provides an all-in-one vehicle power supply device, motor controller, and powertrain, which integrates the power control circuits of the air conditioning compressor and heater to reduce hardware costs.

[0009] In a first aspect, this application provides an all-in-one vehicle power supply device, comprising a housing, a power conversion circuit, a switching module, and a compressor motor drive circuit. The housing houses the switching module, the power conversion circuit, and the compressor motor drive circuit, and its surface is provided with a compressor motor interface and a heating module interface. The power conversion circuit receives AC power and outputs a first DC power to charge a power battery or power the compressor motor drive circuit. The compressor motor drive circuit includes three parallel bridge arms, with both ends of the three bridge arms receiving the first DC power or power from the power battery. The midpoint of each bridge arm is used to connect to one phase winding of the compressor motor via the compressor motor interface. At least one bridge arm's midpoint is used to drive a heating module via the heating module interface. The switching module is used to connect or disconnect the connection between the midpoint of at least one bridge arm and the heating module.

[0010] The vehicle power supply device provided in this application embodiment integrates the power control circuits of the compressor motor and the heating module, reuses the three-phase bridge arm of the compressor motor power control to realize the power control function of the heating module, which can reduce the total number of switching transistors in the vehicle power supply device, and can also reduce the number of supporting circuit modules or functional units such as freewheeling diodes, driver chips, sampling circuits, and heat sinks, thereby reducing the overall size and helping to reduce product hardware costs.

[0011] In one possible implementation, the heating module includes multiple heating cores connected in parallel. One end of each heating core is connected to the midpoint of one bridge arm, and the other end of each heating core is connected to one end of three bridge arms via a switching module. The heating power of the corresponding heating core can be independently adjusted by controlling the duty cycle of the half-bridge arms connected to the midpoints of the multiple bridge arms. The switching module may also include multiple switches corresponding one-to-one with the multiple heating cores. One end of each heating core is connected to the midpoint of one bridge arm via a corresponding switch, and the other end of each heating core is connected to one end of the three bridge arms. The number of switches is the same as the number of heating cores, which allows for independent control of the on / off state of different heating cores through series-connected switches.

[0012] 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 one bridge arm, and the other end is used to connect 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 midpoint.

[0013] In one possible implementation, the switching module includes multiple switches corresponding one-to-one with multiple heating cores. One end of each heating core is used to connect to the midpoint of a bridge arm via a switch, or the other end of each heating core is used to connect to one end of three bridge arms via a switch. The number of switches is the same as the number of heating cores, allowing for independent on / off control of different heating cores through switches connected in series.

[0014] In one possible implementation, the on-board power supply device operates in three modes: a first heating mode, a second heating mode, and an inverter mode. Specifically: In inverter mode, the switching module is off, disconnecting the heating module from the compressor motor drive circuit. The midpoint of the three bridge arms outputs a second AC current to drive the compressor motor, which operates independently. In the first heating mode, the switching module is on, connecting the heating element (connected in series with the on switch) to the compressor motor drive circuit. The compressor motor drive circuit supplies power to the heating module but does not output the second AC current, allowing the heating module to operate independently. In the second heating mode, the switching module is on, connecting the heating element (connected in series with the on switch) to the compressor motor drive circuit. The compressor motor drive circuit supplies power to the heating module, and the midpoint of the three bridge arms outputs a second AC current to drive the compressor motor, allowing the compressor motor and heating module to operate together.

[0015] In one possible implementation, when the on-board power supply device is operating in the first heating mode or the second heating mode, the switching module is intermittently turned on. By controlling the periodic turning on 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 is operating in the first heating mode or the second heating mode, the switching module is periodically turned on. In conjunction with the periodic turning on of the half-bridge arm, a wider range of heating power control can be achieved, and multiple heating cores can be independently controlled.

[0017] In one possible implementation, the duration of the switching module's conduction 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 is operating in the second heating mode, during the output of the second AC power at the midpoint of the three bridge arms, the duration for which all the upper bridge arms are turned on is different from the duration for which all the lower bridge arms are turned on, thereby controlling the heating power of the heating core.

[0019] In one possible implementation, the on-board power supply device may further include a drive motor drive circuit, which receives power from the power battery and outputs a third AC power, which is used to drive the drive motor of the electric vehicle.

[0020] Secondly, this application provides a motor controller for electric vehicles, including a compressor motor drive circuit and a switching 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 DC power or power from a power battery. The midpoint of each bridge arm is used to connect to one phase winding of the compressor motor. The midpoint of at least one bridge arm is used to drive a heating module. The switching module is used to connect or disconnect the connection between the midpoint of at least one bridge arm and the heating module.

[0021] The motor controller provided in this application integrates 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. This can reduce the total number of switching transistors in the motor controller, and also reduce the number of supporting circuit modules or functional units such as freewheeling diodes, driver chips, sampling circuits, and heat sinks, thereby reducing the overall size and helping to reduce product hardware costs.

[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 via a switching module; or, the switching module includes multiple switches corresponding one-to-one with the multiple heating cores, one end of each heating core is used to connect to the midpoint of a bridge arm via a corresponding switch, and the other end of each heating core is used to connect to one end of three bridge arms.

[0023] 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 one bridge arm and the other end connected to one end of three bridge arms.

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

[0025] In one possible implementation, the motor controller operates in three modes: a first heating mode, a second heating mode, and an inverter mode. Specifically: in inverter mode, the switch module is off, and the midpoint of the three bridge arms outputs AC power to drive the compressor motor; in the first heating mode, the switch module is on, the compressor motor drive circuit supplies power to the heating module, and the compressor motor drive circuit does not output AC power; in the second heating mode, the switch module is on, the compressor motor drive circuit supplies power to the heating module, and the midpoint of the three bridge arms outputs AC power to drive the compressor motor.

