Vehicle-mounted power supply device with multi-chip architecture, power assembly and electric vehicle

Abstract

The invention discloses a vehicle-mounted power supply device with a multi-chip architecture, a power assembly and an electric vehicle, and relates to the technical field of new energy automobiles. The vehicle-mounted power supply device comprises a power factor correction circuit, a power conversion circuit, an alternating current control chip and a direct current control chip. Wherein the alternating current control chip is used for controlling the power factor correction circuit to convert alternating current output by the alternating current power supply into direct current. The direct current control chip is used for controlling the power conversion circuit to carry out power conversion on the direct current output by the power factor correction circuit so as to charge a power battery of the electric vehicle. And the direct current control chip is also used for monitoring the operation of the alternating current control chip and controlling the power factor correction circuit and the power conversion circuit to be switched off when the alternating current control chip operates abnormally. According to the vehicle-mounted power supply device, the design of monitoring, resetting and turn-off architecture among multiple chips is added, and the usability and safety of the vehicle-mounted power supply device are improved.

Description

Technical Field

[0001] The present application relates to the field of electric vehicles, and more specifically, to an on-vehicle power supply device, a powertrain, and an electric vehicle with a multi-chip architecture. Background Art

[0002] The highest functional safety requirement level of an on-board charger (OBC) is ASIL B (automotive safety integrity level B), including safety objectives on the AC side and the DC side. To achieve the safety requirements of the on-board charger, at least a microprocessor (electronic control unit, ECU) with ASIL A to ASIL B levels is required to cooperate with software and hardware to implement the system functional safety solution.

[0003] In the functional safety architecture of a conventional on-board charger, the power factor correction circuit and the power conversion circuit are controlled by one chip. This chip needs to monitor the AC side voltage of the power factor correction circuit and the DC side voltage of the power conversion circuit simultaneously. If a fault violates the safety objective, it will be turned off. This chip monitors the power factor correction circuit and the power conversion circuit simultaneously and samples analog signals such as voltage. When the chip runs abnormally, it can only turn off the power factor correction circuit and the power conversion circuit simultaneously, resulting in low system availability.

[0004] Therefore, how to improve the availability of the on-board charger monitoring and shutdown is a problem that needs to be solved. Summary of the Invention

[0005] The present application provides an on-vehicle power supply device, a powertrain, and an electric vehicle with a multi-chip architecture. By using two chips to control the power factor correction circuit and the power conversion circuit respectively, and adding the design of the monitoring, reset, and shutdown architecture between the multi-chips, after abnormal conditions are monitored between the chips, control can be performed, which can improve the availability and safety of the on-vehicle power supply device.

[0006] In a first aspect, the present application provides an on-vehicle power supply device with a multi-chip architecture. The on-vehicle power supply device includes a power factor correction circuit, a power conversion circuit, an AC control chip, and a DC control chip. Among them, the AC control chip is used to control the power factor correction circuit to convert the alternating current output by the AC power supply into direct current. The DC control chip is used to control the power conversion circuit to perform power conversion on the direct current output by the power factor correction circuit to charge the power battery of the electric vehicle. The DC control chip is also used to monitor the operation of the AC control chip and control the power factor correction circuit and the power conversion circuit to turn off when the AC control chip runs abnormally.

[0007] The on-vehicle power supply device includes a power factor correction circuit (PFC) and a power conversion circuit (DC / DC). One end of the power factor correction circuit is used to connect to an AC power supply or an AC load, and the other end of the power factor correction circuit is used to connect to the power conversion circuit. The power factor correction circuit is used to convert the alternating current input from the AC power supply into direct current to charge the power battery, or convert the direct current input from the power battery into alternating current and supply power to the AC load. One end of the power conversion circuit is used to connect to the power factor correction circuit, and the other end of the power conversion circuit is used to connect to the power battery. The power conversion circuit is used to perform power conversion on the direct current output by the power factor correction circuit to charge the power battery, or perform power conversion on the direct current output by the power battery to supply power to the AC load.

[0008] The on-vehicle power supply device further includes an AC control chip and a DC control chip. The AC control chip is used to control the power factor correction circuit, and the DC control chip is used to control the power conversion circuit. The two chips respectively control the power factor correction circuit and the power conversion circuit. The AC control chip and the DC control chip can work independently, and control the power factor correction circuit and the power conversion circuit respectively. At the same time, the DC control chip monitors the operation of the AC control chip. When the AC control chip operates abnormally, the DC control chip controls the power factor correction circuit and the power conversion circuit to turn off. When the AC control chip operates abnormally, in addition to controlling the power factor correction circuit to turn off, it is also necessary to control the power conversion circuit to turn off together. The turn-off of the power factor correction circuit will cause the input voltage of the subsequent power conversion circuit to drop rapidly, and the sudden change of the input voltage will cause a surge in the internal loop current of the power conversion circuit. To avoid damage to the power devices, it is necessary to turn off the power conversion circuit at the same time.

[0009] According to the solution of the present application, by setting two chips to respectively control the power factor correction circuit and the power conversion circuit, and adding a monitoring mechanism between the two chips, when the AC control chip operates abnormally, the DC control chip controls the power factor correction circuit and the power conversion circuit to turn off, improving the safety and usability of the on-vehicle power supply device.

[0010] Combined with the first aspect, in some implementation manners of the first aspect, the DC control chip is further used to control the AC control chip to reset when the AC control chip operates abnormally.

[0011] When the AC control chip experiences an abnormal operation, such as program freeze, communication failure, or output anomaly, a reset is required to restore normalcy. Hardware resets include power-off restart, reset pin triggering, or watchdog timer. Software resets are achieved by sending specific instructions or re-initializing registers. When the AC control chip malfunctions, the DC control chip monitors the abnormal operation of the AC control chip. After shutting down the power factor correction circuit and the power conversion circuit, it sends a reset instruction to the DC control chip, which is used to indicate the DC control chip to perform a reset. During the reset process, it is necessary to avoid disconnecting the load or entering the safe mode. After the reset, the in-vehicle power supply device also conducts self-check and recovery procedures to ensure that the system can operate normally again without damaging other components.

[0012] According to the solution of this application, by setting two chips to control the power factor correction circuit and the power conversion circuit respectively, and adding a monitoring and reset mechanism between the two chips, when the AC control chip malfunctions, the DC control chip attempts to control the AC control chip to perform a reset, which can restore the normal operation of the in-vehicle power supply device and improve the availability of the system.

