CN219305279U

CN219305279U - Electric vehicle controller with thermal relay and electric vehicle

Info

Publication number: CN219305279U
Application number: CN202223050669.0U
Authority: CN
Inventors: 陈夏新
Original assignee: Taizhou Lingxi Electronics Co ltd
Current assignee: Taizhou Lingxi Electronics Co ltd
Priority date: 2022-11-15
Filing date: 2022-11-15
Publication date: 2023-07-04
Anticipated expiration: 2032-11-15

Abstract

The utility model belongs to the field of electric vehicle controllers, and provides a thermal relay for an electric vehicle controller, which comprises: the heat absorption part is provided with a heat absorption surface in conductive and electric connection with the metal backboard of the power tube, and the thickness of the heat absorption part is larger than that of the metal backboard of the power tube; an extension portion formed to extend from the heat absorbing portion; the binding post is configured on the extension part and is used for providing power supply positive electrode input and/or motor three-phase output of the electric vehicle controller; the binding post and the extension part and the heat absorbing part are integrally formed. The utility model also provides an electric vehicle controller and electric equipment. According to the utility model, the thermal relay body and the binding post are integrally formed, can be used as a standard component of the electric vehicle controller to be manufactured and sold in a factory, and can be directly matched with the power tube for installation, so that the assembly flow of the electric vehicle controller is simplified, the material cost and the labor cost are saved, the production efficiency of the electric vehicle controller is improved, and the production cost is controlled.

Description

Electric vehicle controller with thermal relay and electric vehicle

Technical Field

The utility model belongs to the technical field of electric vehicle controllers, and particularly relates to an electric vehicle controller with a thermal relay and an electric vehicle.

Background

Two-wheeled electric vehicles, three-wheeled electric vehicles and four-wheeled electric vehicles are common transportation means in daily life of people, wherein the two-wheeled electric vehicles have wide application range, convenient use and the like due to the advantages of relatively low price, wide application range and the like, and have wide use groups and wide markets in China. At present, a three-phase motor is often adopted to drive the two-wheel electric vehicle to move, and the operation of the three-phase motor is controlled by an electric vehicle controller.

The electric vehicle controller comprises a power tube and a wiring terminal connected with the power tube, the power tube determines the output power of the electric vehicle controller, and the wiring terminal is used for providing power supply positive electrode input and/or motor three-phase output so as to ensure the power supply and control output of the electric vehicle controller.

Because the heating value of the power tube exceeds a certain temperature range, the working efficiency of the power tube can be greatly reduced or even damaged, and the normal operation of the three-phase motor is affected, the existing heat dissipation structure such as aluminum strips and the like is generally adopted to be connected with the power tube for dissipating heat of the power tube.

However, the wiring terminal and the heat dissipation structure are parts produced independently, when the electric vehicle controller is produced, the wiring terminal and the heat dissipation structure are required to be connected and assembled with the power tube respectively, the assembly process is relatively complicated, time-consuming and labor-consuming, the material cost and the labor cost are relatively high, and the production cost and the production efficiency of the electric vehicle controller are affected to a certain extent.

Disclosure of Invention

The embodiment of the utility model provides an electric vehicle controller with a thermal relay, which aims to solve the technical problems that the assembly process is complicated and high in cost, and the production cost and the production efficiency of the electric vehicle controller are affected because a heat dissipation structure and a wiring terminal are required to be respectively assembled and connected with a power tube in the conventional electric vehicle controller.

Embodiments of the present utility model are thus implemented, an electric vehicle controller with a thermal relay, comprising:

a housing;

a circuit board disposed within the housing;

the power tube is welded on the circuit board;

a plurality of thermal relays electrically and thermally connected with the metal backboard of the power tube and the shell in an insulating way, and the thermal relays are arranged separately from the circuit board; and

and the binding post is integrally formed with the thermal relay body.

Still further, the electric vehicle controller further includes a positioning structure for:

positioning and assembling each thermal relay body and a corresponding metal backboard of the power tube; and/or

And positioning and assembling the thermal relay body and the shell.

Further, the power tube comprises three groups of upper bridge arm power tubes and three groups of lower bridge arm power tubes;

the plurality of thermal relays comprise at least one upper bridge arm thermal relay and at least three lower bridge arm thermal relays;

the metal backboard of each group of upper bridge arm power tubes is in conductive thermal connection with the at least one upper bridge arm thermal relay;

and the metal backboard of each group of lower bridge arm power tubes is in conductive thermal connection with at least one lower bridge arm thermal relay.

Still further, the post includes:

the power supply positive terminal is integrally formed with the upper bridge arm thermal relay; and

and the motor three-phase binding post is integrally formed with the lower bridge arm thermal relay.

Still further, the thermal relay includes:

the heat absorbing part is electrically and thermally connected with the metal backboard of the power tube and is provided with a heat absorbing surface electrically and thermally connected with the metal backboard of the power tube; and

an extension portion extending from the heat absorbing portion;

the thermal relay body is provided with a heat transfer surface in insulating thermal connection with the shell, and the heat transfer surface is distributed on the heat absorbing part and/or the extending part;

the binding post is integrally formed on the heat absorbing part and/or the extending part.

Further, the orthographic projection areas of the extension part and the heat absorbing part in the arrangement direction of the pins of the power tube are at least partially misaligned, and the orthographic projection areas of the extension part and the heat absorbing part in the arrangement direction perpendicular to the pins of the power tube are at least partially misaligned.

Further, the orthographic projection areas of the extension part and the heat absorbing part in the arrangement direction of the pins of the power tube are at least partially overlapped, and the orthographic projection areas of the extension part and the heat absorbing part in the arrangement direction perpendicular to the pins of the power tube are also at least partially overlapped.

Furthermore, the thickness of the heat absorbing part is n times of the thickness of the metal backboard of the power tube, and n is more than or equal to 2.

Still further, the extension portion extends in a plane parallel to the circuit board.

Further, the heat absorbing surface comprises a positive heat absorbing surface electrically and thermally connected with the front surface of the metal backboard of the power tube; and/or

The heat absorbing surface comprises a back heat absorbing surface which is electrically and thermally connected with the back surface of the metal back plate of the power tube; and/or

The heat absorbing surface comprises a side heat absorbing surface which is electrically and thermally connected with the side surface of the metal backboard of the power tube.

Further, the heat transfer surface distributed on the heat absorbing portion and the heat transfer surface distributed on the extension portion are in the same horizontal plane.

Further, the heat transfer surface has at least one curved or folded surface thereon.

Further, the heat absorbing part is provided with a mounting hole fixed with the metal backboard of the power tube.

Still further, the thermal relay at least partially exposes the housing, and a portion of the thermal relay that exposes the housing is configured to provide external wiring.

Still further, the post has a fitting structure to which a connection device of 4mm or more is connected.

Further, the assembly structure is a screw hole with a diameter of greater than or equal to 4 mm.

Still further, the post has a sealing step surface.

The utility model also provides an electric vehicle, comprising:

a three-phase motor; and

the electric vehicle controller according to any one of the preceding claims, wherein the three-phase line interface of the three-phase motor is electrically connected to the three-phase output of the electric vehicle controller.

According to the utility model, the thermal relay body and the binding post are integrally formed into a whole, so that the thermal relay body and the binding post can be used as standard components of the electric vehicle controller to be manufactured and sold in a factory, and are directly and adaptively installed with the power tube, so that the binding post and the heat dissipation structure are not required to be respectively assembled and connected with the power tube after being respectively manufactured as in the prior art, the assembly process of the electric vehicle controller is simplified, the material cost and the labor cost are saved, the production efficiency of the electric vehicle controller is improved, and the production cost is controlled.

In addition, the heat relay body and the circuit board are arranged in a separated mode, namely, the heat relay body and the circuit board are separated by a certain distance, so that electric interference between the heat relay body and the circuit board in the electric conduction process can be avoided, electric safety of the electric vehicle controller is guaranteed, temperature rise of the circuit board caused by heat conduction of the heat relay body to the circuit board in the heat conduction process can be avoided, and the integral heat dissipation effect of the electric vehicle controller is guaranteed.

Drawings

Fig. 1 is a schematic perspective view of a thermal relay body of a schematic perspective disassembly diagram of an electric vehicle controller according to an embodiment of the present utility model;

fig. 2 is a schematic perspective view of a schematic perspective view power tube of an electric vehicle controller according to an embodiment of the present utility model;

fig. 3 is a schematic perspective view of a part of a structure of an electric vehicle controller according to an embodiment of the present utility model;

fig. 4 is a schematic perspective view of another part of the structure of the electric vehicle controller according to the embodiment of the present utility model;

FIG. 5 is a schematic perspective view of a thermal relay according to an embodiment of the present utility model;

FIG. 6 is a schematic diagram of another embodiment of a thermal relay according to the present utility model;

fig. 7 is a schematic perspective view of an upper bridge arm thermal relay according to an embodiment of the present utility model;

Fig. 8 is another schematic perspective view of an upper arm thermal relay according to an embodiment of the present utility model;

fig. 9 is a schematic perspective view of a power tube according to an embodiment of the present utility model;

fig. 10 is a schematic structural diagram of a vertical installation of a power tube according to an embodiment of the present utility model;

FIG. 11 is a schematic diagram illustrating a structure of a power tube according to an embodiment of the present utility model;

FIG. 12 is a schematic diagram illustrating an assembly of a front thermal relay and a power tube according to an embodiment of the present utility model;

FIG. 13 is a schematic diagram illustrating an assembly of a thermal relay and a positioning structure according to an embodiment of the present utility model;

fig. 14 is a schematic perspective view of a positioning structure according to an embodiment of the present utility model;

fig. 15 is a schematic perspective view of a negative electrode connector according to an embodiment of the present utility model;

FIG. 16 is a schematic view of the structure of a thermal relay in an embodiment of the present utility model;

FIG. 17 is a schematic view of the thermal relay of FIG. 16 in projection along the direction A in FIG. 16;

FIG. 18 is a schematic view of the thermal relay of FIG. 16 in projection along the direction B of FIG. 16;

fig. 19 is a schematic perspective view of an electric vehicle controller according to an embodiment of the present utility model;

FIG. 20 is a perspective exploded view of the electric vehicle controller shown in FIG. 19;

Fig. 21 is a schematic perspective view of a part of a structure of an electric vehicle controller according to another embodiment of the present utility model;

FIG. 22 is a perspective exploded view of the electric vehicle controller of FIG. 21;

fig. 23 is a schematic perspective view of a part of a structure of an electric vehicle controller according to another embodiment of the present utility model;

fig. 24 is a perspective exploded view of the electric vehicle controller shown in fig. 23

Fig. 25 is a schematic perspective view of an electric vehicle controller according to another embodiment of the present utility model;

FIG. 26 is a schematic diagram illustrating an assembly of a power tube and a thermal relay according to an embodiment of the present utility model;

FIG. 27 is a schematic view of a thermal relay according to an embodiment of the present utility model;

fig. 28 is a schematic structural diagram of an electric vehicle according to an embodiment of the present utility model.