[0026] Thirdly, this application provides a powertrain, which includes a compressor motor, a heating module, and an on-board power supply device provided in the first aspect or a motor controller provided in the second aspect. The compressor motor drive circuit in the on-board power supply device or motor controller includes three bridge arms connected in parallel. The midpoint of each bridge arm is used to connect one phase winding of the compressor motor. The midpoint of at least one bridge arm is used to drive the heating module. A switching module is used to connect or disconnect 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, which will not be repeated here. Attached Figure Description

[0028] Figure 1a is a schematic diagram of a powertrain provided in an embodiment of this application;

[0029] Figure 1b is a schematic diagram of another structure of the powertrain provided in the embodiment of this application;

[0030] Figure 2a is a schematic diagram of a vehicle power supply device provided in an embodiment of this application;

[0031] Figure 2b is a circuit diagram of an on-board power supply device provided in an embodiment of this application;

[0032] Figure 2c is another circuit diagram of the vehicle power supply device provided in the embodiment of this application;

[0033] Figure 3 is a schematic diagram of the structure of the motor controller provided in an embodiment of this application;

[0034] Figure 4a is a circuit diagram of a motor controller provided in an embodiment of this application;

[0035] Figure 4b is another circuit diagram of the motor controller provided in the embodiment of this application;

[0036] Figure 5a is another circuit diagram of the motor controller provided in an embodiment of this application;

[0037] Figure 5b is another circuit diagram of the motor controller provided in the embodiment of this application;

[0038] Figure 5c is another circuit diagram of the motor controller provided in the embodiment of this application;

[0039] Figure 5d is another circuit diagram of the motor controller provided in the embodiment of this application;

[0040] Figure 6a is another circuit diagram of the motor controller provided in an embodiment of this application;

[0041] Figure 6b is another circuit diagram of the motor controller provided in the embodiment of this application;

[0042] Figure 6c is another circuit diagram of the motor controller provided in the embodiment of this application;

[0043] Figure 6d is another circuit diagram of the motor controller provided in the embodiment of this application;

[0044] Figure 7a is another circuit diagram of the motor controller provided in an embodiment of this application;

[0045] Figure 7b is another circuit diagram of the motor controller provided in the embodiment of this application;

[0046] Figure 7c is another circuit diagram of the motor controller provided in the embodiment of this application;

[0047] Figure 7d is another circuit diagram of the motor controller provided in the embodiment of this application;

[0048] Figure 7e is another circuit diagram of the motor controller provided in an embodiment of this application;

[0049] Figure 8a is another circuit diagram of the motor controller provided in an embodiment of this application;

[0050] Figure 8b is another circuit diagram of the motor controller provided in an embodiment of this application;

[0051] Figure 8c is another circuit diagram of the motor controller provided in the embodiment of this application;

[0052] Figure 8d is another circuit diagram of the motor controller provided in the embodiment of this application;

[0053] Figure 9 is another circuit diagram of the motor controller provided in the embodiment of this application;

[0054] Figure 10 is another circuit diagram of the motor controller provided in the embodiment of this application;

[0055] Figure 11 is a schematic diagram of the space vector in SVPWM technology;

[0056] Figure 12 is a schematic diagram showing the correspondence between space vectors and the on / off states of the switching transistors in the three-phase bridge arm;

[0057] Figure 13 is a schematic diagram of the state of each phase bridge arm and the control signals of each switch in each phase bridge arm;

[0058] Figure 14 is a schematic diagram of the SVPWM waveform control strategy. Detailed Implementation

[0059] To make the objectives, technical solutions, and advantages of this application clearer, the application will be further described in detail below with reference to the accompanying drawings. It should be noted that in the description of this application, "at least one" refers to one or more, where "multiple" refers to two or more. Therefore, in the embodiments of this application, "multiple" can also be understood as "at least two". "And / or" describes the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / ", unless otherwise specified, generally indicates that the preceding and following related objects have an "or" relationship. Furthermore, it should be understood that in the description of this application, words such as "first" and "second" are only used for distinguishing the purpose of description and should not be construed as indicating or implying relative importance or order.

[0060] Obviously, the described embodiments are only some, not all, of the embodiments in this application. All other embodiments obtained by those skilled in the art based on the embodiments in this application without inventive effort are within the scope of protection of this application. The implementation of the technical solution of this application will be further described in detail below with reference to the accompanying drawings.

[0061] Electric vehicles generally include a powertrain and a power battery. The power battery is connected to the powertrain and can provide direct current power to the powertrain. The power battery can be, for example, a lithium-ion battery, a lead-acid battery, a solar cell, etc. This application does not limit the type of power battery.

[0062] Referring to Figures 1a and 1b, Figure 1a is a schematic diagram of one structure of the powertrain provided in an embodiment of this application, and Figure 1b is a schematic diagram of another structure of the powertrain provided in an embodiment of this application. As shown in Figure 1a, the powertrain provided in this embodiment 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 this embodiment may include a power conversion circuit 1012, a compressor motor drive circuit 1013, and a switching module 1014.

[0063] As shown in Figure 1b, the powertrain may further include a drive motor 106 driven by an on-board power supply unit 101. In this case, the on-board power supply unit 101 may also include a drive motor drive circuit 1015. The on-board power supply unit 101 may also include sub-components such as a sampling circuit, a communication circuit, and a controller. The first power supply port of the on-board power supply unit 101 is connected to an AC power source 103, and the second power supply port is connected to a power battery 102. The input terminal of the power conversion circuit 1012 in the on-board power supply unit 101 is connected to the AC power source 103, and the output terminal of the power conversion circuit 1012 is connected to the input terminal of the compressor motor drive circuit 1013. The power conversion circuit 1012 receives the first AC power provided by the AC power source 103 and outputs the first DC power after conversion. The input terminal of the compressor motor drive circuit 1013 is also connected to the power battery 102. The first output terminal of the compressor motor drive circuit 1013 is connected to the compressor motor 105. The second output terminal 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 DC power provided by the power conversion circuit 1012 or to 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 outputs the second AC power after conversion to drive the compressor motor 105. In the inverter mode, the switch module 1014 is turned off and outputs the second AC power after conversion to drive the compressor motor 105. The input terminal of the drive motor drive circuit 1015 is connected to the power battery 102, and the output terminal 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, outputs a third AC power to drive the drive motor 106 of the electric vehicle.

[0064] As shown in Figures 1a and 1b, the vehicle-mounted power supply device 101 may include a housing (the bolded frame in the figure indicates the housing). The housing is used to house the switch module 1014, the power conversion circuit 1012, the compressor motor drive circuit 1013, and the drive motor drive circuit 1015. The surface of the housing is provided with interfaces such as an AC power interface, a DC power 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 through the AC power interface. The power battery 102 is connected to the compressor motor drive circuit 1013 through the DC power interface. The three-phase windings of the compressor motor 105 are connected to the compressor motor drive circuit 1013 through the compressor motor interface. The heating module 104 is connected to the compressor motor drive circuit through the heating module interface. The drive motor 106 is connected to the drive motor drive circuit 1015 through the drive motor interface.

