WO2022007950A1 - 连接器、电机、动力总成以及车辆 - Google Patents

连接器、电机、动力总成以及车辆 Download PDF

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Publication number
WO2022007950A1
WO2022007950A1 PCT/CN2021/105497 CN2021105497W WO2022007950A1 WO 2022007950 A1 WO2022007950 A1 WO 2022007950A1 CN 2021105497 W CN2021105497 W CN 2021105497W WO 2022007950 A1 WO2022007950 A1 WO 2022007950A1
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WO
WIPO (PCT)
Prior art keywords
charging
bridge arm
hole
motor
star point
Prior art date
Application number
PCT/CN2021/105497
Other languages
English (en)
French (fr)
Inventor
张秀兰
潘东洋
康海东
Original Assignee
比亚迪股份有限公司
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Filing date
Publication date
Application filed by 比亚迪股份有限公司 filed Critical 比亚迪股份有限公司
Publication of WO2022007950A1 publication Critical patent/WO2022007950A1/zh

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L53/00—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles
    • B60L53/20—Methods of charging batteries, specially adapted for electric vehicles; Charging stations or on-board charging equipment therefor; Exchange of energy storage elements in electric vehicles characterised by converters located in the vehicle
    • B60L53/24—Using the vehicle's propulsion converter for charging
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L15/00—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles
    • B60L15/20—Methods, circuits, or devices for controlling the traction-motor speed of electrically-propelled vehicles for control of the vehicle or its driving motor to achieve a desired performance, e.g. speed, torque, programmed variation of speed
    • H—ELECTRICITY
    • H01—ELECTRIC ELEMENTS
    • H01R—ELECTRICALLY-CONDUCTIVE CONNECTIONS; STRUCTURAL ASSOCIATIONS OF A PLURALITY OF MUTUALLY-INSULATED ELECTRICAL CONNECTING ELEMENTS; COUPLING DEVICES; CURRENT COLLECTORS
    • H01R13/00—Details of coupling devices of the kinds covered by groups H01R12/70 or H01R24/00 - H01R33/00
    • H01R13/46—Bases; Cases
    • H01R13/533—Bases, cases made for use in extreme conditions, e.g. high temperature, radiation, vibration, corrosive environment, pressure
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K11/00—Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
    • H02K11/0094—Structural association with other electrical or electronic devices
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/46—Fastening of windings on the stator or rotor structure
    • H02K3/50—Fastening of winding heads, equalising connectors, or connections thereto
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/64—Electric machine technologies in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/72—Electric energy management in electromobility
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present application relates to the technical field of automobile manufacturing, and in particular, to a connector, a motor, a powertrain, and a vehicle.
  • the present application aims to solve at least one of the technical problems existing in the prior art. To this end, the present application proposes a connector, which improves the stability of the connection between the star point connection cable drawn from the motor and the charging cable.
  • the present application further proposes a motor with the connector.
  • the present application also proposes a powertrain and a vehicle using the above-mentioned motor.
  • the present application also proposes a battery pack and a vehicle using the above-mentioned battery tray.
  • a connector the connector is used for connecting a motor and a charging and distributing device, the connector comprises: a charging wire, one end of the charging wire is connected to a star point connection wire drawn from the motor, and the other end is connected to the Charging and distribution device connection, flange, the flange has a wire hole through which the charging cable is passed, the end wall of the wire hole facing the star point connecting line is provided with a gap, and the inner wall of the gap is provided A first anti-rotation plane and a second anti-rotation plane are constructed, the first anti-rotation plane and the second anti-rotation plane are parallel and oppositely arranged; a shielding connection ring, the shielding connection ring faces the star point connecting line
  • the flange protrudes in the direction of the protruding part, and the outer peripheral surface of the protruding part is configured with a first limit plane and a second limit plane, and the first limit plane and the second limit plane are parallel and oppositely arranged;
  • the first limit plane cooperates with the first anti-
  • the first limit plane cooperates with the first anti-rotation plane
  • the second limit plane cooperates with the second anti-rotation plane, so that the charging cable is not easy to rotate, thereby improving the star point connection cable and the charging cable drawn from the motor.
  • the application can reuse the windings of the motor for charging, thereby eliminating the need to set up an on-board charger, thereby improving the performance of the electric vehicle and reducing the cost of the electric vehicle.
  • a motor comprising: a casing; a stator assembly, which is arranged in the casing, the stator assembly includes a plurality of windings, and the plurality of windings lead out a star point connection line; and a connector, the connector is used for Connect the charging cable with the star point cable.
  • a powertrain includes the motor described in the above embodiments.
  • a vehicle including the powertrain described in the above embodiments.
  • FIG. 1 is a schematic structural diagram of a connector according to an embodiment of the present application.
  • FIG. 2 is a schematic structural diagram of a motor according to an embodiment of the present application.
  • FIG. 3 is a schematic structural diagram of a flange in a connector according to an embodiment of the present application.
  • FIG. 4 is a schematic structural diagram of a shielded connection ring in a connector according to an embodiment of the present application
  • FIG. 5 is a schematic structural diagram of a motor according to another embodiment of the present application.
  • FIG. 6 is a schematic structural diagram of a stator assembly in a motor according to an embodiment of the present application.
  • FIG. 7 is a schematic structural diagram of a powertrain according to an embodiment of the present application.
  • FIG. 8 is a schematic diagram of a topology structure of a powertrain according to an embodiment of the present application.
  • FIG. 9 is a schematic diagram of a topology structure of a powertrain according to an embodiment of the present application.
  • FIG. 10 is a schematic diagram of a vehicle according to an embodiment of the present application.
  • the connector 1 , the motor 2 , the powertrain 1000 , and the vehicle 2000 will be described below with reference to FIGS. 1 to 10 .
  • the connector 1 is used to connect the motor 2 with the charging and distribution device (not shown in the figure).
  • the connector 1 includes a charging cable 10 , a flange 11 and a shield connection ring 12 .
  • One end of the charging cable 10 is connected to the star point connecting cable 20 drawn from the motor 2 , and the other end of the charging cable 10 is connected to the charging and distributing device.
  • the flange 11 is provided with a cable hole 110 , and the charging cable 10 is passed through the cable hole 110 .
  • a notch 111 is provided on the end wall of the wire-passing hole 110 facing the star point connecting line 20.
  • the inner wall of the notch 111 is configured with a first anti-rotation plane 1110 and a second anti-rotation plane 1111.
  • the first anti-rotation plane 1110 and the second anti-rotation plane The planes 1111 are parallel and opposite.
  • the shield connection ring 12 protrudes from the flange 11 toward the direction of the star point connection line 20 , and the outer peripheral surface of the protruding part is configured with a first limit plane 120 and a second limit plane 121 , the first limit plane 120 and the second limit plane 120 .
  • the limiting planes 121 are parallel and opposite to each other; the first limiting plane 120 cooperates with the first anti-rotation plane 1110 , and the second limiting plane 121 cooperates with the second anti-rotation plane 1111 .