[0013] In combination with the first aspect, in some implementation manners of the first aspect, when the power factor correction circuit malfunctions, the AC control chip is used to control the power factor correction circuit to shut down. When the power conversion circuit malfunctions, the DC control chip is used to control the power conversion circuit to shut down.

[0014] The power factor correction circuit is used to improve the power factor, reduce harmonics, ensure that the input current is in phase with the voltage, thereby improving energy efficiency and meeting system requirements. Malfunctions in the power factor correction circuit may cause distortion of the input current, increase harmonics, and may even damage components. Therefore, when the power factor correction circuit malfunctions, the AC control chip is used to control the power factor correction circuit to shut down, and the AC control chip controls each switching tube device in the power factor correction circuit.

[0015] The power conversion circuit is used to perform voltage conversion on the direct current output by the power factor correction circuit. Malfunctions in the power conversion circuit may cause voltage anomalies and may damage components. Therefore, when the power conversion circuit malfunctions, the DC control chip is used to control the power conversion circuit to shut down, and the DC control chip controls each switching tube device in the power conversion circuit.

[0016] According to the solution of this application, the two chips that control the power factor correction circuit and the power conversion circuit can work independently, respectively controlling the power factor correction circuit and the power conversion circuit, which improves the safety and availability of the system.

[0017] In combination with the first aspect, in certain implementations of the first aspect, when the input voltage of the power factor correction circuit is greater than the preset AC voltage, the AC control chip is used to control the power factor correction circuit to turn off. When the output voltage of the power conversion circuit is greater than the preset DC voltage, the DC control chip is used to control the power conversion circuit to turn off.

[0018] The AC control chip controls and monitors the power factor correction circuit. An excessively large input voltage of the power factor correction circuit can cause various hazards to the vehicle-mounted power supply device system, such as component damage, increased electromagnetic interference, decreased power factor, and decreased system stability. The input voltage of the power factor correction circuit is also the output voltage of the AC power supply. When the input voltage of the power factor correction circuit is greater than the preset AC voltage, the AC control chip controls the power factor correction circuit to turn off.

[0019] The DC control chip controls and monitors the power conversion circuit. An excessively large output voltage of the power conversion circuit can cause various hazards to the vehicle-mounted power supply device system, such as component damage, decreased system stability, battery management system failure, and increased electromagnetic interference. When the output voltage of the power conversion circuit is greater than the preset DC voltage, the DC control chip controls the power conversion circuit to turn off.

[0020] According to the solution of the present application, the two chips respectively monitor the voltages of the power factor correction circuit and the power conversion circuit. When the circuit voltage exceeds the safety threshold, the control circuit is turned off, improving the safety of the system.

[0021] In combination with the first aspect, in certain implementations of the first aspect, the AC control chip includes an insulation detection circuit, and the AC control chip is used to detect the insulation resistance of the power factor correction circuit through the insulation detection circuit. When the insulation resistance of the power factor correction circuit is less than the preset resistance value, the AC control chip is used to control the power factor correction circuit to turn off.

[0022] The components of the vehicle-mounted power supply device are isolated to the protective grounding terminal through a high-resistance path to provide insulation protection. Ideally, the insulation resistance value of the power factor correction circuit is infinite. The insulation detection circuit in the AC control chip is used to detect whether the power factor correction circuit is leaking electricity. When the insulation resistance of the power factor correction circuit is greater than or equal to the preset resistance value, the power factor correction circuit is insulated and no leakage will occur. When the insulation resistance of the power factor correction circuit is less than the preset resistance value, the insulation of the power factor correction circuit is poor and leakage may occur, resulting in damage to power devices and affecting system safety. At this time, the AC control chip controls the power factor correction circuit to turn off.

[0023] According to the solution of the present application, the AC control chip monitors the insulation of the power factor correction circuit by detecting the magnitude of the insulation resistance. In case of poor insulation, it controls the power factor correction circuit to turn off, improving the safety and availability of the system.

[0024] In combination with the first aspect, in some implementation manners of the first aspect, the power conversion circuit includes a primary circuit, a transformer, and a secondary circuit. The primary circuit is used to receive the direct current output by the power factor correction circuit and supply power to the transformer, and the secondary circuit is used to receive the power supplied by the transformer and output direct current.

[0025] The primary circuit of the power conversion circuit is used to be connected to both ends of the power factor correction circuit, receive the direct current output by the power factor correction circuit and supply power to the transformer. The power conversion circuit performs voltage conversion on the input direct current through the transformer. The secondary circuit of the power conversion circuit receives the current output by the transformer and outputs direct current.

[0026] In combination with the first aspect, in some implementation manners of the first aspect, the AC control chip includes a first temperature detection circuit, and the DC control chip includes a second temperature detection circuit. The first temperature detection circuit is used to detect the temperatures of the power factor correction circuit and the primary circuit, and the second temperature detection circuit is used to detect the temperature of the secondary circuit. When the temperature of the power factor correction circuit or the primary circuit is greater than the first preset temperature value, the AC control chip is used to control the power factor correction circuit to turn off. When the temperature of the secondary circuit is greater than the second preset temperature value, the DC control chip is used to control the power conversion circuit to turn off.

[0027] The vehicle-mounted power supply device includes many power devices such as transistors, inductors, etc. A large amount of heat will be generated during the operation of the vehicle-mounted power supply device. If the temperature is too high, it may cause the device performance to decline or even be damaged. High temperature will affect the lifespan and reliability of circuit components. Therefore, temperature detection circuits are respectively arranged in the AC control chip and the DC control chip. The primary circuit in the power factor correction circuit and the power conversion circuit are directly connected, and their temperatures affect each other. The temperature is detected through the first temperature detection circuit. When the temperature of the power factor correction circuit or the primary circuit exceeds the first set temperature value, the AC control chip controls the power factor correction circuit to turn off. The primary circuit in the power conversion circuit is coupled to the secondary circuit in the power conversion circuit through a transformer, and their temperatures may be different. Therefore, the temperature is detected through the second temperature detection circuit. When the temperature of the secondary circuit is greater than the second preset temperature value, the DC control chip is used to control the power conversion circuit to turn off. The first preset temperature value and the second preset temperature value are preset values.

[0028] According to the solution of the present application, by monitoring the temperature in real time, component damage is prevented, enabling the vehicle-mounted power supply device to operate within a safe temperature range, improving the safety and availability of the system.