[0065] Referring to Figure 2a, which is a schematic diagram of the vehicle power supply device provided in an embodiment of this application, the power conversion circuit 1012 includes a bridge arm circuit and a DC-DC conversion circuit. The bridge arm circuit can be a power factor correction (PFC) circuit, used to receive the first AC power provided by the AC power supply 103 and output the second DC power after conversion. Specifically, the DC-DC conversion circuit can include a primary-side switching circuit, a transformer T1, and a secondary-side switching circuit connected in series. The input terminal of the primary-side switching circuit is connected to the output terminal of the PFC circuit, the output terminal of the primary-side switching circuit is connected to the primary winding of the transformer T1, the input terminal of the secondary-side switching circuit is connected to the secondary winding of the transformer T2, and the output terminal of the secondary-side switching circuit is connected to the input terminal of the compressor motor drive circuit 1013. The primary-side switching circuit receives the second DC power, converts it, and transmits it to the transformer T1. After voltage conversion by the transformer T1, the second DC power is transmitted to the secondary-side switching circuit, which outputs the first DC power.

[0066] Referring to Figure 2b, Figure 2b is a circuit diagram of an on-board power supply device provided in an embodiment of this application. As shown in Figure 2b, both the primary-side switching circuit and the secondary-side switching circuit can be full-bridge circuits, or at least one of the primary-side switching circuit and the secondary-side switching circuit can be a half-bridge circuit, which is not limited here. As shown in Figure 2b, the compressor motor drive circuit 1013 can include three bridge arms connected in parallel. Each bridge arm includes a lower bridge switch and a lower bridge switch connected in series. Both the upper bridge switch and the lower bridge switch can be considered as half-bridge arms. The input terminal of the compressor motor drive circuit 1013 is connected to the power battery 102 through a DC bus, and the input terminal of the compressor motor drive circuit 1013 is also connected to the output terminal of the power conversion circuit 1012 through a DC bus. The upper bridge switch and the lower bridge switch in each bridge arm of the compressor motor drive circuit 1013 are connected in series between the positive DC bus and the negative DC bus. 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 to receive power from the power battery 102. The connection point of the upper and lower bridge switching transistors of the compressor motor drive circuit 1013 can serve as the midpoint of a bridge arm. One midpoint of a bridge arm of the compressor motor drive circuit 1013 is connected to one 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 AC 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 through 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 through a series-connected switching module 1014 and a heating module 104. 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 through a 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 via a series-connected switch module 1014 and heating module 104; or, the midpoint of at least one bridge arm of the compressor motor drive circuit 1013 can be connected to the negative DC bus via a series-connected switch module 1014 and heating module 104.

[0067] Referring to Figure 2c, which is another circuit diagram of the vehicle power supply device provided in this embodiment of the application, as shown in Figure 2c, 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 and a lower bridge switch connected in series. The input terminal of the drive motor drive circuit 1015 is connected to the power battery 102 through a DC bus. The upper bridge switch and the lower bridge switch in each bridge arm of the drive motor drive circuit 1015 are connected in series between the positive DC bus and the negative 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 and the lower bridge switch 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, and the midpoints of the three bridge arms of the drive motor drive circuit 1015 are used to output the third AC power.

[0068] Referring to Figure 3, which is a schematic diagram of the structure of the motor controller provided in an embodiment of this application, the motor controller 1010 provided in this embodiment may include a compressor motor drive circuit 1013 for driving the compressor motor 105 and the heating module 104 in the above-mentioned vehicle power supply device 101, and a switch module 1014 connected in series with the heating module 104. The compressor motor drive circuit 1013 includes three parallel bridge arms, which can be referred to as the U-phase bridge arm, V-phase bridge arm, and W-phase bridge arm, respectively. In the U-phase bridge arm, the upper bridge switch is switch Q1 and the lower bridge switch is switch Q2; in the V-phase bridge arm, the upper bridge switch is switch Q3 and the lower bridge switch is switch Q4; and in the W-phase bridge arm, the upper bridge switch is switch Q5 and the lower bridge switch is switch Q6. One end of each bridge arm is connected to the positive DC bus HV+, that is, the collectors of switching transistors Q1, Q3 and Q5 are connected to the positive DC bus HV+. The other end of each bridge arm is connected to the negative DC bus HV-, that is, the emitters of switching transistors Q2, Q4 and Q6 are connected to the negative DC bus HV-. The two ends of the three bridge arms are used to receive DC power (i.e., the first DC power provided by the power conversion circuit 1012) or to 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 switch Q1 and the collector of switch Q2 are connected to the U-phase winding of the compressor motor 105, the emitter of switch Q3 and the collector of switch Q4 are connected to the V-phase winding of the compressor motor 105, and the emitter of switch Q5 and the collector of 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 through a series-connected switch module 1014 and 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 series-connected switch module 1014 and heating module 104, 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 series-connected switch module 1014 and heating module 104.

[0069] The above description clarifies the connection relationship and relative positions of the upper and lower bridge switching transistors within a bridge arm. Optionally, the upper bridge switching transistor 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 excessive limitations on the specific internal structure of the upper bridge switching transistor. Optionally, the lower bridge switching transistor can be an IGBT and its anti-parallel diode or a MOSFET. This application does not impose excessive limitations on the specific internal structure of the lower bridge switching transistor.

[0070] As shown in Figure 3, the motor controller 1010 may further include a controller, which is connected to the control electrodes of the upper and lower bridge switching transistors of the three bridge arms, and 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 switching transistors 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 where the compressor motor 105 operates independently, in which case the controller operates the motor controller 1010 in inverter mode; the motor controller 1010 also supports the scenario where the heating module 104 operates independently, in which case the controller operates the motor controller 1010 in the first heating mode; the motor controller 1010 also supports the scenario where the compressor motor and the heating module operate simultaneously, in which case the controller operates the motor controller 1010 in the second heating mode.

[0071] The following is a detailed description of the specific connection relationship between the compressor motor drive circuit 1013 in the motor controller 1010 and the vehicle power supply device 101, the heating module 104, and the switch module 1014.