  • the first limit plane 120 cooperates with the first anti-rotation plane 1110 and the second limit plane 121 cooperates with the second anti-rotation plane 1111 , so that the charging cable 10 is not easy to rotate, thereby improving the stars drawn from the motor 2
  • the connection stability of the point connecting line 20 and the charging line 10 can better absorb the shielding crimping tolerance, improve the assembly accuracy, and be more convenient for installation.
  • the application can reuse the motor 2 windings are charged, so that an on-board charger is not required, thereby improving the performance of the vehicle 2000 and reducing the cost of the vehicle 2000 .
  • the outer peripheral surface of the part of the head of the shielding connecting ring 12 protruding from the flange 11 is provided with an assembly groove 122 , and an elastic retaining ring 13 is arranged in the assembly groove 122 , and the elastic retaining ring 13 stops at the flange. 11 towards the end wall of the star point connecting line 20 .
  • the shielding connecting ring 12 and the charging cable 10 are axially limited by the elastic retaining ring 13 to prevent the charging cable 10 from moving back and forth, thereby further improving the connection stability of the charging cable 10 and the star point connecting cable 20 .
  • the shielding connection ring 12 has a small-diameter through hole 123 and a large-diameter through-hole 124
  • the large-diameter through-hole 124 has a larger diameter than the small-diameter through-hole 123
  • the small-diameter through-hole 123 and the large-diameter through-hole 124 communicate with each other
  • the small-diameter through-hole 124 communicates with the large-diameter through-hole 124 .
  • the through hole 123 is arranged adjacent to the star point connecting line 20 , the outer peripheral surface of the shielding connecting ring 12 is provided with a ring groove 125 , and a ring spring (not shown in the figure) is assembled in the ring groove 125 , and the ring spring is in contact with the inner wall of the wire hole 110 .
  • the charging cable 10 includes a conductor, an insulating sheath, a shielding sheath and a sheath which are sequentially sheathed from the inside to the outside along the radial direction thereof.
  • the charging cable includes a conductor, an insulating sheath, a shielding sheath and a sheath that are sequentially sheathed along the radial direction of the charging cable from the inside to the outside. Shielded braided mesh.
  • the connector 1 further includes a shielding crimping ring 14, the shielding crimping ring 14 is located in the large-diameter through hole 124, the conductor and the insulating sleeve pass through the small-diameter through-hole 123, and the shielding crimping ring 14 is sleeved on the outer side of the sheath, passing through The shielding sleeve of the charging cable of the small diameter through hole 123 is turned over between the shielding crimping ring 14 and the inner wall of the large diameter through hole 124 .
  • the conductor and the insulating sleeve pass through the small-diameter through hole 123 , and the shielding sleeve is turned back and outward at the junction of the small-diameter through-hole 123 and the large-diameter through-hole 124 to the point between the shielding crimping ring 14 and the large-diameter through hole 124 .
  • the gap between the shielding crimping ring 14 and the inner wall of the large-diameter through hole 124 is filled, and then the shielding crimping ring 14 can be crimped in a hexagonal crimping manner.
  • the shielding sleeve of the charging cable passing through the small diameter through hole 123 is turned over to be between the shielding crimping ring 14 and the inner wall of the large diameter through hole 124, and secondly, the annular spring is assembled in the ring groove 125 of the shielding connecting ring 12, Finally, the ring spring is in contact with the inner wall of the wire hole 110, so that the shielding contact between the shielding sleeve and the flange 11 is conducted, and the shielding performance is improved. flange, thus reducing assembly complexity.
  • a clamping table 112 is provided on the outer peripheral surface of the flange 11 .
  • the connector 1 also includes an end cap 15 .
  • the end cover 15 is provided with a buckle 150 , and the buckle 150 is engaged with the clamping table 112 to install the end cover 15 on the end of the housing facing away from the star point connecting line.
  • the detachable connection between the flange 11 and the end cover is realized through the cooperation of the buckle 150 and the clamping table 112 , which improves the maintenance difficulty of the subsequent connector.
  • the connector 1 further includes an end seal 16 and a tail seal 17 .
  • a ring groove 113 is provided on the side of the flange 11 close to the star point connecting line 20 , and the end sealing ring 16 is arranged in the ring groove 113 .
  • the tail sealing ring 17 is sleeved on the outer side of the charging cable 10 .
  • the tail sealing ring 17 is assembled in the cable hole 110 and is located at the end of the flange 11 facing away from the star point connecting line 20 .
  • the tail sealing ring 17 is in the axial direction of the cable hole 110 .
  • the upper stop shielding the crimping ring 14, the outer surface and the inner surface of the front end of the tail sealing ring 17 are provided with a plurality of ribs 170 arranged along the axial direction of the tail sealing ring 17, and the rear end of the tail sealing ring 17 is along the charging line 10.
  • the length direction extends outside the end cap 15 .
  • the sealing ring 16 is provided to improve the sealing performance between the flange 11 and the housing of the motor.
  • the rear sealing ring 17 is used in this embodiment to improve the sealing performance between the flange 11 and the end cover 15. sealing performance between.
  • the rear end of the tail sealing ring 17 extends to the outside of the end cap 15 along the length direction of the charging cable 10 . In this way, the twisting of the charging cable 10 will be absorbed by the extended tail sealing ring 17 to prevent the vibration from being transmitted to the interior of the connector 1 and affecting the sealing effect, thereby ensuring the reliability of the sealing.
  • the tail sealing ring 17 extends to the outside of the end cover 15 , which can reduce the gap between the charging cable 10 and the end cover 15 , and prevent the charging cable 10 from rioting greatly, resulting in an increase in the gap between the tail sealing ring 17 and the charging cable 10 . , and further improve the reliability of sealing.
  • the front end surface of the flange 11 is provided with a mounting hole 114 and an error-proofing boss 115 , and the flange 11 is mounted on the housing of the motor 2 by a fastener matched with the mounting hole 114 ;
  • the stage 115 is matched with the error-proof groove body on the housing of the motor 2 .
  • the connector 1 can be prevented from being installed in reverse, and the reliability and safety of the assembly of the connector 1 can be ensured; in addition, the rotation of the connector 1 can also be avoided, thereby avoiding the rotation of the connector 1.
  • the cells of the charging cable 10 are desoldered from the terminals, thereby improving the connection stability performance.
  • the motor 2 of this embodiment will be described below.
  • the motor 2 described in the embodiments of the present application includes a housing 21 , a stator assembly 22 and the connector 1 described in the above embodiments.
  • the stator assembly 22 is disposed in the housing 21 , the stator assembly 22 includes a plurality of windings, and the plurality of windings lead out the star point connecting wire 20 ; the connector 1 is used for connecting the charging wire 10 and the star point connecting wire 20 .
  • the casing 21 includes a front end cover 211 , a middle casing 212 and a rear end cover 213 .