[0029] In combination with the first aspect, in some implementations of the first aspect, the AC control chip includes an AC voltage sampling circuit, and the DC control chip includes a DC voltage sampling circuit. The AC voltage sampling circuit is used to detect the voltage of the alternating current of the input power factor correction circuit, and the DC voltage sampling circuit is used to detect the voltage of the direct current output by the power conversion circuit.

[0030] Voltage sampling circuits are respectively arranged in the AC control chip and the DC control chip. The AC voltage sampling circuit in the AC control chip is used to detect the voltage of the alternating current of the input power factor correction circuit, and the DC voltage sampling circuit in the DC control chip is used to detect the voltage of the direct current output by the power conversion circuit. If only one chip is set to control both the power factor correction circuit and the power conversion circuit, when sampling analog signals such as voltage, since the power factor correction circuit and the power conversion circuit are not grounded together, in order to prevent the influence of the high-voltage side on the low-voltage side and prevent the noise and interference on the high-voltage side from being conducted to the low-voltage side through the ground wire and affecting the accuracy of the signal, one chip needs to be connected to the two voltage sampling circuits through an isolation circuit. By setting the AC control chip and the DC control chip, and respectively arranging voltage sampling circuits in the two chips, the isolation circuit is thus reduced.

[0031] According to the solution of the present application, by respectively sampling the AC side and DC side voltages with two chips, the cost of isolation devices is reduced, the safety and usability of the in-vehicle power supply device are improved, and the cost is reduced.

[0032] In combination with the first aspect, in some implementations of the first aspect, the DC control chip is used to communicate with the AC control chip through a first communication line. The DC control chip is used to receive an AC voltage signal from the AC control chip through the first communication line, and the AC voltage signal is used to indicate the voltage of the alternating current of the input power factor correction circuit.

[0033] The AC control chip and the DC control chip can work independently of each other to control their respective power circuits. In order to achieve the overall function, the two control chips also need to work together. Communication is required between the AC control chip and the DC control chip. By setting the first communication line, necessary signal interaction can be carried out between the two control chips. There are various ways to set the first communication line, such as hard-wired connection, etc. The AC control chip sends an AC voltage signal to the DC control chip through the first communication line, and the AC voltage signal indicates the voltage of the alternating current of the input power factor correction circuit detected by the AC control chip.

[0034] According to the solution of the present application, communication between the two control chips is achieved through the first communication line, and monitoring and reset control of the AC control chip by the DC control chip are realized, improving the safety and usability of the system.

[0035] In combination with the first aspect, in some implementations of the first aspect, the DC control chip is further configured to receive, via the first communication line, a first diagnostic result from the AC control chip. The first diagnostic result is used to indicate whether the voltage of the alternating current of the input power factor correction circuit is greater than a preset AC voltage. When the result of the DC control chip diagnosing whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage is different from the first diagnostic result, the DC control chip is configured to control the power factor correction circuit to turn off.

[0036] The AC control chip diagnoses based on the voltage of the alternating current of the input power factor correction circuit detected by the AC voltage sampling circuit, diagnoses whether the voltage of the alternating current of the input power factor correction circuit is greater than the preset AC voltage, and obtains the first diagnostic result. After receiving the AC voltage signal, the DC control chip diagnoses based on the voltage of the alternating current of the input power factor correction circuit indicated by the AC voltage signal, diagnoses whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage, and compares the result with the first diagnostic result sent by the AC control chip after the diagnosis. When the two control chips are operating normally, the first diagnostic result received by the DC control chip is the same as the result obtained by the DC control chip diagnosing based on the AC voltage signal. When the first diagnostic result received by the DC control chip is different from the result obtained by the DC control chip diagnosing based on the AC voltage signal, it indicates that the AC control chip has an abnormal operation. At this time, the DC control chip controls the power factor correction circuit to turn off. Through the dual diagnosis of voltage monitoring by the DC control chip and the AC control chip, the redundancy of AC voltage monitoring is achieved.

[0037] According to the solution of the present application, the DC control voltage monitors the AC voltage of the power factor correction circuit and compares the monitoring result with the result of the AC control chip. If the results are different, it indicates that the AC control chip has an abnormal operation, and the DC control chip controls the power factor correction circuit to turn off, improving the safety and usability of the system.

[0038] In combination with the first aspect, in some implementations of the first aspect, the DC control chip is further configured to receive, via the first communication line, a first diagnostic result from the AC control chip. The first diagnostic result is used to indicate whether the voltage of the alternating current of the input power factor correction circuit is greater than a preset AC voltage. When the result of the DC control chip diagnosing whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage is different from the first diagnostic result, the DC control chip is configured to control the AC control chip to reset.

[0039] When the two control chips are operating normally, the first diagnostic result received by the DC control chip is the same as the result obtained by the DC control chip through diagnosing based on the AC voltage signal. When the first diagnostic result received by the DC control chip is different from the result obtained by the DC control chip through diagnosing based on the AC voltage signal, it indicates that the AC control chip has an abnormal operation. At this time, the DC control chip controls the AC control chip to be reset.

[0040] According to the solution of the present application, the DC control chip monitors the AC voltage of the power factor correction circuit and compares the monitoring result with the result of the AC control chip. If the results are different, it indicates that the AC control chip has an abnormal operation, and the AC-side control chip is reset, improving the safety and availability of the system.

[0041] Combined with the first aspect, in some implementation manners of the first aspect, the on-vehicle power supply device further includes a high-voltage power distribution unit and a high-voltage power distribution control chip. The high-voltage power distribution unit is used to distribute the direct current output by the power battery to the electrical equipment, and the high-voltage power distribution control chip is used to control the operation of the high-voltage power distribution unit. The high-voltage power distribution control chip is used to be connected to the DC control chip through a second communication line, and the high-voltage power distribution control chip is used to receive the DC voltage signal from the DC control chip through the second communication line. The DC voltage signal is used to indicate the voltage of the direct current output by the power conversion circuit.

[0042] The high-voltage power distribution unit of the on-vehicle power supply device is used to distribute the direct current output by the power battery to each electrical equipment. The high-voltage power distribution control chip is used to control the high-voltage power distribution unit to implement functions such as power distribution, charge and discharge control, high-voltage component power-on control, circuit protection, high-voltage sampling, and low-voltage control, ensuring the safe and stable operation of the high-voltage system. The high-voltage power distribution control chip is connected to the DC control chip through a second communication line and performs necessary signal interaction.