[0072] Referring to Figures 4a and 4b, Figure 4a is a circuit diagram of one type of motor controller provided in an embodiment of this application, and Figure 4b is another circuit diagram of the motor controller provided in an embodiment of this 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, which is connected in series with the first heating core P1. Referring to Figure 4a, one end of the series-connected first switch K1 and first heating core P1 can be connected to the negative DC bus HV-, and the other end can be connected to the midpoint of any bridge arm. Referring to Figure 4b, one end of the series-connected first switch K1 and first heating core P1 can also be connected to the positive DC bus HV+, and the other end can be connected to the midpoint of any bridge arm. Figures 4a and 4b both show that the other end of the first switch K1 and the first heating core P1, which are connected in series, is connected to the midpoint of the bridge arm of the W phase bridge arm.

[0073] Referring to Figures 5a to 5d, Figure 5a is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 5b is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 5c is another circuit diagram of the motor controller provided in an embodiment of this application, and Figure 5d is another circuit diagram of the motor controller provided in an embodiment of this 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 the first heating core P1 and the second heating core P2. Correspondingly, the switch module 1014 includes two switches, namely the first switch K1 and the second switch K2. The first switch K1 and the first heating core P1 are connected in series, and the second switch K2 and the second heating core P2 are connected in series. Referring to Figures 5a and 5c, one end of the first switch K1 and the first heating core P1, which are connected in series, can be connected to the negative DC bus HV-, and the other end can be connected to the midpoint of any bridge arm. Similarly, one end of the second switch K2 and the second heating core P2, which are connected in series, can be connected to the negative DC bus HV-, and the other end 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, which are connected in series, can also be connected to the positive DC bus HV+, and the other end can be connected to the midpoint of any bridge arm. Similarly, one end of the second switch K2 and the second heating core P2, which are connected in series, can be connected to the positive DC bus HV+, and the other end can be connected to the midpoint of any bridge arm. Referring to Figures 5a and 5b, the other ends of the first switch K1 and the first heating core P1, which are connected in series, and the other ends of the second switch K2 and the second heating core P2, which are connected in series, can be connected to different bridge arm midpoints. Figures 5a and 5b both show that the other ends of the first switch K1 and the first heating core P1 are connected to the midpoint of the W-phase bridge arm, and the other ends of the second switch K2 and the second heating core P2 are connected to the midpoint of the V-phase bridge arm. Referring to Figures 5c and 5d, the other ends of the first switch K1 and the first heating core P1, which are connected in series, and the other ends of the second switch K2 and the second heating core P2, which are connected in series, can be connected to the same bridge arm midpoint. Figures 5c and 5d both show that the other ends of the first switch K1 and the first heating core P1 are connected to the midpoint of the W-phase bridge arm, and the other ends of the second switch K2 and the second heating core P2 are connected to the midpoint of the W-phase bridge arm.

[0074] Referring to Figures 6a to 6d, Figure 6a is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 6b is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 6c is another circuit diagram of the motor controller provided in an embodiment of this application, and Figure 6d is another circuit diagram of the motor controller provided in an embodiment of this 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 the first heating core P1 and the second heating core P2. Correspondingly, the switch module 1014 includes a switch, namely the first switch K1, which is connected in series with the first heating core P1. Similarly, the first switch K1 and the second heating core P2 are connected in series. Referring to Figures 6a and 6c, one end of the first switch K1 and the first heating core P1, which are connected in series, can be connected to the negative DC bus HV-, and the other end can be connected to the midpoint of any bridge arm. Similarly, one end of the first switch K1 and the second heating core P2, which are connected in series, can be connected to the negative DC bus HV-, and the other end 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, which are connected in series, can also be connected to the positive DC bus HV+, and the other end can be connected to the midpoint of any bridge arm. Similarly, one end of the first switch K1 and the second heating core P2, which are connected in series, can be connected to the positive DC bus HV+, and the other end can be connected to the midpoint of any bridge arm. Referring to Figures 6a and 6b, the other ends of the first switch K1 and the first heating core P1, which are connected in series, and the other ends of the first switch K1 and the second heating core P2, which are connected in series, can be connected to different bridge arm midpoints. Figures 6a and 6b both show that the other ends of the first switch K1 and the first heating core P1, which are connected in series, are connected to the midpoint of the W-phase bridge arm, and the other ends of the first switch K1 and the second heating core P2, which are connected in series, are connected to the midpoint of the V-phase bridge arm. Referring to Figures 6c and 6d, the other ends of the first switch K1 and the first heating core P1, which are connected in series, and the other ends of the first switch K1 and the second heating core P2, which are connected in series, can be considered as the first heating core P1 and the second heating core P2 being connected in parallel and then in series with the first switch K1. Figures 6c and 6d both show that the other ends of the first switch K1 and the first heating core P1, which are connected in series, are connected to the midpoint of the W-phase bridge arm, and the other ends of the first switch K1 and the second heating core P2, which are connected in series, are connected to the midpoint of the W-phase bridge arm.