Detailed Description

The present utility model will be described in further detail with reference to the drawings and examples, in order to make the objects, technical solutions and advantages of the present utility model more apparent. Examples of the embodiments are illustrated in the accompanying drawings, wherein like or similar reference numerals refer to like or similar elements throughout or elements having like or similar functionality. The embodiments described below by referring to the drawings are illustrative only and are not to be construed as limiting the utility model. Furthermore, it should be understood that the specific embodiments described herein are for purposes of illustration only and are not intended to limit the scope of the present utility model.

In the description of the present utility model, it should be understood that the orientation or positional relationship indicated in the description of the direction and positional relationship is based on the orientation or positional relationship shown in the drawings, only for convenience of description of the present utility model and simplification of the description, and is not indicative or implying that the apparatus or element in question must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be construed as limiting the present utility model.

Furthermore, the terms "first," "second," and the like, are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first" or "a second" may explicitly or implicitly include one or more of the described features. In the description of the present utility model, the meaning of "a plurality" is two or more, unless explicitly defined otherwise.

The following disclosure provides many different embodiments, or examples, for implementing different structures of the utility model. In order to simplify the present disclosure, components and arrangements of specific examples are described below. They are, of course, merely examples and are not intended to limit the utility model. Furthermore, the present utility model may repeat reference numerals and/or letters in the various examples, which are for the purpose of brevity and clarity, and which do not themselves indicate the relationship between the various embodiments and/or arrangements discussed. In addition, the present utility model provides examples of various specific processes and materials, but one of ordinary skill in the art will recognize the application of other processes and/or the use of other materials.

The utility model integrally forms the thermal relay body and the binding post into the integral thermal relay body, which can be used as a standard component of the electric vehicle controller to be manufactured and sold in a factory and directly assembled with the power tube in a matching way, thereby simplifying the production and assembly processes, controlling the cost and improving the production efficiency of the electric vehicle controller.

Example 1

Referring to fig. 1 to 5, the electric vehicle controller 100 with the thermal relay 10 of the present utility model includes a plurality of thermal relays 10, a terminal 11, a power tube 20, a circuit board 30 and a housing 40, the terminal 11 and the thermal relay 10 are integrally formed, the power tube 20 is welded on the circuit board 30, the circuit board 30 is disposed in the housing 40, the thermal relay 10 is electrically and thermally connected to a metal back plate of the power tube 20 and electrically and thermally connected to the housing 40 in an insulating manner, and the thermal relay 10 is configured separately from the circuit board 30.

In the electric vehicle controller 100 with the thermal relay body 10, the thermal relay body 10 and the binding post 11 are integrally formed into a whole, so that the thermal relay body 10 and the binding post 11 can be used as standard components of the electric vehicle controller 100 to be manufactured and sold in a factory, and are directly assembled and installed with the power tube 20 in an adapting way, the binding post 11 and the heat dissipation structure are not required to be respectively manufactured and then are respectively assembled and connected with the power tube 20 in the prior art, the assembly process of the electric vehicle controller 100 is simplified, the material cost and the labor cost are saved, the production efficiency of the electric vehicle controller 100 is improved, and the production cost is controlled.

In addition, the thermal relay 10 is configured separately from the circuit board 30, that is, the thermal relay 10 and the circuit board 30 are spaced apart by a certain distance, so that not only can the electrical interference between the thermal relay 10 and the circuit board 30 be avoided in the process of conducting electricity, and the electrical safety of the electric vehicle controller 100 be ensured, but also the temperature rise of the circuit board 30 caused by the heat conducted by the thermal relay 10 to the circuit board 30 in the process of conducting heat can be avoided, and the overall heat dissipation effect of the electric vehicle controller 100 is ensured.

For the sake of brief description, the electric vehicle controller 100 will be described below as a reference to the electric vehicle controller 100 having the thermal relay 10.

In the embodiment of the present utility model, the electric vehicle controller 100 may be a three-phase motor controller 100, which is applied to the electric vehicle 1000 to provide three-phase output, so as to realize accurate control of the motor of the electric vehicle 1000 and the electric vehicle 1000. The three-phase motor controller 100 is a controller 100 commonly used in the field of electric vehicles 1000, and the functions and advantages thereof are not described herein.

Referring to fig. 3 and 9, in the embodiment of the utility model, the power tube 20 may be a direct-insertion visible metal package power tube 20, which is formed by packaging three pins 22 and a metal back plate 21 together by a plastic package, wherein the three pins 22 are arranged in a row on the plastic package, and are respectively a gate, a drain and a source, the metal back plate 21 is electrically connected with the drain, and the power tube 20 is welded with the circuit board 30 through the three pins 22 to be fixed on the circuit board 30.

The circuit board 30 is also provided with a signal control part 31 of the electric vehicle controller 100, such as a control chip and a signal pin header, and the position of the signal control part 31 on the circuit board 30 is separated from the position of the power tube 20 on the circuit board 30 so as to avoid mutual interference.

For example, with reference to the arrangement direction of the three pins 22 of the power tube 20, the signal control portion 31 may be arranged in parallel with respect to the arrangement direction of the three pins 22, or vertically with respect to the arrangement direction of the three pins 22, or partially arranged in parallel with respect to the arrangement direction of the three pins 22, or partially vertically with respect to the arrangement direction of the three pins 22, etc., to provide different component layouts on the circuit board 30, so as to adapt to different structural requirements.

In the embodiment of the present utility model, the number of the power tubes 20 is at least 6, so that at least 3 upper bridge arm power tubes 201 and at least 3 lower bridge arm power tubes 202 configured as A, B, C three phases meet the basic requirement of three-phase output of the electric vehicle controller 100.

The types, the numbers, the combinations, the arrangements, etc. of the power tubes 20 are not specifically limited herein, and the types, the numbers, the combinations, the arrangements, etc. of the power tubes 20 shown in the embodiments of the present utility model are only exemplary, and should not be construed as limiting the present utility model, so long as the above-mentioned items of the power tubes 20 are specifically selected in combination with specific power requirements of the electric vehicle controller 100 on the basis of ensuring that the electric vehicle controller 100 can normally provide three-phase output.

The power tube 20 may be mounted on the circuit board 30 in a horizontal, vertical or inclined mounting manner, specifically:

as shown in fig. 3, the metal back plate horizontally installed as the power tube 20 is parallel to the circuit board 30, and at this time, the portion of the thermal relay 10 in contact with the metal back plate of the power tube 20 is also parallel to the circuit board 30;

as shown in fig. 10, the metal back plate vertically installed as the power tube 20 is perpendicular to the circuit board 30, and in this case, the portion of the thermal relay 10 contacting the metal back plate may be perpendicular to the circuit board 30;

as shown in fig. 11, the metal back plate of the power tube 20 is mounted obliquely to the circuit board 30, and at this time, the portion of the heat relay body 10 in contact with the metal back plate is also inclined to the circuit board 30.

That is, when the power tube 20 is mounted on the circuit board 30 in different mounting manners, the portion of the thermal relay 10 contacting the metal back plate 21 of the power tube 20 is always in the same direction as the power tube 20, so as to ensure that the power tube 20 and the metal back plate are tightly adhered and contacted, and further ensure the heat conduction effect.

In most examples of the present utility model, the power tube 20 is mounted on the circuit board 30 in a horizontal mounting manner, and in this mounting manner, the power tube 20 occupies less space in the vertical direction in the electric vehicle controller 100, and is more convenient for the installation of the thermal relay 10.

In the embodiment of the utility model, the thermal relay 10 is electrically and thermally connected with the metal back plate 21 of the power tube 20, namely, the thermal relay 10 can simultaneously realize electric conduction and heat conduction to the power tube 20, so as to ensure the normal operation of the power tube 20, and on the other hand, the thermal relay 10 is also electrically and thermally connected with the shell 40 in an insulating manner, so that a heat dissipation path from the power tube 20 to the thermal relay 10 to the shell 40 can be established on the premise of ensuring the electrical safety of the electric vehicle controller 100, and the heat generated by the power tube 20 is conducted to the shell 40 for effective heat dissipation.

It should be noted that the conductive thermal connection may be understood as that the thermal relay 10 is directly contacted with the metal back plate 21 of the power tube 20, and the thermal relay 10 and the metal back plate 21 of the power tube 20 can conduct electricity and conduct heat therebetween, or may be understood as that the thermal relay 10 is indirectly contacted with the metal back plate 21 of the power tube 20 through other elements, so as to achieve indirect conduction and heat conduction.

In the embodiment of the present utility model, the conductive thermal connection refers to that the thermal relay 10 is in direct contact with the metal back plate 21 of the power tube 20 to conduct electricity and heat, and can be achieved by contacting the thermal relay 10 with any part of the metal back plate 21, for example, contacting the thermal relay 10 with the front, back and/or side of the metal back plate 21, so as to achieve the purpose of conductive thermal connection. The back surface of the metal back plate 21 of the power tube 20 is the lower surface of the metal back plate 21 shown in fig. 9, and the upper surface is the front surface of the metal back plate 21.

As shown in fig. 4, the thermal relay 10 may be closely contacted with the back surface of the metal back plate of the power tube 20 to form surface contact so as to realize conductive thermal connection between the two, and the thermal relay 10 at this time may be called a back surface thermal relay 10, on which the binding post 11 is integrally formed; as shown in fig. 12, the thermal relay 10 may also be closely contacted with the front surface of the metal back plate 21 of the power tube 20 to form a surface contact so as to realize conductive thermal connection between the two, and the thermal relay 10 at this time may be referred to as a front thermal relay 10, on which the binding post 11 is also integrally formed.

In the embodiment of the present utility model, the front thermal relay 10 and/or the back thermal relay 10 and the power tube 20 may be electrically and thermally connected in the electric vehicle controller 100 according to actual requirements, and it is understood that if the back thermal relay 10 and the front thermal relay 10 are respectively disposed on the back and the front of the metal back plate 21, the power tube 20 has two heat dissipation paths, i.e. the front and the back, so that the heat dissipation effect can be further improved.

Most examples of the utility model are that the back heat relay 10 is arranged on the back of the metal back plate 21 of the power tube 20, the area of the back of the metal back plate 21 is larger than that of the front, the back of the metal back plate 21 has larger contact area with the heat relay 10, the power tube 20 can be subjected to electric conduction and heat conduction in a larger area, and the stability of electric connection and the efficient heat conduction and heat dissipation effect are ensured.

Accordingly, most examples of the present utility model will hereinafter be described in terms of the thermal relay 10 being in intimate contact with the back surface of the metal back plate 21 to form an electrically conductive thermal connection, i.e., the back surface thermal relay 10, and for brevity, the thermal relay 10 will hereinafter be understood to be the back surface thermal relay 10.