  • the stator assembly 22 is disposed in the intermediate housing 212 , and the stator assembly 2 includes a plurality of windings, and the plurality of windings lead out the star point connecting line 20 .
  • the connector 1 is disposed on the rear end cover 213 , and the connector 1 is used to connect the star point connecting wire 20 and the charging wire 10 , so that a plurality of windings are used for charging or driving.
  • the windings of the motor 2 in this embodiment can be used for both driving and charging. Therefore, there is no need to provide an on-board charger, thereby reducing the weight of the entire vehicle, thereby improving the performance of the vehicle 2000 and reducing the overall vehicle cost. the cost of.
  • a wiring device is provided in the housing 21 , and the wiring device includes a first terminal 200 , a second terminal 201 and a connection assembly 202 .
  • the first terminal 200 is connected to the star point connection line and is arranged at the end of the star point connection line 20; the second terminal 201 is connected to the charging cable 10 and is arranged at the end of the charging cable; the connection component 202 is used for fixedly connecting the first terminal.
  • a terminal 200 and a second terminal 201 are connected, and the connection part formed by the connection of the first terminal 200 and the second terminal 201 is prevented from rotating.
  • the present application realizes the fixed connection between the first terminal 30 and the second terminal 31 through the connection assembly 202 and prevents the rotation of the connection parts of the two, thereby not only improving the connection stability performance, but also avoiding the disconnection of the connection parts caused by the rotation of the charging cable. occur.
  • connection assembly 202 includes a accommodating cavity 2021 , a bottom plate 2022 and two side plates 2023 .
  • the bottom plate 2022 is fixedly arranged on the inner side of the bottom of the accommodating cavity 2021, and the first terminal 200 and the second terminal 201 are fixedly arranged on the bottom plate 2022; the setting direction of the side plate 2023 is parallel to the extending direction of the connecting part, and is symmetrically arranged on the side of the bottom plate 2022 , one side of the connection part is in contact with one side plate 2023 , and the other side of the connection part is in contact with the other side plate 2023 .
  • connection assembly 202 is easy to process, thereby improving the processing speed of the connection assembly 202, thereby indirectly reducing the cost of the motor 2 .
  • the bottom plate 2022 is fixedly disposed inside the bottom of the accommodating cavity 2021 by using bottom plate bolts, and in addition, the first terminal, the second terminal and the bottom plate 2022 are fixedly connected by means of terminal bolts.
  • the bottom plate 2022 is used to fix the connection parts of the first terminal and the second terminal, and the side plates 2023 abut the connection parts, which not only realizes the fixed connection of the connection parts, but also prevents the connection parts from rotating, thereby improving the The stable connection performance also avoids the disconnection of the connection part caused by the rotation of the charging cable.
  • the accommodating cavity 2021 and the housing 21 are integral structures.
  • the rear end cover 213 and the accommodating cavity 2021 are integrally formed. Therefore, the accommodating cavity 2021 and the rear end cover 213 can be integrally formed, that is, the rear end cover 213 with the accommodating cavity 2021 can be formed by punching at one time. Thus, the processing speed is improved, and the processing cost of the motor 2 is indirectly reduced.
  • the accommodating cavity 2021 and the rear end cover 213 are integrally formed, which also enhances the rigidity of the wiring device.
  • the powertrain 1000 of the present embodiment will be described below.
  • a powertrain 1000 according to an embodiment of the present application includes the motor 2 described in the above embodiments.
  • the powertrain 1000 also includes a transmission 3 and a motor controller 4 .
  • the transmission 3 and the motor 2 share a part of the casing, and the transmission 3 and the motor 2 share a front end cover 211 ; the motor controller 4 is arranged on the motor 2 and the transmission 3 .
  • the transmission 3 and the motor 2 share a front end cover, so that part of the cover of the transmission 3 is saved, thereby reducing the cost of the powertrain 1000 .
  • the motor controller 4 above the motor 2 and the transmission 3, the longitudinal space above the motor 2 and the transmission 3 can be fully utilized under the condition that the lateral width of the vehicle body is constant, thereby improving the space utilization.
  • the motor controller 4 includes three-phase bridge arms, and the three-phase bridge arms are connected in parallel to form a first confluence end and a second confluence end, the first confluence end is connected to the first end of the battery, and the second confluence ends are respectively connected to The second end of the battery is connected to the first end of the charging and distributing device 70 .
  • the motor 2 includes three-phase windings, the first end of each phase winding is connected to the midpoint of the corresponding one-phase bridge arm in the three-phase bridge arm, and the second ends of the three-phase windings are connected in common to lead out a star point connection line, and the star point
  • the connecting wire is connected to the second end of the charging and distributing device 70 through the charging wire.
  • the controller is configured to multiplex the winding and the bridge arm to boost the DC charging of the battery when receiving the DC charging instruction.
  • the winding of the motor 2 and the bridge arm of the motor controller 4 are reused to realize the boosted DC charging of the battery, which not only improves the charging efficiency, but also does not need to add a booster charging device, thereby reducing the cost.
  • powertrain 1000 further includes energy storage element 400 .
  • the first end of the energy storage element 400 is connected to the star point connecting line 20 , and the second end of the energy storage element 400 is connected to the second bus terminal.
  • the controller is further configured to reuse the windings and the bridge arms when receiving the heating instruction, so as to cycle charge and discharge between the battery and the energy storage element 400, so as to heat the battery.
  • the energy storage element 400 may be a capacitor.
  • the winding of the motor 2 and the bridge arm of the motor controller 4 are reused to realize the oscillating heating of the battery, so as to solve the problem of low working efficiency of the battery in a low temperature environment.
  • the powertrain 1000 further includes a bidirectional bridge arm 500 .
  • the motor controller 4 includes three-phase bridge arms.
  • the three-phase bridge arms are connected in parallel to form a first bus terminal and a second bus terminal.
  • the first bus terminal is connected to the first terminal of the battery, and the second bus terminal is connected to the second terminal of the battery.
  • the bidirectional bridge arm 500 is connected in parallel with the three-phase bridge arm, the bidirectional bridge arm 500 includes two switch tubes connected in series, and the midpoint of the two switch tubes is connected to the first end of the charging and distribution device 70 .
  • the motor 2 includes three-phase windings, the first end of each phase winding is connected to the midpoint of the corresponding one-phase bridge arm in the three-phase bridge arm, and the second ends of the three-phase windings are connected in common to lead out a star point connection line, and the star point
  • the connecting wire is connected to the second end of the charging and distributing device 70 through the charging wire.
  • the controller is further configured to control the winding, the bridge arm, the bidirectional bridge arm 500 and the battery to form an AC charging circuit to charge the battery when an AC charging instruction is received.
  • the AC charging of the battery is realized by reusing the windings of the motor 2 and the bridge arms of the motor controller 4 , so there is no need to provide an on-board charger, thereby reducing the cost.
  • this embodiment sets a first switch K1, a second switch K2, a third switch K3, and a fourth switch K4 and the fifth switch K5.
