CN223187354U - Dual-motor control system and vehicle - Google Patents
Dual-motor control system and vehicleInfo
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- CN223187354U CN223187354U CN202422600518.0U CN202422600518U CN223187354U CN 223187354 U CN223187354 U CN 223187354U CN 202422600518 U CN202422600518 U CN 202422600518U CN 223187354 U CN223187354 U CN 223187354U
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Abstract
本实用新型提供了一种双电机控制系统及交通工具，涉及混合动力相关技术领域，双电机控制系统包括有电连接于动力电池与逆变电路之间的电压变换电路，电压变换电路能够将动力电池输出的电池电压变换为第一目标电压后输出，且第一目标电压不小于电池电压，使得动力电池通过电压变换电路实现了更宽的供电电压，提升了驱动电机和发电机的电压工作范围，有效提高了电机效率及动力性。本实用新型提供的技术方案，无需通过增加电池模组的数量即能够实现更宽范围的供电电压，有效降低了动力电池的容量及成本。由于电压变换电路具有将电池电压变换为第一目标电压的能力，使得电压变换电路能够兼容不同电压范围的动力电池，提高了双电机控制系统的适用范围。
The present invention provides a dual-motor control system and a vehicle, which relate to the technical field of hybrid power. The dual-motor control system includes a voltage conversion circuit electrically connected between a power battery and an inverter circuit. The voltage conversion circuit can convert the battery voltage output by the power battery into a first target voltage and then output it. The first target voltage is not less than the battery voltage, so that the power battery can achieve a wider power supply voltage through the voltage conversion circuit, improve the voltage operating range of the drive motor and the generator, and effectively improve the motor efficiency and power. The technical solution provided by the present invention can achieve a wider range of power supply voltages without increasing the number of battery modules, effectively reducing the capacity and cost of the power battery. Since the voltage conversion circuit has the ability to convert the battery voltage into the first target voltage, the voltage conversion circuit can be compatible with power batteries of different voltage ranges, thereby improving the scope of application of the dual-motor control system.
Description
Technical Field
The utility model relates to the technical field related to hybrid power, in particular to a double-motor control system and a vehicle.
Background
With the increasing prominence of energy and environmental issues in recent years, automobiles using fuel as an energy source have been subject to certain restrictions and impacts. The electric automobile uses the power battery as a power source, and has a plurality of advantages of energy saving, low pollution, high efficiency and the like compared with the traditional fuel automobile, so the electric automobile is rapidly developed in recent years. However, since the capacity of the power battery of the electric vehicle is limited, if no or a small number of charging piles are provided on the driving path during the driving process of the electric vehicle, the normal driving of the electric vehicle is affected, and thus the hybrid electric vehicle with the driving motor and the generator is one of the main research directions nowadays.
Disclosure of utility model
In view of the above, the utility model provides a dual-motor control system and a vehicle, which realize wider range of power supply voltage, effectively reduce the capacity and cost of a power battery, can be compatible with power batteries in different voltage ranges, and improve the application range of the dual-motor control system.
In order to achieve the above purpose, the technical scheme provided by the utility model is as follows:
The double-motor control system comprises a power battery, a voltage conversion circuit, a first inverter circuit and a second inverter circuit;
The positive electrode of the power battery is electrically connected with the battery end of the voltage conversion circuit, the negative electrode of the power battery is electrically connected with a negative electrode node, and the power battery is used for outputting battery voltage;
The positive electrode end of the motor end of the voltage conversion circuit is electrically connected with a positive electrode node, and the negative electrode end of the motor end of the voltage conversion circuit is electrically connected with a negative electrode node, wherein the voltage conversion circuit is used for converting the battery voltage into a first target voltage and outputting the first target voltage to the motor end of the voltage conversion circuit, and the first target voltage is not smaller than the battery voltage;
The positive electrode end of the second inverter circuit is electrically connected with the positive electrode node, the negative electrode end of the second inverter circuit is electrically connected with the negative electrode node, and the power supply end of the second inverter circuit is electrically connected with the generator.