It should be noted that the insulating thermal connection is understood to be firstly insulating and nonconductive between the thermal relay 10 and the housing 40, so as to avoid short circuit or other damage caused by current transmission of the power tube 20 to the housing 40, and insulation between the thermal relay 10 and/or the housing 40 can be achieved by coating an insulating coating or spacing insulating objects on the thermal relay 10 and/or the housing 40, and meanwhile, the housing 40 also has a certain heat conduction capability, so that heat dissipation of the electric vehicle controller 100 can be achieved on the premise that insulation contact with the thermal relay 10 ensures electrical safety of the electric vehicle controller 100.

In addition, when an insulating object is selected to be interposed between the thermal relay 10 and the case 40 to achieve an insulating connection between the two, the insulating object also has a certain heat conduction capability.

In order to ensure the electric and heat conducting effects of the thermal relay 10, the thermal relay 10 in the embodiment of the utility model is made of metal, including but not limited to copper and/or aluminum and/or copper-aluminum composite, so that the structural strength of the thermal relay 10 can be improved, and excellent electric and heat conducting and radiating effects can be achieved.

In a preferred embodiment, the thermal relay 10 is made of aluminum.

Aluminum is less expensive than copper in terms of electrical and thermal conductivity, but is less expensive, and can control the cost of production of the electric vehicle controller 100, and is lighter in weight to control the quality of the electric vehicle controller 100.

In one embodiment, the thermal relay 10 is integrally formed with the post 11 by a die casting process.

The aluminum die casting process can manufacture aluminum materials into a structure with a certain bending angle, namely the heat relay 10 and the binding post 11 can be integrated, meanwhile, the heat relay 10 is made into a structure with a certain bending angle, and then a specific heat dissipation path and an electric connection path are formed, so that the extension length of the heat relay 10 can be increased in a limited space, the heat dissipation area can be increased, different connection modes and different structural designs can be adapted, the binding post 11 is arranged at any place of the heat relay 10, the space of the electric vehicle controller 100 can be fully utilized along with the extension of the heat relay 10 to any possible place, and the structural layout of the electric vehicle controller 100 is more reasonable and reliable.

In the embodiment of the utility model, the binding post 11 is in a hollow column shape, so that a wire can conveniently penetrate into the hollow column shape and is electrically connected with the thermal relay 10 to conduct electricity, the connection relationship is stable, and the stable transmission of current is ensured.

Of course, in other embodiments, the portion of the thermal relay 10 used for connection with the wire may have other structural configurations, and is not limited to the above-mentioned binding post 11, for example, may be a binding hole, a binding groove, a binding protrusion or a binding block, so as to meet different structural requirements, adapt to different structural designs, and reasonably select on the basis of meeting the requirement of being able to normally provide the power supply positive input and/or the motor three-phase output.

For example, in fig. 12, the portion of the thermal relay 10 for electrically connecting with the wire is in the form of a wire hole, that is, the hole at the top of the thermal relay 10 is a wire hole, and the wire hole can be regarded as one end of the wire where the thermal relay 10 is electrically connected with the wire.

Still further, in the present embodiment, the thermal relay 10 is at least partially exposed to the housing 40, and the portion of the thermal relay 10 exposed to the housing 40 is configured to provide external wiring.

In this embodiment, the thermal relay 10 is designed to at least partially expose the housing 40 and is configured to be externally wired to electrically connect the thermal relay 10 to the three-phase interface of the power source and/or the motor, while the terminal 11 is electrically connected to the external wiring in this embodiment, so that the portion of the thermal relay 10 exposed to the housing 40 is at least part of the terminal 11, such as the top of the terminal 11.

Further, in the present embodiment, the post 11 has a fitting structure to be connected with the connecting means of 4mm or more.

It will be appreciated that the connection between the terminal 11 and the power source and/or the three-phase motor 200 is not directly performed by a wire, but is performed and fixed by a connection device, such as a conductive screw, a stud, a rivet, etc., which is configured to ensure the stability of the fixed connection and facilitate the connection, a connection device having a diameter of at least 4mm is generally selected, one end of which is connected to a wire led out from the power source and/or the three-phase motor 200, and the other end of which is inserted into the assembly structure and is fixedly connected to the terminal 11 to perform the electrical conduction.

Further, in this embodiment, the fitting structure is a screw hole having a diameter of 4mm or more.

In the preferred embodiment, the connecting device fixedly connected with the assembling structure is a screw or a stud, so that the assembling and disassembling are convenient, and therefore, in order to ensure the stability of the fixing connection of the assembling structure and the connecting device, the assembling structure is a screw hole matched with the connecting device, the size (diameter) of the screw hole is at least 4mm, namely, the screw hole is matched with the connecting device, and the stability of the assembling structure and the connecting device during connection is further ensured.

Of course, in other embodiments, the connecting device may have other structures, and the assembling structure may have other structures, which are not limited to screws and screw holes, and may be specifically selected on the premise of ensuring the fit between the two structures and being capable of being stably connected.

More specifically, the housing 40 in the embodiment of the present utility model is at least partially made of a metal material, and the thermal conductivity coefficient of the metal is greater than 50W/m·k, and the metal includes, but is not limited to, copper and/or aluminum and/or copper-aluminum composite, so that not only the structural strength of the electric vehicle controller 100 can be improved, but also the thermal conductivity effect of the housing 40 can be improved, and further the operational reliability of the electric vehicle controller 100 can be improved.

Referring to fig. 1 and 2, the housing 40 in the embodiment of the present utility model includes an upper shell 41 and a lower shell 42 that are detachably disposed in a mutually matched manner, the upper shell 41 and the lower shell 42 can be detachably disposed between them in a manner of screw fastening, buckling and fixing or rivet anchoring, etc., the upper shell 41 and the lower shell 42 are combined to form an inner space, and the inner components of the electric vehicle controller 100, such as the circuit board 30, the power tube 20, the thermal relay 10, etc., are disposed in the inner space, so that the components can be prevented from being affected by direct impact and moisture impurities from the outside, and normal use and service life of the inner components are ensured.

Further, the upper case 41 and the lower case 42 may be made of metal or plastic, which has high enough hardness and strength and good ductility, and thus not only can the overall strength of the case 40 be improved, but also the case can be easily manufactured into a designed shape. It should be noted that at least part of the structure of at least one of the upper case 41 and the lower case 42 is made of metal to meet the heat dissipation requirement.

In one embodiment, upper shell 41 is made of plastic and lower shell 42 is made of metal, including but not limited to copper and/or aluminum and/or copper aluminum composites.

Thus, not only the cost of the electric vehicle controller 100 can be controlled, but also the lower shell 42 can be directly used as a heat dissipation medium to be in insulating thermal connection with the thermal relay 10, so that a good heat dissipation effect is achieved, and further the operation reliability of the electric vehicle controller 100 is improved.

In yet another embodiment, the upper shell 41 and the lower shell 42 are made of metal, so that the overall structural strength of the housing 40 can be improved, and the upper shell 41 and the lower shell 42 can be used as heat dissipation media to be thermally connected with the thermal relay 10 in an insulating manner, so as to further improve the heat dissipation effect on the power tube 20.

In other embodiments, the upper shell 41 may be made of metal, the lower shell 42 may be made of plastic, or both the upper shell 41 and the lower shell 42 may be made of plastic, but at least part of the structures of both are made of metal to ensure heat dissipation. The benefits of both designs are reasonably expected based on the context of the examples shown in the two embodiments above.

In a preferred embodiment of the present utility model, the upper case 41 is made of plastic and the lower case 42 is made of metal.

Referring to fig. 1, in the embodiment of the present utility model, the electric vehicle controller 100 further includes an insulating film 50 disposed between the lower case 42 and each of the thermal relays 10.

Specifically, the insulating film 50 may be a sheet-like body made of an insulating thermal interface material such as a silicon wafer, an imine film, an insulating cloth, and a high thermal conductivity interface material, and the upper surface of the sheet-like body is in contact and close contact with the back surface of the thermal relay body 10 to form an insulating thermal connection, so as to ensure a larger insulating thermal contact area, at this time, the thermal relay body 10 absorbs heat generated by the power tube 20 from the metal back plate 21 and then conducts the heat to the insulating film 50, and the lower surface of the insulating film 50 is in contact and close contact with the lower shell 42 to form an insulating thermal connection so as to output the heat to the lower shell 42 and dissipate the heat to the outside.

In the embodiment of the utility model, the insulating film 50 is used as a conducting medium to realize insulating thermal connection between the thermal relay 10 and the lower shell 42, so that a heat dissipation path of the power tube 20-the metal backboard 21-the thermal relay 10-the insulating film 50-the lower shell 42 is formed, the purpose of rapidly dissipating heat of the power tube 20 through the shell 40 is realized, and the normal operation of the power tube 20 and the electric vehicle controller 100 is ensured.

In one embodiment, the volume of the insulating film 50 is much larger than the volume of the thermal relay 10, and covers the whole inner surface of the lower cover, so that even when the thermal conductivity of the insulating film 50 is not high, it can fully absorb the heat conducted by the thermal relay 10, and then fully output the heat from the lower shell 42 to the outside of the electric vehicle controller 100, so as to ensure a better heat dissipation effect.

Still further, referring to fig. 1, in an embodiment of the present utility model, the electric vehicle controller 100 further includes a gasket 60 sandwiched between the upper case 41 and the lower case 42.

The sealing pad 60 can be made of a material with a certain deformability, such as rubber, plastic or even fabric material, and the shape of the sealing pad 60 is matched with the shapes of the upper shell 41 and the lower shell 42, so that the matching degree between the sealing pad 60 and the upper shell 41 and the lower shell 42 is improved, the overall sealing effect of the electric vehicle controller 100 is further improved, and adverse effects of element corrosion, pollution and the like caused by the fact that impurities such as water vapor or dust enter the three-phase motor controller 100 are effectively avoided.

More, the sealing pad 60 is provided with a through hole through which the top of the binding post 11 passes, and when the electric vehicle controller 100 is assembled, the binding post 11 passes through the through hole on the sealing pad 60 and then passes through the through hole on the upper shell 41 to be exposed from the upper shell 41, so that the binding post 11 can conveniently provide power supply positive electrode input and/or three-phase output, i.e. the binding post 11 is electrically connected with the power supply positive electrode and/or the electric vehicle 1000 motor.

Further, in the embodiment of the present utility model, the post 11 has a gasket step surface.

In the embodiment of the present utility model, the terminal 11 is divided into an upper and a lower parts, and the connecting parts of the upper and the lower parts form the above-mentioned sealing pad step surface, and when the terminal 11 is assembled with the sealing pad 60, the sealing pad step surface is tightly adhered to the surface of the sealing pad 60.

Thus, even if the binding post 11 exposes the housing 40 to cause the top part of the binding post to be interfered by impurities such as water vapor and dust, under the cooperation of the sealing gasket step surface and the sealing gasket 60, the water vapor and the impurities can be blocked on the upper shell 41 or blocked between the sealing step surface and the sealing gasket 60, and the binding post 11 and the upper shell 41 can not enter the electric vehicle controller 100 from the connection part, so that adverse effects of the water vapor and the impurities on the internal components are avoided, the electric vehicle controller 100 is effectively sealed, the safety of the internal components is ensured, and the normal operation of the electric vehicle controller 100 is ensured.

