WO2022178892A1 - 一种电机、充电装置、动力总成及车辆 - Google Patents

一种电机、充电装置、动力总成及车辆 Download PDF

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Publication number
WO2022178892A1
WO2022178892A1 PCT/CN2021/078337 CN2021078337W WO2022178892A1 WO 2022178892 A1 WO2022178892 A1 WO 2022178892A1 CN 2021078337 W CN2021078337 W CN 2021078337W WO 2022178892 A1 WO2022178892 A1 WO 2022178892A1
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WO
WIPO (PCT)
Prior art keywords
stator
primary coil
secondary coil
motor
coil
Prior art date
Application number
PCT/CN2021/078337
Other languages
English (en)
French (fr)
Inventor
封宁波
王少飞
卫镜周
章雪亮
Original Assignee
华为数字能源技术有限公司
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 华为数字能源技术有限公司 filed Critical 华为数字能源技术有限公司
Priority to PCT/CN2021/078337 priority Critical patent/WO2022178892A1/zh
Priority to CN202180061987.6A priority patent/CN116171521A/zh
Priority to EP21927327.3A priority patent/EP4283818A4/en
Publication of WO2022178892A1 publication Critical patent/WO2022178892A1/zh
Priority to US18/451,176 priority patent/US20230396093A1/en

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    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/14—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from dynamo-electric generators driven at varying speed, e.g. on vehicle
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K3/00—Details of windings
    • H02K3/04—Windings characterised by the conductor shape, form or construction, e.g. with bar conductors
    • H02K3/28—Layout of windings or of connections between windings
    • 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
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J7/00—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J7/02—Circuit arrangements for charging or depolarising batteries or for supplying loads from batteries for charging batteries from ac mains by converters
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/12—Stationary parts of the magnetic circuit
    • H02K1/16—Stator cores with slots for windings
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02K—DYNAMO-ELECTRIC MACHINES
    • H02K1/00—Details of the magnetic circuit
    • H02K1/06—Details of the magnetic circuit characterised by the shape, form or construction
    • H02K1/22—Rotating parts of the magnetic circuit
    • H02K1/27—Rotor cores with permanent magnets
    • H02K1/2706—Inner rotors
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02M—APPARATUS FOR CONVERSION BETWEEN AC AND AC, BETWEEN AC AND DC, OR BETWEEN DC AND DC, AND FOR USE WITH MAINS OR SIMILAR POWER SUPPLY SYSTEMS; CONVERSION OF DC OR AC INPUT POWER INTO SURGE OUTPUT POWER; CONTROL OR REGULATION THEREOF
    • H02M7/00—Conversion of ac power input into dc power output; Conversion of dc power input into ac power output
    • H02M7/02—Conversion of ac power input into dc power output without possibility of reversal
    • H02M7/04—Conversion of ac power input into dc power output without possibility of reversal by static converters
    • H02M7/12—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode
    • H02M7/21—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal
    • H02M7/217—Conversion of ac power input into dc power output without possibility of reversal by static converters using discharge tubes with control electrode or semiconductor devices with control electrode using devices of a triode or transistor type requiring continuous application of a control signal using semiconductor devices only
    • 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
    • B60L2210/00—Converter types
    • B60L2210/30—AC to DC converters
    • 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
    • B60L2220/00—Electrical machine types; Structures or applications thereof
    • B60L2220/50—Structural details of electrical machines
    • B60L2220/54—Windings for different functions
    • 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
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2207/00—Indexing scheme relating to details of circuit arrangements for charging or depolarising batteries or for supplying loads from batteries
    • H02J2207/20—Charging or discharging characterised by the power electronics converter
    • H—ELECTRICITY
    • H02—GENERATION; CONVERSION OR DISTRIBUTION OF ELECTRIC POWER
    • H02J—CIRCUIT ARRANGEMENTS OR SYSTEMS FOR SUPPLYING OR DISTRIBUTING ELECTRIC POWER; SYSTEMS FOR STORING ELECTRIC ENERGY
    • H02J2310/00—The network for supplying or distributing electric power characterised by its spatial reach or by the load
    • H02J2310/40—The network being an on-board power network, i.e. within a vehicle
    • H02J2310/48—The network being an on-board power network, i.e. within a vehicle for electric vehicles [EV] or hybrid vehicles [HEV]
    • 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
    • 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 new energy vehicles, and in particular, to a motor, a charging device, a powertrain, and a vehicle.
  • On-board charging can meet the needs of electric vehicles to charge power batteries.
  • an on-board charger (OBC) is usually used to convert the alternating current output from the external power source into direct current to charge the power battery; The electrical energy output by the battery is converted into mechanical energy to drive the vehicle.
  • OBC on-board charger
  • the charging and electric drive architecture on current EVs can be shown in Figure 1.
  • the architecture shown in Figure 1 includes two independent systems, the OBC and the electric drive system, where P and N represent the positive and negative electrodes of the power battery, respectively.
  • the electric drive system does not work; when the vehicle is running, the electric drive system works and the OBC does not work.
  • the embodiments of the present application provide a motor, a charging device, a power assembly, and a vehicle, which are used to realize charging and discharging of a power battery through a system, improve equipment utilization, and save vehicle space.
  • an embodiment of the present application provides a motor including a rotor and a stator, and the stator includes a stator iron core.
  • the motor also includes a primary coil and a secondary coil.
  • the primary coil is wound on the yoke of the stator core, and the primary coil is coupled with the external power supply;
  • the secondary coil is wound on the yoke of the stator core, and the winding positions of the secondary coil and the primary coil bypass the different slot structures inside the stator core , the secondary coil is coupled with the power battery via the motor controller.
  • a transformer is formed by winding the primary coil and the secondary coil on the yoke of the stator core, which is used to step up/down the AC power output by the external power supply, and then convert the AC power output by the transformer through the MCU. Direct current to charge the power battery.
  • Integrating the transformer structure in the motor has the advantage of integration.
  • the transformer structure can share the cooling and heat dissipation system with the motor, further saving vehicle space. Therefore, using the solution of integrating the transformer in the motor provided in the first aspect, compared with the solution of charging the power battery through an independent transformer, the current density can be increased, the volume of the transformer can be reduced, and the space of the whole vehicle can be saved.
  • the stator magnetic field and the rotor magnetic field when driving the vehicle, through the control of the MCU coupled with the motor, the stator magnetic field and the rotor magnetic field generate an interaction force, which drives the rotor to rotate, and realizes the output of the motor torque, which is used to drive the vehicle.
  • the primary coil and the secondary coil can realize coupling transformation through the stator iron core, so as to boost or step down the output voltage of the external power supply.
  • the outer side of the stator iron core has a plurality of slot structures, and the plurality of slot structures on the outer side of the stator iron core extend along the axial direction of the rotor for winding the primary coil and the secondary coil; the outer side of the stator iron core
  • the plurality of slot structures in the stator core correspond one-to-one with the slot structures inside the stator core.
  • the position of the transformer coil (including the primary coil and the secondary coil) can be fixed through the inner slot and the outer slot.
  • the motor controller is used to convert the output power of the primary coil to DC to obtain DC power, and the DC power is used to charge the power battery.
  • the winding position of the primary coil bypasses the odd-numbered slots inside the stator core, the winding position of the secondary coil bypasses the even-numbered slots inside the stator core; or, the winding position of the primary coil bypasses the stator In the even-numbered slots inside the iron core, the winding position of the secondary coil bypasses the odd-numbered slots inside the stator iron core.
  • the primary coil and the secondary coil are evenly distributed on the 360° circumference of the stator core, the primary coil and the secondary coil are coupled through the yoke of the stator core, and the coupling effect is strong.
  • the magnetic field of the yoke of the stator core and the magnetic flux generated from the hinge to the transformer winding can cancel each other, so as to avoid voltage induced by the transformer winding when the motor is running.
  • the winding position of the primary coil bypasses the first partial slot structure inside the stator core
  • the winding position of the secondary coil bypasses the second partial slot structure inside the stator core
  • the primary coil and the secondary The coils do not overlap in space.
  • the primary coil and the secondary coil are also coupled through the yoke of the stator core.
  • the primary coil and the secondary coil do not overlap in space, which reduces the winding difficulty of the transformer winding.
  • stator in the motor may further include armature windings wound around the teeth of the stator core.
  • the stator magnetic field By passing alternating current into the armature winding, the stator magnetic field can be generated, and the stator magnetic field and the rotor magnetic field can generate an interaction force, which can drive the rotor to rotate and realize the output of motor torque.
  • the rotor includes a rotor core and permanent magnets.