Optionally, the voltage conversion circuit is further configured to convert a motor voltage into a second target voltage and output the second target voltage to a battery end of the motor, where the motor voltage is generated by rectifying the power generation of the generator by the second inverter circuit, and the second target voltage is not greater than the motor voltage.
Optionally, the voltage conversion circuit comprises a first inductor, a second inductor, a first bridge arm and a second bridge arm;
The first end of the first inductor and the first end of the second inductor are electrically connected with the positive electrode of the power battery, the second end of the first inductor is electrically connected with the middle point of the first bridge arm, and the second end of the second inductor is electrically connected with the middle point of the second bridge arm;
The first bridge arm and the second bridge arm are electrically connected between the positive electrode node and the negative electrode node.
Optionally, the voltage conversion circuit further comprises a third inductor and a third bridge arm;
The first end of the third inductor is electrically connected with the positive electrode of the power battery, the second end of the third inductor is electrically connected with the middle point of the third bridge arm, and the third bridge arm is electrically connected between the positive electrode node and the negative electrode node.
Optionally, the dual-motor control system further comprises a first filter device electrically connected between the power battery and the voltage conversion circuit;
And/or the dual-motor control system further comprises a second filter device electrically connected between the voltage conversion circuit and the first inverter circuit and the second inverter circuit.
Optionally, the first filter device includes a first capacitor, a first end of the first capacitor is electrically connected with an anode of the power battery, and a second end of the first capacitor is electrically connected with a cathode of the power battery;
The second filter device comprises a second capacitor, a first end of the second capacitor is electrically connected with the positive electrode node, and a second end of the second capacitor is electrically connected with the negative electrode node.
Optionally, the dual-motor control system further comprises an auxiliary bus electrically connected between the power battery and the voltage conversion circuit, wherein the auxiliary bus is used for supplying power to the high-voltage auxiliary.
Optionally, at least one of the first inverter circuit and the second inverter circuit is a three-phase full-bridge inverter circuit.
Based on the same inventive concept, the utility model also provides a vehicle comprising the double-motor control system.
Optionally, the vehicle comprises a hybrid vehicle.
Compared with the related art, the technical scheme provided by the utility model has at least the following advantages:
The utility model provides a double-motor control system and a vehicle, wherein the double-motor control system comprises a voltage conversion circuit electrically connected between a power battery and an inverter circuit, the voltage conversion circuit can convert the battery voltage output by the power battery into a first target voltage and then output the first target voltage, and the first target voltage is not smaller than the battery voltage, so that the power battery realizes wider power supply voltage through the voltage conversion circuit, the voltage working range of a driving motor and a generator is improved, and the motor efficiency and the power performance are effectively improved.
From the above, the technical scheme provided by the utility model can realize a wider range of power supply voltage without increasing the number of the battery modules, and effectively reduces the capacity and cost of the power battery. And because the voltage conversion circuit has the capability of converting the battery voltage into the first target voltage, the voltage conversion circuit can be compatible with power batteries in different voltage ranges, and the application range of the double-motor control system is improved.
Drawings
In order to more clearly illustrate the embodiments of the present utility model or the technical solutions in the prior art, the drawings that are required to be used in the embodiments or the description of the prior art will be briefly described below, and it is obvious that the drawings in the following description are only embodiments of the present utility model, and that other drawings can be obtained according to the provided drawings without inventive effort for a person skilled in the art.
Fig. 1 is a schematic structural diagram of a dual-motor control system according to an embodiment of the present utility model;
Fig. 2 is a schematic structural diagram of another dual-motor control system according to an embodiment of the present utility model;
FIG. 3 is a schematic diagram of a dual motor control system according to an embodiment of the present utility model;
FIG. 4 is a schematic diagram of a dual motor control system according to an embodiment of the present utility model;
FIG. 5 is a schematic diagram of a dual motor control system according to an embodiment of the present utility model;
FIG. 6 is a schematic diagram of a dual motor control system according to an embodiment of the present utility model;
fig. 7 is a schematic structural diagram of yet another dual-motor control system according to an embodiment of the present utility model.
Detailed Description
The following description of the embodiments of the present utility model will be made clearly and completely with reference to the accompanying drawings, in which it is apparent that the embodiments described are only some embodiments of the present utility model, but not all embodiments. All other embodiments, which can be made by those skilled in the art based on the embodiments of the utility model without making any inventive effort, are intended to be within the scope of the utility model.