In one embodiment, the post 11 is an interference fit with the seal 60.

That is, the diameter of the top end of the terminal 11 is larger than the diameter of the through hole of the sealing pad 60, so that the relationship between the terminal 11 and the sealing pad 60 is tighter, and the sealing effect of the terminal 11 can be further improved.

Example two

Referring to fig. 13 and 14, further, the electric vehicle controller 100 further includes a positioning structure 70, where the positioning structure 70 is used for positioning and assembling each thermal relay 10 with the metal back plate of the corresponding power tube 20 and/or positioning and assembling the thermal relay 10 with the housing 40.

That is, the positioning structure 70 in the embodiment of the present utility model may be used to:

1. positioning and assembling each thermal relay 10 and the metal backboard 21 of the corresponding power tube 20, so that accurate and stable conductive thermal connection between each thermal relay 10 and the corresponding power tube 20 can be ensured, and the problem that the conductive thermal connection between the thermal relay 10 and the metal backboard 21 of the power tube 20 is disconnected due to dislocation of the thermal relay 10 caused by internal shaking of the electric vehicle controller 100 when the electric vehicle 1000 runs or collides is avoided, and the structural stability of the electric vehicle controller 100 is ensured, so that the working stability of the electric vehicle controller is ensured; or (b)

2. Positioning and assembling the thermal relay 10 and the shell 40, so that the stability of insulating thermal connection between the thermal relay 10 and the shell 40 can be ensured, the problem that the insulating thermal connection between the thermal relay 10 and the shell 40 is disconnected due to dislocation caused by shaking of the interior of the electric vehicle controller 100 when the electric vehicle 1000 runs or collides is avoided, and the structural stability of the electric vehicle controller 100 is ensured, so that the working stability of the electric vehicle controller is ensured; or (b)

3. Positioning and assembling each thermal relay 10 and the metal back plate 21 of the corresponding power tube 20, and positioning and assembling the thermal relay 10 and the shell 40, so that not only can the accurate and stable conductive thermal connection between each thermal relay 10 and the corresponding power tube 20 be ensured, but also the stability of the insulating thermal connection between each thermal relay 10 and the shell 40 can be ensured, and the problem that the conductive thermal connection between the thermal relay 10 and the metal back plate 21 of the power tube 20 and/or the insulating thermal connection between the thermal relay 10 and the shell 40 are disconnected due to dislocation of the metal back plate 21 of the power tube 20 and/or the internal shaking of the electric vehicle controller 100 when the electric vehicle 1000 operates or collides is avoided, so that the structural stability of the electric vehicle controller 100 and the working stability of the electric vehicle controller are ensured.

The use of the positioning structure 70 is not particularly limited, and may be used to position the thermal relay 10 and the power tube 20 and/or to position the thermal relay 10 and the housing 40 according to actual requirements.

It should be noted that, since both the thermal relay 10 and the housing 40 have electrical conductivity, the positioning structure 70 must be in contact with the thermal relay 10 and/or the housing 40 when being used for positioning, and therefore the positioning structure 70 should be made of an insulating material or coated with an insulating coating to ensure insulation, so as to avoid electrical problems such as short circuit caused by the current transmitted by the thermal relay 10 from the power tube 20 being conducted to other thermal relays 10 or the housing 40 through the positioning structure 70, and ensure the electrical safety of the electric vehicle controller 100.

The positioning structure 70 may be in the form of a positioning bracket, in which after each thermal relay 10 is placed and assembled on the positioning bracket, the plurality of thermal relays 10 are assembled as a whole corresponding to the power tube 20 and/or the housing 40, so that the fixing effect is better and the assembly is easy.

The positioning structure 70 may also be in the form of a positioning arm, a positioning protrusion, a positioning buckle, a positioning post, a positioning groove, a positioning hole, or any combination of a positioning bracket, a positioning arm, a positioning protrusion, a positioning buckle, a positioning post, a positioning groove, a positioning hole, or other structures, which are disposed on the thermal relay 10 and/or the housing 40, so as to ensure that the thermal relay 10 and the metal back plate 21 of the power tube 20 and/or the thermal relay 10 and the housing 40 are firmly connected by conductive heat and/or insulating heat.

As shown in fig. 13 and 14, in one possible embodiment of the present utility model, the positioning structure 70 may be an insulating support made of an insulating high temperature resistant material such as plastic, rubber, etc., on which a limiting frame 71 may be formed, the limiting frame 71 may be a hollowed structure, an inner side surface of the limiting frame 71 may be an inclined surface inclined toward the middle, or a protruding portion, a flange, etc. may be provided thereon, under the limitation of the structure such as the inclined surface/protruding portion/flange, etc., the thermal relay 10 may not drop downward from the limiting frame 71, and each thermal relay 10 may be directly embedded in each limiting frame 71 to achieve a fixed assembly.

When the electric vehicle controller 100 is assembled, the circuit board 30 with the power tube 20 is directly covered on the positioning structure 70, and the positioning structure 70 is placed on the insulating film 50 (the insulating film 50 is attached to the inner surface of the lower shell 42) or on the lower shell 42 (the inner surface of the lower shell 42 is coated with an insulating coating), so that the conductive thermal connection between the thermal relay 10 and the metal back plate 21 corresponding to the power tube 20 and the insulating thermal connection between the thermal relay 10 and the lower shell 42 can be realized.

Example III

Referring to fig. 3 to 6, further, the power tube 20 includes three groups of upper bridge arm power tubes 201 and three groups of lower bridge arm power tubes 202;

the multi-block thermal relay 10 includes at least one upper leg thermal relay 101 and at least three lower leg thermal relays 102;

the metal backboard of each group of upper bridge arm power tubes 201 is electrically and thermally connected with at least one upper bridge arm thermal relay 101;

the metal back plate of each set of lower leg power tubes 202 is conductively thermally connected to at least one lower leg thermal relay 102.

Specifically, in the embodiment of the present utility model:

1. three groups of upper bridge arm power tubes 201 may be configured as A, B, C three-phase upper bridge arm power tubes 201, i.e., a group of a-phase upper bridge arm power tubes 2011, a group of B-phase upper bridge arm power tubes 2012 and a group of C-phase upper bridge arm power tubes 2013, where the number of each group of a-phase upper bridge arm power tubes 2011, each group of B-phase upper bridge arm power tubes 2012 and each group of C-phase upper bridge arm power tubes 2013 is at least 1;

2. Three groups of lower leg power tubes 202 may be configured as A, B, C three-phase lower leg power tubes 202, i.e., configured as a group of a-phase lower leg power tubes 2021, a group of B-phase lower leg power tubes 2022, and a group of C-phase lower leg power tubes 2022, each group of a-phase lower leg power tubes 2021, each group of B-phase lower leg power tubes 2022, and each group of C-phase lower leg power tubes 2022 being the same in number, at least 1;

3. among the plurality of thermal relays 10, the thermal relay 10 electrically and thermally connected to the upper arm power tube 201 is defined as an upper arm thermal relay 101, the thermal relay 10 electrically and thermally connected to the lower arm power tube 202 is defined as a lower arm thermal relay 102, and based on the characteristics of the upper arm power tube 201, three groups of the upper arm power tubes 201 of A, B, C three phases can share one upper arm thermal relay 101, i.e. can share one upper arm thermal relay 101 for electrothermal connection, so that the upper arm thermal relay 101 is at least 1, the material consumption is saved, and the space occupation is reduced, while the three groups of the lower arm power tubes 202 of A, B, C three phases need to respectively correspond to the thermal relay 10 for heat dissipation, so that the lower arm thermal relay 102 is at least 3.

It will be appreciated that a greater number of upper arm thermal relays 101 may be configured to be conductively thermally coupled to one or more groups of upper arm power tubes 201 according to actual needs.

In the embodiment of the utility model, the power tube 20 is configured as three groups of upper bridge

arm power tubes

201 and 202 of A, B, C and A, B, C to realize three-phase output of the electric vehicle controller 100, and based on different functions, the thermal relay 10 is configured as at least one upper bridge arm thermal relay 101 and at least three lower bridge arm thermal relays 102 to respectively and rapidly and effectively conduct heat conduction and heat dissipation on at least 6 groups of power tubes 20 such as upper bridge

arm power tubes

201 and 202 of A, B, C of A, B, C and the like, so that the operation safety of the electric vehicle controller 100 is ensured, the working reliability is improved, and after the heating problem of the power tube 20 is solved, the output current of the power tube 20 can be improved to increase the output power of the electric vehicle controller 100.

For example, referring to fig. 3 and fig. 4, taking an example in which the electric vehicle controller 100 includes 6 horizontally mounted power tubes 20, the 6 power tubes 20 include three upper bridge arm power tubes 201 and three lower bridge arm power tubes 202, respectively:

the A-phase upper bridge arm power tube 2011, the B-phase upper bridge arm power tube 2012, the C-phase upper bridge arm power tube 2013, the A-phase lower bridge arm power tube 2021, the B-phase lower bridge arm power tube 2022 and the C-phase lower bridge arm power tube 2022, the A-phase upper bridge arm power tube 2011, the B-phase upper bridge arm power tube 2012 and the C-phase upper bridge arm power tube 2013 are electrically connected with the positive electrode of a power supply, and the A-phase lower bridge arm power tube 2021, the B-phase lower bridge arm power tube 2022 and the C-phase lower bridge arm power tube 2022 are electrically connected with the circuit board 30.

Based on the electrical characteristics of the upper arm power tube 201, the upper arm thermal relay 101 is configured as at least one block, and in the embodiment shown in fig. 3 and 4, the upper arm thermal relay 101 is one block, three upper arm power tubes 201 are electrically connected to the upper arm thermal relay 101 together, and the three upper arm thermal relays share one upper arm thermal relay 101, and are electrically connected to the power supply positive electrode through the power supply positive electrode terminal 111 on the extension portion 13 thereof.

Referring to fig. 7 and 8, at this time, 3 spaced heat absorbing portions are formed on the upper bridge arm thermal relay 101, and the 3 heat absorbing portions are electrically and thermally connected with one upper bridge arm power tube 201 (a phase upper bridge arm power tube 2011/B phase upper bridge arm power tube 2012/C phase upper bridge arm power tube 2013) respectively, and the 3 heat absorbing portions are connected together in pairs and then connected with the extension portion of the upper bridge arm thermal relay 101, and are electrically connected with the positive electrode of the power supply through the binding post 11 on the extension portion, so as to realize the common electrical connection of the three upper bridge arm power tubes 201.

In this way, while the heat dissipation and conduction of the 3 upper bridge arm power tubes 201 are realized, the upper bridge arm thermal relay 101 does not need to be configured for each upper bridge arm power tube 201 independently, so that not only can the space occupation of the electric vehicle controller 100 be reduced, but also the material usage can be saved, the production cost of the upper bridge arm thermal relay 101 is reduced, the production efficiency is improved, the production cost of the electric vehicle controller 100 is further controlled, and the production efficiency of the electric vehicle controller 100 is improved.

