Extended-range dual motor controller, extended-range hybrid powertrain, and electric vehicle

Abstract

An extended-range dual motor controller (111), an extended-range hybrid powertrain (110), and an electric vehicle (10). The extended-range dual motor controller (111) comprises a housing (111d) used for accommodating a generator power circuit (111a), a drive motor power circuit (111b), and a direct-current protection switch (111c); and the housing (111d) comprises a high-voltage direct-current port. The drive motor power circuit (111b) is used for receiving direct current from the high-voltage direct-current port by means of the direct-current protection switch (111c). The generator power circuit (111a) is used for receiving alternating current generated by a generator (112) and outputting direct current to the high-voltage direct-current port by means of the direct-current protection switch (111c). The direct-current protection switch (111c) is used for connecting or disconnecting the drive motor power circuit (111b) and the generator power circuit (111a) to / from the high-voltage direct-current port. Opening the direct-current protection switch (111c) can prevent faults occurring in other loads connected to a direct-current bus from spreading into the extended-range dual motor controller (111), thereby protecting power devices in the extended-range dual motor controller (111).

Description

Range-extended dual-motor controller, range-extended hybrid powertrain and electric vehicles

[0001] This application claims priority to Chinese Patent Application No. 202411554834.7, filed on October 31, 2024, entitled "Range-Extended Dual-Motor Controller, Range-Extended Hybrid Powertrain and Electric Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of vehicles, and more particularly to a range-extended dual-motor controller, a range-extended hybrid powertrain, and an electric vehicle. Background Technology

[0003] With increasing environmental awareness and the continuous development of electric vehicle technology, the demand for hybrid and multi-drive electric vehicles is growing in the market. However, in order to ensure the safety of passengers and the electric vehicle, it is necessary to disconnect the power supply from the power battery when a short circuit occurs in the high-voltage circuit of an electric vehicle. Otherwise, the drive motor may be burned out or even the vehicle may spontaneously combust.

[0004] The current common approach involves installing a main protection device at the point where the vehicle's DC bus power distribution architecture outputs power from the battery pack, and then supplying power to each load connected to the DC bus. If a short circuit occurs in any load connected to the high-voltage bus, the main protection device will trip, causing a power outage on the entire vehicle's high-voltage bus, thus ensuring the safety of the vehicle and its passengers. However, tripping the main protection device can lead to a power outage for all loads connected to the high-voltage bus due to a short circuit in one load. Summary of the Invention

[0005] This application provides a range-extended dual-motor controller, a range-extended hybrid powertrain, and an electric vehicle. By adding a DC protection switch to the front end of the DC bus connected to the dual-motor controller, faults occurring in other loads connected to the DC bus can be prevented from spreading to the inside of the range-extended dual-motor controller, thus protecting the power devices in the range-extended dual-motor controller.

[0006] Firstly, a range-extended dual-motor controller is proposed. This controller receives power from a power battery to drive the drive motor of an electric vehicle or transmits electrical energy generated by a generator to the power battery to charge it. The controller includes a housing, a DC protection switch, a drive motor power circuit, and a generator power circuit. The housing houses the generator power circuit, the drive motor power circuit, and the DC protection switch. The housing includes a high-voltage DC port through which the controller receives power from the power battery or charges the power battery. The drive motor power circuit receives DC power from the high-voltage DC port through the DC protection switch. The generator power circuit receives AC power generated by the generator and outputs DC power to the high-voltage DC port through the DC protection switch. The DC protection switch connects or disconnects the drive motor power circuit and the generator power circuit from the high-voltage DC port.

[0007] It is understandable that in the range-extended dual-motor controller, after the DC side of the generator power circuit and the DC side of the drive motor power circuit are combined, they can be connected to the DC bus in sequence through the DC protection switch and the high-voltage DC port, thereby connecting to the power battery.

[0008] The DC protection switch can be installed as an independent device inside the housing of the range-extended dual-motor controller 111.

[0009] It is understood that the DC protection switch can be a controlled switching device such as a switching transistor or relay, or it can be a device that automatically detects overcurrent and triggers fuses, such as a fuse or circuit breaker. This application does not limit this. If the DC protection switch is a controlled switching device, it can be connected to the control circuit in the motor controller and controlled by the control circuit.

[0010] According to an embodiment of this application, a DC protection switch is added to the front end of the DC bus of the range-extended dual-motor controller. This DC protection switch can prevent faults occurring in other loads connected to the DC bus from spreading to the inside of the range-extended dual-motor controller, thus protecting the power devices in the controller. Furthermore, the DC protection switch can be installed inside the housing of the range-extended dual-motor controller, resulting in a high degree of integration and convenient installation and use.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, the high-voltage DC port includes a positive DC terminal and a negative DC terminal. The positive DC terminal is used to connect to the positive terminal of the power battery, and the negative DC terminal is used to connect to the negative terminal of the power battery. One of the positive DC terminal and the negative DC terminal is used to connect one end of the three-phase bridge arm of the generator power circuit and one end of the three-phase bridge arm of the drive motor power circuit via a DC protection switch. The other of the positive DC terminal and the negative DC terminal is used to connect the other end of the three-phase bridge arm of the generator power circuit and the other end of the three-phase bridge arm of the drive motor power circuit.

[0012] It is understood that the DC protection switch can be connected in series between the positive DC terminal of the high-voltage DC port and the power circuit, or the DC protection switch can be connected in series between the negative DC terminal of the high-voltage DC port and the power circuit. This application does not limit this.

[0013] Optionally, the DC protection switch may also consist of a switch group composed of multiple switches. For example, the DC protection switch includes two switches: one switch is connected in series between the positive DC terminal of the high-voltage DC port and the power circuit, and the other switch is connected in series between the negative DC terminal of the high-voltage DC port and the power circuit.

[0014] According to the embodiments of this application, the DC protection switch in the range-extended dual-motor controller can be connected between the positive DC terminal or the negative DC terminal and the power circuit, which provides flexible connection and high control reliability.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, during the operation of the electric vehicle, after the DC protection switch disconnects the connection between the drive motor power circuit and the generator power circuit and the high-voltage DC port, the generator power circuit is also used to receive the AC power generated by the generator and supply power to the drive motor power circuit so that the drive motor power circuit can drive the drive motor.

[0016] It is understandable that after the DC protection switch is disconnected, the drive motor power circuit cannot receive power from the battery through the high-voltage DC port. Simultaneously, the generator power circuit can receive power from the generator and supply power to the drive motor power circuit, ensuring uninterrupted power to the drive motor.

[0017] According to the embodiments of this application, after the DC protection switch in the range-extended dual-motor controller disconnects the connection between the power circuit and the DC bus in the range-extended dual-motor controller, the generator power circuit can be controlled to supply power to the drive motor power circuit, thereby preventing the drive motor from losing power and ensuring that the power of the whole vehicle is not interrupted.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, in response to the power battery ceasing to supply power to the range-extended dual-motor controller during the operation of the electric vehicle, the generator power circuit is further configured to receive AC power generated by the generator and supply power to the drive motor power circuit so that the drive motor power circuit can drive the drive motor.

[0019] The fact that the power battery stops supplying power to the range-extended dual-motor controller can be understood as the power battery having insufficient power, or the battery pack in the power battery having a fault, or the wiring harness between the power battery and the range-extended dual-motor controller having an open circuit or short circuit fault. This application does not limit this to any specific situation.

[0020] Optionally, the DC protection switch is disconnected after the range-extended dual-motor controller loses power from the battery.

[0021] According to the embodiments of this application, the range-extended dual-motor controller can receive power from the generator and supply power to the drive motor after the power battery is lost, thereby ensuring that the power of the whole vehicle is not interrupted and further improving the safety of electric vehicles.

[0022] In conjunction with the first aspect, in some implementations of the first aspect, the range-extended dual-motor controller further includes a DC-DC converter circuit housed in the housing, which also includes a low-voltage DC port. The DC-DC converter circuit receives DC power from the high-voltage DC port via the DC protection switch, performs a step-down conversion on the DC power from the high-voltage DC port, and outputs it through the low-voltage DC port.

[0023] It is understood that one end of the DC-DC converter circuit is used to connect to the DC protection switch, and the other end of the DC-DC converter circuit is used to connect to the low-voltage DC port. The DC-DC converter circuit can receive the first DC power provided by the power battery through the DC protection switch and the high-voltage DC port, and output the second DC power to the low-voltage DC port. The voltage of the first DC power is higher than the voltage of the second DC power, that is, the DC-DC converter circuit 114 is used to reduce the voltage of the first DC power to generate and output the second DC power.

[0024] It is understood that the DC-DC converter circuit can be connected to the low-voltage electrical equipment of the electric vehicle or to the low-voltage battery of the electric vehicle through the low-voltage DC port, and this application embodiment does not limit this.