As described in the background art, electric vehicles use a power battery as a power source, and have many advantages such as energy saving, low pollution, and high efficiency compared with conventional fuel vehicles, so they have been rapidly developed in recent years. However, since the capacity of the power battery of the electric vehicle is limited, if no or a small number of charging piles are provided on the driving path during the driving process of the electric vehicle, the normal driving of the electric vehicle is affected, and thus the hybrid electric vehicle with the driving motor and the generator is one of the main research directions nowadays.
Based on the above, the embodiment of the utility model provides a double-motor control system and a vehicle, which realize wider range of power supply voltage, effectively reduce the capacity and cost of a power battery, can be compatible with power batteries in different voltage ranges, and improve the application range of the double-motor control system.
In order to achieve the above objective, the technical solutions provided by the embodiments of the present utility model are described in detail below, with reference to fig. 1 to 7.
Referring to fig. 1, a schematic structural diagram of a dual-motor control system according to an embodiment of the present utility model is shown, where the dual-motor control system according to an embodiment of the present utility model includes a power battery 100, a voltage conversion circuit 200, a first inverter circuit 310, and a second inverter circuit 320.
The positive electrode of the power battery 100 is electrically connected with the battery end of the voltage conversion circuit 200, the negative electrode of the power battery 100 is electrically connected with a negative electrode node-, and the power battery 100 is used for outputting battery voltage.
The positive terminal of the motor terminal of the voltage conversion circuit 200 is electrically connected to the positive node+, and the negative terminal of the motor terminal of the voltage conversion circuit 200 is electrically connected to the negative node-, wherein the voltage conversion circuit 200 is configured to convert the battery voltage into a first target voltage, and output the first target voltage to the motor terminal thereof, and the first target voltage is not less than the battery voltage.
And the positive terminal of the first inverter circuit 310 is electrically connected to the positive node+, the negative terminal of the first inverter circuit 310 is electrically connected to the negative node-, the power terminal of the first inverter circuit 310 is electrically connected to the driving motor 410, the positive terminal of the second inverter circuit 320 is electrically connected to the positive node+, the negative terminal of the second inverter circuit 320 is electrically connected to the negative node-, and the power terminal of the second inverter circuit 320 is electrically connected to the generator 420.
It can be understood that the dual-motor control system comprises a voltage conversion circuit electrically connected between the power battery and the inverter circuit, the voltage conversion circuit can convert the battery voltage output by the power battery into a first target voltage and then output the first target voltage, and the first target voltage is not less than the battery voltage, so that the power battery realizes wider power supply voltage through the voltage conversion circuit, the voltage working range of the driving motor and the generator is improved, and the motor efficiency and the power performance are effectively improved. According to the technical scheme provided by the embodiment of the utility model, the wider range of power supply voltage can be realized without increasing the number of the battery modules, and the capacity and cost of the power battery are effectively reduced. And because the voltage conversion circuit has the capability of converting the battery voltage into the first target voltage, the voltage conversion circuit can be compatible with power batteries in different voltage ranges, and the application range of the double-motor control system is improved.
Furthermore, the voltage conversion circuit provided by the embodiment of the utility model can be a bidirectional voltage conversion circuit, namely the voltage conversion circuit can not only convert the battery voltage provided by the power battery into the first target voltage and provide the power supply voltage for the driving motor and the generator, but also convert the motor voltage which is output after the second inverter circuit rectifies the power generation voltage of the generator into the second target voltage and output the second target voltage to the battery end of the motor voltage, so that the purpose of charging the power battery is achieved. The voltage conversion circuit provided by the embodiment of the utility model is also used for converting the motor voltage into the second target voltage and outputting the second target voltage to the battery end of the motor voltage, wherein the motor voltage is generated by rectifying the power generation of the generator by the second inverter circuit, and the second target voltage is not larger than the motor voltage.