Of course, in other embodiments, the number of upper bridge arm thermal relays 101 may be multiple, such as two, three, and other more, as may be specifically selected according to specific requirements.

It should be noted that the spacing distance between the adjacent 2 heat absorbing portions on the upper bridge arm thermal relay 101 is set to be greater than the width of the single power tube 20, so that the lower bridge arm power tube 202 can be disposed between the adjacent 2 heat absorbing portions of the upper bridge arm thermal relay 101 to optimize the overall layout of the whole electric vehicle controller 100, so that the overall structure of the electric vehicle controller 100 is more compact and integrated.

It can be understood that when the number of the power tubes 20 is greater than 6, all the upper bridge arm power tubes 201 may be disposed on one upper bridge arm thermal relay 101 at the same time, or each upper bridge arm power tube 201 may correspond to one upper bridge arm thermal relay 101, or one upper bridge arm thermal relay 101 may correspond to 2 or more than 2 upper bridge arm power tubes 201.

The above description of the upper arm power tube 201 and the upper arm thermal relay 101 is only exemplary, and should not be construed as limiting the present utility model, and the upper arm power tube 201 and the upper arm thermal relay 101 may be reasonably arranged and designed on the basis of ensuring effective electrical conduction and thermal conduction.

In the embodiment shown in fig. 3 to 6, the number of the lower bridge arm thermal relays 102 is three, and the three lower bridge arm thermal relays 102 are divided into an a-phase lower bridge arm thermal relay 1021, a B-phase lower bridge arm thermal relay 1022 and a C-phase lower bridge arm thermal relay 1023, which are respectively and correspondingly electrically and thermally connected with the metal back plates 21 of the a-phase lower bridge arm power tube 2021, the B-phase lower bridge arm power tube 2022 and the C-phase lower bridge arm power tube 2022, so that the conduction and the heat dissipation of the a-phase lower bridge arm power tube 2021, the B-phase lower bridge arm power tube 2022 and the C-phase lower bridge arm power tube 2022 are effectively realized, and the normal operation of the whole electric vehicle controller 100 is further ensured.

As shown in fig. 3 and 4, the thermal relay 10, the power tube 20 and the electric vehicle controller 100 according to an embodiment of the present utility model are configured as follows:

the 6 power tubes 20 are arranged in parallel along the length direction of the circuit board 30, and the upper bridge arm power tube 201 and the lower bridge arm power tube 202 are arranged in a staggered manner, namely, the 1 st, 3 rd and 5 th power tubes 20 from left to right are the upper bridge arm power tube 201, specifically, an A-phase upper bridge arm power tube 2011, a B-phase upper bridge arm power tube 2012 and a C-phase upper bridge arm power tube 2013, and the 2 nd, 4 th and 6 th power tubes 20 are the lower bridge arm power tube 202, specifically, an A-phase lower bridge arm power tube 2021, a B-phase lower bridge arm power tube 2022 and a C-phase lower bridge arm power tube 2022.

The a-phase upper arm power tube 2011, the B-phase upper arm power tube 2012, and the C-phase upper arm power tube 2013 are electrically connected to the upper arm thermal relay 101, and the a-phase lower arm thermal relay 102, the B-phase lower arm thermal relay 102, and the C-phase lower arm thermal relay 102 are electrically and thermally connected to the a-phase lower arm power tube 2021, the B-phase lower arm power tube 2022, and the C-phase lower arm power tube 2022, respectively.

The above examples of the present utility model are only described with 6 power tubes 20 arranged in a row as a basic structure of the electric vehicle controller 100, it will be appreciated that in other possible embodiments, the number of power tubes 20 may be 9, 12 or 18, etc. to provide different power outputs of the electric vehicle controller 100, and the plurality of power tubes 20 may be arranged in a row, or may be arranged in two rows, four rows, six rows, or a circular row, etc. based on the structural design of the electric vehicle controller 100, so as to provide different structural layouts.

The above description of the number and arrangement of the power tubes 20 is merely exemplary, and should not be construed as limiting the present utility model, as long as the specific requirements of the electric vehicle controller 100 are met.

Example IV

Referring to fig. 3 to 6, further, the multi-block thermal relay 10 according to the embodiment of the present utility model specifically includes an upper bridge thermal relay 101 and three lower bridge thermal relays 102.

In the embodiment of the utility model, the three groups of upper bridge arm power tubes 201 are electrically connected with one upper bridge arm heat relay 101, so that the material cost and the processing cost of the upper bridge arm power tubes 201 can be saved, the production cost of the electric vehicle controller 100 can be further controlled, the three groups of lower bridge arm heat relays 102 are respectively corresponding to the three lower bridge arm power tubes 202 and are electrically and thermally connected, namely the three groups of lower bridge arm heat relays 102 are not connected, and the three groups of lower bridge arm power tubes 202 are respectively electrically and thermally conductive.

It should be noted that, if the three groups of upper bridge arm power tubes 201 are arranged in a straight line, the part structures of the upper bridge arm thermal relay 101 electrically and thermally connected with the three groups of upper bridge arm power tubes 201 are arranged in a straight line, if the three groups of upper bridge arm power tubes 201 are arranged in two or three straight lines, the part structures of the upper bridge arm thermal relay 101 electrically and thermally connected with the three groups of upper bridge arm power tubes 201 are arranged in two or three straight lines, that is, the part structures are divided into two part structures connected together or three part structures connected together, and the upper bridge arm thermal relay 101 under the two forms can still be regarded as one.

In the embodiment of the utility model, through the combination of the upper bridge arm thermal relay body 101 and the three lower bridge arm thermal relay bodies 102, the volume and the structural complexity of the motor controller 100 can be controlled on the basis of meeting the conductive and heat dissipation requirements of the three groups of upper bridge arm power tubes 201 and the three groups of lower bridge arm power tubes 202, the production and the assembly are more convenient, and the use of production materials can be reduced so as to control the production cost of the motor controller 100.

Of course, in other embodiments, the number of upper bridge arm thermal relays 101 is not limited to one, for example, a group of upper bridge arm power tubes 201 may be adapted to one upper bridge arm thermal relay 101, and the number of lower bridge arm thermal relays 102 is not limited to three, for example, each group of lower bridge arm power tubes 202 may be adapted to multiple lower bridge arm thermal relays 102, which may be set according to specific requirements.

Example five

Referring to fig. 3 to 5, further, the post 11 includes:

a power supply positive terminal 111 integrally formed with the upper arm thermal relay 101; and

motor three-phase terminal 112 integrally formed with lower arm thermal relay 102.

In the embodiment of the utility model, the power supply positive terminal 111 is electrically connected with the power supply positive electrode to provide the power supply positive electrode input of the electric vehicle controller 100, and simultaneously, when the power supply positive electrode outputs a larger current, a larger heat is generated, and the three motor three-phase terminals 112 are respectively electrically connected with the three-phase interfaces of the motor of the electric vehicle 1000 to provide the three-phase output of the electric vehicle controller 100 to control the operation of the electric vehicle 1000.

In the embodiment of the present utility model, the motor three-phase terminal 112 may be specifically an a-phase terminal 1121, an a-phase terminal 1122, and a C-phase terminal 1123.

In other embodiments, the motor three-phase terminal 112 is not limited to the A, B, C three-phase terminal 11, but may be a U-phase terminal 11, a V-phase terminal 11, and a W-phase terminal 11, and may be capable of realizing three-phase output of the electric vehicle controller 100.

In one embodiment, the

a-phase connection posts

1121, 1122 and the C-phase connection posts 1123 may be arranged in parallel and spaced on the same side of the electric vehicle controller 100, so that the electric vehicle controller is more regular and beautiful, and is also convenient to electrically connect with a three-phase motor when appearing on the same side.

Of course, in other embodiments, the a-phase connector 1121, the a-phase connector 1122 and the C-phase connector 1123 may be disposed at any reasonable location of the electric vehicle controller 100 according to practical requirements, and are not limited herein.

According to the embodiment of the utility model, the binding post 11 is used for respectively defining the power supply positive electrode binding post 111 and the motor three-phase binding post 112, and further the power supply positive electrode binding post 111 and the motor three-phase binding post 112 are respectively integrally formed with the upper bridge arm thermal relay body 101 and the lower bridge arm thermal relay body 102, so that the production and the subsequent assembly of components and parts are facilitated, and the electric vehicle controller 100 is also conveniently and correspondingly connected with the power supply positive electrode and the motor three-phase. Other advantages of integrally forming the post 11 with the thermal relay 10 and the optional manner are described above, and are not described herein.

In the embodiment of the present utility model, the binding post 11 provides a power supply positive input and/or a motor three-phase output of the electric vehicle controller 100, specifically:

when the binding post 11 is electrically connected with the power supply positive electrode input to provide the power supply positive electrode input, namely when the binding post 11 is the power supply positive electrode binding post 111, current is transmitted from one end of the thermal relay 10 to the other end through the power supply positive electrode binding post 111 and then is transmitted to the metal backboard 21 of the power tube 20, and is input to the circuit board 30 through the three pins 22 of the power tube 20, so that the power supply of the electric vehicle controller 100 is realized;

when the binding post 11 is used as the three-phase output of the electric vehicle controller 100, namely, when the binding post 11 is a motor three-phase binding post 112, the pin 22 of the power tube 20 is welded on the circuit board 30, so that the power tube 20 can transmit a control signal from one end, which is in contact with the thermal relay 10, to the other end through the metal back plate 21, and finally, the control signal is output to the three-phase motor through the motor three-phase binding post 112 to realize the control of the motor three-phase binding post 11;

when the binding post 11 provides the power supply positive electrode input and the motor three-phase output of the electric vehicle controller 100, namely, the power supply positive electrode binding post 111 and the motor three-phase binding post 112, the two functions are realized simultaneously, and the power supply positive electrode input and the motor three-phase output are realized.

Referring to fig. 3, 15, 20 and 22, in the embodiment of the present utility model, the post 11 further includes a power negative post 113.

The power negative terminal 113 is not disposed on the thermal relay 10, but is disposed on a single negative connector 1a, and is electrically connected to the power negative electrode through the power negative terminal 113, and one part is electrically connected to the negative copper foil of the circuit board 30, so as to provide the negative input of the motor controller 100. In addition, the power negative terminal 113 and the negative connector 1a may be integrally formed by die casting aluminum to improve the integrity of the negative connector 1 a.

In the embodiment of the present utility model, the negative electrode connecting piece 1a is a metal piece, including but not limited to copper, aluminum and/or copper-aluminum composite pieces, and the copper and aluminum materials have better conductivity, so that stable electrical connection between the negative electrode connecting piece 1a and the negative electrode copper foil is ensured.

In a preferred embodiment of the present utility model, the negative electrode connection member 1a is made of aluminum.