[0025] According to an embodiment of this application, the DC-DC converter circuit can be integrated into the housing of the range-extended dual-motor controller, which has high integration and a wider range of applications.

[0026] In conjunction with the first aspect, in some implementations of the first aspect, after the DC protection switch is turned off, the DC converter circuit is also used to receive power from the generator power circuit and perform step-down conversion on the DC power output from the generator power circuit before outputting it through the low-voltage DC port.

[0027] It can be understood that when the DC protection switch is in the ON state, the DC-DC converter circuit can receive DC power from the power battery, perform step-down conversion, and output through the low-voltage DC port. When the DC protection switch is in the OFF state, the DC-DC converter circuit can receive DC power from the generator power circuit, perform step-down conversion, and output through the low-voltage DC port. In other words, the low-voltage DC port can be reused by the DC-DC converter circuit to receive power from the DC bus or the generator power circuit.

[0028] According to the embodiments of this application, after the DC protection switch is turned off, the range-extended hybrid powertrain can generate electricity from the generator and output low-voltage DC power through the DC-DC converter circuit and the low-voltage DC port, thereby ensuring that the vehicle's power is not interrupted and further improving the user's driving experience and driving safety.

[0029] In conjunction with the first aspect, in some implementations of the first aspect, the range-extended dual-motor controller further includes a control circuit. During the process of the generator power circuit receiving AC power generated by the generator and supplying power to the drive motor power circuit, the control circuit controls the output power of the generator power circuit to be greater than the output power of the drive motor power circuit and controls the difference between the output power of the generator power circuit and the output power of the drive motor power circuit to be less than a preset threshold.

[0030] It is understood that the specific value of the preset threshold is not limited in the embodiments of this application. For example, the preset threshold may be 10%.

[0031] According to the proposed solution, after the DC protection switch is disconnected, by controlling the output power of the generator power circuit to be slightly greater than the output power of the drive motor power circuit, the energy utilization rate can be effectively improved and overvoltage faults can be prevented, thereby improving the safety and driving range of electric vehicles.

[0032] In conjunction with the first aspect, in some implementations of the first aspect, during the process of the generator power circuit receiving the alternating current generated by the generator and supplying power to the drive motor power circuit, the control circuit is also used to control the output power of the generator power circuit to increase with the increase of the accelerator pedal opening and decrease with the decrease of the accelerator pedal opening.

[0033] Specifically, during the process of controlling the generator power circuit to receive AC power generated by the generator and supply it to the drive motor power circuit, in response to an increase in the opening of the accelerator pedal of the electric vehicle, the control circuit controls the generator power circuit and the drive motor power circuit to increase their output power. In response to a decrease in the opening of the accelerator pedal of the electric vehicle, or in response to an increase in the opening of the brake pedal of the electric vehicle, the control circuit controls the generator power circuit and the drive motor power circuit to decrease their output power.

[0034] It is understood that this application does not limit the specific method by which the control circuit adjusts the generator power circuit and the drive motor power circuit.

[0035] As an example and not a limitation, in response to changes in the opening of the accelerator pedal or brake pedal of an electric vehicle, the control circuit is used to first adjust the generator power circuit and the generator's output power, and then adjust the drive motor power circuit and the drive motor's output power.

[0036] As an example and not a limitation, in response to changes in the opening of the accelerator pedal or brake pedal of an electric vehicle, the control circuit is used to simultaneously adjust the output power of the generator power circuit, the generator, the drive motor power circuit, and the drive motor, and to control the rate of change of the output power of the generator power circuit and the generator to be greater than the rate of change of the output power of the drive motor power circuit and the drive motor.

[0037] According to the present application, the control circuit in the range-extended dual-motor controller can adjust the power circuit, generator, and drive motor power in response to the opening of the accelerator pedal or brake pedal, ensuring that the power output can be adjusted according to the user's needs, making it more practical.

[0038] In conjunction with the first aspect, in some implementations of the first aspect, during the operation of the electric vehicle, in response to the DC protection switch being in the ON state and the accelerator pedal opening of the electric vehicle decreasing or the brake pedal opening of the electric vehicle increasing, the drive motor power circuit is configured to output DC power through the high-voltage DC port. In response to the DC protection switch being in the OFF state and the accelerator pedal opening decreasing or the brake pedal opening increasing, the drive motor power circuit ceases to output DC power through the high-voltage DC input terminal.

[0039] It is understood that the electric vehicle is operating in single-pedal mode with the accelerator pedal opening reduced, or the brake pedal opening increased, indicating that the electric vehicle is in a braking state. Furthermore, when the electric vehicle is braking, the vehicle controller receives the braking signal and sends an energy recovery signal to the dual-motor controller. The dual-motor controller responds to the energy recovery signal by controlling the drive motor to operate in a generator state. At this time, the drive motor converts the kinetic energy of the electric vehicle's wheels into electrical energy and outputs counter-torque to the wheels to provide braking force to the electric vehicle.

[0040] According to the present application, after the DC protection switch is turned off, the range-extended dual-motor controller stops energy recovery, avoiding overvoltage faults in the wiring harness between internal power circuits, and further improving the safety and reliability of the range-extended dual-motor controller.

[0041] In conjunction with the first aspect, in some implementations of the first aspect, the DC protection switch disconnects when the current through the DC protection switch is greater than a first current threshold or when the rate of change of the current through the DC protection switch is greater than a preset rate of change.

[0042] The first current threshold can be understood as a relatively large current value. When other loads connected to the DC bus fail, it may cause a short circuit between the positive and negative DC buses, significantly increasing the circuit through the DC protection switch. At this time, the DC protection switch will disconnect to prevent the fault on the DC bus from spreading to the range-extended dual-motor controller.

[0043] In conjunction with the first aspect, in some implementations of the first aspect, the positive DC terminal is used to connect to the positive terminal of the power battery through a positive DC bus, the negative DC terminal is used to connect to the negative terminal of the power battery through a negative DC bus, and the DC protection switch disconnects after the voltage between the positive DC bus and the negative DC bus decreases to a first voltage threshold.

[0044] The first voltage threshold can be understood as a relatively small voltage value. When other loads connected to the DC bus fail, it may cause a short circuit between the positive and negative DC buses, resulting in a rapid drop in voltage between the positive and negative DC buses. At this time, the DC protection switch will disconnect to prevent the fault on the DC bus from spreading to the range-extended dual-motor controller.

[0045] It is understood that the embodiments of this application do not limit the specific values ​​of the first current threshold and the first voltage threshold. Furthermore, their specific values ​​can be selected according to actual implementation, providing high flexibility.

[0046] According to the proposed solution, the DC protection switch in the range-extended dual-motor controller has flexible disconnection conditions and is highly practical.

[0047] In conjunction with the first aspect, in some implementations of the first aspect, the range-extended dual-motor controller further includes an AC protection switch for connecting or disconnecting the connection between the three-phase bridge arm of the drive motor power circuit and the three-phase winding of the drive motor.

[0048] It is understandable that when the drive motor is a synchronous motor, if a single switching module in any phase arm of the three-phase bridge arm of the drive motor power circuit is short-circuited, the current in that phase arm will increase significantly when the switching module is closed. If the fault in that switching module is not isolated, the resulting short-circuit current will cause the synchronous motor to generate a large braking torque, thus affecting driving safety. Therefore, the AC protection switch provided in this application embodiment can disconnect the connection between the midpoint of the three-phase bridge arm and the three-phase windings of the synchronous drive motor when the current through any phase arm of the three-phase bridge arm exceeds a third current threshold, thereby avoiding the generation of braking torque.

[0049] It is understood that the AC protection switch can be an automatic overcurrent detection device such as a fuse or circuit breaker, or a controlled switching device such as a switching transistor or relay. This application does not limit the scope of the application.

[0050] It is understood that this application does not limit the installation location of the AC protection switch. For example, the AC protection switch can be inside the housing of the other motor controller or it can be a separate device.

[0051] It is understandable that when the drive motor is an asynchronous motor or a field motor, the aforementioned AC protection switch is optional.

[0052] According to the embodiments of this application, by adding an AC protection switch to the power line between the drive motor power circuit and the drive motor, the failure of the module in the drive motor power circuit can be avoided, which would cause the drive motor to generate braking torque. This ensures that the vehicle will not suddenly decelerate even when power is lost, effectively improving driving safety.

[0053] Secondly, a range-extended dual-motor controller is proposed. This controller receives power from a power battery to drive the drive motor of an electric vehicle or transmits electrical energy generated by a generator to the power battery to charge it. The controller includes a generator power circuit and a drive motor power circuit. The drive motor power circuit receives power from the power battery through a first DC protection switch and outputs AC power to the drive motor. The generator power circuit receives AC power generated by the generator and supplies power to the power battery through a second DC protection switch. During vehicle operation, after the first DC protection switch disconnects the drive motor power circuit and the power battery, the generator power circuit also receives AC power generated by the generator and supplies power to the drive motor power circuit to drive the drive motor.