Referring to fig. 1, the dual-motor control system provided in the embodiment of the present utility model may at least include six operation modes, and the six operation modes may be defined as a first operation mode to a sixth operation mode. The following describes an application of the two-motor control system to a vehicle. In the first operation mode, the power battery 100 provides a battery voltage, the voltage conversion circuit 200 can work in a boost state to convert the battery voltage into a first target voltage with a larger voltage value and a direct current, the first target voltage is inverted into the alternating current (U-phase current, V-phase current and W-phase current) by the first inverter circuit 310 and then transmitted to the driving motor 410, and the driving motor 410 works to drive the vehicle to run, wherein the first operation mode can be defined as a pure boost mode.
In the second operation mode, the power battery 100 provides a battery voltage, the voltage conversion circuit 200 can work in a pass-through state to convert the battery voltage into a first target voltage with the same voltage value and direct current, the first target voltage is inverted into alternating current (U-phase current, V-phase current and W-phase current) by the first inverter circuit 310 and then transmitted to the driving motor 410, and the driving motor 410 works to drive the vehicle, wherein the second operation mode can be defined as a pure pass-through mode
In the third operation mode, the power battery 100 provides a battery voltage, the voltage conversion circuit 200 may operate in a through state or a boost state to convert the battery voltage into a first target voltage, meanwhile, the generator 420 operates, the second inverter circuit 320 rectifies the generated power of the generator 420 into a motor voltage, the first target voltage and the motor voltage are both transmitted to the first inverter circuit 310 and are inverted into alternating currents (U-phase current, V-phase current and W-phase current) through the first inverter circuit 310 and then transmitted to the driving motor 410, and the driving motor 410 operates to drive the vehicle to run, wherein the third operation mode may be defined as a series mode.
In the fourth operation mode, the power battery 100 is fed, the generator 420 is operated, and the second inverter circuit 320 rectifies the generated power of the generator 420 into the motor voltage, and the voltage conversion circuit 200 may be operated in a step-down state or a pass-through state to convert the motor voltage into the second target voltage and then transmit the second target voltage to the power battery 100 to charge the power battery 100, wherein the fourth operation mode may be defined as an energy feedback charging mode.
In the fifth operation mode, the power battery 100 is full, the generator 420 is operated, the second inverter circuit 320 rectifies the generated power of the generator 420 into a motor voltage, the voltage conversion circuit 200 is in an off state, the motor voltage is transmitted to the first inverter circuit 310, and is inverted into alternating current (U-phase current, V-phase current and W-phase current) by the first inverter circuit 310 and then transmitted to the driving motor 410, and the driving motor 410 is operated to consume energy, wherein the fifth operation mode may be defined as an energy feedback consumption mode.
In the sixth operation mode, the power battery 100 provides a battery voltage in a low temperature environment, the voltage conversion circuit 200 may operate in a through state to convert the battery voltage into a first target voltage, the first target voltage is inverted into alternating current (U-phase current, V-phase current and W-phase current) by the second inverter circuit 320 and then transmitted to the generator 420, and the generator 420 operates to control the engine start electrically connected thereto, wherein the sixth operation mode may be defined as a low temperature cold start mode.
In order to realize each working mode of the dual-motor control system, the voltage conversion circuit provided by the embodiment of the utility model can be a Boost related circuit. Referring specifically to fig. 2, a schematic structural diagram of another dual-motor control system provided by the embodiment of the present utility model is shown, where the voltage conversion circuit 200 provided by the embodiment of the present utility model includes a first inductor L1, a second inductor L2, a first bridge arm Q1 and a second bridge arm Q2, where a first end of the first inductor L1 and a first end of the second inductor L2 are electrically connected to a positive electrode of the power battery 100, a second end of the first inductor L1 is electrically connected to a middle point of the first bridge arm Q1, a second end of the second inductor L2 is electrically connected to a middle point of the second bridge arm Q2, and the first bridge arm Q1 and the second bridge arm Q2 are electrically connected between the positive electrode node+ and the negative electrode node-.