Aluminum is relatively inexpensive and can control the production cost of the negative electrode connection member 1a to further control the production cost of the electric vehicle controller 100.

Example six

Referring to fig. 3 to 6, further, the thermal relay 10 includes:

A heat absorbing part 12 electrically and thermally connected with the metal back plate of the power tube 20, wherein the heat absorbing part 12 is provided with a heat absorbing surface 121 electrically and thermally connected with the metal back plate of the power tube 20; and

an extension portion 13 extending from the heat absorbing portion 12;

the thermal relay 10 has a heat transfer surface 14 electrically and thermally connected to the housing 40, and the heat transfer surface 14 is distributed in the heat absorbing portion 12 and/or the extension portion 13;

the post 11 is integrally formed on the heat sink 12 and/or the extension 13.

Specifically, referring to fig. 3, the heat relay body 10 according to an embodiment of the present utility model is generally in an "L" shape or an inverted "L" shape, and has two ends, the heat absorbing portion 12 is one of the ends, the extending portion 13 is formed by extending one end of the heat absorbing portion 12 forward and bending and extending, and the terminal 11 is disposed on the other end of the heat relay body 10, i.e. the end of the extending portion 13.

The design of the heat absorbing part 12 and the extending part 13 enables the heat relay body 10 to have a certain heat storage and dissipation space, improves the heat storage capacity of the heat relay body 10, can more effectively conduct away the heat of the power tube 20, achieves rapid and effective heat dissipation of the electric vehicle controller 100, reduces the heat dissipation burden of the electric vehicle controller 100, and further ensures normal work of the electric vehicle controller 100.

In other embodiments, the thermal relay 10 may be made in any possible shape to meet different connection requirements, and the post 11 may be disposed at any possible location on the thermal relay 10, and is not limited to being disposed at the end of the extension 13, and may be disposed specifically in the specific embodiment.

In the embodiment of the present utility model, any surface of the heat absorbing portion 12 electrically and thermally connected to the metal back plate 21 of the power tube 20 may be understood as a heat absorbing surface 121, which is exemplified by:

if the top surface of the heat absorbing portion 12 is electrically and thermally connected to the back surface of the metal back plate 21 of the power tube 20, the heat absorbing surface 121 is the top surface of the heat absorbing portion 12; if the bottom surface of the heat absorbing part 12 is electrically and thermally connected to the back surface of the metal back plate 21 of the power tube 20, the heat absorbing surface 121 is the bottom surface of the heat absorbing part 12; if the side surface of the heat absorbing portion 12 is electrically and thermally connected to the back surface of the metal back plate 21 of the power tube 20, the heat absorbing surface 121 is the side surface of the heat absorbing portion 12.

In the embodiment of the utility model, the heat absorbing surface 121 and the back surface of the metal back plate 21 of the power tube 20 form good surface contact to ensure the contact area between the two surfaces, thereby ensuring the heat conduction effect and the current transmission effect of the heat absorbing part 12 on the power tube 20.

Specifically, on the basis of the conduction of the heat absorption portion 12, the heat absorption surface 121 absorbs the heat generated by the power tube 20 from the back surface of the metal back plate 21 and then transmits the heat to the heat absorption portion 12, the heat absorption portion 12 transmits the heat to the extension portion 13 to be distributed on the heat absorption portion 12 and the extension portion 13, and then the heat is conducted out to the housing 40 in a large area, so that the rapid heat conduction and heat dissipation of the power tube 20 are realized, and the normal operation of the power tube and the electric vehicle controller 100 is ensured.

In the embodiment of the present utility model, the back surface of the metal back plate 21 of the power tube 20 may be substantially rectangular, that is, the contact surface between the back surface of the metal back plate 21 and the heat absorbing portion 12 is substantially rectangular, and the shape of the heat absorbing surface 121 may be adapted to the shape of the back surface of the metal back plate 21 and be disposed coplanar with the two, so that the heat absorbing surface 121 completely covers the back surface of the metal back plate 21, thereby improving the thermal contact area between the two, forming good conductive thermal connection between the two, and improving the heat conduction effect.

Of course, in other embodiments, the back surface of the metal back plate 21 and the heat absorbing surface 121 are not limited to the horizontal plane, and may be specifically disposed in a specific embodiment.

In the embodiment of the present utility model, the back surface of the thermal relay 10 is electrically and thermally connected with the housing 40 in an insulating manner, that is, the heat transfer surface 14 may be equal to the back surface of the thermal relay 10 (the front surface is the surface on which the heat absorbing portion 12 and the binding post 11 are disposed), and the heat transfer surface 14 and the housing 40 form surface contact, so as to ensure the thermal contact area between the two surfaces, and ensure the conductive effect and the heat conduction effect.

When the heat absorbing surface 121 absorbs the heat generated by the power tube 20 through the back surface of the metal back plate 21 and then is conducted to the heat absorbing portion 12, the heat is conducted to the extension portion 13 and distributed between the heat absorbing portion 12 and the extension portion 13, and the heat is outputted to the housing 40 through the heat transferring surface 14 on the back surface of the thermal relay 10 in a large area, so that a heat conducting path of the power tube 20 (metal back plate 21) -the heat absorbing surface 121-the heat absorbing portion 12-the extension portion 13-the heat transferring surface 14-the insulating film 50 (can be cancelled) -the housing 40 is formed, and the circuit board 30 is rapidly conducted and dissipated, thereby ensuring the normal operation of the electric vehicle controller 100.

The heat transfer surface 14 in the embodiment of the present utility model is distributed on the heat absorbing portion 12 and/or the extending portion 13, specifically:

1. the heat transfer surface 14 is distributed on the heat absorption portion 12, that is, the heat transfer surface 14 is a bottom surface of the heat absorption portion 12, which is opposite to the heat absorption surface 121, the heat absorption portion 12 is in insulating thermal connection with the housing 40, but the extension portion 13 is not in insulating thermal connection with the housing 40, and the heat absorption portion 12 absorbs heat through the heat absorption surface 121 and then directly conducts to the heat transfer surface 14 to be output to the housing 40, at this time, the heat transmission path is shortest;

2. the heat transfer surfaces 14 are distributed on the extension portion 13, and at this time, the extension portion 13 is in insulating thermal connection with the housing 40, but the heat absorbing portion 12 is not in insulating thermal connection with the housing 40, and the heat absorbing surface 121 of the heat absorbing portion 12 absorbs heat from the power tube 20, then conducts to the extension portion 13, and then transfers to the housing 40 through the heat transfer surface 14 at the bottom of the extension portion 13;

3. The heat transfer surface 14 is distributed on the heat absorbing portion 12 and the extending portion 13, and at this time, the entire bottom surface of the heat relay body 10 is in insulating thermal connection with the housing 40, that is, both the heat absorbing portion 12 and the extending portion 13 are in contact with the housing 40, so that a larger thermal contact area is provided, and a better heat transfer effect is achieved.

The binding post 11 in the embodiment of the present utility model is integrally formed on the heat absorbing portion 12 and/or the extension portion 13, specifically:

1. the binding post 11 is integrally formed on the heat absorption part 12, and the heat absorption part 12 can directly realize the electrical connection between the binding post 11 and the power tube 20 while realizing heat absorption and heat conduction to the power tube 20;

2. the binding post 11 is integrally formed on the extension portion 13, and the binding post 11 can be located at any feasible position in the electric vehicle controller 100 along with the extension of the extension portion 13 so as to adapt to the design requirement of the internal structure of the electric vehicle controller 100, and the wire connection of the electric vehicle controller 100 is more flexible;

3. the binding post 11 is integrally formed on the heat absorbing portion 12 and the extending portion 13, and at this time, the binding post 11 is located at the connection position of the heat absorbing portion 12 and the extending portion 13, so as to meet the special connection requirement.

In a preferred embodiment of the utility model, the post 11 is integrally formed on the extension 13.

Example seven

Further, referring to fig. 16 to 18, the orthographic projection areas of the extension portion 13 and the heat sink portion 12 in the arrangement direction of the leads 22 of the power tube 20 (i.e., the direction a in fig. 16) are at least partially misaligned, that is, as shown in fig. 17, in the direction a in fig. 16, the orthographic projection area Y2 of the heat sink portion 12 is at least partially misaligned with the orthographic projection area Y1 of the extension portion 13.

In addition, the orthographic projection areas of the extension portion 13 and the heat absorbing portion 12 in the direction perpendicular to the arrangement direction of the pins 22 of the power tube 20 (i.e., the direction B in fig. 16) are at least partially misaligned, that is, as shown in fig. 18, in the direction a in fig. 16, the orthographic projection area y2+y3 of the heat absorbing portion 12 is at least partially misaligned with the orthographic projection area y1+y3 of the extension portion 13.

It will be understood that, in fig. 18, the projection area y2+y3 is a projection area formed by orthographic projection of the heat absorbing portion 12 in the B direction, and y1+y3 is a projection area formed by orthographic projection of the heat absorbing portion 12 in the B direction, and the projection area Y3 is a superposition area of orthographic projections of the extension portion 13 and the heat absorbing portion 12 in the B direction.

In this way, the orthographic projection areas of the extension portion 13 and the heat absorbing portion 12 in the two directions are not overlapped, on one hand, the heat dissipation area can be increased, so that the heat dissipation performance of the power tube 20 is improved, on the other hand, the arrangement mode of the extension portion 13 can enable the arrangement mode of the binding post 11 (namely, the power positive electrode binding post 111, the a-phase binding post 1121, the a-phase binding post 1122 and the C-phase binding post 1123) of the electric vehicle controller 100 to be more flexible, and only the extension direction and the extension form of the extension portion 13 need to be changed, so that the binding post 11 can be arranged at any position on the electric vehicle controller 100.

Further, referring to fig. 25, in one embodiment, the orthographic projection areas of the extension portion 13 and the heat absorbing portion 12 in the arrangement direction of the pins 22 of the power tube 20 at least partially overlap, and the orthographic projection areas of the extension portion 13 and the heat absorbing portion 12 in the arrangement direction perpendicular to the pins 22 of the power tube 20 also at least partially overlap.

In this way, the positions of the extension portion 13 and the heat absorbing portion 12 are more selectable, and the positions of the terminals disposed on the extension portion and/or the heat absorbing portion are also more selectable, so as to provide more wire-outlet directions of the electric vehicle controller 100.