  • the rotor magnetic field generated by the permanent magnet and the stator magnetic field generate an interaction force, which can drive the rotor to rotate and realize the output of the motor torque.
  • An embodiment of the present application provides a charging device, where the charging device includes a motor and a motor controller.
  • the motor includes a rotor, a stator, a primary coil and a secondary coil
  • the stator includes a stator core
  • the primary coil is wound around the yoke of the stator core, and the primary coil is coupled with an external power source
  • the secondary coil is wound around the yoke of the stator core
  • the winding position of the secondary coil and the primary coil bypasses different slot structures inside the stator core
  • the primary coil and the secondary coil are coupled and transformed through the stator core to boost the output voltage of the external power supply or step-down
  • the motor controller is coupled with the secondary coil and the power battery, and is used to convert the output power of the secondary coil to AC to DC to obtain direct current, which is used to charge the power battery.
  • the motor may be one of a permanent magnet motor, an electric excitation motor, an asynchronous motor and a hybrid excitation motor.
  • the primary coil and the secondary coil can be coupled and transformed through the stator iron core, so as to boost or step down the output voltage of the external power supply .
  • the AC output from the secondary coil is converted into AC-DC through the motor controller, and the obtained DC is used to charge the power battery.
  • the magnetic field of the stator and the magnetic field of the rotor generate an interaction force, which drives the rotor to rotate, thereby outputting mechanical energy for driving the vehicle.
  • the outer side of the stator iron core is provided with a plurality of slot structures, and the plurality of slot structures on the outer side of the stator iron core extend along the axial direction of the rotor for winding the primary coil and the secondary coil; the stator iron core
  • the plurality of slot structures on the outer side correspond to the slot structures on the inner side of the stator core in one-to-one correspondence.
  • the position of the transformer coil (including the primary coil and the secondary coil) can be fixed through the inner slot and the outer slot.
  • the winding position of the primary coil bypasses the odd-numbered slots inside the stator core, the winding position of the secondary coil bypasses the even-numbered slots inside the stator core; or, the winding position of the primary coil bypasses the stator In the even-numbered slots inside the iron core, the winding position of the secondary coil bypasses the odd-numbered slots inside the stator iron core.
  • the primary coil and the secondary coil are evenly distributed on the 360° circumference of the stator core, the primary coil and the secondary coil are coupled through the yoke of the stator core, and the coupling effect is strong.
  • the magnetic field of the yoke of the stator core and the magnetic flux generated from the hinge to the transformer winding can cancel each other, so as to avoid voltage induced by the transformer winding when the motor is running.
  • the winding position of the primary coil bypasses the first partial slot structure inside the stator core
  • the winding position of the secondary coil bypasses the second partial slot structure inside the stator core
  • the primary coil and the secondary The coils do not overlap in space.
  • the primary coil and the secondary coil are also coupled through the yoke of the stator core.
  • the primary coil and the secondary coil do not overlap in space, which reduces the winding difficulty of the transformer winding.
  • stator in the motor may further include armature windings wound around the teeth of the stator core.
  • the stator magnetic field By passing alternating current into the armature winding, the stator magnetic field can be generated, and the stator magnetic field and the rotor magnetic field can generate an interaction force, which can drive the rotor to rotate and realize the output of motor torque.
  • the rotor includes a rotor core and permanent magnets.
  • the rotor magnetic field generated by the permanent magnet and the stator magnetic field generate an interaction force, which can drive the rotor to rotate and realize the output of the motor torque.
  • the motor controller may be a six-phase motor controller; the six-phase motor controller includes a three-phase upper arm and a three-phase lower arm.
  • one end of the primary coil is coupled with the connection point of the two switch tubes connected in series in the first phase bridge arm in the three-phase upper bridge arm, and the other end of the secondary coil is coupled with the second phase bridge in the three-phase upper bridge arm.
  • the connection points of the two switches connected in series in the arms are coupled.
  • the secondary coil can be provided with a circuit that communicates with the power battery, so as to realize the rectification after boosting/decreasing, and the DC power obtained after rectification can be used for power Charging batteries.
  • the motor controller may be a three-phase motor controller; the three-phase motor controller includes a three-phase bridge arm and a low-power bridge arm.
  • one end of the primary coil is coupled with the connection point of the two switch tubes connected in series in the first phase bridge arm of the three-phase bridge arm, and the other end of the secondary coil is connected with the connection point of the two switch devices connected in series in the low-power bridge arm. Connection point coupling.
  • the secondary coil can be provided with a circuit that communicates with the power battery, and then the rectification after boosting/buckling can be realized.
  • the resulting direct current can be used to charge the power battery.
  • the low-power bridge arm may include a first switch tube and a second switch tube connected in series; alternatively, the low-power bridge arm may include a first diode and a second diode connected in series; or, the low-power bridge arm may It includes a first capacitor and a second capacitor connected in series.
  • an embodiment of the present application provides a powertrain, where the powertrain includes a speed reducer and the charging device provided in the second aspect and any possible designs thereof.
  • an embodiment of the present application further provides a vehicle, including a power battery and the powertrain provided in the third aspect.
  • FIG. 1 is a schematic diagram of a charging and electric drive architecture on an electric vehicle provided by the prior art
  • FIG. 2 is a schematic structural diagram of a motor according to an embodiment of the present application.
  • FIG. 3 is a schematic diagram of a winding method of a transformer coil and an armature winding according to an embodiment of the application;
  • FIG. 4 is a schematic diagram of a winding method of a primary coil and a secondary coil provided by an embodiment of the application;
  • FIG. 5 is a schematic diagram of another winding manner of the primary coil and the secondary coil provided by the embodiment of the application;
  • FIG. 6 is a schematic structural diagram of a first charging device provided by an embodiment of the present application.
  • FIG. 7 is a schematic structural diagram of a second charging device according to an embodiment of the present application.
  • FIG. 8 is a schematic structural diagram of a third charging device according to an embodiment of the present application.
  • FIG. 9 is a schematic structural diagram of a fourth charging device according to an embodiment of the present application.
  • FIG. 10 is a schematic structural diagram of a fifth charging device according to an embodiment of the application.
  • FIG. 11 is a schematic structural diagram of a sixth charging device according to an embodiment of the application.
  • FIG. 12 is a schematic structural diagram of a powertrain provided by an embodiment of the application.
  • FIG. 13 is a schematic structural diagram of a vehicle according to an embodiment of the application.
  • the electric machine includes a rotor and a stator.
  • the rotor is located inside the stator, and the rotor is coaxial with the stator.
  • the rotor includes a rotor core and permanent magnets;
  • the stator includes a stator core and an armature winding (not shown in FIG. 2 ), and the armature winding may also be called a stator winding.
  • the stator core is divided into a yoke portion and a tooth portion (also referred to as stator teeth), the protrusions on the inner side of the stator core facing the rotor direction are called tooth portions, and a slot structure is formed between the tooth portions (in the embodiment of the present application)
  • the part between the bottom of the slot and the outer surface of the stator core is called the yoke, that is, the part of the stator core except the teeth can be called the yoke.
  • the teeth of the stator core are used to wind the armature windings.
  • the outer side of the stator iron core also has a slot structure (in the embodiment of the present application, it may be referred to as an outer slot for short).
  • the outer slot extends along the axial direction of the rotor (ie, the axial direction of the stator core), and is used for winding the transformer coil, which includes a primary coil and a secondary coil.
  • the winding manner of the transformer coil and the armature winding may be as shown in FIG. 3 .
  • the armature windings are wound around the teeth of the stator core, and the transformer coils are wound around the yoke of the stator core.
  • the transformer coils bypass the inner and outer slots of the stator core, and pass through the inner The slot and the outer slot are fixed in position.
  • the motor shown in Figure 2 is coupled to a motor control unit (MCU).
  • MCU motor control unit
  • the external power supply is boosted/depressed through the transformer coil, and the alternating current output by the secondary coil is converted from alternating current to direct current by the MCU, and the obtained direct current is used to charge the power battery.
  • the MCU converts the DC power output by the power battery into AC power, and the AC power is fed into the armature winding to generate a rotating stator magnetic field.
  • stator core having 48 teeth is used as an example for illustration.
  • number of teeth may be other values, which are not specifically limited in the embodiments of the present application.
  • a permanent magnet motor is used as an example in FIG. 2 for illustration.
  • the motor can also be of other types, such as an electric excitation motor, an asynchronous motor or a hybrid excitation motor.
  • the excitation method is not specifically limited, as long as the yoke of the stator iron core in the motor can be used for winding the primary coil and the secondary coil.