[0054] It is understood that the generator power circuit can be connected to the positive DC bus and / or the negative DC bus through the second DC protection switch, and the drive motor power circuit can be connected to the positive DC bus and / or the negative DC bus through the first DC protection switch. This application embodiment does not limit this.

[0055] It is understood that the housing of the range-extended dual-motor controller can form two cavities. One cavity houses the generator power circuit and the second DC protection switch, while the other cavity houses the drive motor power circuit and the first DC protection switch. Alternatively, one cavity houses the generator power circuit and the second DC protection switch is mounted outside this cavity, while the other cavity houses the drive motor power circuit and the first DC protection switch is mounted outside this other cavity.

[0056] According to an embodiment of this application, the range-extended dual-motor controller can be equipped with separate DC protection switches for the generator power circuit and the drive motor power circuit. These DC protection switches can prevent faults occurring in other loads connected to the DC bus from propagating into the range-extended dual-motor controller, thus protecting the power devices within the controller. Furthermore, after the first DC protection switch is disconnected, the generator power circuit can supply power to the drive motor power circuit, thereby ensuring uninterrupted power to the entire vehicle.

[0057] In conjunction with the second aspect, in some implementations of the second aspect, the range-extended dual-motor controller further includes a connection switch for connecting or disconnecting the connection between the three-phase bridge arm of the generator power circuit and the three-phase bridge arm of the drive motor power circuit. During the operation of the electric vehicle, the connection switch is used to turn on after the first DC protection switch is disconnected, so that the generator power circuit receives the AC power generated by the generator and supplies power to the drive motor power circuit to drive the drive motor.

[0058] It is understood that when both the first and second DC protection switches are in the ON state, the connection switch disconnects the generator power circuit and the drive motor power circuit. When the first DC protection switch is off, the connection switch is on, allowing the drive motor power circuit to receive power from the generator power circuit through the connection switch.

[0059] According to the embodiments of this application, after the DC protection switch in the range-extended dual-motor controller is turned off, the connection between the power circuits can be turned on through the internal connection switch, so that the generator power circuit can supply power to the drive motor power circuit, ensuring that the power of the whole vehicle is not interrupted.

[0060] In conjunction with the second aspect, in some implementations of the second aspect, the range-extended dual-motor controller includes a housing for accommodating the generator power circuit, the drive motor power circuit, the first DC protection switch, and the second DC protection switch. The housing includes a first DC port and a second DC port. The drive motor power circuit is used to connect to the first DC port via the first DC protection switch and receive power from the power battery through the first DC port. The generator power circuit is used to connect to the second DC port via the second DC protection switch and supply power to the power battery through the second DC port.

[0061] According to the embodiments of this application, the generator power circuit and the drive motor power circuit in the range-extended dual-motor controller can be connected to the power battery through different DC ports, and the connection method is flexible.

[0062] In conjunction with the second aspect, in some implementations of the second aspect, the range-extended dual-motor controller further includes a control circuit that, in response to the closing of the first DC protection switch and the second DC protection switch, controls the connection switch to open. In response to the opening of either the first DC protection switch or the second DC protection switch, the control circuit controls the connection switch to close.

[0063] According to the embodiments of this application, the range-extended dual-motor controller can control the closing and opening of the switch module by referring to the state of the DC protection switch, which is simple and highly reliable.

[0064] Thirdly, a range-extended hybrid powertrain is proposed, which includes a drive motor, a generator, and a dual-motor controller in any implementation of the first aspect or any implementation of the second aspect. The range-extended dual-motor controller is used to receive power from the power battery to drive the drive motor or to receive electrical energy generated by the generator and charge the power battery.

[0065] According to the present application, a DC protection switch is added to the front end of the DC bus of the range-extended dual-motor controller in the range-extended hybrid powertrain. This DC protection switch can prevent faults caused by other loads connected to the DC bus from spreading to the inside of the range-extended hybrid powertrain, thus protecting the power devices in the range-extended hybrid powertrain.

[0066] Fourthly, a range-extended electric vehicle is proposed, which includes a power battery and a range-extended hybrid powertrain as described in the second aspect. The range-extended hybrid powertrain is used to receive power from the power battery to drive the wheels of the electric vehicle, or to output direct current to charge the power battery.

[0067] In conjunction with the fourth aspect, in some implementations of the fourth aspect, the electric vehicle further includes another powertrain for driving the two front wheels or the two rear wheels of the electric vehicle. This other powertrain drives the remaining two wheels of the electric vehicle and includes a motor controller, another drive motor, and an AC protection switch. The other drive motor is a synchronous motor. The motor controller includes three-phase arms, the midpoints of which are used to connect to the three-phase windings of the other drive motor. In response to a current exceeding a third current threshold through any one of the three-phase arms, the AC protection switch disconnects the connection between the midpoints of at least two phase arms and the three-phase windings.

[0068] It is understandable that when a single switch module in a phase bridge arm is short-circuited, the current in that phase bridge arm will be greater than the third current threshold when the switch module is closed. If the fault of the switch module is not isolated, the short-circuit current will cause the synchronous motor to generate braking torque, affecting driving safety.

[0069] According to the proposed solution, for four-wheel drive vehicles, adding an AC protection switch to the power line between the motor controller and the drive motor in other powertrains can prevent short circuits in the motor controllers of other powertrains from causing the drive motor to generate braking torque, thereby improving vehicle safety.

[0070] The supplements and technical effects of the solutions provided in the second to fourth aspects above can be found in the corresponding descriptions in the first aspect, and will not be repeated here. Attached Figure Description

[0071] Figure 1 is a schematic diagram of a DC bus protection device;

[0072] Figure 2 is a structural schematic diagram of the electric vehicle 10 proposed in an embodiment of this application;

[0073] Figure 3 is a partial structural schematic diagram of the electric vehicle 10 provided in an embodiment of this application;

[0074] Figure 4 is another structural schematic diagram of the hybrid powertrain 110 provided in an embodiment of this application;

[0075] Figure 5 is a circuit diagram of a hybrid powertrain 110 provided in an embodiment of this application;

[0076] Figure 6 is a control timing diagram of the control circuit provided in an embodiment of this application;

[0077] Figure 7 is a circuit diagram of another hybrid powertrain 110 provided in an embodiment of this application. Detailed Implementation

[0078] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0079] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0080] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0081] References to “some embodiments” and the like in this specification mean that one or more embodiments of this application include a particular feature, structure, or characteristic described in connection with that embodiment. Therefore, phrases such as “some embodiments” appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean “one or more, but not all, embodiments”, unless otherwise specifically emphasized. The terms “comprising,” “including,” “having,” and variations thereof mean “including, but not limited to,” unless otherwise specifically emphasized.

[0082] With increasing environmental awareness and the continuous development of electric vehicle technology, the demand for hybrid and multi-drive electric vehicles is growing in the market. However, in order to ensure the safety of passengers and the electric vehicle, it is necessary to disconnect the power supply from the power battery when a short circuit occurs in the high-voltage circuit of an electric vehicle. Otherwise, the drive motor may be burned out or even the vehicle may spontaneously combust.

[0083] As shown in Figure 1, a common approach is to install a central protection device at the point where the vehicle's DC bus power distribution architecture outputs power from the battery, supplying power to various loads, such as the drive assembly, via the DC bus. For example, in a hybrid electric vehicle, the generator controller and drive motor controller share a DC bus connected to the battery. A failure in other loads connected to the DC bus will cause the central protection device on the DC bus to blow, resulting in a power outage on the entire vehicle's DC bus, thus ensuring the safety of the vehicle and passengers. However, this solution can cause normally functioning electrical components, such as the powertrain, to malfunction due to the loss of power.

[0084] In view of this, embodiments of this application propose a range-extended dual-motor controller, a range-extended hybrid powertrain, and an electric vehicle. By adding a DC protection switch to the front end of the DC bus connected to the dual-motor controller, faults occurring in other loads connected to the DC bus can be prevented from spreading to the inside of the range-extended dual-motor controller, thus protecting the power devices in the range-extended dual-motor controller.

[0085] Figure 2 is a schematic diagram of the structure of the electric vehicle 10 proposed in the embodiment of this application.

[0086] As shown in Figure 2(a), the electric vehicle 10 can be a two-wheel drive vehicle. The electric vehicle 10 may include a power battery (not shown), a range-extended hybrid powertrain 110, and four wheels. The range-extended hybrid powertrain 110 drives the two front wheels of the electric vehicle 10. The range-extended hybrid powertrain 110 includes a range-extended dual-motor controller 111, a generator 112, and a drive motor 113. The drive motor 113 is connected to the two front wheels of the electric vehicle 10 and drives them to rotate by outputting torque. The generator 112 is driven by an internal combustion engine to output torque, and in the process of outputting torque, it converts mechanical energy into electrical energy, i.e., the generator 112 generates electricity.