Further, the following description will be given by way of example with reference to different arrangements of the power tubes 20 on the circuit board 30:

1. referring to fig. 25, 6 power tubes 20 are arranged in a row on the circuit board 30, at this time, the signal control portion 31 of the electric vehicle controller 100 is located in a parallel direction of the arrangement direction of the three pins 22 of the single power tube 20, the extension portion 13 is located in a forward projection area of the heat absorbing portion 12 in the arrangement direction of the three pins 22 of the single power tube 20, and in addition, the binding post 11 is disposed at a position adjacent to the heat absorbing portion or is led out at a position adjacent to an end of the metal back plate of the power tube 20;

2. Referring to fig. 19 and 20, in order to arrange 6 power tubes 20 in two rows on two side edges of the circuit board 30, at this time, the signal control portion 31 of the electric vehicle controller 100 is located in an extending direction of the arrangement direction of three pins 22 of a single power tube 20, and part of the binding posts 11 extend to the outside of the orthographic projection area of the heat absorbing portion 12 in the arrangement direction of the three pins 22 of the single power tube 20 through the extending portion 13, for the positions of other binding posts 11, the three-phase binding posts 11 of the upper left two of fig. 20 are located outside the orthographic projection area, the three-phase binding post 11 of the lower left one is located inside the orthographic projection area, and the positive-electrode binding post 11 of the power supply of fig. 20 is also located outside the orthographic projection area;

3. referring to fig. 21 and 22, 18 power tubes 20 are arranged in two rows on the circuit board 30, wherein one row of power tubes 20 is arranged on one side edge of the circuit board 30, the other row of power tubes 20 is arranged at a position adjacent to the opposite middle of the circuit board 30, at this time, the signal control portion 31 of the electric vehicle controller 100 is located in the vertical direction of the arrangement direction of the three pins 22 of the single power tube 20, and part of the binding posts 11 extend to the outside of the orthographic projection area of the heat absorbing portion 12 in the arrangement direction of the three pins 22 of the single power tube 20 through the extending portion 13, for the positions of other binding posts 11, the three-phase binding posts 11 in the middle right of fig. 21 and 22 are located in the orthographic projection area, and the other binding posts 11 (three-phase binding posts 11, power source positive/negative binding posts 11) are located outside the orthographic projection area;

4. Referring to fig. 23 and 24, 24 power tubes 20 are arranged in two rows on the circuit board 30, wherein one row of power tubes 20 is arranged on one side edge of the circuit board 30, and the other row of power tubes 20 is arranged near the opposite middle of the circuit board 30, at this time, the signal control portion 31 of the electric vehicle controller 100 is located in the vertical direction of the arrangement direction of the three pins 22 of the single power tube 20, and part of the terminals 11 extend to the outside of the forward projection area of the heat absorbing portion 12 in the arrangement direction of the three pins 22 of the single power tube 20 through the extending portion 13, as shown in the first three-phase terminal 11 and the third three-phase terminal 11 at the bottom of fig. 23 and 24, and for the positions of the other terminals 11, the second three-phase terminal 11 at the bottom of fig. 23 and 24 and the power supply positive terminal 11 above the second three-phase terminal 11 are located in the forward projection area. The top two-way heat relay 10 shown in fig. 24 is a front-side heat relay 10 covering the front side of the power tube 20.

In the above-described example 4, the extension portions 13 are substantially all located in the forward projection area, and since the post 11 is provided on the extension portions 13, the post 11 should also be located in the forward projection area, whereas for the purpose of designing the positions of the three-phase posts 11 located below the drawing as shown in fig. 23 and 24 to be closer to each other and to be more compact, in this example, the middle three-phase post 11 is designed to be entirely in the forward projection area, and the left and right three-phase posts 11 are designed to be in the forward projection area in small portions.

Of course, in other embodiments, all of the three-phase binding posts 11 shown in fig. 23 and 24 may be located in the front projection area, and may be set based on actual requirements.

In the above examples, the present utility model provides a plurality of different arrangements of the power tube 20, a plurality of different positions of the binding post 11 and a plurality of different positions of the signal control portion 31, and a plurality of different structural designs of the electric vehicle controller 100, so as to satisfy different requirements of the electric vehicle controller 100 in actual use.

Example eight

Further, the thickness of the heat absorbing portion 12 is n times the thickness of the metal back plate 21 of the power tube 20, and n is not less than 2.

That is, the thickness of the heat absorbing portion 12 is at least twice the thickness of the metal back plate 21 of the power tube 20, so that the heat absorbing portion 12 has a large enough heat absorbing space to absorb the heat generated by the power tube 20, so as to quickly and effectively transfer the heat of the power tube 20 to the housing 40, and ensure the normal operation of the power tube 20.

It should be noted that, the thickness of the heat absorbing portion 12 is not only greater than the thickness of the metal back plate 21 of the power tube 20, but also greater than the thickness of the extension portion 13, which is in a structure form that the self-heating relay body 10 protrudes upwards, so that the material consumption of the extension portion 13 can be reduced while the heat conducting effect of the heat absorbing portion 12 on the power tube 20 is ensured, and the cost of the whole heat relay body 10 is further controlled to control the cost of the electric vehicle controller 100.

In one embodiment, the thickness of the metal back plate 21 of the power tube 20 may be at least 11mm, and correspondingly, the thickness of the heat absorbing portion 12 is at least 2.2mm, and the thickness of the extension portion 13 may be similar to the thickness of the metal back plate 21 of the power tube 20, so as to ensure effective heat conduction and dissipation of the heat from the heat relay 10 to the metal back plate 21 of the power tube 20.

Example nine

Referring to fig. 3 to 6, further, the extension portion 13 extends in a plane parallel to the circuit board 30.

That is, the bottom surface of the extension portion 13 is in a plane parallel to the circuit board 30, and the extension portion 13 is spaced from the circuit board 30 by a certain distance, that is, the top surface of the extension portion 13 is spaced from the circuit board 30, so as to avoid the problem of short circuit or over-high temperature of the circuit board 30 caused by heat and current being transmitted to the circuit board 30 during the electric and heat conduction processes.

Meanwhile, since the circuit board 30 is mounted in the electric vehicle controller 100 in a parallel and flat manner, i.e., in parallel with the insulating film 50 and/or the lower case 42, when the bottom surface of the extension 13 is taken as the heat transfer surface 14, the heat transfer surface 14 can be entirely abutted against the insulating film 50 or the lower case 42 to increase the insulating thermal contact area, thereby improving the heat dissipation effect.

In the embodiment of the present utility model, the extension portion 13 may be preferably disposed to extend in a plane (horizontal plane) parallel to the circuit board 30, so that the heat transfer surface 14 of the extension portion 13 can be completely and smoothly attached to the insulating film 50 or the lower case 42 to increase the heat dissipation area, thereby improving the heat dissipation effect.

Examples ten

Further, the heat absorbing surface 121 includes a positive heat absorbing surface 121 electrically and thermally connected to the front surface of the metal back plate 21 of the power tube 20; and/or

The heat absorbing surface 121 comprises a back heat absorbing surface 121 electrically and thermally connected with the back surface of the metal back plate 21 of the power tube 20; and/or

The heat absorbing surface 121 includes a side heat absorbing surface 121 conductively thermally connected to a side surface of the metal back plate 21 of the power tube 20.

Specifically, when the front surface of the heat absorbing portion 12 is electrically and thermally connected to the front surface of the metal back plate 21 of the power tube 20, the front surface of the heat absorbing portion 12 can be understood as the positive heat absorbing surface 121; when the back surface of the heat absorbing part 12 is electrically and thermally connected with the back surface of the metal back plate 21 of the power tube 20, the back surface of the heat absorbing part 12 can be understood as a back heat absorbing surface 121; when the side surface of the heat absorbing part 12 is electrically and thermally connected with the side surface of the metal back plate 21 of the power tube 20, the side surface of the heat absorbing part 12 can be understood as a side heat absorbing surface 121.

That is, any one surface of the heat absorbing portion 12 is understood to be the heat absorbing surface 121 as long as it is electrically and thermally connected to the metal back plate 21 of the power tube 20. In addition, the position of the heat absorbing surface 121 of the heat absorbing portion 12 always corresponds to each surface of the metal back plate 21 of the power tube 20, such as front-front, back-back and side-side, so that the heat absorbing portion 12 and the metal back plate 21 of the power tube 20 form good surface contact, and a good heat absorbing and dissipating effect is further ensured.

In the embodiment of the present utility model, the heat absorbing portion 12 may form one or more conductive thermal connection with the metal back plate 21 of the power tube 20, where the one surface is any one of the front surface, the back surface and the side surface of the heat absorbing portion 12, and the multiple surface is any two or three of the front surface, the back surface and the side surface of the heat absorbing portion 12, such as front surface+back surface, front surface+side surface, back surface+side surface, front surface+back surface+side surface, different surface contact modes can be formed, so as to meet the conductive thermal connection requirements of the thermal relay 10 and the power tube 20 in different relative positions.

The position where the heat absorbing portion 12 is electrically and thermally connected to the metal back plate 21 of the power tube 20 is not specifically limited, and may be set according to the actual structural design and heat dissipation requirements.

Referring to fig. 26, further, the heat absorbing portion 12 is provided with a heat absorbing groove 122 into which the metal back plate 21 of the power tube 20 is inserted, and the heat absorbing surface 121 is an inner surface of the heat absorbing groove 122.

Specifically, in the embodiment of the present utility model, the shape of the heat absorbing groove 122 is adapted to the shape of the metal back plate 21 of the power tube 20, if the metal back plate 21 of the power tube 20 is generally rectangular, the shape of the heat absorbing groove 122 is also rectangular, and when the metal back plate 21 of the power tube 20 is inserted into the heat absorbing groove 122, the metal back plate 21 of the power tube 20 can be closely contacted with the inner surface of the heat absorbing groove 122 to form good conductive thermal connection.

In addition, each surface of the heat absorbing groove 122 is used as the heat absorbing surface 121 to absorb the heat of the power tube 20, that is, the heat absorbing groove 122 absorbs and transfers the heat generated by the power tube 20 in all directions through the contact of the heat absorbing surface 121 and the metal back plate 21, so that an excellent heat absorbing and radiating effect is achieved.

In one embodiment, the metal back plate 21 of the power tube 20 and the heat absorption groove 122 are in interference fit, so that stability of the metal back plate 21 of the power tube 20 and the heat absorption groove 122 can be improved when the metal back plate 21 and the heat absorption groove 122 are assembled together, stable conductive heat connection is guaranteed, the problem that the metal back plate 21 of the power tube 20 is separated from the heat absorption part 12 when the electric vehicle controller 100 shakes is avoided, the contact area of the metal back plate 21 of the power tube 20 and the heat absorption groove 122 can be guaranteed, and heat absorption and heat dissipation effects can be improved.

Example eleven

Further, the heat transfer surface 14 distributed on the heat absorbing portion 12 and the heat transfer surface 14 distributed on the extension portion 13 are in a common horizontal plane.

That is, the bottom surface of the heat absorbing portion 12 is flush with the bottom surface of the extending portion 13, and the heat transfer surface 14 distributed on the heat absorbing portion 12 and the heat transfer surface 14 distributed on the extending portion 13 are connected in the same plane.

In this way, the bottom surface of the heat relay body 10 presents a continuous plane, namely the heat transfer surface 14, the area of the formed heat transfer surface 14 is the largest, the insulating thermal connection area with the housing 40 is the largest, and the heat absorbed by the heat absorbing portion 12 from the power tube 20 can be transmitted to the insulating film 50 or the housing 40 through the heat transfer surface 14 with a large enough area, so that the heat dissipation efficiency is improved, and the heat dissipation effect is ensured.