  • An embodiment of the present application provides a motor, as shown in FIG. 2 , the motor includes a rotor and a stator, and the stator includes a stator iron core. In addition, the motor also includes a primary coil and a secondary coil.
  • the primary coil may also be referred to as the primary coil or the primary winding;
  • the secondary coil may also be referred to as the secondary coil or the secondary winding;
  • the primary coil and the secondary coil may be collectively referred to as the transformer coil or transformer winding.
  • the primary coil is wound on the yoke of the stator core, and the primary coil is coupled with the external power supply;
  • the secondary coil is wound on the yoke of the stator core, and the winding positions of the secondary coil and the primary coil bypass the different slot structures inside the stator core , the secondary coil is coupled with the power battery via the motor controller.
  • the winding positions of the secondary coil and the primary coil bypass the different slot structures inside the stator core, which can be understood as follows: it is assumed that the slot structures inside the stator core are numbered from 1 to 12 respectively. Then, in a possible example, the primary coil bypasses the slot structures numbered 1, 3, 5, 7, 9, and 11 when the yoke of the stator core is wound, and the secondary coil is wound on the yoke of the stator core. The groove structure numbered 2, 4, 6, 8, 10, 12 is bypassed when the part is wound. In another possible example, the primary coil bypasses the slot structures numbered 1, 3, 6, 7, 8, and 11 when the yoke of the stator core is wound, and the secondary coil is wound on the yoke of the stator core.
  • the primary coil and the secondary coil By winding the primary coil and the secondary coil on the yoke of the stator core, the primary coil and the secondary coil can be coupled and transformed through the stator core, thereby boosting or reducing the output voltage of the external power supply.
  • the alternating current output by the secondary coil can be converted from alternating current to direct current through the MCU coupled with the motor, and the obtained direct current can be used to charge the power battery.
  • the transformer formed by the primary coil and the secondary coil the transformation ratio of which can be determined by the voltage range of the power battery, and is realized by adjusting the turns ratio of the primary coil and the secondary coil. For example, if the voltage of the power battery is higher than the mains 220V, the transformer winding can be designed to have a certain step-up ratio; if the voltage of the power battery is lower than the mains 220V, the transformer winding can be designed to have a certain step-down ratio.
  • the outer side of the stator iron core has a plurality of slot structures, and the plurality of slot structures on the outer side of the stator iron core extend along the axial direction of the rotor for winding the primary coil and the secondary coil; the outer side of the stator iron core
  • the plurality of slot structures in the stator core correspond one-to-one with the slot structures inside the stator core.
  • the primary coil and the secondary coil can be wound in a variety of ways, two of which are listed below.
  • the winding position of the primary coil bypasses the odd-numbered slots inside the stator core, and the winding position of the secondary coil bypasses the even-numbered slots inside the stator core; or, the winding position of the primary coil bypasses the even-numbered slots inside the stator core , the winding position of the secondary coil bypasses the odd-numbered slots inside the stator core.
  • the primary coil and the secondary coil alternately bypass different slot structures.
  • the slot structures inside the stator core are numbered with 1, 2, 3, ..., N, where N is an even number.
  • the primary coil bypasses the slot structures numbered 1, 3, 5, .
  • the groove structures numbered 2, 4, 6, ..., N are bypassed.
  • the primary coil bypasses the slot structures numbered 2, 4, 6, ..., N when the yoke of the stator core is wound, and the secondary coil is wound on the yoke of the stator core When bypassing the slot structure numbered 1, 3, 5, ..., N-1.
  • the winding mode of the primary coil and the secondary coil in the motor shown in FIG. 2 may be as shown in FIG. 4 .
  • the primary coil and the secondary coil are evenly distributed on the 360° circumference of the stator core, and the primary coil and the secondary coil are coupled through the yoke of the stator core, and the coupling effect is strong.
  • the magnetic field of the yoke of the stator core and the magnetic flux generated from the hinge to the transformer winding can cancel each other, so as to avoid voltage induced by the transformer winding when the motor is running.
  • the winding position of the primary coil bypasses the first partial slot structure inside the stator core
  • the winding position of the secondary coil bypasses the second partial slot structure inside the stator core
  • the primary coil and the secondary coil do not overlap in space.
  • the primary coils are evenly distributed on the half circumference of the stator core, and the secondary coils are evenly distributed on the other half circumference of the stator core.
  • the slot structure inside the stator core is numbered with 1, 2, 3, ..., N, where N is an even number, and the primary coil is numbered 1, 2, 3, ... when the primary coil is wound around the yoke of the stator core.
  • N/2 slot structure the secondary coil bypasses the slot structure numbered N/2+1,...,N when the yoke of the stator core is wound.
  • the primary coil can be back wound on the left side of the stator core with 1 to 24 slots (or 25 to 48 on the right side), that is, back wound on the first part of the slot structure; It is wound around 25-48 slots on the right side of the stator core (or 1-24 slots on the left side), that is, it is wound around the second part of the slot structure.
  • the winding modes of the primary coil and the secondary coil in the motor shown in FIG. 2 may be as shown in FIG. 5 .
  • the primary coil and the secondary coil are also coupled through the yoke of the stator core.
  • the primary coil and the secondary coil do not overlap in space, which reduces the winding difficulty of the transformer winding.
  • a transformer is formed by winding the primary coil and the secondary coil on the yoke of the stator core, which is used to step up/down the AC power output by the external power supply, and then convert the AC power output by the transformer through the MCU. Direct current to charge the power battery.
  • Integrating the transformer structure in the motor has the advantage of integration.
  • the transformer structure can share the cooling and heat dissipation system with the motor, further saving vehicle space. Therefore, compared with the solution of charging the power battery through an independent transformer, the solution of integrating the transformer in the motor provided by the embodiment of the present application can improve the current density, reduce the volume of the transformer, and save the space of the whole vehicle.
  • the motor can also be used to drive the vehicle: through the control of the MCU coupled with the motor, the stator magnetic field generated by the armature winding and the rotor magnetic field generate an interaction force, which drives the rotor to rotate and realizes the output of the motor torque, which is used for driving vehicle.
  • the embodiment of the present application also provides a charging device.
  • the charging device 600 includes a motor 601 and a motor controller 602 .
  • the motor includes a rotor, a stator, a primary coil and a secondary coil
  • the stator includes a stator core
  • the primary coil is wound around the yoke of the stator core, and the primary coil is coupled with an external power source
  • the secondary coil is wound around the yoke of the stator core
  • the winding position of the secondary coil and the primary coil bypasses different slot structures inside the stator core
  • the primary coil and the secondary coil are coupled and transformed through the stator core to boost the output voltage of the external power supply or step-down
  • the motor controller is coupled with the secondary coil and the power battery, and is used to convert the output power of the secondary coil to DC to obtain direct current, which is used to charge the power battery.
  • the motor 601 may be implemented by the motor shown in FIG. 2 .
  • the motor 601 may be a permanent magnet motor, an electric excitation motor, an asynchronous motor, a hybrid excitation motor, or the like.
  • the rotor magnetic field of the electric excitation motor, asynchronous motor and hybrid excitation motor can be adjusted, the rotor magnetic field can be reduced to zero when the transformer is working, and the magnetic field of the yoke of the stator core is no longer the synchronization of the superimposed bias of the transformer winding magnetic field.
  • the outer side of the stator iron core is provided with a plurality of slot structures, and the plurality of slot structures on the outer side of the stator iron core extend along the axial direction of the rotor for winding the primary coil and the secondary coil;
  • the slot structures correspond one-to-one with the slot structures inside the stator core.
  • the winding manner of the primary coil and the secondary coil may also refer to the related description in FIG. 2 .
  • a winding method may be: the winding position of the primary coil bypasses the odd-numbered slots (or even-numbered slots) inside the stator core, and the winding position of the secondary coil bypasses the even-numbered slots (or odd-numbered slots) inside the stator core. middle.
  • another winding method may be: the winding position of the primary coil bypasses the first part of the slot structure inside the stator core, the winding position of the secondary coil bypasses the second part of the slot structure inside the stator core, the primary coil and The secondary coils do not overlap in space.
  • the armature windings are wound around the teeth of the stator core.
  • the stator magnetic field generated by the armature windings and the rotor magnetic field generate an interaction force, which drives the rotor to rotate, thereby outputting mechanical energy for use in the motor 601. drive the vehicle.
  • the primary coil and the secondary coil can be coupled and transformed through the stator core, thereby boosting or reducing the output voltage of the external power supply.
  • the alternating current output by the secondary coil is converted into alternating current and direct current by the motor controller 602, and the obtained direct current is used to charge the power battery.