With continued reference to fig. 2, the voltage conversion circuit 200 provided in the embodiment of the present utility model may be a two-phase interleaved voltage conversion module, where an upper bridge arm of the first bridge arm Q1 includes a first switching tube K1 and an antiparallel first diode D1, a lower bridge arm of the first bridge arm Q1 includes a second switching tube K2 and an antiparallel second diode D2, an upper bridge arm of the second bridge arm Q2 includes a third switching tube K3 and an antiparallel third diode D3, and a lower bridge arm of the second bridge arm Q2 includes a fourth switching tube K4 and an antiparallel fourth diode D4.
In order to further improve the application range of the dual-motor control system, the voltage conversion circuit provided by the embodiment of the utility model can also be a three-phase staggered voltage conversion module. Referring to fig. 3, a schematic structural diagram of another dual-motor control system according to an embodiment of the present utility model is shown, where, based on the structure shown in fig. 2, the voltage conversion circuit 200 further includes a third inductor L3 and a third bridge arm Q2, a first end of the third inductor L3 is electrically connected to the positive electrode of the power battery 100, a second end of the third inductor L3 is electrically connected to a middle point of the third bridge arm Q3, and the third bridge arm Q3 is electrically connected between the positive electrode node+ and the negative electrode node-.
The upper bridge arm of the third bridge arm Q3 includes a fifth switching tube K5 and an antiparallel fifth diode D5, and the lower bridge arm of the third bridge arm Q3 includes a sixth switching tube K6 and an antiparallel sixth diode D6.
It should be noted that, the types of the switching transistors included in any one of the first bridge arm, the second bridge arm, and the third bridge arm provided in the embodiments of the present utility model may be a transistor, a MOS (Metal-Oxide-Semiconductor) transistor, an IGBT (Insulate-Gate Bipolar Transistor, an insulated gate bipolar transistor), and the like, which is not particularly limited to this embodiment of the present utility model.
The embodiment of the utility model can also carry out optimal design on the double-motor control system, such as carrying out processing such as filtering and the like on signals in a transmission path so as to prevent the influence of interference signals and improve the system performance. Referring to fig. 4 in particular, a schematic structural diagram of a dual-motor control system according to an embodiment of the present utility model is provided, where the dual-motor control system further includes a first filter device 510 electrically connected between the power battery 100 and the voltage conversion circuit 200, so as to filter the voltage of the battery terminal of the voltage conversion circuit 200 to prevent the influence of the interference signal.
Or referring to fig. 5, a schematic structural diagram of another dual-motor control system according to an embodiment of the present utility model is provided, where the dual-motor control system further includes a second filter 520 electrically connected between the voltage conversion circuit 200 and the first inverter circuit 310 and the second inverter circuit 320, so as to filter the voltage at the motor end of the voltage conversion circuit 200 to prevent the influence of the interference signal.
Or referring to fig. 6, a schematic structural diagram of another dual-motor control system according to an embodiment of the present utility model is provided, where the dual-motor control system further includes a first filter device 510 electrically connected between the power battery 100 and the voltage conversion circuit 200, so as to filter the voltage of the battery terminal of the voltage conversion circuit 200 to prevent the influence of the interference signal. Meanwhile, the dual-motor control system provided by the embodiment of the utility model further comprises a second filter device 520 electrically connected between the voltage conversion circuit 200 and the first inverter circuit 310 and the second inverter circuit 320, so as to filter the voltage of the motor end of the voltage conversion circuit 200 and prevent the influence of interference signals.
Optionally, the dual-motor control system provided in the embodiment of the present utility model may include one or a combination of two of the first filter device 510 and the second filter device 520, where a specific design is required according to practical applications. With continued reference to fig. 4 to 6, the first filter 510 provided by the embodiment of the present utility model includes a first capacitor C1, a first end of the first capacitor C1 is electrically connected to the positive electrode of the power battery 100, a second end of the first capacitor C1 is electrically connected to the negative electrode of the power battery 100 (the first capacitor C1 shown in fig. 4 and 6), and the second filter 520 includes a second capacitor C2, a first end of the second capacitor C2 is electrically connected to the positive electrode node +, and a second end of the second capacitor C2 is electrically connected to the negative electrode node (the second capacitor C2 shown in fig. 5 and 6).
It should be noted that, the filter device provided in the embodiment of the present utility model is not limited to the capacitor device, but may be other types or related filter structures connected by a circuit, which is not particularly limited to the embodiment of the present utility model.