[0087] In this embodiment, the range-extended dual-motor controller 111 is used to receive power from the power battery to drive the drive motor 113 or to transmit electrical energy generated by the generator 112 to the power battery to charge the power battery. Specifically, during the power generation process of the generator 112, the range-extended dual-motor controller 111 can receive electrical energy output by the generator 112 and supply power to the power battery to charge the power battery; or, the range-extended dual-motor controller 111 can receive electrical energy output by the generator 112 and supply power to the drive motor 113 to drive the drive motor 113; or, the range-extended dual-motor controller 111 can receive electrical energy output by the generator 112 and electrical energy output by the power battery and supply power to the drive motor 113 to drive the drive motor 113.

[0088] It is understood that the above-mentioned range-extended dual-motor controller 111 can also be divided into a drive motor controller and a generator controller. The generator controller is used to implement the functions related to the generator power circuit 111a, and the drive motor controller is used to implement the functions related to the drive motor power circuit 111b.

[0089] As shown in Figure 2(b), the electric vehicle 10 can be a four-wheel drive vehicle. The electric vehicle 10 may include a power battery (not shown), a range-extended hybrid powertrain 110, a second powertrain 120, and four wheels. The range-extended hybrid powertrain 110 drives the two front wheels of the electric vehicle 10, and the second powertrain 120 drives the two rear wheels of the electric vehicle 10. The second powertrain 120 includes a second motor controller 121 and a second drive motor 122. The second motor controller 121 outputs alternating current to the second drive motor 122 to drive the second drive motor 122.

[0090] It is understood that the second powertrain 120 mentioned above can also be a distributed powertrain. In this case, the second powertrain 120 may include two drive motors, which are used to drive the two rear wheels of the electric vehicle 10. The second motor controller 121 is used to output AC power to the two drive motors to drive the two drive motors.

[0091] It is understood that the powertrain in this application can be a centralized powertrain, a hub motor powertrain, or a wheel-side motor powertrain. Specifically, the hub motor powertrain directly mounts the motor and reducer in the wheel hub, eliminating transmission components such as half-shafts, universal joints, differentials, and gearboxes; the wheel-side motor powertrain mounts the motor on the subframe.

[0092] Figure 3 is a partial structural schematic diagram of the electric vehicle 10 provided in the embodiment of this application.

[0093] It is understood that the range-extended hybrid powertrain 110 can be used in vehicles with at least two electrical components mounted on a DC bus. For example, a two-wheel-drive electric vehicle 10 may include the range-extended hybrid powertrain 110 and at least one load. As another example, a four-wheel-drive electric vehicle 10 may include the range-extended hybrid powertrain 110 and a second powertrain 120.

[0094] In some embodiments, as shown in FIG3, the range-extended dual-motor controller 111 includes a generator power circuit 111a, a drive motor power circuit 111b, a DC protection switch 111c, and a housing 111d. The housing 111d is used to house the generator power circuit 111a, the drive motor power circuit 111b, and the DC protection switch 111c. In other words, the DC protection switch 111c can be assembled as a separate device inside the housing of the range-extended dual-motor controller 111.

[0095] The housing 111d includes a high-voltage DC port, through which the range-extended dual-motor controller 111 receives power from the power battery or charges the power battery. Specifically, the generator power circuit 111a receives AC power generated by the generator 112 and outputs DC power to the high-voltage DC port via a DC protection switch 111c. The drive motor power circuit 111b receives DC power from the high-voltage DC port via the DC protection switch 111c. The DC protection switch 111c is used to connect or disconnect the drive motor power circuit 111b and the generator power circuit 111a from the high-voltage DC port.

[0096] The housing 111d also includes two AC ports. The AC input terminal of the generator power circuit 111a is used to connect the generator 112 through one AC port, and the AC output terminal of the drive motor power circuit 111b is used to connect the drive motor 113 through the other AC port.

[0097] This is understandable. Since other electrical components are also connected to the DC bus, the current in the parallel branches is less than the current in the main circuit. Therefore, the current received by the DC bus from the power battery is greater than the current passing through the DC protection switch 111c. For example, as shown in Figure 3, the current received by the DC bus from the power battery is I1, and the current passing through the DC protection switch 111c is I2; I1 is greater than I2.

[0098] According to an embodiment of this application, by adding a DC protection switch to the front end of the DC bus connected to the dual-motor controller, faults occurring in other loads connected to the DC bus can be prevented from spreading to the range-extended dual-motor controller, thus protecting the power devices in the range-extended dual-motor controller. Furthermore, the DC protection switch can be installed inside the range-extended dual-motor controller housing, resulting in a high degree of integration and convenient installation and use for the range-extended dual-motor controller.

[0099] In some embodiments, the DC protection switch 111c in this application can be a controlled switching device, such as a switching transistor or a relay, or it can be a device that automatically detects overcurrent and blows fuses, such as a fuse or a circuit breaker. This application does not limit the specific type of device. If the DC protection switch 111c is a controlled switching device, it can be connected to the control circuit in the motor controller and controlled by the control circuit.

[0100] In some embodiments, the high-voltage DC port includes a positive DC terminal and a negative DC terminal. The positive DC terminal is used to connect to the positive terminal of the power battery, and the negative DC terminal is used to connect to the negative terminal of the power battery. Specifically, one of the positive DC terminal and the negative DC terminal is used to connect one end of the three-phase bridge arm of the generator power circuit 111a and one end of the three-phase bridge arm of the drive motor power circuit 111b via the DC protection switch 111c. The other of the positive DC terminal and the negative DC terminal is used to connect the other end of the three-phase bridge arm of the generator power circuit 111a and the other end of the three-phase bridge arm of the drive motor power circuit 111b. In other words, the DC protection switch 111c can be connected in series between the positive DC terminal of the high-voltage DC port and the power circuit, or the DC protection switch 111c can be connected in series between the negative DC terminal of the high-voltage DC port and the power circuit. This application embodiment does not limit this.

[0101] In some embodiments, the DC protection switch 111c can also be understood as a switch group consisting of multiple switches. For example, the DC protection switch 111c includes two switches, one switch connected in series between the positive DC terminal of the high-voltage DC port and the power circuit, and the other switch connected in series between the negative DC terminal of the high-voltage DC port and the power circuit.

[0102] According to the embodiments of this application, the DC protection switch in the range-extended dual-motor controller can be connected between the positive DC terminal or the negative DC terminal and the power circuit, which provides flexible connection and high control reliability.

[0103] In some embodiments, the generator power circuit 111a is also used to receive AC power generated by the generator 112 and supply power to the drive motor power circuit 111b so that the drive motor power circuit 111b can be used to drive the drive motor 113 after the DC protection switch 111c disconnects the connection between the drive motor power circuit 111b and the generator power circuit 111a and a high-voltage DC port during the operation of the electric vehicle 10.

[0104] It is understandable that after the DC protection switch 111c is opened, the drive motor power circuit 111b cannot receive power from the power battery through the high-voltage DC port. At the same time, the generator power circuit 111b can receive power from the generator 112 and supply power to the drive motor power circuit 111b, so that the power of the drive motor 113 is not interrupted.

[0105] According to the embodiments of this application, after the DC protection switch in the range-extended dual-motor controller disconnects the connection between the power circuit and the DC bus in the range-extended dual-motor controller, the generator power circuit can be controlled to supply power to the drive motor power circuit, thereby preventing the drive motor from losing power and ensuring that the power of the whole vehicle is not interrupted.

[0106] It is understood that the present application embodiments do not limit the disconnection conditions of the DC protection switch 111c.

[0107] In some embodiments, the DC protection switch 111c disconnects when the current through the DC protection switch 111c exceeds a first current threshold or when the rate of change of the current through the DC protection switch 111c exceeds a preset rate of change.

[0108] It is understandable that the first current threshold can be interpreted as a relatively large current value. When other loads connected to the DC bus fail, it may cause a short circuit between the positive and negative DC buses, resulting in a significant increase in the circuit through the DC protection switch 111c. At this time, the DC protection switch 111c will disconnect to prevent the fault on the DC bus from spreading to the range-extended hybrid powertrain.

[0109] In some embodiments, a positive DC terminal is used to connect to the positive terminal of the power battery through a positive DC bus, and a negative DC terminal is used to connect to the negative terminal of the power battery through a negative DC bus. The DC protection switch 111c disconnects after the voltage between the positive DC bus and the negative DC bus decreases to a first voltage threshold.

[0110] It is understandable that the first voltage threshold can be interpreted as a relatively small voltage value. When other loads connected to the DC bus fail, it may cause a short circuit between the positive and negative DC buses, resulting in a rapid drop in voltage between the positive and negative DC buses. At this time, the DC protection switch 111c will disconnect to prevent the fault on the DC bus from spreading to the range-extended hybrid powertrain.