  • the motor controller 602 may be a three-phase motor controller or a six-phase motor controller, and the two cases will be introduced separately below.
  • the motor controller is a six-phase motor controller
  • the motor controller 602 is a six-phase motor controller
  • the motor controller 602 includes a three-phase upper arm and a three-phase lower arm. Then, one end of the primary coil can be coupled with the connection point of the two switches connected in series in the first phase bridge arm in the three-phase upper arm, and the other end of the secondary coil can be coupled with the second phase in the three-phase upper arm. The connection points of the two switches connected in series in the bridge arms are coupled.
  • FIG. 7 a possible schematic structural diagram of the charging device 600 may be shown in FIG. 7 .
  • the primary coil is connected to an external power supply through a wire (such as connecting to the mains through a household electric charging plug), and the secondary coil is connected to the U1 phase of the upper three bridge arms and the U2 phase of the lower three bridge arms of the six-phase motor controller.
  • the current direction in the primary coil is downward, and the current direction is downward through the step-up/step-down of the transformer and transmitted to the secondary coil.
  • the current flows to the positive electrode of the power battery through the diode of the upper half bridge arm of the U2 phase.
  • the current flows out of the negative pole of the power battery, it flows through the diode of the lower half bridge arm of the U1 phase, and then flows back to the secondary coil.
  • the current direction in the primary coil is upward, and after the step-up/step-down of the transformer, it is transmitted to the secondary coil, and the current direction is upward.
  • the current flows to the positive pole of the power battery through the diode of the upper half bridge arm of the U1 phase.
  • the current flows out of the negative pole of the power battery, it flows through the diode of the lower half bridge arm of the U2 phase, and then flows back to the secondary coil.
  • first phase bridge arm and the second phase bridge arm respectively connected to the primary coil and the primary coil are not limited to those shown in FIG. 8 , as long as the first phase bridge arm and the second phase bridge arm can be secondary It suffices that the coil provides a circuit in communication with the power battery.
  • the switches configured in the bridge arms of the motor controller 602 include but are not limited to metal-oxide-semiconductor field-effect transistors (MOSFETs), gallium nitride (gallium nitride, GaN) transistor, insulated gate bipolar transistor (insulated gate bipolar transist, IGBT), bipolar junction transistor (bipolar junction transistor, BJT).
  • MOSFETs metal-oxide-semiconductor field-effect transistors
  • gallium nitride gallium nitride, GaN
  • IGBT insulated gate bipolar transistor
  • bipolar junction transistor bipolar junction transistor
  • the switch tube configured in the bridge arm of the motor controller 602 is an IGBT, it may specifically be a wide bandgap semiconductor IGBT such as a silicon IGBT (Si IGBT) or a silicon carbide (SiC).
  • the secondary coil can be provided with a circuit that communicates with the power battery, so as to realize the rectification after boosting/decreasing, and the DC power obtained after rectification can be used for power Charging batteries.
  • the motor controller is a three-phase motor controller
  • the motor controller is a three-phase motor controller; the three-phase motor controller includes a three-phase bridge arm.
  • the three-phase motor controller also includes a low-power bridge arm. Specifically, one end of the primary coil is coupled with the connection point of the two switch tubes connected in series in the first phase bridge arm of the three-phase bridge arm, and the other end of the secondary coil is connected with the connection point of the two switch devices connected in series in the low-power bridge arm. Connection point coupling.
  • the switching device in the low-power bridge arm is a device that can be turned on or off, such as a switch tube, a diode or a capacitor. Since it is difficult for the three-phase motor controller to provide a circuit for the secondary coil to communicate with the power battery, it is necessary to add a low-power bridge arm to realize the circuit for the secondary coil to communicate with the power battery.
  • the low-power bridge arm includes a first switch tube and a second switch tube connected in series, and a possible schematic structural diagram of the charging device 600 may be shown in FIG. 9 .
  • a low-power IGBT bridge arm is added between the positive and negative poles of the DC high voltage in the motor controller 602, one end of the secondary coil is connected to one bridge arm of the three-phase IGBT, and the other end is connected to the added low-power IGBT bridge arm .
  • the low-power bridge arm includes a first diode and a second diode connected in series, and a possible schematic structural diagram of the charging device 600 may be shown in FIG. 10 .
  • two diodes are added between the positive and negative electrodes of the DC high voltage in the motor controller 602, one end of the secondary coil is connected to one of the bridge arms of the three-phase IGBT, and the other end is connected to the middle of the two diodes.
  • the low-power bridge arm includes a first capacitor and a second capacitor connected in series, and a possible schematic structural diagram of the charging device 600 may be shown in FIG. 11 .
  • two capacitors are added between the positive and negative electrodes of the DC high voltage in the motor controller 602, one end of the secondary coil is connected to one of the bridge arms of the three-phase IGBT, and the other end is connected to the middle of the two capacitors.
  • the secondary coil can be provided with a circuit that communicates with the power battery, and then the rectification after boosting/buckling can be realized.
  • the resulting direct current can be used to charge the power battery.
  • the charging device 600 shown in FIG. 6 by winding the primary coil and the secondary coil on the yoke of the stator core to form a transformer, the output voltage of the external power supply can be boosted or stepped down, and then the secondary The alternating current output by the stage coil is converted into direct current to charge the power battery.
  • the transformer structure is integrated in the motor 601, which has the advantage of integration. Compared with the solution of charging the power battery through an independent transformer, the solution provided by the embodiment of the present application can reduce the volume of the transformer and save the space of the whole vehicle.
  • the charging device 600 can also be used to drive the vehicle: under the control of the motor controller 602, the stator magnetic field and the rotor magnetic field generate an interaction force to drive the rotor to rotate, thereby outputting mechanical energy for driving the vehicle.
  • the aforementioned charging device 600 realizes the transformer function by integrating the primary coil and the secondary coil in the yoke of the motor 601 , and realizes charging the power battery by reusing the rectification function of the motor controller 602 .
  • an independent toroidal transformer can be set in the motor 601 to implement the transformer function; the power battery can be charged by reusing the rectification function of the motor controller 602 .
  • the toroidal transformer is placed in the casing of the motor 601, and is distributed coaxially and axially with the motor 601. At the same time, it shares the cooling and heat dissipation system of the motor 601, which can also achieve the effect of improving the system integration rate and saving vehicle space.
  • an embodiment of the present application further provides a powertrain.
  • the powertrain 1200 includes a speed reducer 1201 and the aforementioned charging device 600 .
  • a vehicle 1300 includes a power battery 1301 and a powertrain 1200 .
  • the arrangement positions of the power battery 1301 and the powertrain 1200 in the vehicle 1300 are only examples. In practical applications, the arrangement positions of the power battery 1301 and the powertrain 1200 are not limited to those shown in FIG. 13 . In addition, for the implementation manners and technical effects not described in detail in the powertrain 1200 and the vehicle 1300, reference may be made to the foregoing description, which will not be repeated here.