  • the second switch K2 is arranged between the first bus terminal and the first terminal of the battery, and is used to control the on-off between the battery and the motor controller 4 .
  • a third switch K3 is also set between the terminals.
  • the motor controller 4 includes a first-phase bridge arm, a second-phase bridge arm and a third-phase bridge arm
  • the motor 2 includes a first-phase winding, a second-phase winding and a third-phase winding
  • the first-phase bridge arm The second phase bridge arm and the third phase bridge arm are connected in parallel to form a first confluence end and a second confluence end, the first confluence end is connected with the first end of the battery, and the second confluence end is respectively connected with the second end of the battery, the charging A first end of the electrical device 70 is connected.
  • the first end of the first phase winding is connected to the midpoint A of the first phase bridge arm
  • the first end of the second phase winding is connected to the midpoint B of the second phase bridge arm
  • the first end of the third phase winding is connected to the second phase bridge arm.
  • the midpoint C of the three-phase bridge arm is connected, and the second ends of the first-phase winding, the second-phase winding and the third-phase winding are connected in common to lead out the star point connection line 20, and the star point connection line 20 is connected to the charging and distribution device 70.
  • the second end is connected.
  • the first switch K1 is disposed between the energy storage element 400 and the star point connecting line 20 .
  • the motor controller 4 is controlled so that the battery and the energy storage element 400 are cyclically charged and discharged to oscillate and heat the battery.
  • the energy storage element 400 will automatically transform from receiving the energy of the winding to releasing energy to the winding. At this time, the current flows from the energy storage element 400, It flows through the winding connected to the conductive lower bridge arm, the conductive lower bridge arm, and finally returns to the energy storage element 400 . During this process, the voltage across the energy storage element 400 decreases continuously.
  • the above four processes are continuously cycled, so that the energy storage element 400 and the battery can be rapidly cyclically charged/discharged. Due to the existence of the internal resistance of the battery, a large amount of heat is generated to rapidly heat up the battery and improve the heating efficiency of the battery.
  • the fourth switch tube K4 is disposed between the first end of the charging and distribution device 70 and the energy storage element 400 .
  • the first switch K1 , the second switch K2 , the third switch K3 and the fourth switch K4 are turned on and the other switches are turned off, the boosted DC charging mode is entered.
  • the charging and distribution device 70 is connected to an external charging port.
  • one-phase winding and one-phase bridge arm can be reused to realize the boosted DC charging of the battery, and two-phase windings and two-phase bridge arms can be reused to realize the boosted DC charging of the battery.
  • two-phase windings and two-phase bridge arms can be reused to realize the boosted DC charging of the battery.
  • three-phase windings and three-phase bridge arms can even be reused to achieve boosted DC charging of the battery.
  • phase interleaving control is performed on the bridge arms to improve charging efficiency.