[0111] It is understood that the embodiments of this application do not limit the specific values ​​of the first current threshold and the first voltage threshold. Furthermore, their specific values ​​can be selected according to actual implementation, providing high flexibility.

[0112] According to the embodiments of this application, the DC protection switch in the range-extended dual-motor controller has flexible disconnection conditions and is highly practical.

[0113] In some embodiments, in response to the power battery stopping supplying power to the range-extended dual-motor controller 111 during the operation of the electric vehicle 10, the generator power circuit 111a is also used to receive the alternating current generated by the generator 112 and supply power to the drive motor power circuit 111b so that the drive motor power circuit 111b can be used to drive the drive motor 113.

[0114] The fact that the power battery stops supplying power to the range-extended dual-motor controller 111 can be understood as the power battery having insufficient power, or the battery pack in the power battery having a fault, or the wiring harness between the power battery and the range-extended dual-motor controller 111 having an open circuit or short circuit fault. This application does not limit this to any specific situation.

[0115] Optionally, the DC protection switch 111c is disconnected after the range-extended dual-motor controller 111 loses power from the power battery.

[0116] According to the embodiments of this application, the range-extended dual-motor controller can receive power from the generator and supply power to the drive motor after the power battery is lost, thereby ensuring that the power of the whole vehicle is not interrupted and further improving the safety of electric vehicles.

[0117] In some embodiments, the range-extended dual-motor controller 111 further includes a DC-DC converter circuit 114 housed in a housing 111d, which also includes a low-voltage DC port. The DC-DC converter circuit 114 is used to receive DC power from a high-voltage DC port via a DC protection switch 111c and step down the DC power from the high-voltage DC port before outputting it through a low-voltage DC port.

[0118] It is understood that one end of the DC-DC converter circuit 114 is used to connect to the DC protection switch 111c, and the other end of the DC-DC converter circuit 114 is used to connect to the low-voltage DC port. The DC-DC converter circuit 114 can receive the first DC power provided by the power battery through the DC protection switch 111c and the high-voltage DC port, and output the second DC power to the low-voltage DC port. The voltage of the first DC power is higher than the voltage of the second DC power, that is, the DC-DC converter circuit 114 is used to reduce the voltage of the first DC power to generate and output the second DC power.

[0119] It is understood that the DC-DC converter circuit 114 can be connected to the low-voltage electrical equipment of the electric vehicle 10 or to the low-voltage battery of the electric vehicle 10 through the low-voltage DC port. This application embodiment does not limit this.

[0120] According to an embodiment of this application, the DC-DC converter circuit can be integrated into the housing of the range-extended dual-motor controller, which has high integration and greater practicality.

[0121] In some embodiments, after the DC protection switch 111c is turned off, the DC conversion circuit 114 is also used to receive power from the generator power circuit and perform step-down conversion on the DC power output of the generator power circuit before outputting it through a low-voltage DC port.

[0122] It is understood that when the DC protection switch 111c is in the ON state, the DC-DC converter circuit 114 can receive DC power from the power battery, perform step-down conversion, and output through the low-voltage DC port. When the DC protection switch 111c is in the OFF state, the DC-DC converter circuit 114 can receive DC power from the generator power circuit 111a, perform step-down conversion, and output through the low-voltage DC port. In other words, the low-voltage DC port can be multiplexed by the DC-DC converter circuit 114 to receive power from the DC bus or the generator power circuit 111a.

[0123] According to the embodiments of this application, after the DC protection switch is turned off, the range-extended hybrid powertrain can generate electricity from the generator and output low-voltage DC power through the DC-DC converter circuit and the low-voltage DC port, thereby ensuring that the vehicle's power is not interrupted and further improving the user's driving experience and driving safety.

[0124] Referring again to Figure 3, in some embodiments, the range-extended dual-motor controller 111 further includes an AC protection switch 115, which is used to connect or disconnect the connection between the three-phase bridge arm of the drive motor power circuit 111b and the three-phase winding of the drive motor 113.

[0125] In response to the current through any one of the three-phase bridge arms being greater than a third current threshold, the AC protection switch 115 is used to disconnect the connection between the bridge arm midpoint of at least two phase bridge arms and the three-phase winding.

[0126] It is understood that when the drive motor 113 is a synchronous motor, if a single switching module in any phase arm of the three-phase bridge arm of the drive motor power circuit 111b is short-circuited, the current in that phase arm will increase significantly when the switching module is closed. If the fault of the switching module is not isolated, the resulting short-circuit current will cause the synchronous motor to generate a large braking torque, thus affecting driving safety. Therefore, an AC protection switch 115 is required to disconnect the three-phase windings of the drive motor 113 from the three-phase bridge arm of the drive motor power circuit 111b when the current through any phase arm of the three-phase bridge arm exceeds a third current threshold. The at least two phase arms may include the phase arm to which the failed switching module belongs, or may not include any phase arm; this embodiment does not limit this.

[0127] It is understood that this application does not limit the installation location of the AC protection switch 115. For example, the AC protection switch 115 can be inside the housing of the dual motor controller 111, or it can be a separate device.

[0128] It is understood that the drive motor power circuit 111b may include an N-phase bridge arm and be connected to the N-phase winding of the drive motor 113, where N is a positive integer greater than 2. In this application, N is described as 3. When N is other values, a similar approach can be used, and it will not be described again here.

[0129] In some embodiments, the AC protection switch 115 can be an automatic overcurrent detection device, such as a fuse or circuit breaker. When the current through any one phase of the three-phase bridge arm exceeds a third current threshold, the AC protection switch 115 is used to disconnect the connection between any one phase of the bridge arm and the windings of the drive motor.

[0130] In some embodiments, the AC protection switch 115 may be a controlled switching device such as a switching transistor, a relay, etc., and the overcurrent signal detected by the detection device in the drive motor power circuit 111b may be used as the trigger source.

[0131] In these embodiments, the detection device is used to detect overcurrent signals in the circuit. The detection device sends the overcurrent signal to the range-extended dual-motor controller 111, which can control the AC protection switch 115 to disconnect the connection between the midpoint of at least two phase arms of the three-phase bridge arm and the corresponding motor winding when the overcurrent signal is detected. Similarly, when the inverter circuit includes N phase arms, the range-extended dual-motor controller 111 can control the AC protection switch 115 to disconnect the connection between the N-1 phase arm and the winding of the drive motor 113.

[0132] It is understandable that when the drive motor 113 is an asynchronous motor or an excitation motor, the aforementioned AC protection switch 115 is optional.

[0133] According to the embodiments of this application, by adding an AC protection switch to the power line between the drive motor power circuit and the drive motor, the failure of the module in the drive motor power circuit can be avoided, which would cause the drive motor to generate braking torque. This ensures that the vehicle will not suddenly decelerate even when power is lost, effectively improving driving safety.

[0134] Referring again to Figure 3, in some embodiments, a second power assembly 120 is also connected to the DC bus, which includes a second motor controller 121 and a second drive motor 122.

[0135] It is understood that the second motor controller 121 may also include another AC protection switch, which is used to connect or disconnect the connection between the three-phase windings of the second drive motor 122 and the three-phase bridge arm of the second motor controller 121. The working principle of this other AC protection switch can be found in the relevant description of AC protection switch 115, and will not be repeated here.

[0136] According to the embodiments of this application, by adding an AC protection switch to the power line between other motor controllers connected to the DC bus and the drive motor, it is possible to prevent the internal failure of other motor controllers connected to the DC bus from causing the drive motor to generate braking torque, thereby ensuring that the range-extended hybrid powertrain can drive the vehicle normally and further improving driving safety.

[0137] In some embodiments, the second powertrain 120 may include another DC protection switch, and the second motor controller 121 is used to connect the other DC protection switch to the DC bus. The other DC protection switch is used to disconnect the second motor controller 121 from the DC bus in the event of a failure of the second motor controller 121.

[0138] It is understandable that when a short circuit fault occurs in the second motor controller 121, the DC current through the other DC protection switch will suddenly increase. When the current through the other DC protection switch exceeds a preset threshold, it indicates that a short circuit has occurred inside the powertrain. In order to protect the electrical components, the other DC protection switch disconnects the second motor controller 121 from the DC bus, thus isolating the short circuit fault in the second motor controller 121 and preventing it from affecting other electrical components connected to the DC bus.

[0139] It is understood that the other DC protection switch can be installed inside the housing of the second motor controller 121 or outside the housing of the second motor controller 121. This application embodiment does not limit this.

[0140] According to the embodiments of this application, a DC protection switch can also be installed in the powertrain connected to the DC bus, so as to disconnect the connection between the motor controller in the powertrain and the DC bus when a short circuit fault occurs in the powertrain, thereby preventing the fault from spreading and further improving the safety and reliability of the vehicle.

[0141] Figure 4 is another structural schematic diagram of the range-extended hybrid powertrain 110 provided in an embodiment of this application.