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Abstract

提供了一种电机(601)、充电装置(600)、动力总成(1200)及车辆(1300)，用以通过一个系统实现动力电池(1301)的充电和放电，提高设备利用率，节省整车空间。充电装置(600)包括电机(601)和电机控制器(602)。电机(601)包括转子、定子、初级线圈和次级线圈，定子包括定子铁芯；初级线圈缠绕于定子铁芯的轭部，初级线圈与外部电源耦合；次级线圈缠绕于定子铁芯的轭部，次级线圈与初级线圈的缠绕位置绕过定子铁芯内侧的不同的槽结构中；初级线圈、次级线圈通过定子铁芯实现耦合变压，用于对外部电源的输出电压进行升压或降压；电机控制器(602)与次级线圈和动力电池(1301)耦合，用于将次级线圈的输出电进行交流-直流变换，得到直流电，直流电用于为动力电池(1301)充电。

Description

一种电机、充电装置、动力总成及车辆 技术领域
本申请涉及新能源汽车(new energy vehicle)技术领域，尤其涉及一种电机、充电装置、动力总成及车辆。
背景技术
随着新能源领域的技术发展，新能源汽车的应用越来越普及，例如，电动车/电动汽车(electric vehicle)/混合动力汽车。
车载充电能够满足电动汽车为动力电池充电的需求。现有技术中，车辆静止时，通常使用车载充电机(on board charger，OBC)将外部电源输出的交流电转换为直流电，实现动力电池的充电；车辆运行时，再通过独立的电驱动系统将动力电池输出的电能转换为机械能，对车辆进行驱动。
当前电动汽车上的充电和电驱动架构可以如图1所示。图1所示的架构中包含有OBC和电驱动系统两个独立的系统，P和N分别代表动力电池的正极和负极。对动力电池充电时使用OBC，电驱动系统不工作；车辆运行时，电驱动系统工作，OBC不工作。
在进行电动汽车设计时，如何优化整车空间是设计重点之一。图1所示的架构中，OBC和电驱动系统分时工作，存在系统复杂、设备利用率不高的问题，造成整车空间的浪费。
发明内容
本申请实施例提供了一种电机、充电装置、动力总成及车辆，用以通过一个系统实现动力电池的充电和放电，提高设备利用率，节省整车空间。
第一方面，本申请实施例提供一种电机，该电机包括转子和定子，定子包括定子铁芯。此外，该电机还包括初级线圈和次级线圈。初级线圈缠绕于定子铁芯的轭部，初级线圈与外部电源耦合；次级线圈缠绕于定子铁芯的轭部，次级线圈与初级线圈的缠绕位置绕过定子铁芯内侧的不同的槽结构，次级线圈经由电机控制器与动力电池耦合。
采用第一方面提供的电机，通过在定子铁芯的轭部缠绕初级线圈和次级线圈形成变压器，用于将外部电源输出的交流电进行升压/降压，再通过MCU将变压器输出的交流电转换为直流电，从而为动力电池充电。在电机中集成变压器结构，具有集成化的优势。同时，该变压器结构可以与电机共用冷却散热系统，进一步节省整车空间。因此，采用第一方面提供的电机中集成变压器的方案，与通过独立的变压器为动力电池充电的方案相比，可以提高电流密度、降低变压器体积、节省整车空间。
此外，在驱动车辆时，通过与电机耦合的MCU的控制，定子磁场与转子磁场产生相互作用力，带动转子转动，实现电机转矩的输出，用于驱动车辆。
具体地，初级线圈、次级线圈可以通过定子铁芯实现耦合变压，用于对外部电源的输出电压进行升压或降压。
在一种可能的设计中，定子铁芯的外侧具有多个槽结构，定子铁芯外侧的多个槽结构沿着转子的轴向延伸，用于缠绕初级线圈和次级线圈；定子铁芯外侧的多个槽结构与定子铁芯内侧的槽结构一一对应。
采用上述方案，可以通过内侧槽和外侧槽固定变压器线圈(包括初级线圈和次级线圈)的位置。
在一种可能的设计中，电机控制器用于对初级线圈的输出电进行交流-直流变换，得到直流电，直流电用于为动力电池充电。
在一种可能的设计中，初级线圈的缠绕位置绕过定子铁芯内侧的奇数槽中，次级线圈的缠绕位置绕过定子铁芯内侧的偶数槽；或者，初级线圈的缠绕位置绕过定子铁芯内侧的偶数槽中，次级线圈的缠绕位置绕过定子铁芯内侧的奇数槽。
采用上述方案，初级线圈和次级线圈均匀分布于定子铁芯360°圆周上，初级线圈和次级线圈通过定子铁芯的轭部耦合，耦合作用强。当电机驱动车辆运行时，定子铁芯轭部的磁场与铰链到变压器绕组上产生的磁通可互相抵消，从而避免电机运行时变压器绕组感应出电压。
在另一种可能的设计中，初级线圈的缠绕位置绕过定子铁芯内侧的第一部分槽结构，次级线圈的缠绕位置绕过定子铁芯内侧的第二部分槽结构，初级线圈和次级线圈在空间上没有交叠。
采用上述方案，初级线圈和次级线圈同样通过定子铁芯的轭部耦合。此外，初级线圈和次级线圈在空间上没有交叠，降低了变压器绕组的绕线难度。
此外，电机中的定子还可以包括缠绕于定子铁芯的齿部的电枢绕组。
采用上述方案，通过在电枢绕组中通入交流电，可以产生定子磁场，定子磁场与转子磁场产生相互作用力，可以带动转子转动，实现电机转矩的输出。
在一种可能的设计中，转子包括转子铁芯和永磁体。
采用上述方案，永磁体产生的转子磁场与定子磁场产生相互作用力，可以带动转子转动，实现电机转矩的输出。
第二方面本申请实施例提供一种充电装置，该充电装置包括电机和电机控制器。
具体地，电机包括转子、定子、初级线圈和次级线圈，定子包括定子铁芯；初级线圈缠绕于定子铁芯的轭部，初级线圈与外部电源耦合；次级线圈缠绕于定子铁芯的轭部，次级线圈与初级线圈的缠绕位置绕过定子铁芯内侧的不同的槽结构中；初级线圈、次级线圈通过定子铁芯实现耦合变压，用于对外部电源的输出电压进行升压或降压；电机控制器与次级线圈和动力电池耦合，用于将次级线圈的输出电进行交流-直流变换，得到直流电，直流电用于为动力电池充电。
其中，电机可以为永磁电机、电励磁电机、异步电机和混合励磁电机中的一种。
采用上述方案，通过在定子铁芯的轭部缠绕初级线圈和次级线圈，可以使得初级线圈和次级线圈通过定子铁芯实现耦合变压，从而对外部电源的输出电压进行升压或降压。次级线圈输出的交流电通过电机控制器进行交流-直流变换，得到的直流电用于为动力电池充电。
此外，在驱动车辆时，通过电机控制器的控制，定子磁场与转子磁场产生相互作用力，带动转子转动，从而输出机械能，用于驱动车辆。
在一种可能的设计中，定子铁芯的外侧设有多个槽结构，定子铁芯外侧的多个槽结构沿着转子的轴向延伸，用于缠绕初级线圈和次级线圈；定子铁芯外侧的多个槽结构与定子铁芯内侧的槽结构一一对应。
采用上述方案，可以通过内侧槽和外侧槽固定变压器线圈(包括初级线圈和次级线圈) 的位置。
在一种可能的设计中，初级线圈的缠绕位置绕过定子铁芯内侧的奇数槽中，次级线圈的缠绕位置绕过定子铁芯内侧的偶数槽；或者，初级线圈的缠绕位置绕过定子铁芯内侧的偶数槽中，次级线圈的缠绕位置绕过定子铁芯内侧的奇数槽。
采用上述方案，初级线圈和次级线圈均匀分布于定子铁芯360°圆周上，初级线圈和次级线圈通过定子铁芯的轭部耦合，耦合作用强。当电机驱动车辆运行时，定子铁芯轭部的磁场与铰链到变压器绕组上产生的磁通可互相抵消，从而避免电机运行时变压器绕组感应出电压。
在另一种可能的设计中，初级线圈的缠绕位置绕过定子铁芯内侧的第一部分槽结构，次级线圈的缠绕位置绕过定子铁芯内侧的第二部分槽结构，初级线圈和次级线圈在空间上没有交叠。
采用上述方案，初级线圈和次级线圈同样通过定子铁芯的轭部耦合。此外，初级线圈和次级线圈在空间上没有交叠，降低了变压器绕组的绕线难度。
此外，电机中的定子还可以包括缠绕于定子铁芯的齿部的电枢绕组。
采用上述方案，通过在电枢绕组中通入交流电，可以产生定子磁场，定子磁场与转子磁场产生相互作用力，可以带动转子转动，实现电机转矩的输出。
在一种可能的设计中，转子包括转子铁芯和永磁体。
采用上述方案，永磁体产生的转子磁场与定子磁场产生相互作用力，可以带动转子转动，实现电机转矩的输出。
在一种可能的设计中，电机控制器可以为六相电机控制器；六相电机控制器包含三相上桥臂和三相下桥臂。