[0043] According to the solution of the present application, communication between the high-voltage power distribution control chip and the DC control chip is realized through the second communication line, realizing the monitoring and reset control of the high-voltage power distribution control chip over the DC control chip, and improving the safety and availability of the system.

[0044] Combined with the first aspect, in some implementation manners of the first aspect, the high-voltage power distribution control chip is further used to receive a second diagnostic result from the DC control chip through the second communication line. The second diagnostic result is used to indicate whether the voltage of the direct current output by the power conversion circuit is greater than a preset DC voltage. When the result of the high-voltage power distribution control chip diagnosing whether the voltage indicated by the DC voltage signal is greater than the preset DC voltage is different from the second diagnostic result, the high-voltage power distribution control chip is used to control the power conversion circuit to turn off.

[0045] The DC control chip diagnoses based on the voltage of the direct current output by the power conversion circuit detected by the DC voltage sampling circuit, diagnoses whether the voltage of the direct current output by the power conversion circuit is greater than the preset DC voltage, and obtains a second diagnosis result. After receiving the DC voltage signal, the high-voltage power distribution control chip diagnoses based on the voltage of the direct current output by the power conversion circuit indicated by the DC voltage signal, diagnoses whether the voltage of the direct current output by the power conversion circuit is greater than the preset DC voltage, and compares the result with the second diagnosis result sent by the DC control chip after the diagnosis is completed. When both control chips are operating normally, the second diagnosis result received by the high-voltage power distribution control chip is the same as the result obtained by the high-voltage power distribution control chip based on the DC voltage signal for diagnosis. When the second diagnosis result received by the high-voltage power distribution control chip is different from the result obtained by the high-voltage power distribution control chip based on the DC voltage signal for diagnosis, it indicates that the DC control chip has an abnormal operation. At this time, the high-voltage power distribution control chip controls the power conversion circuit to turn off. Through the dual diagnosis of voltage monitoring by the DC control chip and the high-voltage power distribution control chip, the redundancy of DC voltage monitoring is realized.

[0046] According to the solution of the present application, the high-voltage power distribution control chip monitors the DC voltage of the power conversion circuit, compares the monitoring result with the result of the DC control chip, and if the results are different, it indicates that the DC control chip has an abnormal operation, and the high-voltage power distribution control chip controls to turn off the power conversion circuit, improving the safety and availability of the system.

[0047] Combined with the first aspect, in some implementation manners of the first aspect, the high-voltage power distribution control chip is further configured to receive a second diagnosis result from the DC control chip through a second communication line, and the second diagnosis result is used to indicate whether the voltage of the direct current output by the power conversion circuit is greater than the preset DC voltage. When the result of the high-voltage power distribution control chip diagnosing whether the voltage indicated by the DC voltage signal is greater than the preset DC voltage is different from the second diagnosis result, the high-voltage power distribution control chip is used to control the DC control chip to reset.

[0048] When both control chips are operating normally, the second diagnosis result received by the high-voltage power distribution control chip is the same as the result obtained by the high-voltage power distribution control chip based on the DC voltage signal for diagnosis. When the second diagnosis result received by the high-voltage power distribution control chip is different from the result obtained by the high-voltage power distribution control chip based on the DC voltage signal for diagnosis, it indicates that the DC control chip has an abnormal operation. At this time, the high-voltage power distribution control chip controls the DC control chip to reset.

[0049] According to the solution of the present application, the high-voltage power distribution control chip monitors the DC voltage of the power conversion circuit, compares the monitoring result with the result of the DC control chip, and if the results are different, it indicates that the DC control chip has an abnormal operation, and resets the DC side control chip, improving the safety and availability of the system.

[0050] In a second aspect, the present application provides a powertrain, which includes a drive motor and the on-vehicle power supply device in the first aspect and its various implementation manners, and the on-vehicle power supply device is used to charge the power battery.

[0051] In a third aspect, the present application provides an electric vehicle, which includes four wheels, a power battery, and the powertrain described in the second aspect. The powertrain is used to receive power supply from the power battery to drive the four wheels.

[0052] The beneficial effects in other aspects can refer to the beneficial effects described in the first aspect, and will not be elaborated here. Description of the Drawings

[0053] Figure 1 is a schematic diagram of the electric vehicle provided by an embodiment of the present application;

[0054] Figure 2 is a schematic diagram of the structure of the on-vehicle power supply device provided by an embodiment of the present application;

[0055] Figure 3 is a schematic diagram of the control of an on-vehicle power supply device provided by the present application;

[0056] Figure 4 is a schematic diagram of the control of an on-vehicle power supply device with a multi-chip architecture provided by the present application;

[0057] Figure 5 is a schematic circuit diagram of an on-vehicle power supply device with a multi-chip architecture provided by the present application. Detailed Embodiments

[0058] Next, the technical solutions in the present application will be described with reference to the drawings. The following detailed description of the embodiments and the drawings are used to exemplarily illustrate the principle of the present application, but cannot be used to limit the scope of the present application, that is, the present application is not limited to the described embodiments.

[0059] Figure 1 is a schematic diagram of the architecture of the electric vehicle 10 provided by an embodiment of the present application.

[0060] As Figure 1As shown, the electric vehicle 10 includes four wheels, a power battery 20, and a powertrain 30. Among them, the powertrain 30 includes an on-vehicle power supply device 40 and a drive motor 50. During the charging process of the electric vehicle 10, the powertrain 30 is used to receive alternating current and convert it into direct current to charge the power battery 20. During the driving process of the electric vehicle 10, the powertrain 30 is used to receive the direct current of the power battery 20 and supply power to the drive motor 50 to drive the four wheels. The drive motor 50 includes a stator winding and a rotor. By outputting alternating current to the three-phase stator winding, the output torque of the drive motor 50 is controlled. The drive motor 50 can also enter the regenerative braking mode. When the rotor speed of the drive motor 50 exceeds the rotational speed of the synchronous magnetic field of the drive motor 50, the direction of the rotor cutting the magnetic force line is reversed, the electromagnetic torque generated by the rotor is opposite to the rotational direction of the rotor, the drive motor 50 is in a braking state, and alternating current is generated.