[0075] Referring to Figures 7a to 7e, Figure 7a is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 7b is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 7c is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 7d is another circuit diagram of the motor controller provided in an embodiment of this application, and Figure 7e is another circuit diagram of the motor controller provided in an embodiment of this application. As shown in Figures 7a to 7e, the heating module 104 connected to the motor controller 1010 may include three heating cores, denoted 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 connected in series, the second switch K2 and the second heating core P2 are connected in series, and the third switch K3 and the third heating core P3 are connected in series. Referring to Figures 7a, 7c, and 7e, one end of the first switch K1 and the first heating core P1, which are connected 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, which are connected 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, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm; similarly, one end of the third switch K3 and the third heating core P3, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm. Referring to Figures 7b and 7d, one end of the first switch K1 and the first heating core P1, which are connected 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, which are connected 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, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm; similarly, one end of the third switch K3 and the third heating core P3, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm.Referring to Figures 7a and 7b, the other ends of the first switch K1 and the first heating core P1 connected in series, the other ends of the second switch K2 and the second heating core P2 connected in series, and the other ends of the third switch K3 and the third heating core P3 connected in series can all be connected to different bridge arm midpoints. Figures 7a and 7b both show that the other ends of the first switch K1 and the first heating core P1 connected in series are connected to the midpoint of the W phase bridge arm, the other ends of the second switch K2 and the second heating core P2 connected in series are connected to the midpoint of the V phase bridge arm, and the other ends of the third switch K3 and the third heating core P3 connected in series are connected to the midpoint of the U phase bridge arm. Referring to Figures 7c and 7d, the other ends of the first switch K1 and the first heating core P1 connected in series, the other ends of the second switch K2 and the second heating core P2 connected in series, and the other ends of the third switch K3 and the third heating core P3 connected in series can all be connected to the same bridge arm midpoint. Figures 7c and 7d both show that the other ends of the first switch K1 and the first heating core P1 connected in series are connected to the bridge arm midpoint of the W phase bridge arm, and the other ends of the second switch K2 and the second heating core P2 connected in series are connected to the bridge arm midpoint of the W phase bridge arm, and the other ends of the third switch K3 and the third heating core P3 connected in series are connected to the bridge arm midpoint of the W phase bridge arm. Referring to Figure 7e, the other ends of the first switch K1 and the first heating core P1 connected in series, the other ends of the second switch K2 and the second heating core P2 connected in series, and the other ends of the third switch K3 and the third heating core P3 connected in series can be connected to the midpoint of some of the same bridge arm. Figure 7e shows that the other ends of the first switch K1 and the first heating core P1 connected in series are connected to the midpoint of the bridge arm of phase W, the other ends of the second switch K2 and the second heating core P2 connected in series are connected to the midpoint of the bridge arm of phase W, and the other ends of the third switch K3 and the third heating core P3 connected in series are connected to the midpoint of the bridge arm of phase U.

[0076] Referring to Figures 8a to 8d, Figure 8a is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 8b is another circuit diagram of the motor controller provided in an embodiment of this application, Figure 8c is another circuit diagram of the motor controller provided in an embodiment of this application, and Figure 8d is another circuit diagram of the motor controller provided in an embodiment of this application. As shown in Figures 8a to 8d, the heating module 104 connected to the motor controller 1010 may include three heating cores, 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 connected in series. Similarly, the first switch K1 and the second heating core P2 are connected in series, and the first switch K1 and the third heating core P3 are connected in series. Referring to Figures 8a and 8c, one end of the first switch K1 and the first heating core P1, which are connected 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, which are connected 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, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm; similarly, one end of the first switch K1 and the third heating core P3, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm. Referring to Figures 8b and 8d, one end of the first switch K1 and the first heating core P1, which are connected 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, which are connected 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, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm; similarly, one end of the first switch K1 and the third heating core P3, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm. Referring to Figures 8a and 8b, the other ends of the first switch K1 and the first heating core P1 connected in series, the other ends of the first switch K1 and the second heating core P2 connected in series, and the other ends of the first switch K1 and the third heating core P3 connected in series can all be connected to different bridge arm midpoints. Figures 8a and 8b both show that the other ends of the first switch K1 and the first heating core P1 connected in series are connected to the midpoint of the W phase bridge arm, the other ends of the first switch K1 and the second heating core P2 connected in series are connected to the midpoint of the V phase bridge arm, and the other ends of the first switch K1 and the third heating core P3 connected in series are connected to the midpoint of the U phase bridge arm.Referring to Figures 8c and 8d, the other ends of the first switch K1 and the first heating core P1 connected in series, the other ends of the first switch K1 and the second heating core P2 connected in series, and the other ends of the first switch K1 and the third heating core P3 connected in series can be connected to the same bridge arm midpoint. In this case, 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 then connected in series with the first switch K1. Figures 8c and 8d both show that the other ends of the first switch K1 and the first heating core P1 connected in series are connected to the midpoint of the bridge arm of phase W, and the other ends of the first switch K1 and the second heating core P2 connected in series are connected to the midpoint of the bridge arm of phase W, and the other ends of the first switch K1 and the third heating core P3 connected in series are connected to the midpoint of the bridge arm of phase W.

[0077] Referring to Figure 9, which is another circuit diagram of the motor controller provided in this embodiment, the heating module 104 connected to the motor controller 1010 may include three heating elements, denoted as the first heating element P1, the second heating element P2, and the third heating element P3. Correspondingly, the switch module 1014 includes two switches, namely the first switch K1 and the second switch K2. The first switch K1 and the first heating element P1 are connected in series, the first switch K1 and the second heating element P2 are connected in series, and the second switch K2 and the third heating element P3 are connected in series. One end of the first switch K1 and the first heating core P1, which are connected 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, which are connected 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, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm; similarly, one end of the second switch K2 and the third heating core P3, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm. Referring to Figure 9, one end of the first switch K1 and the first heating core P1, which are connected 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, which are connected 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, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm; similarly, one end of the second switch K2 and the third heating core P3, which are connected 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, which are connected in series, can be connected to the midpoint of any bridge arm. Referring to Figure 9, the other ends of the series-connected first switch K1 and first heating core P1, the other ends of the series-connected first switch K1 and second heating core P2, and the other ends of the series-connected second switch K2 and third heating core P3 can all be connected to different bridge arm midpoints. Figure 9 shows that the other ends of the series-connected first switch K1 and first heating core P1 are connected to the midpoint of the W-phase bridge arm, the other ends of the series-connected first switch K1 and second heating core P2 are connected to the midpoint of the V-phase bridge arm, and the other ends of the series-connected second switch K2 and third heating core P3 are connected to the midpoint of the U-phase bridge arm. Alternatively, the other ends of the series-connected first switch K1 and first heating core P1, the other ends of the series-connected first switch K1 and second heating core P2, and the other ends of the series-connected second switch K2 and third heating core P3 can all be connected to the same bridge arm midpoint.Alternatively, the other ends of the first switch K1 and the first heating core P1 connected in series, the other ends of the first switch K1 and the second heating core P2 connected in series, and the other ends of the second switch K2 and the third heating core P3 connected in series can be connected to the midpoint of some of the same bridge arm. For example, the other ends of the first switch K1 and the first heating core P1 connected in series can be connected to the midpoint of the bridge arm of phase W, the other ends of the first switch K1 and the second heating core P2 connected in series can be connected to the midpoint of the bridge arm of phase W, and the other ends of the second switch K2 and the third heating core P3 connected in series can be connected to the midpoint of the bridge arm of phase U.