进一步地，初级线圈的一端与三相上桥臂中的第一相桥臂中串联的两个开关管的连接点耦合，次级线圈的另一端与三相上桥臂中的第二相桥臂中串联的两个开关管的连接点耦合。
采用上述方案，通过复用六相电机控制器的两路桥臂，可以为次级线圈提供与动力电池连通的回路，进而实现升压/降压后的整流，整流后得到的直流电可用于为动力电池充电。
在一种可能的设计中，电机控制器可以为三相电机控制器；三相电机控制器包含三相桥臂和小功率桥臂。
进一步地，初级线圈的一端与三相桥臂中的第一相桥臂中串联的两个开关管的连接点耦合，次级线圈的另一端与小功率桥臂中串联的两个开关器件的连接点耦合。
采用上述方案，通过复用三相电机控制器的一路桥臂以及增设的小功率桥臂，可以为次级线圈提供与动力电池连通的回路，进而实现升压/降压后的整流，整流后得到的直流电可用于为动力电池充电。
具体地，小功率桥臂可以包括串联的第一开关管和第二开关管；或者，小功率桥臂可以包括串联的第一二极管和第二二极管；或者，小功率桥臂可以包括串联的第一电容和第二电容。
第三方面，本申请实施例提供一种动力总成，动力总成包括：减速器以及上述第二方面及其任一种可能的设计中所提供的充电装置。
第四方面，本申请实施例还提供一种车辆，包括动力电池以及上述第三方面提供的动力总成。
另外，应理解，第三方面～第四方面及其任一种可能设计方式所带来的技术效果可参见第一方面～第二方面中不同设计方式所带来的技术效果，此处不再赘述。
附图说明
图1为现有技术提供的一种电动汽车上的充电和电驱动架构的示意图；
图2为本申请实施例提供的一种电机的结构示意图；
图3为本申请实施例提供的一种变压器线圈和电枢绕组的缠绕方式的示意图；
图4为本申请实施例提供的一种初级线圈和次级线圈的缠绕方式的示意图；
图5为本申请实施例提供的另一种初级线圈和次级线圈的缠绕方式的示意图；
图6为本申请实施例提供的第一种充电装置的结构示意图；
图7为本申请实施例提供的第二种充电装置的结构示意图；
图8为本申请实施例提供的第三种充电装置的结构示意图；
图9为本申请实施例提供的第四种充电装置的结构示意图；
图10为本申请实施例提供的第五种充电装置的结构示意图；
图11为本申请实施例提供的第六种充电装置的结构示意图；
图12为本申请实施例提供的一种动力总成的结构示意图；
图13为本申请实施例提供的一种车辆的结构示意图。
具体实施方式
下面，首先对本申请实施例的应用场景进行介绍。
本申请实施例可应用于图2所示的电机中。如图2所示，该电机包括转子和定子。
其中，转子位于定子的内侧，转子与定子同轴。转子包括转子铁芯和永磁体；定子包括定子铁芯和电枢绕组(图2中未示出)，电枢绕组也可以称为定子绕组。具体地，定子铁芯分为轭部和齿部(也可以称为定子齿)，定子铁芯内侧朝向转子方向的凸起称为齿部，齿部之间形成槽结构(本申请实施例中可以简称为内侧槽)，槽底与定子铁芯的外表面之间的部分称为轭部，即定子铁芯中除去齿部之外的部分可以称为轭部。定子铁芯的齿部用于缠绕电枢绕组。
此外，本申请实施例中，与现有技术不同的是，定子铁芯的外侧还具有槽结构(本申请实施例中可以简称为外侧槽)。外侧槽沿着转子的轴向(即定子铁芯的轴向)延伸，用于缠绕变压器线圈，变压器线圈包括初级线圈和次级线圈。
示例性地，本申请实施例中，变压器线圈和电枢绕组的缠绕方式可以如图3所示。从图3可以看出，在定子铁芯的齿部缠绕有电枢绕组，此外，在定子铁芯的轭部缠绕有变压器线圈，变压器线圈绕过定子铁芯的内侧槽和外侧槽，通过内侧槽和外侧槽固定位置。
图2所示的电机与电机控制器(motor control unit，MCU)耦合。车辆静止时，通过变压器线圈对外部电源进行升压/降压，次级线圈输出的交流电通过MCU进行交流-直流变换，得到的直流电用于为动力电池充电。车辆运行时，MCU将动力电池输出的直流电转换为交流电，交流电通入电枢绕组中产生旋转的定子磁场，定子磁场与转子磁场产生相互作用力，带动转子转动，从而输出机械能。
需要说明的是，图2中仅以定子铁芯具有48个齿部为例进行示意，实际应用中，齿 部的数量可以为其他值，本申请实施例对此不做具体限定。
同样需要说明的是，图2中以永磁电机为例进行示意，实际应用中，电机也可以为其他类型，例如电励磁电机、异步电机或混合励磁电机，本申请实施例中对电机的类型和励磁方式不做具体限定，只要电机中定子铁芯的轭部能够用于缠绕初级线圈和次级线圈即可。
下面将结合附图对本申请实施例作进一步地详细描述。
需要说明的是，本申请实施例中，多个是指两个或两个以上。另外，在本申请的描述中，“第一”、“第二”等词汇，仅用于区分描述的目的，而不能理解为指示或暗示相对重要性，也不能理解为指示或暗示顺序。
本申请实施例提供一种电机，如图2所示，该电机包括转子和定子，定子包括定子铁芯。此外，该电机还包括初级线圈和次级线圈。
其中，初级线圈也可以称为原边线圈或原边绕组；次级线圈也可以称为副边线圈或副边绕组；初级线圈和次级线圈可以统称为变压器线圈或变压器绕组。初级线圈缠绕于定子铁芯的轭部，初级线圈与外部电源耦合；次级线圈缠绕于定子铁芯的轭部，次级线圈与初级线圈的缠绕位置绕过定子铁芯内侧的不同的槽结构，次级线圈经由电机控制器与动力电池耦合。
次级线圈与初级线圈的缠绕位置绕过定子铁芯内侧的不同的槽结构，可以这样理解：假设定子铁芯内侧的槽结构分别用1～12编号。那么，在一种可能的示例中，初级线圈在定子铁芯的轭部缠绕时绕过其中编号为1、3、5、7、9、11的槽结构，次级线圈在定子铁芯的轭部缠绕时绕过其中编号为2、4、6、8、10、12的槽结构。在另一种可能的示例中，初级线圈在定子铁芯的轭部缠绕时绕过其中编号为1、3、6、7、8、11的槽结构，次级线圈在定子铁芯的轭部缠绕时绕过其中编号为2、4、5、9、10、12的槽结构。也就是说，初级线圈在定子铁芯的轭部缠绕时绕过的槽结构的编号，与次级线圈在定子铁芯的轭部缠绕时绕过的槽结构的编号没有交集。
通过在定子铁芯的轭部缠绕初级线圈和次级线圈，可以使得初级线圈、次级线圈通过定子铁芯实现耦合变压，从而对外部电源的输出电压进行升压或降压。次级线圈输出的交流电可以通过与电机耦合的MCU进行交流-直流变换，得到的直流电可以用于为动力电池充电。
初级线圈和次级线圈形成的变压器，其变压比可以通过动力电池的电压范围确定，并通过调节初级线圈和次级线圈的匝数比实现。比如，如果动力电池的电压高于市电220V，即可设计变压器绕组为一定的升压比；如果动力电池的电压低于市电220V，即可设计变压器绕组为一定的降压比。
此外，如图2所示，定子铁芯的外侧具有多个槽结构，定子铁芯外侧的多个槽结构沿着转子的轴向延伸，用于缠绕初级线圈和次级线圈；定子铁芯外侧的多个槽结构与定子铁芯内侧的槽结构一一对应。
具体地，本申请实施例中，初级线圈和次级线圈的缠绕方式可以有多种，下面列举其中的两种方式。
方式一
初级线圈的缠绕位置绕过定子铁芯内侧的奇数槽中，次级线圈的缠绕位置绕过定子铁芯内侧的偶数槽中；或者，初级线圈的缠绕位置绕过定子铁芯内侧的偶数槽中，次级线圈 的缠绕位置绕过定子铁芯内侧的奇数槽中。
也就是说，在定子铁芯内侧的多个槽结构中，初级线圈和次级线圈交替绕过不同的槽结构。比如，假设定子铁芯内侧的槽结构用1、2、3、……、N编号，N为偶数。那么，在一种可能的示例中，初级线圈在定子铁芯的轭部缠绕时绕过其中编号为1、3、5、……、N-1的槽结构，次级线圈在定子铁芯的轭部缠绕时绕过其中编号为2、4、6、……、N的槽结构。在另一种可能的示例中，初级线圈在定子铁芯的轭部缠绕时绕过其中编号为2、4、6、……、N的槽结构，次级线圈在定子铁芯的轭部缠绕时绕过其中编号为1、3、5、……、N-1的槽结构。
方式一中，图2所示的电机中初级线圈和次级线圈的缠绕方式可以如图4所示。
从图4可以看出，采用方式一时，相邻的两个外侧槽(或内侧槽)中缠绕的线圈不同。即相邻的两个外侧槽(或内侧槽)中，一个用于缠绕初级线圈，另一个用于缠绕次级线圈。