[0061] The electric vehicle 10 in the embodiments of the present application can specifically be any one of different types of vehicles such as sedans, trucks, and passenger buses, and can also be a three-wheeled vehicle, a two-wheeled vehicle, a train, or other transportation devices for carrying people or goods, or other types of transportation means driven by a power battery. The embodiments of the present application do not make any limitations in this regard. Among them, the electric vehicle 10 includes, but is not limited to, a pure electric vehicle (pure electric vehicle / battery electric vehicle, pure EV / battery EV), a hybrid electric vehicle (hybrid electric vehicle, HEV), a range extended electric vehicle (range extended electric vehicle, REEV), a plug-in hybrid electric vehicle (plug in hybrid electric vehicle, PHEV), a new energy vehicle (new energy vehicle, NEV), etc.

[0062] Figure 2 It is a schematic diagram of the on-vehicle power supply device 40 provided by the embodiments of the present application.

[0063] As Figure 2 shown, the on-vehicle power supply device 40 includes a power factor correction circuit 41 (power factor correction, PFC) and a power conversion circuit 42 (DC / DC). The power factor correction circuit 41 is used to convert the alternating current output by the AC power supply into direct current. The power conversion circuit 42 is used to perform power conversion on the direct current output by the power factor correction circuit 41 to charge the power battery 20 of the electric vehicle 10.

[0064] In one embodiment, the in-vehicle power supply device 40 further includes a high-voltage power distribution box 43 (Power Distribution Unit, PDU). The high-voltage power distribution box 43 includes a high-voltage power distribution unit 431 and a high-voltage power distribution control chip 430. The power battery 20 supplies power to the electrical devices in the electric vehicle 10 through the high-voltage power distribution box 43. The electrical devices can be the drive motor, air conditioner, steering system, air pump, or positive temperature coefficient (PTC) thermistor, etc. of the electric vehicle 10.

[0065] Figure 3 It is a schematic diagram of the control architecture of an in-vehicle power supply device. As Figure 3 shown, the microprocessor ECU needs to monitor the AC-side voltage of the power factor correction circuit and the DC-side voltage of the power conversion circuit simultaneously. If a fault violates the safety target, it controls to shut down. The microprocessor ECU needs to complete insulation detection, temperature detection of the power factor correction circuit, temperature detection of the power conversion circuit, AC voltage sampling, DC voltage sampling, and power supply monitoring. After identifying that the safety target is violated, for example, the AC-side voltage is out of range or the DC-side voltage is out of range, it shuts down the power factor correction circuit and the power conversion circuit. When the ECU runs abnormally, it can only shut down the power factor correction circuit and the power conversion circuit simultaneously and cannot be reset, resulting in low system availability.

[0066] Based on Figure 4 and Figure 5 the schematic diagram of the control architecture of the in-vehicle power supply device shown, the embodiments of the present application provide an in-vehicle power supply device, a powertrain, and an electric vehicle with a multi-chip architecture. By using two chips to control the power factor correction circuit 41 and the power conversion circuit 42 respectively, and adding the design of the monitoring, reset, and shutdown architecture between multiple chips, after abnormal situations are monitored between the chips, control is carried out, which can improve the availability and safety of the in-vehicle power supply device.

[0067] As Figure 4 shown, the in-vehicle power supply device 40 includes a power factor correction circuit 41, a power conversion circuit 42, an AC control chip 410, and a DC control chip 420. Among them, the AC control chip 410 is used to control the power factor correction circuit 41 to convert the alternating current output by the AC power supply into direct current. The DC control chip 420 is used to control the power conversion circuit 42 to perform power conversion on the direct current output by the power factor correction circuit 41 to charge the power battery 20 of the electric vehicle. The DC control chip 420 is also used to monitor the operation of the AC control chip 410 and control the power factor correction circuit 41 and the power conversion circuit 42 to shut down when the AC control chip 410 runs abnormally.

[0068] As Figure 5As shown, the power conversion circuit 42 includes a primary circuit 421, a transformer 422, and a secondary circuit 423. The primary circuit 421 is used to receive the direct current output by the power factor correction circuit 41 and supply power to the transformer 422. The secondary circuit 423 is used to receive the power supplied by the transformer 422 and output direct current.

[0069] One end of the power factor correction circuit 41 is used to connect to an AC power supply or an AC load, and the other end of the power factor correction circuit 41 is used to connect to the power conversion circuit 42. The power factor correction circuit 41 is used to convert the alternating current input from the AC power supply into direct current to charge the power battery 20, or convert the direct current input from the power battery 20 into alternating current and supply power to the AC load. One end of the power conversion circuit 42 is used to connect to the power factor correction circuit 41, and the other end of the power conversion circuit 42 is used to connect to the power battery 20. The power conversion circuit 42 is used to perform power conversion on the direct current output by the power factor correction circuit 41 to charge the power battery 20, or perform power conversion on the direct current output by the power battery 20 to supply power to the AC load.

[0070] The primary circuit 421 of the power conversion circuit 42 is used to connect to both ends of the power factor correction circuit 41, receive the direct current output by the power factor correction circuit 41, and supply power to the transformer 422. The power conversion circuit 42 performs voltage transformation on the input direct current through the transformer 422. The secondary circuit 423 of the power conversion circuit 42 receives the current output by the transformer 422 and outputs direct current.

[0071] The vehicle-mounted power supply device 40 includes an AC control chip 410 and a DC control chip 420. The AC control chip 410 is used to control the power factor correction circuit 41, and the DC control chip 420 is used to control the power conversion circuit 42. The two chips respectively control the power factor correction circuit 41 and the power conversion circuit 42. The AC control chip 410 and the DC control chip 420 can work independently, and respectively control the power factor correction circuit 41 and the power conversion circuit 42. At the same time, the DC control chip 420 monitors the operation of the AC control chip 410. When the AC control chip 410 operates abnormally, the DC control chip 420 controls the power factor correction circuit 41 and the power conversion circuit 42 to turn off. When the AC control chip 410 operates abnormally, in addition to controlling the power factor correction circuit 41 to turn off, it is also necessary to control the power conversion circuit 42 to turn off together. The turn-off of the power factor correction circuit 41 will cause the input voltage of the subsequent power conversion circuit 42 to drop rapidly. The sudden change in the input voltage will cause the internal loop current of the power conversion circuit 42 to surge. In order to avoid damage to the power device, it is necessary to turn off the power conversion circuit 42 at the same time.

[0072] According to the solution of the present application, by arranging two chips to control the power factor correction circuit 41 and the power conversion circuit 42 respectively, and adding a monitoring mechanism between the two chips, when the AC control chip 410 operates abnormally, the DC control chip 420 controls the power factor correction circuit 41 and the power conversion circuit 42 to turn off, improving the safety and availability of the vehicle-mounted power supply device 40.