  • the phase difference between the control signals of the first-phase bridge arm and the second-phase bridge arm is 180°
  • the three-phase winding and the bridge arm are multiplexed
  • the phase difference between the control signals of the first phase bridge arm and the second phase bridge arm is 120°
  • the phase difference between the control signals of the second phase bridge arm and the third phase bridge arm is 120°.
  • the three-phase bridge arm can be cyclically controlled to enter the working state.
  • the first-phase bridge arm is controlled to enter the working state
  • the second-phase bridge arm is controlled to work.
  • the preset time is reached again, that is, time T2
  • the third-phase bridge arm is controlled to enter the working state.
  • the phase bridge arm enters the working state intermittently, which prevents a certain bridge arm from being in the working state for a long time, so that the temperature of the switch tube of the bridge arm is too high, which damages the switch tube and prolongs the service life of the switch tube.
  • the fifth switch tube K5 is disposed between the midpoint of the bidirectional bridge arm and the first end of the charging and distribution device 70 .
  • the first switch K1 , the second switch K2 , the third switch K3 and the fifth switch K5 are turned on and the other switches are turned off, the AC charging mode is entered.
  • the charging and distribution device 70 is connected to an external charging port.
  • the DC charging and the AC charging can share a charging port, which is suitable for both the DC charging pile for charging and the AC charging pile for charging, thereby improving the applicable scope of the entire vehicle.
  • the vehicle 2000 includes the powertrain 1000 described in the above-described embodiment.
  • the structure of the powertrain 1000 in this embodiment is the same as that of the powertrain 1000 described in the above-mentioned embodiments, and thus will not be repeated here.
  • the terms “installed”, “connected” and “connected” should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection, or integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal communication of two elements.
  • installed should be understood in a broad sense, for example, it may be a fixed connection or a detachable connection Connection, or integral connection; it can be directly connected, or indirectly connected through an intermediate medium, and it can be the internal communication of two elements.

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Abstract

一种连接器(1)包括：充电线(10)，一端与电机(2)引出的星点连接线(20)连接，另一端与充配电装置连接，法兰(11)，具有穿设充电线(10)的过线孔(110)，过线孔(110)朝向所述星点连接线(20)的端壁上设有缺口(111)，缺口(111)的内壁构造有第一防转平面(1110)和第二防转平面(1111)；屏蔽连接环(12)，外周面构造有第一限位平面(120)和第二限位平面(121)；第一限位平面(120)与第一防转平面(1110)配合，第二限位平面(121)与第二防转平面(1111)配合。

Description

连接器、电机、动力总成以及车辆
相关申请的交叉引用
本申请要求比亚迪股份有限公司于2020年07月10日提交的、申请名称为“连接器、电机、动力总成以及车辆”的、中国专利申请号“202010666408.8”的优先权。
技术领域
本申请涉及汽车制造技术领域，具体涉及一种连接器、电机、动力总成以及车辆。
背景技术
传统的电动汽车均配备了车载充电器，但是，在电动汽车行驶过程中并不使用车载充电器，却需要携带笨重的车载充电器，严重影响了电动汽车的性能和大幅提高了电动汽车的成本，因此，相关技术中提出复用电机的绕组进行充电的技术方案，为此，电机的引出线与充电线的连接稳定性是当前亟待解决的技术问题。
发明内容
本申请旨在至少解决现有技术中存在的技术问题之一。为此，本申请提出一种连接器，所述连接器提升了电机引出的星点连接线与充电线的连接稳定性能。
本申请进一步提出了一种具有所述连接器的电机。
本申请还提出了一种采用上述电机的动力总成以及车辆。
本申请还提出了一种采用上述电池托盘的电池包以及车辆。
一种连接器，所述连接器应用于连接电机与充配电装置，所述连接器包括：充电线，所述充电线一端与所述电机引出的星点连接线连接，另一端与所述充配电装置连接，法兰，所述法兰具有穿设所述充电线的过线孔，所述过线孔朝向所述星点连接线的端壁上设有缺口，所述缺口的内壁构造有第一防转平面和第二防转平面，所述第一防转平面和所述第二防转平面平行且相对设置；屏蔽连接环，所述屏蔽连接环朝向所述星点连接线的方向伸出所述法兰，且伸出部位的外周面构造有第一限位平面和第二限位平面，所述第一限位平面和所述第二限位平面平行且相对设置；所述第一限位平面与所述第一防转平面配合，所述第二限位平面与所述第二防转平面配合。