[0078] As described above, the heating module 104 connected to the vehicle power supply device 101 and the motor controller 1010 of this application can include one, two, three, or more heating cores. The number of switches included in the switch module 1014 can be the same as the number of heating cores, enabling independent control of different heating cores through the on / off switching of series-connected switches. When there are two or more heating cores, the number of switches can be less than the number of heating cores, which helps save hardware costs. For example, one switch can be set up to be connected in series with multiple heating cores, and multiple heating cores can be controlled uniformly by the on / off switching of one switch. One end of the series-connected heating core and the switch can be connected to the negative DC bus HV-, or one end of the series-connected heating core and the switch can be connected to the positive DC bus HV+. When there are two or more heating cores, the other end of each series-connected heating core and the switch can be connected to different bridge arm midpoints. By controlling the duty cycle of the half-bridge arm connected to different bridge arm midpoints, the heating power of the corresponding heating core can be independently adjusted. When there are two or more heating elements, each heating element connected in series and the other end of the switch can 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 elements can be uniformly adjusted. Optionally, the heating element 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, contactor, electronic switch, or a thyristor or other semi-controlled / fully controlled semiconductor device. This application does not impose excessive limitations on the specific internal structure of the switch.

[0079] Referring to Figure 10, which is another circuit diagram of the motor controller provided in this application embodiment, the motor controller 1010 may further include a sampling circuit. The sampling circuit can use resistors, Hall effect sensors, isolation operational amplifiers, current transformers (CTs), current mirrors, etc., to achieve current sampling. The sampling circuit can be located at any position in the circuit of the motor controller 1010, and the number of sampling circuits can be one or more. Referring to Figure 10, the first sampling circuit R1 can be located between the emitter of the switching transistor Q2 and the negative DC bus HV-; the second sampling circuit R2 can be located between the emitter of the switching transistor Q4 and the negative DC bus HV-; the third sampling circuit R3 can be located between the emitter of the switching transistor Q6 and the negative DC bus HV-; the fourth sampling circuit R4 can be located between the connection terminal of the first heating core P1 and the second heating core P2 and the negative DC bus HV-; the fifth sampling circuit R5 can be located between the first switch K1 and the midpoint of the W-phase bridge arm; and the sixth sampling circuit R6 can be located between the second switch K2 and the midpoint of the V-phase bridge arm.

[0080] The motor controller and vehicle power supply device provided in this application embodiment integrate the power control circuits of the compressor motor and the heating module, reuse the three-phase bridge arm in the compressor motor drive circuit for compressor motor power control, and realize the power control function of the heating module. This can reduce the total number of switching transistors in the motor controller, and can also reduce the number of supporting circuit modules or functional units such as freewheeling diodes, driver chips, sampling circuits, and heat sinks, thereby reducing the overall size and helping to reduce product hardware costs.

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

[0082] In the scenario where the compressor motor operates alone, when the motor controller 1010 and the on-board power supply device 101 are operating in inverter mode, that is, when all three bridge arms are operating in inverter mode, the switches included in the switching module 1014 are turned off, disconnecting the heating module 104 from the motor controller 1010. The motor controller 1010 then becomes a compressor motor drive circuit composed of three bridge arms. These three bridge arms can output AC power to supply power to the three-phase windings of the compressor motor to drive it. In inverter mode, the three bridge arms provide AC current to the three-phase windings of the compressor motor, causing the compressor motor to rotate and perform cooling operations.

[0083] In scenarios where a single heating module operates, when the motor controller 1010 and the vehicle power supply device 101 are running in the first heating mode, at least one switch in the switch module 1014 is turned on, allowing the heating core connected in series with the turned-on switch to be 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, allowing all heating cores to be connected to the compressor motor drive circuit 1013. Alternatively, some switches can be closed (turned on), allowing some heating cores to be connected 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, allowing the first heating core P1 and the second heating core P2 to be connected to the compressor motor drive circuit 1013 simultaneously. Alternatively, only the first switch K1 can be closed, allowing the first heating core P1 to be connected to the compressor motor drive circuit 1013. Alternatively, only the second switch K2 can be closed, allowing the second heating core P2 to be connected to the compressor motor drive circuit 1013. Correspondingly, the compressor motor drive circuit 1013 includes at least one half-bridge arm (referring to one of the upper and lower bridge switching transistors) which periodically conducts, forming a heating circuit with the DC bus, the conducting half-bridge arm, the conducting switch, and the series-connected heating core, causing the heating core in the heating circuit to heat up and operate. For example, referring to Figure 10, when the first switch K1 and the second switch K2 are simultaneously closed, the switching transistors Q3 and Q5 periodically conduct, forming a heating circuit with the DC bus, the switching transistor Q3, the second switch K2, and the second heating core P2, and forming a heating circuit with the DC bus, the switching transistor Q5, the first switch K1, and the first heating core P1, causing the first heating core P1 and the second heating core P2 to heat up and operate. When only the first switch K1 is closed, the switching transistor Q5 periodically conducts, forming a heating circuit with the DC bus, the switching transistor Q5, the first switch K1, and the first heating core P1, causing the first heating core P1 to heat up and operate. When only the second switch K2 is closed, the switching transistor Q3 conducts periodically, forming a heating circuit with the DC bus, switching transistor Q3, the second switch K2, and the second heating core P2, causing the second heating core P2 to heat up and operate. Furthermore, since the heating core and its leads often have a certain parasitic inductance, when the periodically conducting half-bridge arm is turned off, the body diode of the other half of the same bridge arm can be used to freewheel the parasitic inductance, preventing the switching transistor of the half-bridge arm from exceeding the turn-off stress limit. Because only one half of the bridge arm is periodically controlled to conduct, DC power is not converted to AC current, and the compressor motor will not operate.

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

[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 by 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 midpoint of the different bridge arms. 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 switches Q3 and Q5. Furthermore, the switches connected in series with each heating core can be periodically turned on, and a wider range of heating power control can be achieved by controlling the duty cycle of different switches. Moreover, 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 a high-frequency PWM signal, while the switches connected in series with each heating core are controlled by a low-frequency PWM signal. For example, referring to Figure 10, switches Q3 and Q5 are controlled by a high-frequency PWM signal, while the first switch K1 and the second switch K2 are controlled by a low-frequency PWM signal. Alternatively, the switches connected in series with each heating element can be controlled to conduct intermittently, meaning the heating element is controlled to heat up and operate for a certain period of time, and then stops heating up and operating for another period of time. The switching duration of intermittent conduction mentioned here is much longer than the switching duration of periodic conduction.