[0073] In one embodiment, when the power factor correction circuit 41 operates abnormally, the AC control chip 410 is used to control the power factor correction circuit 41 to turn off. When the power conversion circuit 42 operates abnormally, the DC control chip 420 is used to control the power conversion circuit 42 to turn off.

[0074] The power factor correction circuit 41 is used to improve the power factor, reduce harmonics, ensure that the input current is in phase with the voltage, thereby improving the energy efficiency and meeting the system requirements. Abnormal operation of the power factor correction circuit 41 may cause distortion of the input current, increase harmonics, and even damage components. Therefore, when the power factor correction circuit 41 operates abnormally, the AC control chip 410 is used to control the power factor correction circuit 41 to turn off, and the AC control chip 410 controls each switching device in the power factor correction circuit 41.

[0075] The power conversion circuit 42 is used to perform voltage conversion on the direct current output by the power factor correction circuit 41. Abnormal operation of the power conversion circuit 42 may cause abnormal voltage and may damage components. Therefore, when the power conversion circuit 42 operates abnormally, the DC control chip 420 is used to control the power conversion circuit 42 to turn off, and the DC control chip 420 controls each switching device in the power conversion circuit 42.

[0076] It should be understood that the abnormal operation of the circuit in the present application includes abnormal voltage, abnormal temperature, communication failure, component damage, etc.

[0077] In one embodiment, the AC control chip 410 includes an AC voltage sampling circuit 412, and the DC control chip 420 includes a DC voltage sampling circuit 425. The AC voltage sampling circuit 412 is used to detect the voltage of the alternating current input to the power factor correction circuit 41, and the DC voltage sampling circuit 425 is used to detect the voltage of the direct current output by the power conversion circuit 42.

[0078] A voltage sampling circuit is respectively arranged in the AC control chip 410 and the DC control chip 420. The AC voltage sampling circuit 412 in the AC control chip 410 is used to detect the voltage of the alternating current in the input power factor correction circuit 41, and the DC voltage sampling circuit 425 in the DC control chip 420 is used to detect the voltage of the direct current output by the power conversion circuit 42. If only one chip is set to control the power factor correction circuit 41 and the power conversion circuit 42 at the same time, when sampling analog signals such as voltage, since the power factor correction circuit 41 and the power conversion circuit 42 are not grounded together, in order to prevent the influence of the high-voltage side on the low-voltage side and prevent the noise and interference on the high-voltage side from being conducted to the low-voltage side through the ground wire and affecting the accuracy of the signal, one chip needs to be connected to the two voltage sampling circuits through an isolation circuit. By setting the AC control chip 410 and the DC control chip 420, and respectively arranging voltage sampling circuits in the two chips, the isolation circuit is reduced. By respectively sampling the AC side and DC side voltages through the two chips, the cost of isolation devices is reduced, the safety and usability of the vehicle-mounted power supply device 40 are improved, and the cost is reduced.

[0079] In one embodiment, the DC control chip 420 is used to communicate with the AC control chip 410 through the first communication line 44. The DC control chip 420 is used to receive the AC voltage signal from the AC control chip 410 through the first communication line 44, and the AC voltage signal is used to indicate the voltage of the alternating current in the input power factor correction circuit 41.

[0080] The AC control chip 410 and the DC control chip 420 can work independently to control their respective power circuits. In order to achieve the overall function, the two control chips also need to work together. Communication is required between the AC control chip 410 and the DC control chip 420. By setting the first communication line 44, necessary signal interaction can be carried out between the two control chips. There are various ways to set the first communication line 44, such as hard wire connection, etc. The AC control chip 410 sends an AC voltage signal to the DC control chip 420 through the first communication line 44, and the AC voltage signal indicates the voltage of the alternating current in the input power factor correction circuit 41 detected by the AC control chip 410.

[0081] In one embodiment, when the input voltage of the power factor correction circuit 41 is greater than the preset AC voltage, the AC control chip 410 is used to control the power factor correction circuit 41 to turn off. When the output voltage of the power conversion circuit 42 is greater than the preset DC voltage, the DC control chip 420 is used to control the power conversion circuit 42 to turn off.

[0082] The AC control chip 410 controls and monitors the power factor correction circuit 41. An excessively large input voltage of the power factor correction circuit 41 can cause various hazards to the vehicle-mounted power supply device 40 system, such as component damage, increased electromagnetic interference, decreased power factor, and decreased system stability. The input voltage of the power factor correction circuit 41 is also the output voltage of the AC power supply. When the input voltage of the power factor correction circuit 41 is greater than the preset AC voltage, the AC control chip 410 controls the power factor correction circuit 41 to turn off.

[0083] The DC control chip 420 controls and monitors the power conversion circuit 42. An excessively large output voltage of the power conversion circuit 42 can cause various hazards to the vehicle-mounted power supply device 40 system, such as component damage, decreased system stability, battery management system failure, and increased electromagnetic interference. When the output voltage of the power conversion circuit 42 is greater than the preset DC voltage, the DC control chip 420 controls the power conversion circuit 42 to turn off.

[0084] In one embodiment, the DC control chip 420 is further configured to receive a first diagnostic result from the AC control chip 410 through a second communication line. The first diagnostic result is used to indicate whether the voltage of the alternating current input to the power factor correction circuit 41 is greater than the preset AC voltage. When the result of the DC control chip 420 diagnosing whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage is different from the first diagnostic result, the DC control chip 420 is used to control the power factor correction circuit 41 to turn off.

[0085] The AC control chip 410 diagnoses based on the voltage of the alternating current of the power factor correction circuit 41 detected by the AC voltage sampling circuit 412, diagnoses whether the voltage of the alternating current of the power factor correction circuit 41 is greater than the preset AC voltage, and obtains a first diagnostic result. After receiving the AC voltage signal, the DC control chip 420 diagnoses based on the voltage of the alternating current of the power factor correction circuit 41 indicated by the AC voltage signal, diagnoses whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage, and compares the result with the first diagnostic result sent by the AC control chip 410 after the diagnosis is completed. When the two control chips are operating normally, the first diagnostic result received by the DC control chip 420 is the same as the result obtained by the DC control chip 420 diagnosing based on the AC voltage signal. When the first diagnostic result received by the DC control chip 420 is different from the result obtained by the DC control chip 420 diagnosing based on the AC voltage signal, it indicates that the AC control chip 410 is operating abnormally. At this time, the DC control chip 420 controls the power factor correction circuit 41 to turn off.