Example twelve

Referring to fig. 27, further, the heat transfer surface 14 has at least one curved or folded surface thereon.

In the embodiment of the present utility model, the surface of the thermal relay 10 that is in insulating thermal connection with the insulating film 50 or the housing 40 is the heat transfer surface 14, and the heat transfer surface 14 may be any surface of the thermal relay 10, and in order to ensure the heat transfer effect after the thermal relay 10 absorbs heat, it is preferable that the heat transfer surface 14 is located on the back surface of the thermal relay 10 (the front surface is the surface on which the heat absorbing portion 12 is provided). Taking the heat transfer surface 14 as the bottom surface of the heat absorbing portion 12 and/or the bottom surface of the extending portion 13 as an example, the heat transfer surface 14 having at least one curved surface or folded surface is understood to be that the bottom surface of the heat absorbing portion 12 and/or the bottom surface of the extending portion 13 has at least one curved surface or folded surface, specifically:

1. when the heat transfer surface 14 is the bottom surface of the heat absorption portion 12, at least one curved surface or folded surface is provided on the heat transfer surface 14, that is, at least one curved surface or folded surface is provided on the bottom surface of the heat absorption portion 12, and when the heat absorption portion 12 has a shape with a curved surface such as a sphere, a hemisphere, an ellipse, or a cone, the heat transfer surface 14 is provided on the bottom surface of the heat absorption portion 12, and when the heat absorption portion 12 has a pyramid shape, the folded surface is provided on the bottom surface of the heat absorption portion 12, that is, the folded surface is provided on the heat transfer surface 14;

2. When the heat transfer surface 14 is the bottom surface of the extension portion 13, at least one curved surface or folded surface is provided on the heat transfer surface 14, that is, at least one curved surface or folded surface is provided on the bottom surface of the extension portion 13, and when the extension portion 13 has a shape with curved surfaces such as a sphere, a hemisphere, an ellipse, and a cone, the curved surface is provided on the bottom surface of the extension portion 13, that is, the heat transfer surface 14, and when the extension portion 13 has a pyramid shape, the folded surface is provided on the bottom surface of the heat absorption portion 12, that is, the folded surface is provided on the heat transfer surface 14;

3. when the heat transfer surface 14 is formed by the bottom surface of the heat absorbing portion 12 and the bottom surface of the extending portion 13, at least one curved surface or folded surface is provided on the heat transfer surface 14, that is, at least one curved surface or folded surface is provided on the bottom surface of the heat relay body 10, and when the heat absorbing portion 12 or the extending portion 13 has a curved shape such as a spherical shape, a hemispherical shape, an elliptical shape, or a conical shape, the heat relay body 10 has a curved surface on the bottom surface, that is, the heat transfer surface 14, and when the heat absorbing portion 12 or the extending portion 13 has a pyramid shape, the heat relay body 10 has a folded surface on the bottom surface, that is, the heat transfer surface 14.

In other embodiments, the heat transfer surface 14 may be any combination of flat, folded and curved surfaces or more contoured surfaces to provide different surface contact patterns. In a possible design, the heat transfer surface 14 may have both a curved surface and a folded surface, for example, the bottom surface of the heat absorbing portion 12 has a curved surface or a folded surface, and the curved surface of the extending portion 13 has a folded surface or a curved surface.

Example thirteen

Referring to fig. 4 and 5, further, the heat sink 12 has a mounting hole 123 fixed to the metal back plate of the power tube 20.

More specifically, in order to improve the contact stability between the metal back plate 21 of the power tube 20 and the heat absorbing surface 121 and avoid the problem that the electric conduction and the heat conduction may be affected due to the separation of the two, in the embodiment of the present utility model, the heat absorbing surface 121 is provided with a mounting hole 123 for thermally connecting with the back surface of the metal back plate 21 of the power tube 20, where the mounting hole 123 corresponds to a through hole on the metal back plate 21 of the power tube 20, and the mounting hole 123 may be a screw hole or a through hole.

In this way, the fastening members such as screws, bolts or rivets can pass through the through holes and the mounting holes 123 on the metal back plate 21 and then be screwed down or pressed down, so as to press and attach the metal back plate 21 and the heat absorbing surface 121, thereby not only realizing the thermal connection between the metal back plate 21 and the heat absorbing surface 121, but also improving the stability between the metal back plate 21 and the heat absorbing surface 121 and improving the reliability of the electric vehicle controller 100.

In the embodiment of the utility model, the through holes on the metal back plate 21 and the mounting holes 123 are preferably screw holes, and the two can be fixed by passing the through holes and the mounting holes 123 through screws, namely, the metal back plate 21 of the power tube 20 and the heat absorbing surface 121 are in threaded connection, so that the stability of threaded connection is good, the repeatability is good, and the assembly and the disassembly are also convenient.

In other embodiments, the heat absorbing surface 121 may be electrically and thermally connected to the metal back plate 21 of the power tube 20 by pressing, welding or gluing (such as conductive glue), and the connection mode between the heat absorbing surface 121 and the metal back plate 21 is reasonably selected on the basis of ensuring effective electrically and thermally connected therebetween, which is not particularly limited herein.

Examples fourteen

Referring to fig. 1, 3 and 28, an electric vehicle 1000 of the present utility model includes:

a three-phase motor; and

the electric vehicle controller 100 according to any one of the above claims, wherein the three-phase line interface of the three-phase motor is electrically connected to the three-phase output of the electric vehicle controller 100.

Specifically, the three-phase line interfaces of the three-phase motor may include an a-phase line interface, a B-phase line interface, and a C-phase line interface, and the three-phase output end of the electric vehicle controller 10000 may include an a-phase output end, a B-phase output end, and a C-phase output end, that is, the a-phase connecting wire post 1121, the a-phase connecting wire post 1122, and the C-phase connecting wire post 1123 above, which are electrically connected with the three-phase line interfaces of the three-phase motor in a one-to-one correspondence, so as to control the three-phase motor.

In the embodiment of the utility model, the electric equipment comprises various equipment driven by a three-phase motor, including electric equipment which is displaced during operation and electric equipment which is not displaced during operation, and the electric equipment which is displaced during operation comprises an electric vehicle 1000 powered by a battery, such as a two-wheel electric vehicle 1000, a three-wheel electric vehicle 1000 and a four-wheel electric vehicle 1000.

In a preferred embodiment of the present utility model, the electric vehicle 1000 is a two-wheeled electric vehicle 1000, and the electric vehicle controller 100 provided in the present utility model realizes effective control on the running of the two-wheeled electric vehicle 1000, in the electric vehicle controller 100, the thermal relay 10 and the binding post 11 are integrally formed into a whole, so that the thermal relay 10 and the binding post 11 can be used as standard components of the electric vehicle controller 100 to be manufactured and sold in a factory, and are directly adapted to the power tube 20, so that the binding post 11 and the heat dissipation structure are not required to be respectively manufactured and then are respectively assembled and connected with the power tube 20, as in the prior art, the assembly process of the electric vehicle controller 100 is simplified, the material cost and the labor cost are saved, the production efficiency of the electric vehicle controller 100 is improved, the production cost of the electric vehicle controller 100 is controlled, and the production cost of the electric vehicle 1000 is further controlled.

In the description of the present specification, the descriptions of the terms "embodiment one", "embodiment two", and the like, 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 utility model. In this specification, schematic representations of the above terms do not necessarily refer to the same embodiments or examples. Furthermore, the particular features, structures, materials, or characteristics described may be combined in any suitable manner in any one or more embodiments or examples.

The above description is illustrative of the preferred embodiment of the present utility model and is not intended to be limiting, but is intended to cover any and all modifications, equivalents, and alternatives falling within the spirit and principles of the present utility model.

Claims

1. An electric vehicle controller having a thermal relay, comprising:

a housing;

a circuit board disposed within the housing;

the power tube is welded on the circuit board;

and the binding post is integrally formed with the thermal relay body.

2. The electric vehicle controller with thermal relay of claim 1, further comprising a positioning structure for:

And positioning and assembling the thermal relay body and the shell.

3. The electric vehicle controller with thermal relay of claim 1, wherein the power tubes comprise three groups of upper leg power tubes and three groups of lower leg power tubes;

4. The electric vehicle controller with thermal relay of claim 3, wherein the terminal post comprises:

5. The electric vehicle controller with a thermal relay of claim 1, wherein the thermal relay comprises:

an extension portion extending from the heat absorbing portion;

6. The electric vehicle controller with thermal relay according to claim 5, wherein orthographic projection areas of the extension portion and the heat absorbing portion in an arrangement direction of pins of the power tube are at least partially misaligned, and orthographic projection areas of the extension portion and the heat absorbing portion in an arrangement direction perpendicular to pins of the power tube are also at least partially misaligned.

7. The electric vehicle controller with thermal relay according to claim 5, wherein orthographic projection areas of the extension portion and the heat absorbing portion in an arrangement direction of pins of the power tube are at least partially overlapped, and orthographic projection areas of the extension portion and the heat absorbing portion in an arrangement direction perpendicular to pins of the power tube are also at least partially overlapped.

8. The electric vehicle controller with a thermal relay according to claim 5, wherein the thickness of the heat absorbing portion is n times the thickness of the metal back plate of the power tube, n being equal to or greater than 2.

9. The electric vehicle controller with thermal relay of claim 5, wherein the extension extends at least partially in a plane parallel to the circuit board.

10. The electric vehicle controller with thermal relay of claim 5, wherein the heat absorbing surface comprises a positive heat absorbing surface conductively thermally coupled to a front side of a metal back plate of the power tube; and/or

11. The electric vehicle controller with thermal relay of claim 5, wherein the heat transfer surface distributed over the heat sink and the heat transfer surface distributed over the extension share a common horizontal plane.

12. The electric vehicle controller with thermal relay of claim 5, wherein the heat transfer surface has at least one curved or folded surface thereon.

13. The electric vehicle controller with thermal relay according to claim 5, wherein the heat absorbing portion has a mounting hole fixed to a metal back plate of the power tube.

14. The electric vehicle controller with thermal relay of claim 1, wherein the thermal relay at least partially exposes the housing, and wherein a portion of the thermal relay that exposes the housing is configured to provide external wiring.

15. The electric vehicle controller with thermal relay according to claim 1, wherein the terminal post has a fitting structure to which a connection device of greater than or equal to 4mm is connected.

16. The electric vehicle controller with thermal relay according to claim 15, wherein the fitting structure is a screw hole having a diameter of greater than or equal to 4 mm.

17. The electric vehicle controller with a thermal relay of claim 1, wherein the terminal post has a sealing step surface.

18. An electric vehicle, comprising:

a three-phase motor; and

the electric vehicle controller with thermal relay of any of claims 1-17, the three-phase interface of the three-phase motor electrically connected to a three-phase output of the electric vehicle controller.