[0086] Optionally, when there are two or more heating elements, and each heating element connected in series is connected to the other end of the switch at the same midpoint of the bridge arm, to achieve independent adjustment of the heating power of multiple heating elements, the switches connected in series with each heating element can be periodically turned on. Differential control of the heating power of different heating elements can be achieved by controlling the duty cycle of different switches. The duration of the switch module's conduction 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 element is working, the differential control of the heating power of the first heating element P1, the second heating element P2, and the third heating element P3 can be achieved by controlling the duty cycle of the first switch K1, the second switch K2, and the third switch K3. Furthermore, the conduction frequency of the switches connected in series with each heating element is generally lower than the conduction frequency of the switching transistors in the bridge arm; that is, the switching transistors in the bridge arm are controlled by high-frequency PWM signals, while the switches connected in series with each heating element are controlled by low-frequency PWM signals. For example, referring to Figure 7d, the switching transistor Q6 is controlled by a high-frequency PWM signal, while the first switch K1, the second switch K2, and the third switch K3 are controlled by a low-frequency PWM signal.

[0087] In scenarios where the compressor motor and heating module operate simultaneously, such as when the compressor motor is in heat pump mode and both the heat pump and heating module work together to heat the entire vehicle, and the motor controller 1010 is running in the second heating mode, at least one switch in the switch module 1014 is turned on, allowing the heating element connected in series with the turned-on switch to be 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 elements, all switches can be closed (turned on) simultaneously, allowing all heating elements to be connected to the compressor motor drive circuit 1013; alternatively, some switches can be closed (turned on), allowing some heating elements to be connected to the compressor motor drive circuit 1013. Referring to Figure 10, one can choose to simultaneously close the first switch K1 and the second switch K2, connecting both the first heating element P1 and the second heating element P2 to the compressor motor drive circuit 1013. Alternatively, one can choose to close only the first switch K1, connecting the first heating element P1 to the compressor motor drive circuit 1013, or only the second switch K2, connecting the second heating element P2 to the compressor motor drive circuit 1013. Correspondingly, the compressor motor drive circuit 1013 can operate in inverter mode, where the three bridge arms can output AC power to supply the three-phase windings of the compressor motor. In inverter mode, the three bridge arms provide AC current to the three-phase windings of the compressor motor, enabling the compressor motor to operate as a rotary heat pump.

[0088] Optionally, in scenarios where only the compressor motor operates or where the compressor motor and heating module operate simultaneously, when the three bridge arms are operating in inverter mode, they can convert DC current into AC current and supply the AC current to the compressor motor. Typically, this conversion is achieved using a combination of single-phase sinusoidal pulse width modulation (SPWM) technology or space vector pulse width modulation (SVPWM) technology. This application does not specifically limit the method by which the three bridge arms convert DC current into AC current.

[0089] The following explanation uses a combined SVPWM control strategy to illustrate how to independently adjust the heating power of the heating module while controlling the three bridge arms to operate in inverter mode.

[0090] Referring to Figures 11 to 14, Figure 11 is a schematic diagram of the space vectors in SVPWM technology, Figure 12 is a schematic diagram of the correspondence between the space vectors and the on / off states of the switching transistors in the three-phase bridge arm, Figure 13 is a schematic diagram of the state of each phase bridge arm and the control signals of each switching transistor in each phase bridge arm, and Figure 14 is a schematic diagram of the SVPWM waveform control strategy. As shown in Figure 11, SVPWM technology sets up 8 space vectors, namely the zero vector V0 (000), V7 (111) and the 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 switching transistor of the three-phase bridge arm. In each space vector, "0" represents the switching transistor being open, and "1" represents the switching transistor being on. For example, if the space vector V1 is 100, it means that the upper bridge switching transistor of phase U is on, the upper bridge switching transistor of phase V is open, and the upper bridge switching transistor of phase W is open. As shown in Figure 12, in SVPWM technology, the state of the upper bridge switch in one bridge arm is opposite to that of the lower bridge switch. That is, in one bridge arm, when the upper bridge switch is in the on state, the lower bridge switch is in the off state; and when the lower bridge switch is in the on state, the upper bridge switch is in the off state. In Figures 11 and 12, A, B, and C correspond to the U phase, V phase, and W phase, respectively. The control concept of SVPWM is to equate the three phases with equal amplitude sinusoidal voltages that are 120° apart to a rotating voltage space vector, as shown by the arrow in Figure 11. At any given moment during the rotation of the voltage space vector, it will fall on one of the six sectors, or it can be constructed by superimposing two adjacent basic voltage vectors and two zero vectors of that sector. The two zero vectors V0(000) and V7(111) correspond to two different circuit states. 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 equally divided, that is, T0 = T7 in Figure 13. In the compressor motor drive circuit 1013, this means 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, which means that 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 compressor motor control, they differ for heating module control. When the heating core and one end of the switch are connected to the negative DC bus HV- in a series configuration, a higher V7(111) ratio results in a longer simultaneous conduction time for the three upper-bridge switches, leading to a longer operating time for the heating core and higher heating power. When the heating core and one end of the switch are connected to the positive DC bus HV+ in a series configuration, a higher V0(000) ratio results in a longer simultaneous conduction time for the three lower-bridge switches, leading to a longer operating time for the heating core and higher heating power. Therefore, in addition to the conventional SVPWM control strategy, proportional control of V0(000) and V7(111) can be added to control the heating power of the heating core, thus decoupling the heating power control of the heating core from the compressor motor control. Therefore, when the motor controller is running in the second heating mode, the time ratio of the upper bridge arm being fully turned on in the three bridge arms can be changed to the time ratio of the lower bridge arm being fully turned on in the three bridge arms, so that the two full-on time ratios are 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 V0(000) ratio, the smaller the average value of the modulation wave, and the higher the proportion of the time when the three lower bridge switches are simultaneously turned on; the larger the V0(000) / V7(111) ratio, the higher the average value of the modulation wave, and the higher the time when the three upper bridge switches are simultaneously turned on.