[0086] In one embodiment, the AC control chip 410 includes an insulation detection circuit 413. The AC control chip 410 is configured to detect the insulation resistance of the power factor correction circuit 41 through the insulation detection circuit 413. When the insulation resistance of the power factor correction circuit 41 is less than a preset resistance value, the AC control chip 410 is configured to control the power factor correction circuit 41 to turn off.

[0087] The components of the vehicle-mounted power supply device 40 are isolated to the protective grounding terminal through a high-resistance path to provide insulation protection. Ideally, the insulation resistance value of the power factor correction circuit 41 is infinite. The insulation detection circuit 413 in the AC control chip 410 is used to detect whether the power factor correction circuit 41 is leaking electricity. When the insulation resistance of the power factor correction circuit 41 is greater than or equal to the preset resistance value, the power factor correction circuit 41 is insulated and no electricity leakage will occur. When the insulation resistance of the power factor correction circuit 41 is less than the preset resistance value, the insulation of the power factor correction circuit 41 is poor and electricity leakage may occur, resulting in damage to the power devices and affecting the system safety. At this time, the AC control chip 410 controls the power factor correction circuit 41 to turn off.

[0088] In one embodiment, the AC control chip 410 includes a first temperature detection circuit 411, and the DC control chip 420 includes a second temperature detection circuit 424. The first temperature detection circuit 411 is used to detect the temperatures of the power factor correction circuit 41 and the primary circuit 421, and the second temperature detection circuit 424 is used to detect the temperature of the secondary circuit 423. When the temperature of the power factor correction circuit 41 or the primary circuit 421 is greater than a first preset temperature value, the AC control chip 410 is configured to control the power factor correction circuit 41 to turn off. When the temperature of the secondary circuit 423 is greater than a second preset temperature value, the DC control chip 420 is configured to control the power conversion circuit 42 to turn off.

[0089] The in - vehicle power supply device 40 includes many power devices such as transistors, inductors, etc. A large amount of heat will be generated during the operation of the in - vehicle power supply device 40. If the temperature is too high, it may cause the performance of the devices to decline or even be damaged. High temperature will affect the lifespan and reliability of circuit components. Therefore, temperature detection circuits are respectively arranged in the AC control chip 410 and the DC control chip 420. The primary circuit 421 in the power factor correction circuit 41 and the power conversion circuit 42 are directly connected, and their temperatures affect each other. The first temperature detection circuit 411 is used for temperature detection. When the temperature of the power factor correction circuit 41 or the primary circuit 421 exceeds the first set temperature value, the AC control chip 410 controls the power factor correction circuit 41 to turn off. The primary circuit 421 in the power conversion circuit 42 and the secondary circuit 423 in the power conversion circuit 42 are coupled through the transformer 422, and their temperatures may be different. Therefore, the second temperature detection circuit 424 is used for temperature detection. When the temperature of the secondary circuit 423 is greater than the second preset temperature value, the DC control chip 420 is used to control the power conversion circuit 42 to turn off. The first preset temperature value and the second preset temperature value are preset values.

[0090] In one embodiment, the DC control chip 420 is further used to control the reset of the AC control chip 410 when the AC control chip 410 runs abnormally.

[0091] The DC control chip 420 is used to send a first reset signal to the AC control chip 410 through the first communication line 44, and the first reset signal is used to instruct the power factor correction control chip to perform a reset.

[0092] When the AC control chip 410 runs abnormally, such as program freezing, communication failure, or output abnormality, it needs to be reset to return to normal. Hardware reset includes power - off restart, reset pin triggering, or watchdog timer. Software reset is achieved by sending specific instructions or re - initializing registers. When the AC control chip 410 runs abnormally, the DC control chip 420 monitors the abnormal operation of the AC control chip 410. After turning off the power factor correction circuit 41 and the power conversion circuit 42, it sends a reset instruction to the DC control chip 420, and the reset instruction is used to instruct the DC control chip 420 to perform a reset. During the reset process, it is necessary to avoid disconnecting the load or entering the safe mode. After the reset, the in - vehicle power supply device 40 also performs a self - check and recovery process to ensure that the system can operate normally again without damaging other components.

[0093] In one embodiment, the DC control chip 420 is further configured to receive a first diagnostic result from the AC control chip 410 through the second communication line. The first diagnostic result is used to indicate whether the voltage of the alternating current of the input power factor correction circuit 41 is greater than a preset AC voltage. When the result of the DC control chip 420 diagnosing whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage is different from the first diagnostic result, the DC control chip 420 is configured to control the AC control chip 410 to reset.

[0094] When the two control chips are operating normally, the first diagnostic result received by the DC control chip 420 is the same as the result obtained by the DC control chip 420 based on the AC voltage signal for diagnosis. When the first diagnostic result received by the DC control chip 420 is different from the result obtained by the DC control chip 420 based on the AC voltage signal for diagnosis, it indicates that the AC control chip 410 is operating abnormally. At this time, the DC control chip 420 controls the AC control chip 410 to reset.

[0095] Continue to refer to Figure 4 and Figure 5 In one embodiment, the vehicle-mounted power supply device 40 further includes a high-voltage power distribution unit 431 and a high-voltage power distribution control chip 430. The high-voltage power distribution unit 431 is configured to distribute the direct current output by the power battery 20 to electrical devices. The high-voltage power distribution control chip 430 is configured to control the operation of the high-voltage power distribution unit 431. The high-voltage power distribution control chip 430 is configured to be connected to the DC control chip 420 through the second communication line 45. The high-voltage power distribution control chip 430 is configured to receive a DC voltage signal from the DC control chip 420 through the second communication line 45. The DC voltage signal is used to indicate the voltage of the direct current output by the power conversion circuit 42.

[0096] The high-voltage power distribution unit 431 of the vehicle-mounted power supply device 40 is configured to distribute the direct current output by the power battery 20 to each electrical device. The high-voltage power distribution control chip 430 is configured to control the high-voltage power distribution unit 431 to implement functions such as power distribution, charge and discharge control, high-voltage component power-on control, circuit protection, high-voltage sampling, and low-voltage control, to ensure the safe and stable operation of the high-voltage system. The high-voltage power distribution control chip 430 is connected to the DC control chip 420 through the second communication line 45 and performs necessary signal interaction.