本实施例通过第一限位平面与第一防转平面配合、第二限位平面与第二防转平面配合，致使充电线不易发生转动，从而提升了电机引出的星点连接线与充电线的连接稳定性能，本申请可以复用电机的绕组进行充电，从而无需设置车载充电器，进而提升了电动汽车的性能，以及降低了电动汽车的成本。
一种电机，电机包括：壳体；定子组件，其设置于所述壳体内，所述定子组件包括多个绕组，所述多个绕组引出星点连接线；以及连接器，所述连接器用于连接充电线与所述星 点连接线。
一种动力总成，包括上述实施例中所述的电机。
一种车辆，包括上述实施例中所述的的动力总成。
本申请的附加方面和优点将在下面的描述中部分给出，部分将从下面的描述中变得明显，或通过本申请的实践了解到。
附图说明
本申请的上述和/或附加的方面和优点从结合下面附图对实施例的描述中将变得明显和容易理解，其中：
图1是本申请一个实施例连接器的结构示意图；
图2是本申请一个实施例电机的结构示意图；
图3是本申请一个实施例连接器中法兰的结构示意图；
图4是本申请一个实施例连接器中屏蔽连接环的结构示意图；
图5是本申请另一个实施例电机的结构示意图；
图6是本申请一个实施例电机中定子组件的结构示意图；
图7是本申请一个实施例动力总成的结构示意图；
图8是本申请一个实施例动力总成的拓扑结构示意图；
图9是本申请一个实施例动力总成的拓扑结构示意图；
图10是本申请一个实施例的车辆的示意图。
具体实施方式
下面详细描述本申请的实施例，所述实施例的示例在附图中示出，其中自始至终相同或类似的标号表示相同或类似的元件或具有相同或类似功能的元件。下面通过参考附图描述的实施例是示例性的，仅用于解释本申请，而不能理解为对本申请的限制。
下面参考图1-图10描述本申请实施例的连接器1、电机2、动力总成1000以及车辆2000。
连接器1应用于连接电机2与充配电装置(图中未示出)。连接器1包括充电线10、法兰11和屏蔽连接环12。
充电线10一端与电机2引出的星点连接线20连接，充电线10另一端与充配电装置连接。
法兰11设有过线孔110，充电线10穿设于过线孔110。过线孔110朝向星点连接线20的端壁上设有缺口111，缺口111的内壁构造有第一防转平面1110和第二防转平面1111，第一防转平面1110和第二防转平面1111平行且相对设置。
屏蔽连接环12朝向星点连接线20的方向伸出法兰11，且伸出部位的外周面构造有第一限位平面120和第二限位平面121，第一限位平面120和第二限位平面121平行且相对设置；第一限位平面120与第一防转平面1110配合，第二限位平面121与第二 防转平面1111配合。
本实施例通过第一限位平面120与第一防转平面1110配合、第二限位平面121与第二防转平面1111配合，致使充电线10不易发生转动，从而提升了电机2引出的星点连接线20与充电线10的连接稳定性能，且相比六边形防转结构，能更好地吸收屏蔽压接公差，提升装配精度，并且更加便于安装，此外，本申请可以复用电机2的绕组进行充电，从而无需设置车载充电器，进而提升了车辆2000的性能，以及降低了车辆2000的成本。
在其他实施例中，屏蔽连接环12的头部伸出法兰11外的部分的外周面设有装配槽122，装配槽122内设有弹性挡圈13，弹性挡圈13止挡在法兰11朝向星点连接线20的端壁。
本实施例通过弹性挡圈13对屏蔽连接环12和充电线10进行轴向限位，防止充电线10前后窜动，从而进一步提升了充电线10和星点连接线20的连接稳定性。
在其他实施例中，屏蔽连接环12具有小径通孔123和大径通孔124，大径通孔124的直径大于小径通孔123的直径，小径通孔123和大径通孔124连通，小径通孔123邻近星点连接线20设置，屏蔽连接环12的外周面设有环槽125，环槽125内装配有环形弹簧(图中未示出)，环形弹簧与过线孔110的内壁接触。
充电线10包括沿其径向由内至外依次套设的导体、绝缘套、屏蔽套和护套。
在本实施例中，充电线包括沿充电线径向由内至外依次套设的导体、绝缘套、屏蔽套和护套，铜电缆和铝电缆对应替换导体的材料即可，屏蔽套可以为屏蔽编织网。
连接器1还包括屏蔽压接环14，屏蔽压接环14位于大径通孔124内，导体和绝缘套穿过小径通孔123，屏蔽压接环14套设于护套的外侧，穿过小径通孔123的充电线的屏蔽套外翻至屏蔽压接环14与大径通孔124的内壁之间。
在本实施例中，导体和绝缘套穿过小径通孔123，屏蔽套在小径通孔123和大径通孔124的交接处向后外翻至屏蔽压接环14与大径通孔124的内壁之间，以填充屏蔽压接环14与大径通孔124的内壁之间的缝隙，之后可采用六方压接的方式压接屏蔽压接环14。
本实施例首先将穿过小径通孔123段充电线的屏蔽套外翻至屏蔽压接环14与大径通孔124的内壁之间，其次屏蔽连接环12的环槽125内装配环形弹簧，最后环形弹簧与过线孔110的内壁接触，从而实现了屏蔽套与法兰11的屏蔽接触导通，进而提升了屏蔽性能，此外，环形弹簧480由于其弹性，致使屏蔽连接环12易于装配至法兰内，从而降低了装配复杂度。
在其他实施例中，法兰11的外周面设有卡台112。连接器1还包括端盖15。
端盖15设有卡扣150，卡扣150卡合于卡台112以将端盖15安装于壳体的背向星点连接线的一端。
本实施例通过卡扣150和卡台112的配合，以实现法兰11与端盖的可拆卸连接，提升了后续连接器的维修难度系数。
在其他实施例中，连接器1还包括端部密封圈16和尾部密封圈17。
法兰11靠近星点连接线20的一侧设有环槽113，端部密封圈16设置于环槽113内。
尾部密封圈17套设于充电线10的外侧，尾部密封圈17装配于过线孔110且位于法兰11背向星点连接线20的一端，尾部密封圈17在过线孔110的轴向上止挡屏蔽压接环14，尾部密封圈17前端的外表面和内表面均设有沿尾部密封圈17轴向排列的多个筋条170，尾部密封圈17的后端沿充电线10的长度方向延伸至端盖15外。
本实施例通过设置部密封圈16，因此，提升了法兰11与电机的壳体之间密封性能，此外，本实施例通过尾部密封圈17，因此，提升了法兰11与端盖15之间的密封性能。
尾部密封圈17的后端沿充电线10的长度方向延伸至端盖15外。这样，充电线10的扭动会被延伸出的尾部密封圈17吸收，避免振动传递到连接器1的内部，影响密封效果，从而保证密封的可靠性。此外，尾部密封圈17延伸到端盖15外部，能够降低充电线10同端盖15之间的间隙，防止充电线10因暴动较大，导致尾部密封圈17同充电线10之间间隙增大，进而进一步提高密封的可靠性。
在其他实施例中，法兰11的前端面上设有安装孔114和防错凸台115，法兰11通过配合于安装孔114的紧固件安装于电机2的壳体上；防错凸台115与电机2的壳体上的防错槽体配合。
本实施例通过设置防错凸台115，可以避免连接器1装反，保证连接器1装配的可靠性和安全性；此外，还可以避免连接器1转动，从而避免了连接器1的转动导致充电线10的电芯与端子脱焊，进而提升了连接稳定性能。
下面描述本实施例的电机2。
参见图2以及图5-图6，本申请实施例描述的电机2包括壳体21、定子组件22和上述实施例描述的连接器1。
定子组件22设置于壳体21内，定子组件22包括多个绕组，多个绕组引出星点连接线20；连接器1用于连接充电线10与星点连接线20。
在本实施例中，壳体21包括前端盖211、中间壳体212和后端盖213，前端盖211设置于中间壳体212的一端，后端盖213设置于中间壳体212的另一端。定子组件22设置于中间壳体212内，定子组件2包括多个绕组，多个绕组引出星点连接线20。连接器1设置于后端盖213上，连接器1用于连接星点连接线20与充电线10，以致多个绕组用于充电或用于驱动。
本实施例电机2的绕组，既可以用于驱动，也可以用于充电，因此，无需设置车载充电器，从而既减轻了整车的重量，以致提升了车辆2000的性能，也降低了整车的成本。
在其他实施例中，壳体21内设有接线装置，接线装置包括第一端子200、第二端子201和连接组件202。
第一端子200与星点连接线连接，且设置于星点连接线20的端部；第二端子201 与充电线10连接，且设置于充电线的端部；连接组件202用于固定连接第一端子200和第二端子201，且防止第一端子200和第二端子201连接形成的连接部位产生旋转。
本申请通过连接组件202实现第一端子30和第二端子31的固定连接且防止两者连接部位的产生转动，从而既提升了连接稳定性能，也避免了充电线转动导致连接部位断开现象的发生。