[0092] The above example uses the SVPWM control scheme to describe how to independently control the compressor motor and heating module. The same control effect can be achieved using other waveform generation schemes, such as simultaneously increasing or decreasing the reference value of the three-phase modulation wave. The equivalent result is an increase in the proportion of simultaneous conduction time of the three lower-bridge switches or the three upper-bridge switches. Therefore, this application is not limited to a specific control strategy; it only needs to focus on the final result of adjusting the proportion of simultaneous conduction time of the upper-bridge switches or lower-bridge switches.

[0093] Optionally, when there are two or more heating elements, to achieve independent adjustment of the heating power of multiple heating elements, the switches connected in series with each heating element can be periodically turned on. Differential control of the heating power of different heating elements can be achieved by controlling the duty cycle of different switches. For example, referring to Figure 10, when the compressor motor and heating module are working simultaneously, the heating power of the first heating element P1 and the second heating element P2 can be differentiated by controlling the on-time of the first switch K1 and the second switch K2. Furthermore, the on-frequency of the switches connected in series with each heating element is generally lower than the on-frequency of the switching transistors in the bridge arm; that is, the switching transistors in the bridge arm are controlled by high-frequency PWM signals, while the switches connected in series with each heating element are controlled by low-frequency PWM signals.

[0094] Based on the same inventive concept, this application also provides a powertrain, which includes a compressor motor, a heating module, and the aforementioned on-board power supply device or the aforementioned motor controller. The compressor motor drive circuit in the on-board power supply device or motor controller includes three parallel bridge arms. The midpoint of the three bridge arms is used to connect the three-phase windings of the compressor motor. The midpoint of at least one bridge arm is connected to one end of the three bridge arms through a series-connected switching module and a heating module. This achieves the integration of the power control circuits of the compressor motor and the heating module, reusing the three-phase bridge arms in the compressor motor drive circuit for compressor motor power control to realize the power control function of the heating module. This reduces the total number of switching transistors in the powertrain and also reduces the number of supporting circuit modules or functional units such as freewheeling diodes, driver chips, sampling circuits, and heat sinks, thereby reducing the overall size and helping to reduce product hardware costs.

[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 variations or substitutions that can be easily conceived by those 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 determined by the scope of the claims.

Claims

1. A multi-functional vehicle-mounted power supply device, characterized in that, The vehicle-mounted power supply device includes a housing, a power conversion circuit, a switching module, and a compressor motor drive circuit. The housing houses the switching module, the power conversion circuit, and the compressor motor drive circuit. The surface of the housing has a compressor motor interface and a heating module interface. The power conversion circuit receives AC power and outputs a first DC power to charge the power battery or power the compressor motor drive circuit. The compressor motor drive circuit includes three parallel bridge arms, wherein: The two ends of the three bridge arms are used to receive the first DC power or the power battery power. The midpoint of each bridge arm is used to connect to one phase winding of the compressor motor through the compressor motor interface. The midpoint of at least one bridge arm is used to drive the heating module through the heating module interface. The switch module is used to connect or disconnect the connection between the midpoint of the 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 includes multiple heating cores connected in parallel; One end of each heating core is used to connect to the midpoint of one of the bridge arms, and the other end of each heating core is used to connect to one end of each of the three bridge arms via the switching module; or... The switch module includes multiple switches corresponding one-to-one with the plurality of heating cores. One end of each heating core is used to connect to the midpoint of one of the bridge arms through a switch, and the other end of each heating core 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 includes multiple heating cores connected in parallel. One end of each heating core is used to connect to the midpoint of one of the bridge arms, and the other end of each heating core 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 multiple switches corresponding one-to-one with the plurality of heating cores. One end of each heating core is used to connect to the midpoint of one of the bridge arms through a switch, or the other end of each heating core is used to connect to one end of the three bridge arms through a switch.

5. The vehicle-mounted power supply device according to any one of claims 1-4, characterized in that, The operating 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 midpoint of the three bridge arms is used to output the second AC power to drive the compressor motor. The vehicle 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 AC power; The on-board 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 AC power 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 is operating in the first heating mode or the second heating mode, the switching 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 is operating 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 conduction of the switching 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 6-8, characterized in that, When the vehicle-mounted power supply device is operating in the second heating mode, during the process of outputting the second AC power at the midpoint of the three bridge arms, the duration for which all upper bridge arms are conducting is different from the duration for which all lower bridge arms are conducting.

10. The vehicle-mounted power supply device according to any one of claims 1-9, characterized in that, The on-board power supply device includes a drive motor drive circuit, which receives power from the power battery and outputs a third AC power, which drives the drive motor of the electric vehicle.

11. A motor controller for an electric vehicle, characterized in that, The device includes a compressor motor drive circuit and a switching 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 DC power or power from a power battery. The midpoint of each bridge arm is used to connect to one phase winding of the compressor motor. The midpoint of at least one bridge arm is used to drive a heating module. The switching module is used to connect or disconnect the connection between the midpoint of the at least one bridge arm and the heating module.

12. The motor controller according to claim 11, characterized in that, The heating module includes multiple heating cores connected in parallel; one end of each heating core is used to connect to the midpoint of one of the bridge arms, and the other end of each heating core is used to connect to one end of the three bridge arms via the switching module; or... The switch module includes multiple switches corresponding one-to-one with the plurality of heating cores. One end of each heating core is used to connect to the midpoint of one of the bridge arms through a switch, and the other end of each heating core 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 includes multiple heating cores connected in parallel. One end of each heating core is used to connect to the midpoint of one of the bridge arms, and the other end of each heating core 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 multiple switches corresponding one-to-one with the plurality of heating cores. One end of each heating core is used to connect to the midpoint of one of the bridge arms through a switch, or the other end of each heating core is used to connect to one end of the three bridge arms through a switch.

15. The motor controller according to any one of claims 11-14, characterized in that, The motor controller operates in three modes: a first heating mode, a second heating mode, and an inverter mode. The motor controller operates in the inverter mode, the switch module is turned off, and the midpoint of the three bridge arms is used to output the AC power 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 AC power to drive the compressor motor.

16. A powertrain, characterized in that, The powertrain 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 to one phase winding of the compressor motor. The midpoint of at least one bridge arm is used to drive the heating module. The switching module is used to connect or disconnect the connection between the midpoint of the at least one bridge arm and the heating module.

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