采用方式一，初级线圈和次级线圈均匀分布于定子铁芯360°圆周上，初级线圈和次级线圈通过定子铁芯的轭部耦合，耦合作用强。当电机驱动车辆运行时，定子铁芯轭部的磁场与铰链到变压器绕组上产生的磁通可互相抵消，从而避免电机运行时变压器绕组感应出电压。
方式二
初级线圈的缠绕位置绕过定子铁芯内侧的第一部分槽结构，次级线圈的缠绕位置绕过定子铁芯内侧的第二部分槽结构，初级线圈和次级线圈在空间上没有交叠。
也就是说，在定子铁芯内侧的多个槽结构中，初级线圈均匀分布在定子铁芯的半圆周上，次级线圈均匀分布在定子铁芯的另一半圆周上。比如，定子铁芯内侧的槽结构用1、2、3、……、N编号，N为偶数，初级线圈在定子铁芯的轭部缠绕时绕过其中编号为1、2、3、……、N/2的槽结构，次级线圈在定子铁芯的轭部缠绕时绕过其中编号为N/2+1、……、N的槽结构。以48槽定子铁芯的电机为例，初级线圈可以背绕于定子铁芯左侧1～24槽(或右侧25～48槽)，即背绕于第一部分槽结构；次级线圈可以背绕于定子铁芯右侧25～48槽(或左侧1～24槽)，即背绕于第二部分槽结构。
方式二中，图2所示的电机中初级线圈和次级线圈的缠绕方式可以如图5所示。
在方式二中，初级线圈和次级线圈同样通过定子铁芯的轭部耦合。此外，与方式一相比，初级线圈和次级线圈在空间上没有交叠，降低了变压器绕组的绕线难度。
采用图2所示的电机，通过在定子铁芯的轭部缠绕初级线圈和次级线圈形成变压器，用于将外部电源输出的交流电进行升压/降压，再通过MCU将变压器输出的交流电转换为直流电，从而为动力电池充电。在电机中集成变压器结构，具有集成化的优势。同时，该变压器结构可以与电机共用冷却散热系统，进一步节省整车空间。因此，采用本申请实施例提供的电机中集成变压器的方案，与通过独立的变压器为动力电池充电的方案相比，可以提高电流密度、降低变压器体积、节省整车空间。
此外，通过该电机还可以实现车辆的驱动：通过与电机耦合的MCU的控制，电枢绕组产生的定子磁场与转子磁场产生相互作用力，带动转子转动，实现电机转矩的输出，用于驱动车辆。
本申请实施例还提供一种充电装置。参见图6，该充电装置600包括电机601和电机控制器602。
具体地，电机包括转子、定子、初级线圈和次级线圈，定子包括定子铁芯；初级线圈缠绕于定子铁芯的轭部，初级线圈与外部电源耦合；次级线圈缠绕于定子铁芯的轭部，次级线圈与初级线圈的缠绕位置绕过定子铁芯内侧的不同的槽结构中；初级线圈、次级线圈通过定子铁芯实现耦合变压，用于对外部电源的输出电压进行升压或降压；电机控制器与次级线圈和动力电池耦合，用于将次级线圈的输出电进行交流-直流变换，得到直流电，该直流电用于为动力电池充电。
其中，电机601可以通过图2所示的电机实现。电机601可以为永磁电机、电励磁电机、异步电机或混合励磁电机等。与永磁电机相比，电励磁电机、异步电机和混合励磁电机的转子磁场可调节，变压器工作时转子磁场可以降低到零，定子铁芯轭部磁场不再是变压器绕组磁场叠加偏置的同步转子磁场，而是只有变压器绕组磁场，磁场的饱和程度较低，因而可以将变压器设计得更为集成，降低变压器的体积。
电机601中，定子铁芯的外侧设有多个槽结构，定子铁芯外侧的多个槽结构沿着转子的轴向延伸，用于缠绕初级线圈和次级线圈；定子铁芯外侧的多个槽结构与定子铁芯内侧的槽结构一一对应。
电机601中，初级线圈和次级线圈的缠绕方式也可以参照图2中的相关描述。
比如，一种缠绕方式可以是：初级线圈的缠绕位置绕过定子铁芯内侧的奇数槽(或偶数槽)中，次级线圈的缠绕位置绕过定子铁芯内侧的偶数槽(或奇数槽)中。
再比如，另一种缠绕方式可以是：初级线圈的缠绕位置绕过定子铁芯内侧的第一部分槽结构，次级线圈的缠绕位置绕过定子铁芯内侧的第二部分槽结构，初级线圈和次级线圈在空间上没有交叠。
电机601的具体结构和功能可以参见图2所示的电机中的相关描述，此处不再赘述。
电机601中，电枢绕组缠绕于定子铁芯的齿部，通过电机控制器602的控制，电枢绕组所产生的定子磁场与转子磁场产生相互作用力，带动转子转动，从而输出机械能，用于驱动车辆。通过在定子铁芯的轭部缠绕初级线圈和次级线圈，可以使得初级线圈和次级线圈通过定子铁芯实现耦合变压，从而对外部电源的输出电压进行升压或降压。次级线圈输出的交流电通过电机控制器602进行交流-直流变换，得到的直流电用于为动力电池充电。
下面，对充电装置600中的电机控制器602的具体结构进行介绍。
具体地，电机控制器602可以为三相电机控制器，也可以为六相电机控制器，下面分别对这两种情况进行介绍。
一、电机控制器为六相电机控制器
若电机控制器602为六相电机控制器，则电机控制器602包含三相上桥臂和三相下桥臂。那么，初级线圈的一端可以与三相上桥臂中的第一相桥臂中串联的两个开关管的连接点耦合，次级线圈的另一端可以与三相上桥臂中的第二相桥臂中串联的两个开关管的连接点耦合。
具体地，充电装置600的一种可能的结构示意图可以如图7所示。初级线圈通过导线外接外部电源(比如通过家用电充电插头接入市电)，次级线圈接六相电机控制器的上三桥臂的U1相和下三桥臂的U2相。
如图8中的a示例所示，当外部电源输入的交流电为上半周期时，初级线圈内电流方向向下，经过变压器的升压/降压，传递到次级线圈，电流方向向下。之后，电流经过U2相的上半桥臂的二极管流向动力电池正极。电流流出动力电池负极后，流经U1相的下半 桥臂的二极管，之后回流到次级线圈。
如图8中的b示例所示，当外部电源输入的交流电为下半周期时，初级线圈内电流方向向上，经过变压器的升压/降压，传递到次级线圈，电流方向向上。之后，电流经过U1相的上半桥臂的二极管流向动力电池正极。电流流出动力电池负极后，流经U2相的下半桥臂的二极管，之后回流到次级线圈。
需要说明的是，分别与初级线圈和初级线圈连接的第一相桥臂和第二相桥臂并不限于图8中所示，只要第一相桥臂和第二相桥臂能够为次级线圈提供与动力电池连通的回路即可。
此外，本申请实施例中，电机控制器602的桥臂中所配置的开关管包括但不限于金属-氧化物半导体场效应晶体管(metal-oxide-semiconductor field-effect transistor，MOSFET)、氮化镓(gallium nitride，GaN)晶体管、绝缘栅双极型晶体管(insulated gate bipolar transist，IGBT)、双极结型晶体管(bipolar junction transistor，BJT)。若电机控制器602的桥臂中配置的开关管为IGBT，具体可以为硅IGBT(Si IGBT)或者碳化硅(SiC)等宽禁带半导体IGBT。
采用上述方案，通过复用六相电机控制器的两路桥臂，可以为次级线圈提供与动力电池连通的回路，进而实现升压/降压后的整流，整流后得到的直流电可用于为动力电池充电。
二、电机控制器为三相电机控制器
若电机控制器为三相电机控制器；则三相电机控制器包含三相桥臂。此外，与现有技术不同的是，本申请实施例中，三相电机控制器中还包括小功率桥臂。具体地，初级线圈的一端与三相桥臂中的第一相桥臂中串联的两个开关管的连接点耦合，次级线圈的另一端与小功率桥臂中串联的两个开关器件的连接点耦合。
其中，小功率桥臂中的开关器件为可以导通或关断的器件，例如开关管、二极管或电容。由于三相电机控制器难以为次级线圈提供与动力电池连通的回路，因而需要增设小功率桥臂，以实现次级线圈与动力电池连通的回路。
在一种可能的示例中，小功率桥臂包括串联的第一开关管和第二开关管，充电装置600的一种可能的结构示意图可以如图9所示。
也就是说，在电机控制器602内直流高压正负极之间增加一路小功率IGBT桥臂，次级线圈的一端连接三相IGBT的其中一个桥臂，另一端连接增加的小功率IGBT桥臂。
在另一种可能的示例中，小功率桥臂包括串联的第一二极管和第二二极管，充电装置600的一种可能的结构示意图可以如图10所示。