在其他实施例中，连接组件202包括容置腔2021，底板2022和两个侧板2023。
底板2022固定设置于容置腔2021底部内侧，第一端子200和第二端子201固定设置于底板2022上；侧板2023设置方向与连接部位延伸方向平行，且对称设置于底板2022的侧边上，连接部位一侧与一个侧板2023抵接，连接部位另一侧与另一个侧板2023抵接。
需要说明的的是，底板2022与两个侧板2023是一体式结构，因此，连接组件202易于加工，从而提升了连接组件202的加工速率，进而间接降低了电机2的成本。
示例性地，本实施例通过底板螺栓将底板2022固定设置于容置腔2021底部内侧，此外，通过端子螺栓实现第一端子，第二端子和底板2022的固定连接。
本申请实施例通过底板2022实现第一端子和第二端子连接部位的固定，且通过侧板2023抵接连接部位，既实现了连接部位的固定连接，且防止连接部位发生转动，从而既提升了连接稳定性能，也避免了充电线转动导致连接部位断开现象的发生。
在其他实施例中，容置腔2021与壳体21为一体式结构。
本实施例后端盖213与容置腔2021为一体式结构，因此，容置腔2021与后端盖213可以一体成型，即：可以一次性冲压形成具有容置腔2021的后端盖213，从而提升了加工速率，间接降低了电机2的加工成本，此外，容置腔2021与后端盖213一体成型，也增强了接线装置的硬性强度。
下面描述本实施例的动力总成1000。
参见图7-图9，本申请实施例的动力总成1000，其包括上述实施例描述的电机2。
在其他实施例中，动力总成1000还包括变速器3和电机控制器4。
变速器3与电机2共用部分壳体，变速器3与电机2共用前端盖211；电机控制器4设置于电机2和变速器3上。
本实施例变速器3与电机2共用前端盖，从而节省了变速器3的部分盖体，从而降低了动力总成1000的成本。此外，本实施例通过将电机控制器4设置于电机2和变速器3的上方，从而在车体的横向宽度一定的情况下，充分利用了电机2和变速器3两者上方的纵向空间，进而提升了空间利用率。
在其他实施例中，电机控制器4包括三相桥臂，三相桥臂并联形成第一汇流端和第二汇流端，第一汇流端与电池的第一端连接，第二汇流端分别与电池的第二端、充配电装置70的第一端连接。
电机2包括三相绕组，每一相绕组的第一端与三相桥臂中对应的一相桥臂的中点连接，三相绕组的第二端共接以引出星点连接线，星点连接线通过充电线与充配电装置 70的第二端连接。
控制器，用于被设置成接收到直流充电指令时，复用绕组、桥臂以对电池进行升压直流充电。
本实施例通过复用电机2的绕组、复用电机控制器4的桥臂以实现电池的升压直流充电，既提升了充电效率，也无需增设升压充电装置，从而降低了成本。
在本申请的一些实施例中，动力总成1000还包括储能元件400。
储能元件400的第一端与星点连接线20连接，储能元件400的第二端与第二汇流端连接。
控制器，还用于被设置成接收到加热指令时，复用绕组、桥臂，使电池与储能元件400之间循环充电和放电，以对电池进行加热。
需要说明的是，储能元件400可以为电容。
本实施例通过复用电机2的绕组、复用电机控制器4的桥臂以实现电池的振荡加热，以解决电池在低温环境下，工作效率低的问题。
在本申请的一些实施例中，动力总成1000还包括双向桥臂500。
电机控制器4包括三相桥臂，三相桥臂并联形成第一汇流端和第二汇流端，第一汇流端与电池的第一端连接，第二汇流端与电池的第二端。
双向桥臂500与三相桥臂并联连接，双向桥臂500包括串联连接的两个开关管，两个开关管的中点与充配电装置70的第一端连接。
电机2包括三相绕组，每一相绕组的第一端与三相桥臂中对应的一相桥臂的中点连接，三相绕组的第二端共接以引出星点连接线，星点连接线通过充电线与充配电装置70的第二端连接。
控制器，还用于被设置成接收到交流充电指令时，控制绕组、桥臂、双向桥臂500和电池形成交流充电电路，以对电池进行充电。
本实施例通过复用电机2的绕组、复用电机控制器4的桥臂以实现电池的交流充电，因此，无需设置车载充电机，从而降低了成本。
为了实现驱动工况、振荡加热工况、升压直流充电工况以及交流充电工况之间的切换，本实施例设置了第一开关K1、第二开关K2、第三开关K3、第四开关K4以及第五开关K5。
1、驱动工况
第二开关K2设置于第一汇流端与电池的第一端之间，用于控制电池与电机控制器4之间的通断，为了提升通电安全性，在第二汇流端与电池的第二端之间还设置了第三开关K3。
示例性地，电机控制器4包括第一相桥臂、第二相桥臂和第三相桥臂，电机2包括第一相绕组、第二相绕组和第三相绕组，第一相桥臂、第二相桥臂和第三相桥臂并联形成第一汇流端和第二汇流端，第一汇流端与电池的第一端连接，第二汇流端分别与电池的第二端、充配电装置70的第一端连接。
第一相绕组的第一端与第一相桥臂的中点A连接，第二相绕组的第一端与第二相桥臂的中点B连接，第三相绕组的第一端与第三相桥臂的中点C连接，第一相绕组、第二相绕组和第三相绕组的第二端共接以引出星点连接线20，星点连接线20与充配电装置70的第二端连接。
当第二开关K2和第三开关K3导通，且其他开关关闭时，则进入驱动工况，通过控制电机控制器4的三相桥臂，以致电机2输出扭矩。
2、电池振荡加热工况
在其他一些实施例中，第一开关K1设置于储能元件400与星点连接线20之间。当第一开关K1、第二开关K2、以及第三开关K3导通，其他开关关闭时，则进入电池振荡加热工况。本实施例通过控制电机控制器4，以致电池与储能元件400之间循环充电和放电，以对电池进行振荡加热。
首先，在第一过程中，将三相桥臂的所有下桥臂断开，并将三相桥臂的至少一个上桥臂导通，此时，电流从电池的正极流出，流经导通的上桥臂、与导通的上桥臂连接的绕组和储能元件400，最后回到电池的负极。在该过程中，电池为向外放电状态，储能元件400接收与导通的上桥臂连接的绕组的能量，电压不断增大，实现储能。
接下来，在第二过程中，将三相桥臂的所有上桥臂断开，并将三相桥臂的下桥臂中、与存在续流电流的绕组连接的下桥臂导通，此时，电流从存在续流电流的绕组流出，流经储能元件400和导通的下桥臂，最后回到存在续流电流的绕组。在该过程中，由于绕组的续流作用，能元件400继续接收绕组的能量，电压不断增大。
之后，在第三过程中，随着储能元件400两端的电压不断增大，储能元件400会自动从接收绕组的能量变换为向绕组释放能量，此时，电流从储能元件400流出，流经与导通的下桥臂连接的绕组、导通的下桥臂，最后回到储能元件400。在该过程中，储能元件400两端的电压不断减小。
最后，在第四过程中，将三相桥臂的所有下桥臂断开，并将三相桥臂的至少一个上桥臂导通，此时，电流从储能元件400流出，流经与导通的上桥臂连接的绕组、导通的上桥臂、电池的正极和电池的负极，最后回到储能元件400。在该过程中，电池为充电状态。
上述四个过程不断循环，使储能元件400与电池之间能够快速进行循环式充/放电。由于电池内阻的存在，产生大量的热使得电池快速升温，提高电池加热效率。
3、升压直流充电工况
在其他一些实施例中，第四开关管K4设置于充配电装置70的第一端与储能元件400之间。当第一开关K1、第二开关K2、第三开关K3以及第四开关K4导通，其他开关关闭时，则进入升压直流充电工况。
在本实施例中，充配电装置70与外部充电口连接。
需要说明的是，本实施例既可以复用一相绕组和一相桥臂，以实现电池的升压直流充电，也可以复用两相绕组和两相桥臂，以实现电池的升压直流充电，甚至可以复用三 相绕组和三相桥臂，以实现电池的升压直流充电。
当复用两相以上绕组和桥臂时，对桥臂进行相位交错控制，以提升充电效率。示例性地，当复用两相绕组和桥臂时，则第一相桥臂和第二相桥臂的控制信号之间的相位相差180°，当复用三相绕组和桥臂时，则第一相桥臂与第二相桥臂的控制信号之间的相位相差120°，第二相桥臂与第三相桥臂的控制信号之间的相位相差120°。
此外，当复用一相桥臂或两相桥臂进行升压直流充电时，可以循环控制三相桥臂进入工作状态，示例性地，当T0时刻，控制第一相桥臂进行工作状态，当达到预设时长后，即T1时刻，则控制第二相桥臂进行工作状态，当再次达到预设时长后，即T2时刻，则控制第三相桥臂进入工作状态，如此循环，以致三相桥臂间歇性进入工作状态，避免了某一项桥臂长时间处于工作状态，以致桥臂的开关管的温度过高，从而损坏开关管，进而延长了开关管的使用寿命。