[0142] As shown in Figure 4, unlike the range-extended dual-motor controller 111 in Figure 3, the housing of this range-extended dual-motor controller 111 houses the generator power circuit 111a and the drive motor power circuit 111b. The DC output terminal of the generator power circuit 111a and the DC input terminal of the drive motor power circuit 111b are connected together and then connected to the DC bus via a DC port and a DC protection switch 111c. The DC protection switch 111c is used to connect or disconnect the connection between the high-voltage DC port of the range-extended dual-motor controller 111 and the DC bus. In other words, the DC protection switch 111c is mounted as an independent device outside the housing of the range-extended dual-motor controller 111.

[0143] Optionally, the housing of the range-extended dual-motor controller 111 can be formed with two accommodating cavities (not shown in the figure), one accommodating cavity for accommodating the generator power circuit 111a and the other accommodating cavity for accommodating the drive motor power circuit 111b. In this case, the generator power circuit 111a and the drive motor power circuit 111b can be connected to the DC bus through the DC protection switch 111c after being combined outside the two accommodating cavities.

[0144] It is understood that for the range-extended dual-motor controller 111 shown in Figure 4, the DC-DC converter circuit 114 can be located in the same housing as the generator power circuit 111a.

[0145] It is understood that the embodiments of this application do not limit the assembly method of the DC protection switch 111c outside the housing of the range-extended dual motor controller 111.

[0146] In some embodiments, the components of the DC protection switch 111c can be mounted on the housing 111d of the range-extended dual-motor controller 111. The components of the DC protection switch 111c can be welded to the housing 111d of the range-extended dual-motor controller 111, or fixed to the housing 111d of the range-extended dual-motor controller 111 by bolts, slide rails, or other means. This application embodiment does not limit the specific method used.

[0147] In some embodiments, the components in the DC protection switch 111c can be mounted on the high-voltage harness between the high-voltage DC port and the DC bus of the range-extended dual-motor controller 111.

[0148] According to the embodiments of this application, the DC protection switch can be mounted externally on the range-extended dual-motor controller, and the specific mounting location can be selected according to the actual implementation, offering high flexibility. Furthermore, the DC protection switch is convenient for subsequent maintenance and replacement.

[0149] Figure 5 is a circuit diagram of a range-extended hybrid powertrain 110 provided in an embodiment of this application.

[0150] As shown in Figure 5, the generator power circuit 111a includes three bridge arms connected in parallel. Each bridge arm includes an upper bridge arm switch and a lower bridge arm switch. The midpoint of each bridge arm is used to connect to one phase winding of the generator 112. The drive motor power circuit 111b includes three bridge arms connected in parallel. Each bridge arm includes an upper bridge arm switch and a lower bridge arm switch. The midpoint of each bridge arm is used to connect to one phase winding of the drive motor 113.

[0151] In some embodiments, the dual-motor controller 111 further includes a bus capacitor C1 and a bus capacitor C2. The generator power circuit 111a is used to charge the DC bus through the bus capacitor C1, and the drive motor power circuit 111b is used to receive power from the DC bus through the bus capacitor C2.

[0152] Referring again to Figure 5, the range-extended dual-motor controller 111 also includes a control circuit 111e, which is used to control the on and off of each switch in the generator power circuit 111a and the drive motor power circuit 111b.

[0153] In some embodiments, the control circuit 111e is also used to control the DC protection switch 111c to open. For example, for the range-extended dual-motor controller 111 shown in FIG3, when the current through the DC protection switch 111c exceeds a first current threshold, or when the voltage between the positive DC bus and the negative DC bus decreases from a large value to a first voltage threshold, or when a fault signal is received from the battery management system of the power battery, the control circuit 111e controls the DC protection switch 111c to open, thereby disconnecting the connection between the generator power circuit 111a and the drive motor power circuit 111b and the high-voltage DC port of the range-extended dual-motor controller 111, thus disconnecting the connection between the power circuit of the range-extended dual-motor controller 111 and the power battery.

[0154] According to the embodiments of this application, the control circuit in the range-extended dual-motor controller can control the DC protection switch to turn off based on various electrical parameters or signals, resulting in high control accuracy and strong safety.

[0155] In some embodiments, during the process of the generator power circuit 111a receiving the AC power generated by the generator 112 to supply power to the drive motor power circuit 111b, the control circuit 111e is also used to control the output power of the generator power circuit 111a to be greater than the output power of the drive motor power circuit 111b and to control the difference between the output power of the generator power circuit 111a and the output power of the drive motor power circuit 111b to be less than a preset threshold.

[0156] In this embodiment, the specific value of the preset threshold is not limited. For example, the preset threshold can be 10%.

[0157] It is understandable that the power output of generator 112 through generator power circuit 111a should be greater than the power output of drive motor power circuit 111b, so as to ensure that the torque output of drive motor 113 can reach the torque indicated by the torque signal. Furthermore, by controlling the output power of generator 112 to be slightly greater than the output power of drive motor 113, it is possible to avoid excessive voltage in the wiring harness between generator power circuit 111a and drive motor power circuit 111b due to the unconsumable electricity generated by generator 112.

[0158] According to the embodiments of this application, after the DC protection switch is turned off, by controlling the output power of the generator power circuit to be slightly greater than the output power of the drive motor power circuit, the energy utilization rate can be effectively improved and overvoltage faults can be prevented, thereby improving the safety and driving range of electric vehicles.

[0159] It is understood that the control circuit 111e can receive torque signals from the vehicle control unit (VCU) of the electric vehicle 10 and output torque according to the indication of the torque signal. Furthermore, the vehicle control unit can control the power of the generator power circuit 111a, the drive motor control power circuit 111b, the generator 112, and the drive motor 113 through the control circuit 111e.

[0160] For the vehicle controller, when the other powertrain is operating normally, the vehicle controller distributes torque to drive motor 113 and the other drive motor 122 according to the opening of the accelerator pedal of the electric vehicle. When the other powertrain is not operating normally, the vehicle controller distributes torque to drive motor 113 according to the opening of the accelerator pedal of the electric vehicle, and stops distributing torque to the other drive motor 122.

[0161] The malfunction of the other powertrain 120 could be due to a DC bus fault, a power battery fault, or a fault in the second motor controller 121 within that powertrain; this embodiment does not limit the specific cause. It is readily understood that in this situation, the second motor controller 121 cannot properly control the output torque of the second drive motor 122. Therefore, the vehicle controller needs to stop allocating torque to the second drive motor 122. That is, the vehicle controller will allocate the power demand analyzed from the driving information only to the generator power circuit 111a and the drive motor control power circuit 111b, thereby ensuring correct power output.

[0162] According to the embodiments of this application, when another powertrain fails to operate normally, the vehicle controller stops distributing torque to other powertrains and distributes the torque demand equally to the range-extended hybrid powertrain, thereby ensuring the correct output of the vehicle's power.

[0163] In some embodiments, during the process of the generator power circuit 111a receiving the AC power generated by the generator 112 to supply power to the drive motor power circuit 111b, the control circuit 111e is also used to control the output power of the generator power circuit 111a to increase with the increase of the accelerator pedal opening and decrease with the decrease of the accelerator pedal opening.

[0164] It is understood that during the process of controlling the generator power circuit 111a to receive AC power generated by the generator 112 and supply it to the drive motor power circuit 111b, in response to an increase in the opening of the accelerator pedal of the electric vehicle, the control circuit 111e controls the generator power circuit 111a and the drive motor power circuit 111b to increase their output power. In response to a decrease in the opening of the accelerator pedal of the electric vehicle 10, or in response to an increase in the opening of the brake pedal of the electric vehicle 10, the control circuit 111e controls the generator power circuit 111a and the drive motor power circuit 111b to decrease their output power.

[0165] It is understandable that the response cycle of the generator 112 and the generator power circuit 111a is slower than the response cycle of the drive motor power circuit 111b. Therefore, when the generator power circuit 111a receives power from the generator 112, the control circuit 111b needs to control the generator power circuit 111a and the generator 112 to operate at a lower power. When the vehicle needs to accelerate or decelerate, it needs to adjust the power of the power circuit, the generator 112, and the drive motor 113 in the range-extended dual-motor controller 111 using a certain strategy.

[0166] In some embodiments, in response to changes in the opening of the accelerator pedal or the brake pedal of the electric vehicle 10, the control circuit 111e first adjusts the output power of the generator power circuit 111a and the generator 112, and then adjusts the output power of the drive motor power circuit 111b and the drive motor 113. Specifically, in response to an increase in the opening of the accelerator pedal of the electric vehicle, the control circuit 111e first controls the generator power circuit 111a to increase its output power, and then controls the drive motor power circuit 111b to increase its output power. Alternatively, in response to a decrease in the opening of the accelerator pedal of the electric vehicle, or in response to an increase in the opening of the brake pedal of the electric vehicle, the control circuit 111e first controls the generator power circuit 111a to decrease its output power, and then controls the drive motor power circuit 111b to decrease its output power.