Further, the dual-motor control system provided by the embodiment of the utility model further comprises an auxiliary bus electrically connected between the power battery and the voltage conversion circuit, wherein the auxiliary bus is used for supplying power to high-voltage accessories. The high-voltage auxiliary component may include at least one of PTC (Positive Temperature Coefficient) heater, AC (Air Conditioning), DCDC (direct current converter), and the like.
In an embodiment of the present utility model, at least one of the first inverter circuit and the second inverter circuit provided by the present utility model is a three-phase full-bridge inverter circuit. Referring to fig. 7, a schematic structural diagram of another dual-motor controller according to an embodiment of the present utility model is shown, wherein the first inverter circuit 410 and the second inverter circuit 420 are all three-phase full-bridge inverter circuits, an upper bridge arm of each phase bridge arm of the three-phase full-bridge inverter circuits includes a switching tube K and an anti-parallel diode D, and a lower bridge arm includes a switching tube K 'and an anti-parallel diode D', and a midpoint of each phase bridge arm is electrically connected with a phase port of a corresponding motor. Likewise, the types of switching transistors included in the three-phase full-bridge inverter circuit provided by the embodiment of the utility model can be triodes, MOS transistors, IGBTs and the like, and the utility model is not particularly limited.
Based on the same inventive concept, the embodiment of the utility model also provides a vehicle, which comprises the dual-motor control system provided by any one embodiment.
Optionally, the vehicle provided by the embodiment of the present utility model includes a hybrid vehicle, and the present utility model is not limited in particular.
The embodiment of the utility model provides a double-motor control system and a vehicle, wherein the double-motor control system comprises a voltage conversion circuit electrically connected between a power battery and an inverter circuit, the voltage conversion circuit can convert the battery voltage output by the power battery into a first target voltage and then output the first target voltage, and the first target voltage is not smaller than the battery voltage, so that the power battery realizes wider power supply voltage through the voltage conversion circuit, the voltage working range of a driving motor and a generator is improved, and the motor efficiency and the power performance are effectively improved.
From the above, it can be seen that the technical solution provided by the embodiments of the present utility model can realize a wider range of power supply voltage without increasing the number of battery modules, thereby effectively reducing the capacity and cost of the power battery. And because the voltage conversion circuit has the capability of converting the battery voltage into the first target voltage, the voltage conversion circuit can be compatible with power batteries in different voltage ranges, and the application range of the double-motor control system is improved.
In the description of the present utility model, it should be understood that the directions or positional relationships as indicated by the terms "center", "longitudinal", "lateral", "length", "width", "thickness", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc., are based on the directions or positional relationships shown in the drawings are merely for convenience of description and to simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the utility model.
Furthermore, the terms "first," "second," and the like, as used herein, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include at least one such feature. In the description of the present utility model, the meaning of "plurality" means at least two, for example, two, three, etc., unless specifically defined otherwise.
In the present utility model, unless explicitly stated and limited otherwise, terms such as "mounted," "connected," "secured," and the like are to be construed broadly, and may be, for example, fixedly connected, detachably connected, or integrally formed, mechanically connected, electrically connected, or communicable with each other, directly connected, or indirectly connected through intermediaries, or in communication with each other, or in an interaction relationship between two elements, unless explicitly stated otherwise. The specific meaning of the above terms in the present utility model can be understood by those of ordinary skill in the art according to the specific circumstances.
In the present utility model, unless expressly stated or limited otherwise, a first feature "up" or "down" a second feature may be the first and second features in direct contact, or the first and second features in indirect contact via an intervening medium. Moreover, a first feature being "above," "over" and "on" a second feature may be a first feature being directly above or obliquely above the second feature, or simply indicating that the first feature is level higher than the second feature. The first feature being "under", "below" and "beneath" the second feature may be the first feature being directly under or obliquely below the second feature, or simply indicating that the first feature is less level than the second feature.