也就是说，在电机控制器602内直流高压正负极之间增加两个二极管，次级线圈的一端连接三相IGBT的其中一个桥臂，另一端连接在两个二极管的中间。
在又一种可能的示例中，小功率桥臂包括串联的第一电容和第二电容，充电装置600的一种可能的结构示意图可以如图11所示。
也就是说，在电机控制器602内直流高压正负极之间增加两个电容，次级线圈的一端连接三相IGBT的其中一个桥臂，另一端连接在两个电容的中间。
对于图9、图10和图11的示例，为动力电池进行充电的过程与图8类似，此处不再赘述。
采用上述方案，通过复用三相电机控制器的一路桥臂以及增设的小功率桥臂，可以为次级线圈提供与动力电池连通的回路，进而实现升压/降压后的整流，整流后得到的直流电 可用于为动力电池充电。
采用图6所示的充电装置600，通过在定子铁芯的轭部缠绕初级线圈和次级线圈形成变压器，可以对外部电源的输出电压进行升压或降压，再通过电机控制器602将次级线圈输出的交流电转换为直流电，从而为动力电池充电。在电机601中集成变压器结构，具有集成化的优势，与通过独立的变压器为动力电池充电的方案相比，采用本申请实施例提供的方案可以降低变压器体积、节省整车空间。
此外，采用充电装置600还可以实现对车辆的驱动：在电机控制器602的控制下，定子磁场与转子磁场产生相互作用力，带动转子转动，从而输出机械能，用于驱动车辆。
前述充电装置600是以电机601的轭部集成初级线圈和次级线圈来实现变压器功能，并通过复用电机控制器602的整流功能实现为动力电池充电。在另一种设计中，可以在电机601内设置独立的环形变压器，实现变压器功能；通过复用电机控制器602的整流功能实现为动力电池充电。该环形变压器放置于电机601的机壳内，与电机601同轴轴向分布，同时共用电机601的冷却散热系统，也可以达到提高系统集成率、节省整车空间的效果。
此外，本申请实施例还提供一种动力总成，如图12所示，动力总成1200包括减速器1201以前述充电装置600。
进一步地，本申请实施例还提供一种车辆。如图13所示，车辆1300包括动力电池1301以及动力总成1200。
需要说明的是，车辆1300中，动力电池1301和动力总成1200的布置位置仅为示例，实际应用中，动力电池1301和动力总成1200的布置位置不限于图13所示的方式。此外，动力总成1200和车辆1300中未详尽描述的实现方式和技术效果可参见前面的描述，此处不再赘述。
显然，本领域的技术人员可以对本申请实施例进行各种改动和变型而不脱离本申请实施例的范围。这样，倘若本申请实施例的这些修改和变型属于本申请权利要求及其等同技术的范围之内，则本申请也意图包含这些改动和变型在内。

Claims (20)

  1. 一种电机，其特征在于，包括转子和定子，所述定子包括定子铁芯；所述电机还包括：
    初级线圈，所述初级线圈缠绕于所述定子铁芯的轭部，所述初级线圈与外部电源耦合；
    次级线圈，所述次级线圈缠绕于所述定子铁芯的轭部，所述次级线圈与所述初级线圈的缠绕位置绕过所述定子铁芯内侧的不同的槽结构，所述次级线圈经由电机控制器与动力电池耦合。
  2. 如权利要求1所述的电机，其特征在于，所述初级线圈、所述次级线圈通过所述定子铁芯实现耦合变压，用于对所述外部电源的输出电压进行升压或降压。
  3. 如权利要求1或2所述的电机，其特征在于，所述定子铁芯的外侧具有多个槽结构，所述定子铁芯外侧的多个槽结构沿着所述转子的轴向延伸，用于缠绕所述初级线圈和所述次级线圈；所述定子铁芯外侧的多个槽结构与所述定子铁芯内侧的槽结构一一对应。
  4. 如权利要求1～3任一项所述的电机，其特征在于，所述电机控制器用于对所述初级线圈的输出电进行交流-直流变换，得到直流电，所述直流电用于为所述动力电池充电。
  5. 如权利要求1～4任一项所述的电机，其特征在于，所述初级线圈的缠绕位置绕过所述定子铁芯内侧的奇数槽中，所述次级线圈的缠绕位置绕过所述定子铁芯内侧的偶数槽；或者，
    所述初级线圈的缠绕位置绕过所述定子铁芯内侧的偶数槽中，所述次级线圈的缠绕位置绕过所述定子铁芯内侧的奇数槽。
  6. 如权利要求1～4任一项所述的电机，其特征在于，所述初级线圈的缠绕位置绕过所述定子铁芯内侧的第一部分槽结构，所述次级线圈的缠绕位置绕过所述定子铁芯内侧的第二部分槽结构，所述初级线圈和所述次级线圈在空间上没有交叠。
  7. 如权利要求1～6任一项所述的电机，其特征在于，所述定子还包括：
    缠绕于所述定子铁芯的齿部的电枢绕组。
  8. 如权利要求1～7任一项所述的电机，其特征在于，所述转子包括转子铁芯和永磁体。
  9. 一种充电装置，其特征在于，包括：
    电机，所述电机包括转子、定子、初级线圈和次级线圈，所述定子包括定子铁芯；所述初级线圈缠绕于所述定子铁芯的轭部，所述初级线圈与外部电源耦合；所述次级线圈缠绕于所述定子铁芯的轭部，所述次级线圈与所述初级线圈的缠绕位置绕过所述定子铁芯内侧的不同的槽结构中；所述初级线圈、所述次级线圈通过所述定子铁芯实现耦合变压，用于对所述外部电源的输出电压进行升压或降压；
    电机控制器，与所述次级线圈和动力电池耦合，用于将所述次级线圈的输出电进行交流-直流变换，得到直流电，所述直流电用于为所述动力电池充电。
  10. 如权利要求9所述的充电装置，其特征在于，所述定子铁芯的外侧设有多个槽结构，所述定子铁芯外侧的多个槽结构沿着所述转子的轴向延伸，用于缠绕所述初级线圈和所述次级线圈；所述定子铁芯外侧的多个槽结构与所述定子铁芯内侧的槽结构一一对应。
  11. 如权利要求9或10所述的充电装置，其特征在于，所述初级线圈的缠绕位置绕过所述定子铁芯内侧的奇数槽中，所述次级线圈的缠绕位置绕过所述定子铁芯内侧的偶数槽中；或者，
    所述初级线圈的缠绕位置绕过所述定子铁芯内侧的偶数槽中，所述次级线圈的缠绕位置绕过所述定子铁芯内侧的奇数槽中。
  12. 如权利要求9或10所述的充电装置，其特征在于，所述初级线圈的缠绕位置绕过所述定子铁芯内侧的第一部分槽结构，所述次级线圈的缠绕位置绕过所述定子铁芯内侧的第二部分槽结构，所述初级线圈和所述次级线圈在空间上没有交叠。
  13. 如权利要求9～12任一项所述的充电装置，其特征在于，所述电机控制器为六相电机控制器；所述六相电机控制器包含三相上桥臂和三相下桥臂。
  14. 如权利要求13所述的充电装置，其特征在于，所述初级线圈的一端与所述三相上桥臂中的第一相桥臂中串联的两个开关管的连接点耦合，所述次级线圈的另一端与所述三相上桥臂中的第二相桥臂中串联的两个开关管的连接点耦合。
  15. 如权利要求9～12任一项所述的充电装置，其特征在于，所述电机控制器为三相电机控制器；所述三相电机控制器包含三相桥臂和小功率桥臂。
  16. 如权利要求15所述的充电装置，其特征在于，所述初级线圈的一端与所述三相桥臂中的第一相桥臂中串联的两个开关管的连接点耦合，所述次级线圈的另一端与所述小功率桥臂中串联的两个开关器件的连接点耦合。
  17. 如权利要求15或16所述的充电装置，其特征在于，所述小功率桥臂包括串联的第一开关管和第二开关管；或者，
    所述小功率桥臂包括串联的第一二极管和第二二极管；或者，
    所述小功率桥臂包括串联的第一电容和第二电容。
  18. 如权利要求9～17任一项所述的充电装置，其特征在于，所述电机为永磁电机、电励磁电机、异步电机和混合励磁电机中的一种。
  19. 一种动力总成，其特征在于，包括：减速器以及如权利要求9～18任一项所述的充 电装置。
  20. 一种车辆，其特征在于，包括动力电池以及如权利要求19所述的动力总成。
PCT/CN2021/078337 2021-02-27 2021-02-27 一种电机、充电装置、动力总成及车辆 WO2022178892A1 (zh)

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