[0167] In some embodiments, in response to changes in the opening of the accelerator pedal or the brake pedal of the electric vehicle 10, the control circuit 111e is used to simultaneously adjust the output power of the generator power circuit 111a, the generator 112, the drive motor power circuit 111b, and the drive motor 113, and to control the rate of change of the output power of the generator power circuit 111a and the generator 112 to be greater than the rate of change of the output power of the drive motor power circuit 111b and the drive motor 113. Specifically, in response to an increase in the opening of the accelerator pedal of the electric vehicle, the control circuit 111e is used to control the generator power circuit 111a to increase a first power within a preset duration, and to control the drive motor power circuit 111b to increase a second power within the preset duration. Alternatively, in response to a decrease in the opening of the accelerator pedal of the electric vehicle, or in response to an increase in the opening of the brake pedal of the electric vehicle, the control circuit 111e is used to control the generator power circuit 111a to decrease a first power within a preset duration, and to control the drive motor power circuit 111b to decrease a second power within a preset duration. Wherein, the first power is greater than the second power.

[0168] Figure 6 shows a control timing diagram of the control circuit provided in an embodiment of this application.

[0169] As an example rather than a limitation, as shown in Figure 6(a), at time t1, the opening of the vehicle accelerator pedal increases from K1 to K2. At this time, the control circuit 111e first controls the power of the generator power circuit 111a to increase from M1 to M3 at time t1, and then controls the power of the drive motor power circuit to increase from M2 to M4 at time t2.

[0170] As an example and not a limitation, as shown in Figure 6(b), at time t3, the opening of the vehicle accelerator pedal decreases from K3 to K4. At this time, the control circuit 111e controls the power of the generator power circuit 111a and the drive motor power circuit 111b to decrease at time t3. During the time interval from t4 to t5, the power M7 reduced by the generator power circuit 111a is greater than the power M8 reduced by the drive motor power circuit 111b.

[0171] According to the embodiments of this application, the control circuit in the range-extended dual-motor controller can adjust the power circuit, generator, and drive motor power in response to the opening of the accelerator pedal or brake pedal, ensuring that the power output can be adjusted according to the user's needs, thus enhancing its practicality.

[0172] In some embodiments, during the operation of the electric vehicle 10, in response to the DC protection switch 111c being in the ON state and the accelerator pedal opening of the electric vehicle 10 decreasing or the brake pedal opening of the electric vehicle 10 increasing, the drive motor power circuit 111b outputs DC power through the high-voltage DC port. In response to the DC protection switch 111c being in the OFF state and the accelerator pedal opening decreasing or the brake pedal opening increasing, the drive motor power circuit 111b stops outputting DC power through the high-voltage DC port.

[0173] It is understood that when the electric vehicle 10 is in a braking state, the vehicle controller of the electric vehicle 10 receives the braking signal and sends an energy recovery signal to the range-extended dual-motor controller 111. The range-extended dual-motor controller 111 responds to the energy recovery signal by controlling the drive motor 113 to operate in a power generation state. At this time, the drive motor 113 converts the kinetic energy of the electric vehicle's wheels into electrical energy and outputs counter-torque to the wheels of the electric vehicle 10 to provide braking force. In other words, when the drive motor power circuit 111b can output DC power to the DC bus through the DC port of the range-extended dual-motor controller 111 to charge the power battery while the electric vehicle 10 is in a braking state, it can improve the energy utilization efficiency of the electric vehicle 10 and extend its driving range.

[0174] As an example and not a limitation, when the opening of the brake pedal of the electric vehicle 10 increases, the vehicle controller will receive the above-mentioned braking signal, at which time the electric vehicle 10 is in a braking state.

[0175] By way of example and not limitation, the electric vehicle 10 provided in this application embodiment can operate in a one-pedal mode. One-pedal mode means that the accelerator pedal of the electric vehicle 10 integrates both acceleration and braking functions. When the driver presses the accelerator pedal, i.e., the accelerator pedal travel increases, the electric vehicle 10 operates in a driving state, at which time the range-extended dual-motor controller 111 controls the drive motor 113 to output positive torque. When the driver releases the accelerator pedal, the electric vehicle operates in a braking state, at which time the range-extended dual-motor controller 111 controls the drive motor 113 to operate in a generating state, outputting negative torque to provide braking force for the electric vehicle 10. In other words, when the electric vehicle 10 operates in one-pedal mode and the opening of the accelerator pedal decreases, the electric vehicle 10 is in a braking state.

[0176] It is understood that, in order to avoid overvoltage faults caused by the positive and negative wire harnesses between the generator power circuit 111a and the drive motor power circuit 111b being charged to excessively high voltages during energy recovery, the drive motor power circuit 111b provided in this application embodiment stops outputting DC power through the DC output terminal when receiving power from the generator power circuit 111a.

[0177] In these embodiments, when the DC protection switch 111c is in the open state, the range-extended dual-motor controller 111 provides feedback to the vehicle controller of the electric vehicle 10 that the electric braking capability is 0.

[0178] According to the embodiments of this application, when the DC protection switch is open, the range-extended dual-motor controller stops energy recovery, avoiding overvoltage faults in the wiring harness between the power circuits inside the range-extended dual-motor controller, and further improving the safety and reliability of the range-extended dual-motor controller.

[0179] This application also proposes another range-extended dual-motor controller.

[0180] In some embodiments, the range-extended dual-motor controller 111 is used to receive power from the power battery to drive the drive motor 113 of the electric vehicle 10 or to transmit electrical energy generated by the generator 112 to the power battery to charge the power battery. The range-extended dual-motor controller 111 includes a generator power circuit 111a and a drive motor power circuit 111b. The drive motor power circuit 111b is used to receive power from the power battery through a first DC protection switch and output AC power to the drive motor 113. The generator power circuit 111a is used to receive AC power generated by the generator 112 and supply power to the power battery through a second DC protection switch. During the operation of the electric vehicle 10, after the first DC protection switch disconnects the connection between the drive motor power circuit 111b and the power battery, the generator power circuit 111a is also used to receive AC power generated by the generator 112 and supply power to the drive motor power circuit 111b so that the drive motor power circuit 111b can drive the drive motor 113.

[0181] Figure 7 is a circuit diagram of another range-extended hybrid powertrain 110 provided in an embodiment of this application. As shown in Figure 7, the DC protection switch 111c includes a second DC protection switch and a first DC protection switch. The generator power circuit 111a is connected to the DC bus through the second DC protection switch, and the drive motor power circuit 111b is connected to the DC bus through the first DC protection switch. The second DC protection switch is used to connect or disconnect the connection between the generator power circuit 111a and the DC bus, and the second DC protection switch is used to connect or disconnect the connection between the drive motor power circuit 111b and the DC bus.

[0182] It is understood that the generator power circuit 111a can be connected to the positive DC bus and / or the negative DC bus through the second DC protection switch, and the drive motor power circuit 111b can be connected to the positive DC bus and / or the negative DC bus through the first DC protection switch. This application embodiment does not limit this.

[0183] Optionally, the housing of the range-extended dual-motor controller 111 can be formed with two receiving cavities. One cavity houses the generator power circuit 111a and the second DC protection switch, while the other cavity houses the drive motor power circuit 111b and the first DC protection switch. Alternatively, one cavity houses the generator power circuit 111a with the second DC protection switch mounted outside this cavity, and the other cavity houses the drive motor power circuit 111b with the first DC protection switch mounted outside this other cavity.

[0184] According to an embodiment of this application, the range-extended dual-motor controller can be equipped with separate DC protection switches for the generator power circuit and the drive motor power circuit. These DC protection switches can prevent faults occurring in other loads connected to the DC bus from propagating into the range-extended dual-motor controller, thus protecting the power devices within the controller. Furthermore, after the first DC protection switch is disconnected, the generator power circuit can supply power to the drive motor power circuit, thereby ensuring uninterrupted power to the entire vehicle.

[0185] Referring again to Figure 7, in some embodiments, the range-extended dual-motor controller 111 further includes a connection switch 111f, which is used to connect or disconnect the connection between the three-phase bridge arm of the generator power circuit 111a and the three-phase bridge arm of the drive motor power circuit 111b. During the operation of the electric vehicle 10, the connection switch 111f is used to connect after the first DC protection switch is disconnected, so that the generator power circuit 111a receives the AC power generated by the generator 112 and supplies power to the drive motor power circuit 111b, enabling the drive motor power circuit 111b to drive the drive motor 113.

[0186] It is understood that when both the first DC protection switch and the second DC protection switch are in the ON state, the connection switch 111f disconnects the connection between the generator power circuit 111a and the drive motor power circuit 111b. When the first DC protection switch is off, the connection switch 111f is on, allowing the drive motor power circuit 111b to receive power from the generator power circuit 111a through the connection switch 111f.