In the present disclosure, the terms "one embodiment," "some embodiments," "examples," "specific examples," or "some examples," etc., mean that a particular feature, structure, material, or characteristic described in connection with the embodiment or example is included in at least one embodiment or example of the present disclosure. In this specification, schematic representations of the above terms are not necessarily directed to the same embodiment or example. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples. Furthermore, the different embodiments or examples described in this specification and the features of the different embodiments or examples may be combined and combined by those skilled in the art without contradiction.
While embodiments of the present utility model have been shown and described above, it will be understood that the above embodiments are illustrative and not to be construed as limiting the utility model, and that variations, modifications, alternatives and variations may be made to the above embodiments by one of ordinary skill in the art within the scope of the utility model.
Claims (10)
1. The double-motor control system is characterized by comprising a power battery, a voltage conversion circuit, a first inverter circuit and a second inverter circuit;
The positive electrode of the power battery is electrically connected with the battery end of the voltage conversion circuit, the negative electrode of the power battery is electrically connected with a negative electrode node, and the power battery is used for outputting battery voltage;
The positive electrode end of the motor end of the voltage conversion circuit is electrically connected with a positive electrode node, and the negative electrode end of the motor end of the voltage conversion circuit is electrically connected with a negative electrode node, wherein the voltage conversion circuit is used for converting the battery voltage into a first target voltage and outputting the first target voltage to the motor end of the voltage conversion circuit, and the first target voltage is not smaller than the battery voltage;
The positive electrode end of the second inverter circuit is electrically connected with the positive electrode node, the negative electrode end of the second inverter circuit is electrically connected with the negative electrode node, and the power supply end of the second inverter circuit is electrically connected with the generator.
2. The two-motor control system according to claim 1, wherein the voltage conversion circuit is further configured to convert a motor voltage, which is generated by rectifying the power generation of the generator by the second inverter circuit, to a second target voltage, which is not greater than the motor voltage, to a battery terminal thereof.
3. The dual motor control system of claim 1 or 2 wherein the voltage conversion circuit comprises a first inductor, a second inductor, a first leg, and a second leg;
The first end of the first inductor and the first end of the second inductor are electrically connected with the positive electrode of the power battery, the second end of the first inductor is electrically connected with the middle point of the first bridge arm, and the second end of the second inductor is electrically connected with the middle point of the second bridge arm;
The first bridge arm and the second bridge arm are electrically connected between the positive electrode node and the negative electrode node.
4. The dual motor control system of claim 3 wherein the voltage conversion circuit further comprises a third inductor and a third leg;
The first end of the third inductor is electrically connected with the positive electrode of the power battery, the second end of the third inductor is electrically connected with the middle point of the third bridge arm, and the third bridge arm is electrically connected between the positive electrode node and the negative electrode node.
5. The dual motor control system of claim 1 further comprising a first filter device electrically connected between the power cell and the voltage conversion circuit;
And/or the dual-motor control system further comprises a second filter device electrically connected between the voltage conversion circuit and the first inverter circuit and the second inverter circuit.
6. The dual motor control system of claim 5 wherein the first filter device comprises a first capacitor having a first end electrically connected to the positive electrode of the power cell and a second end electrically connected to the negative electrode of the power cell;
The second filter device comprises a second capacitor, a first end of the second capacitor is electrically connected with the positive electrode node, and a second end of the second capacitor is electrically connected with the negative electrode node.
7. The dual motor control system of claim 1 further comprising an auxiliary bus electrically connected between the power battery and the voltage conversion circuit, the auxiliary bus for powering high voltage accessories.
8. The dual motor control system of claim 1 wherein at least one of the first inverter circuit and the second inverter circuit is a three-phase full-bridge inverter circuit.
9. A vehicle comprising the dual motor control system of any one of claims 1-8.
10. The vehicle of claim 9, wherein the vehicle comprises a hybrid vehicle.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
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| CN202422600518.0U CN223187354U (en) | 2024-10-25 | 2024-10-25 | Dual-motor control system and vehicle |
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| CN202422600518.0U CN223187354U (en) | 2024-10-25 | 2024-10-25 | Dual-motor control system and vehicle |
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| CN223187354U true CN223187354U (en) | 2025-08-05 |
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| CN (1) | CN223187354U (en) |
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2024
- 2024-10-25 CN CN202422600518.0U patent/CN223187354U/en active Active
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