需要说明的是，本实施例虽以三相桥臂和三相绕组为例进行展示，但是，本领域技术人员应当理解的时，本申请实施例中的桥臂数量和绕组的数量仅是示例性地，并不做限制，譬如：六相桥臂和六相绕组也是在本申请实施例的保护范围以内。
4、交流充电工况
在其他一些实施例中，第五开关管K5设置于双向桥臂的中点与充配电装置70的第一端之间。当第一开关K1、第二开关K2、第三开关K3以及第五开关K5导通，其他开关关闭时，则进入交流充电工况。
在本实施例中，充配电装置70与外部充电口连接。
本实施例直流充电与交流充电可以共用一个充电口，既适用于直流充电桩进行充电，也适用于交流充电桩进行充电，从而提升了整车的适用范围。
如图10所示，下面描述本实施例的车辆2000，车辆2000包括上述实施例描述的动力总成1000。
本实施例中的动力总成1000与上述实施例描述的动力总成1000结构相同，因此，在此不再赘述。
在本申请的描述中，需要理解的是，术语“中心”、“纵向”、“横向”、“长度”、“宽度”、“厚度”、“上”、“下”、“前”、“后”、“左”、“右”、“竖直”、“水平”、“顶”、“底”、“内”、“外”、“轴向”、“径向”、“周向”等指示的方位或位置关系为基于附图所示的方位或位置关系，仅是为了便于描述本申请和简化描述，而不是指示或暗示所指的装置或元件必须具有特定的方位、以特定的方位构造和操作，因此不能理解为对本申请的限制。
在本申请的描述中，需要说明的是，除非另有明确的规定和限定，术语“安装”、“相连”、“连接”应做广义理解，例如，可以是固定连接，也可以是可拆卸连接，或一体地连接；可以是直接相连，也可以通过中间媒介间接相连，可以是两个元件内部的连通。对于本领域的普通技术人员而言，可以具体情况理解上述术语在本申请中的具体 含义。
在本说明书的描述中，参考术语“一个实施例”、“一些实施例”、“示意性实施例”、“示例”、“具体示例”、或“一些示例”等的描述意指结合实施例或示例描述的具体特征、结构、材料或者特点包含于本申请的至少一个实施例或示例中。在本说明书中，对上述术语的示意性表述不一定指的是相同的实施例或示例。
尽管已经示出和描述了本申请的实施例，本领域的普通技术人员可以理解：在不脱离本申请的原理和宗旨的情况下可以对这些实施例进行多种变化、修改、替换和变型，本申请的范围由权利要求及其等同物限定。

Claims (15)

  1. 一种连接器，其特征在于，所述连接器应用于连接电机与充配电装置，所述连接器包括：
    充电线，所述充电线一端与所述电机引出的星点连接线连接，另一端与所述充配电装置连接，
    法兰，所述法兰具有穿设所述充电线的过线孔，所述过线孔朝向所述星点连接线的端壁上设有缺口，所述缺口的内壁构造有第一防转平面和第二防转平面，所述第一防转平面和所述第二防转平面平行且相对设置；
    屏蔽连接环，所述屏蔽连接环朝向所述星点连接线的方向伸出所述法兰，且伸出部位的外周面构造有第一限位平面和第二限位平面，所述第一限位平面和所述第二限位平面平行且相对设置；所述第一限位平面与所述第一防转平面配合，所述第二限位平面与所述第二防转平面配合。
  2. 根据权利要求1所述的连接器，其特征在于：所述屏蔽连接环的头部伸出所述法兰外的部分的外周面设有装配槽，所述装配槽内设有弹性挡圈，所述弹性挡圈止挡在所述法兰朝向所述星点连接线的端壁上。
  3. 根据权利要求1-2中任一项所述的连接器，其特征在于：所述屏蔽连接环具有小径通孔和大径通孔，所述大径通孔的直径大于所述小径通孔的直径，所述小径通孔和所述大径通孔连通，所述小径通孔邻近所述星点连接线设置，所述屏蔽连接环的外周面设有环槽，所述环槽内装配有环形弹簧，所述环形弹簧与所述过线孔的内壁接触；
    所述充电线包括沿其径向由内至外依次套设的导体、绝缘套、屏蔽套和护套；
    所述连接器还包括屏蔽压接环，所述屏蔽压接环位于所述大径通孔内，所述导体和所述绝缘套穿过所述小径通孔，所述屏蔽压接环套设于所述护套的外侧，穿过所述小径通孔段充电线的屏蔽套外翻至所述屏蔽压接环与所述大径通孔的内壁之间。
  4. 根据权利要求1-3中任一项所述的连接器，其特征在于：所述法兰的外周面设有卡台；
    所述连接器还包括：
    端盖，所述端盖设有卡扣，所述卡扣卡合于所述卡台以将所述端盖安装于所述壳体的背向所述星点连接线的一端。
  5. 根据权利要求4所述的连接器，其特征在于：所述连接器还包括：
    端部密封圈，所述法兰靠近所述星点连接线的一侧设有环槽，所述端部密封圈设置于所述环槽内；
    尾部密封圈，所述尾部密封圈套设于所述充电线的外侧，所述尾部密封圈装配于所述过线孔且位于所述法兰背向所述星点连接线的一端，所述尾部密封圈在所述过线孔的轴向上止挡所述屏蔽压接环，所述尾部密封圈前端的外表面和内表面均设有沿所述尾部密封圈轴向排列的多个筋条，所述尾部密封圈的后端沿所述充电线的长度方向延伸至所述端盖外。
  6. 根据权利要求1-6中任一项所述的连接器，其特征在于：所述法兰的前端面上设有安装孔和防错凸台，所述法兰通过配合于所述安装孔的紧固件安装于所述电机的壳体上；所述防错凸台与所述电机的壳体上的防错槽体配合。
  7. 一种电机，其特征在于，包括：
    壳体；
    定子组件，所述定子组件设置于所述壳体内，所述定子组件包括多个绕组，所述多个绕组引出星点连接线；以及，
    权利要求1-6中任一项所述的连接器，所述连接器用于连接充电线与所述星点连接线。
  8. 根据权利要求7所述的电机，其特征在于，所述壳体内设有接线装置，所述接线装置包括：
    第一端子，所述第一端子与所述星点连接线连接，且设置于所述星点连接线的端部；
    第二端子，所述第二端子与所述充电线连接，且设置于所述充电线的端部；以及，
    连接组件，所述连接组件用于固定连接第一端子和第二端子，且防止所述第一端子和所述第二端子连接形成的连接部位产生旋转。
  9. 根据权利要求8所述的电机，其特征在于，所述连接组件包括：
    容置腔；
    底板，固定设置于所述容置腔底部内侧，所述第一端子和所述第二端子固定设置于所述底板上；以及，
    两个侧板，所述侧板设置方向与所述连接部位延伸方向平行，且对称设置于所述底板的侧边上，所述连接部位一侧与一个侧板抵接，所述连接部位另一侧与另一个侧板抵接。
  10. 根据权利要求9所述的电机，其特征在于，所述容置腔与所述壳体为一体式结构。
  11. 一种动力总成，其特征在于，其包括权利要求7-10中任一项所述的电机。
  12. 根据权利要求11所述动力总成，其特征在于，所述动力总成还包括：电机控制器，所述电机控制器包括三相桥臂，所述三相桥臂并联形成第一汇流端和第二汇流端，所述第 一汇流端与电池的第一端连接，所述第二汇流端分别与所述电池的第二端、充配电装置的第一端连接；所述电机包括三相绕组，每一相绕组的第一端与所述三相桥臂中对应的一相桥臂的中点连接，所述三相绕组的第二端共接以引出星点连接线，所述星点连接线通过充电线与充配电装置的第二端连接；控制器，用于被设置成接收到直流充电指令时，复用绕组、桥臂以对所述电池进行升压直流充电。
  13. 根据权利要求12所述动力总成，其特征在于，所述动力总成还包括：
    储能元件，所述储能元件的第一端与所述星点连接线连接，所述储能元件的第二端与所述第二汇流端连接；
    所述控制器，还用于被设置成接收到加热指令时，复用绕组、桥臂，使所述电池与所述储能元件之间循环充电和放电，以对所述电池进行加热。
  14. 根据权利要求11所述动力总成，其特征在于，所述动力总成还包括：
    电机控制器，所述电机控制器包括三相桥臂，所述三相桥臂并联形成第一汇流端和第二汇流端，所述第一汇流端与电池的第一端连接，所述第二汇流端与所述电池的第二端；
    双向桥臂，所述双向桥臂与所述三相桥臂并联连接，所述双向桥臂包括串联连接的两个开关管，所述两个开关管的中点与充配电装置的第一端连接；
    所述电机包括三相绕组，每一相绕组的第一端与所述三相桥臂中对应的一相桥臂的中点连接，所述三相绕组的第二端共接以引出星点连接线，所述星点连接线通过充电线与所述充配电装置的第二端连接；
    所述控制器，还用于被设置成接收到交流充电指令时，控制绕组、桥臂、所述双向桥臂和所述电池形成交流充电电路，以对所述电池进行充电。
  15. 一种车辆，其特征在于，包括权利要求11-14中任一项所述的动力总成。
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