[0187] According to the embodiments of this application, after the DC protection switch in the range-extended dual-motor controller is turned off, the connection between the power circuits can be turned on through the internal connection switch, so that the generator power circuit can supply power to the drive motor power circuit, ensuring that the power of the whole vehicle is not interrupted.

[0188] It is understood that in the range-extended dual-motor controller 111 shown in Figure 7, the generator power circuit 111a can be connected to the second DC protection switch and then combined with the drive motor power circuit 111b connected to the first DC protection switch and connected to the DC bus through a DC port. Alternatively, the generator power circuit 111a and the drive motor power circuit 111b can be connected to the DC bus through different DC ports. This application embodiment does not limit this.

[0189] In some embodiments, the range-extended dual-motor controller 111 includes a housing for accommodating the generator power circuit 111a, the drive motor power circuit 111b, a first DC protection switch, and a second DC protection switch. The housing includes a first DC port and a second DC port. The drive motor power circuit 111b is connected to the first DC input port via the first DC protection switch and receives power from the DC bus through the first DC input port. The generator power circuit 111a is connected to the second DC input port via the second DC protection switch and supplies power to the power battery through the second DC input port.

[0190] It is understood that when the generator power circuit 111a and the drive motor power circuit 111b are connected to the DC bus through different DC ports, the first protection switch and the second protection switch mentioned above can also be mounted on the outside of the housing of the range-extended dual motor controller 111. The specific mounting method can be referred to the relevant description in Figure 4, which will not be elaborated here.

[0191] According to the embodiments of this application, the generator power circuit and the drive motor power circuit in the range-extended dual-motor controller can be connected to the DC bus through different DC ports, and the connection method is flexible.

[0192] Referring again to Figure 7, the range-extended dual-motor controller 111 also includes a control circuit 111e. The specific functions of the control circuit 111e can be found in the relevant description in Figure 4 above, and will not be repeated here.

[0193] In some embodiments, the control circuit 111e can also be used to control the closing and opening of the connection switch 111f. Specifically, in response to the closing of the second DC protection switch or the first DC protection switch, the control circuit 111e controls the connection switch 111f to open. In response to the opening of both the second DC protection switch and the first DC protection switch, the control circuit 111e controls the connection switch 111f to close.

[0194] According to the embodiments of this application, the range-extended dual-motor controller can control the closing and opening of the switch module according to the state of the control DC protection switch, which is simple and highly reliable.

[0195] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A range-extended dual-motor controller, characterized in that, The range-extended dual-motor controller is used to receive power from the power battery to drive the drive motor of the electric vehicle or to transmit electrical energy generated by the generator to the power battery to charge the power battery. The range-extended dual-motor controller includes a housing, a DC protection switch, a drive motor power circuit, and a generator power circuit, wherein: The housing is used to house the generator power circuit, the drive motor power circuit, and the DC protection switch. The housing includes a high-voltage DC port. The range-extended dual-motor controller is used to receive power from the power battery or charge the power battery through the high-voltage DC port. The drive motor power circuit is used to receive DC power from the high-voltage DC port through the DC protection switch; The generator power circuit is used to receive the alternating current generated by the generator and output DC power to the high-voltage DC port through the DC protection switch; The DC protection switch is used to connect or disconnect the drive motor power circuit and the generator power circuit from the high-voltage DC port.

2. The range-extended dual-motor controller according to claim 1, characterized in that, The high-voltage DC port includes a positive DC terminal and a negative DC terminal. The positive DC terminal is used to connect to the positive terminal of the power battery, and the negative DC terminal is used to connect to the negative terminal of the power battery. One of the positive DC terminal and the negative DC terminal is used to connect one end of the three-phase bridge arm of the generator power circuit and one end of the three-phase bridge arm of the drive motor power circuit through the DC protection switch; the other of the positive DC terminal and the negative DC terminal is used to connect the other end of the three-phase bridge arm of the generator power circuit and the other end of the three-phase bridge arm of the drive motor power circuit.

3. The range-extended dual-motor controller according to claim 1, characterized in that, The generator power circuit is also used for: During the operation of the electric vehicle, after the DC protection switch disconnects the connection between the drive motor power circuit and the generator power circuit and the high-voltage DC port, it receives the AC power generated by the generator and supplies power to the drive motor power circuit so that the drive motor power circuit can drive the drive motor.

4. The range-extended dual-motor controller according to claim 1, characterized in that, In response to the power battery stopping supplying power to the range-extended dual-motor controller during the operation of the electric vehicle, the generator power circuit is also configured to receive AC power generated by the generator and supply power to the drive motor power circuit so that the drive motor power circuit can drive the drive motor.

5. The range-extended dual-motor controller according to any one of claims 1 to 4, characterized in that, The range-extended dual-motor controller also includes a DC-DC converter circuit housed in the housing, and the housing also includes a low-voltage DC port; The DC-DC converter circuit is used to receive DC power from one of the high-voltage DC ports through the DC protection switch, and to step down the DC power from the one of the high-voltage DC ports before outputting it through the one of the low-voltage DC ports.

6. The range-extended dual-motor controller according to claim 5, characterized in that: After the DC protection switch is turned off, the DC conversion circuit is also used to receive power from the generator power circuit and perform step-down conversion on the DC power output by the generator power circuit before outputting it through the low-voltage DC port.

7. The range-extended dual-motor controller according to any one of claims 1 to 6, characterized in that, The range-extended dual-motor controller further includes a control circuit, which is used for: During the process of the generator power circuit receiving AC power generated by the generator and supplying power to the drive motor power circuit, the output power of the generator power circuit is controlled to be greater than the output power of the drive motor power circuit, and the difference between the output power of the generator power circuit and the output power of the drive motor power circuit is controlled to be less than a preset threshold.

8. The range-extended dual-motor controller according to claim 7, characterized in that, The control circuit is also used for: During the process of the generator power circuit receiving AC power generated by the generator and supplying power to the drive motor power circuit, the output power of the generator power circuit is controlled to increase with the increase of the accelerator pedal opening and decrease with the decrease of the accelerator pedal opening.

9. The range-extended dual-motor controller according to any one of claims 1 to 8, characterized in that, During the operation of the electric vehicle. In response to the DC protection switch being in the ON state, and the accelerator pedal opening of the electric vehicle decreasing or the brake pedal opening of the electric vehicle increasing, the drive motor power circuit is used to output DC power through the one high-voltage DC port. In response to the DC protection switch being in the open state, and the accelerator pedal opening decreasing or the brake pedal opening increasing, the drive motor power circuit stops outputting DC power through the one high-voltage DC port.

10. The range-extended dual-motor controller according to any one of claims 1 to 9, characterized in that, The DC protection switch disconnects when the current passing through the DC protection switch exceeds a first current threshold or when the rate of change of the current passing through the DC protection switch exceeds a preset rate of change.

11. The range-extended dual-motor controller according to any one of claims 2 to 10, characterized in that, The positive DC terminal is used to connect to the positive terminal of the power battery through the positive DC bus, and the negative DC terminal is used to connect to the negative terminal of the power battery through the negative DC bus. The DC protection switch disconnects after the voltage between the positive DC bus and the negative DC bus decreases to a first voltage threshold.

12. The range-extended dual-motor controller according to any one of claims 1 to 11, characterized in that, The range-extended dual-motor controller also includes an AC protection switch, which is used to connect or disconnect the connection between the three-phase bridge arm of the drive motor power circuit and the three-phase winding of the drive motor.

13. A range-extended hybrid powertrain, characterized in that, The range-extended hybrid powertrain includes a drive motor, a generator, and a range-extended dual-motor controller as described in any one of claims 1 to 12, wherein the range-extended dual-motor controller is used to receive power from the power battery to drive the drive motor or to receive electrical energy generated by the generator and charge the power battery.

14. A range-extended electric vehicle, characterized in that, The range-extended electric vehicle includes a power battery and a range-extended hybrid powertrain as described in claim 13, the range-extended hybrid powertrain being used to receive power from the power battery to drive the wheels of the electric vehicle, or to output direct current to charge the power battery.

15. The range-extended electric vehicle according to claim 14, characterized in that, The electric vehicle also includes another powertrain. The range-extended hybrid powertrain is used to drive the two front wheels or the two rear wheels of the electric vehicle. The other powertrain is used to drive the other two wheels of the electric vehicle. The other powertrain includes a motor controller, another drive motor, and an AC protection switch. The motor controller includes a three-phase bridge arm. The midpoint of the bridge arm is used to connect the three-phase windings of the other drive motor. The other drive motor is a synchronous motor. In response to a current through any one of the three-phase bridge arms exceeding a third current threshold, the AC protection switch is used to disconnect the connection between the midpoint of at least two of the bridge arms and the three-phase windings.

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