[0097] In one embodiment, the high-voltage power distribution control chip 430 is further configured to receive a second diagnostic result from the DC control chip 420 through the second communication line 45. The second diagnostic result is used to indicate whether the voltage of the direct current output by the power conversion circuit 42 is greater than a preset DC voltage. When the result of the high-voltage power distribution control chip 430 diagnosing whether the voltage indicated by the DC voltage signal is greater than the preset DC voltage is different from the second diagnostic result, the high-voltage power distribution control chip 430 is configured to control the power conversion circuit 42 to turn off.

[0098] The DC control chip 420 diagnoses based on the voltage of the direct current output by the power conversion circuit detected by the DC voltage sampling circuit 425, diagnoses whether the voltage of the direct current output by the power conversion circuit 42 is greater than a preset DC voltage, and obtains a second diagnosis result. After receiving the DC voltage signal, the high-voltage power distribution control chip 430 diagnoses based on the voltage of the direct current output by the power conversion circuit 42 indicated by the DC voltage signal, diagnoses whether the voltage of the direct current output by the power conversion circuit 42 is greater than a preset DC voltage, and compares the result with the second diagnosis result sent by the DC control chip 420 after the diagnosis is completed. When both control chips are operating normally, the second diagnosis result received by the high-voltage power distribution control chip 430 is the same as the result obtained by the high-voltage power distribution control chip 430 based on the DC voltage signal for diagnosis. When the second diagnosis result received by the high-voltage power distribution control chip 430 is different from the result obtained by the high-voltage power distribution control chip 430 based on the DC voltage signal for diagnosis, it indicates that the DC control chip 420 has an abnormal operation. At this time, the high-voltage power distribution control chip 430 controls the power conversion circuit 42 to turn off.

[0099] In one embodiment, the high-voltage power distribution control chip 430 is further configured to receive the second diagnosis result from the DC control chip 420 through the second communication line 45. The second diagnosis result is used to indicate whether the voltage of the direct current output by the power conversion circuit 42 is greater than a preset DC voltage. When the result of the high-voltage power distribution control chip 430 diagnosing whether the voltage indicated by the DC voltage signal is greater than a preset DC voltage is different from the second diagnosis result, the high-voltage power distribution control chip 430 is used to control the DC control chip 420 to reset.

[0100] The high-voltage power distribution control chip 430 is used to send a second reset signal to the DC control chip 420 through the second communication line 45. The second reset signal is used to indicate the DC control chip 420 to reset.

[0101] When both control chips are operating normally, the second diagnosis result received by the high-voltage power distribution control chip 430 is the same as the result obtained by the high-voltage power distribution control chip 430 based on the DC voltage signal for diagnosis. When the second diagnosis result received by the high-voltage power distribution control chip 430 is different from the result obtained by the high-voltage power distribution control chip 430 based on the DC voltage signal for diagnosis, it indicates that the DC control chip 420 has an abnormal operation. At this time, the high-voltage power distribution control chip 430 controls the DC control chip 420 to reset.

[0102] The AC control chip 410 collects dual-channel AC voltages for safety monitoring. After detecting an abnormality, for example, the AC voltage value exceeds the safety threshold, the power factor correction circuit 41 is turned off.

[0103] The DC control chip 420 collects the dual-channel DC voltage for safety monitoring. After detecting an abnormality, such as the DC voltage value exceeding the safety threshold, the power conversion circuit 42 is turned off. The DC control chip 420 also monitors the AC voltage of the power factor correction circuit 41 and compares the monitoring result with the result on the power factor correction circuit 41 side. If the results are different, the AC control chip 410 is reset or the power factor correction circuit 41 is turned off.

[0104] The high-voltage power distribution control chip 430 monitors the overvoltage safety target of the DC bus on the power conversion circuit 42 side. When an abnormality is detected, such as the DC voltage value exceeding the safety threshold, the power conversion circuit 42 is turned off. The high-voltage power distribution control chip 430 monitors the DC voltage of the power conversion circuit 42 and compares the monitoring result with the result on the power conversion circuit 42 side. If the results are different, the DC control chip 420 is reset or the power conversion circuit 42 is turned off.

[0105] According to the solution provided by the application, a multi-chip monitoring, resetting, and turning-off architecture of the in-vehicle power supply device 40 is adopted to meet the functional safety requirements of the in-vehicle power supply device 40.

[0106] As described above, the above is only the specific implementation manner of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art within the technical scope disclosed by the present application can easily think of changes or substitutions, which should be covered within the protection scope of the present application. Therefore, the protection scope of the present application should be subject to the protection scope of the claimed rights.

Claims

1. A multi-chip architecture vehicle-mounted power supply device, characterized in that: The vehicle-mounted power supply device includes a power factor correction circuit, a power conversion circuit, an AC control chip and a DC control chip, wherein: The AC control chip is used to control the power factor correction circuit to convert the AC power output by the AC power supply into DC power; The DC control chip is used to control the power conversion circuit to convert the DC power output by the power factor correction circuit into power for charging the power battery of the electric vehicle; The DC control chip is also used to monitor the operation of the AC control chip and control the power factor correction circuit and the power conversion circuit to shut down when the AC control chip operates abnormally.

2. The vehicle-mounted power supply device according to claim 1, characterized in that: The DC control chip is also used to control the AC control chip to reset when the AC control chip operates abnormally.

3. The vehicle-mounted power supply device according to claim 1, characterized in that: When the power factor correction circuit operates abnormally, the AC control chip is used to control the power factor correction circuit to shut down; When the power conversion circuit operates abnormally, the DC control chip is used to control the power conversion circuit to shut down.

4. The vehicle-mounted power supply device according to claim 3, characterized in that: When the input voltage of the power factor correction circuit is greater than a preset AC voltage, the AC control chip is used to control the power factor correction circuit to shut down; When the output voltage of the power conversion circuit is greater than a preset DC voltage, the DC control chip is used to control the power conversion circuit to shut down.

5. The vehicle-mounted power supply device according to claim 3, characterized in that: The AC control chip includes an insulation detection circuit, and the AC control chip is used to detect the insulation resistance of the power factor correction circuit through the insulation detection circuit; When the insulation resistance of the power factor correction circuit is less than a preset resistance value, the AC control chip is used to control the power factor correction circuit to be turned off.

6. The vehicle-mounted power supply device according to claim 1 or 2, characterized in that: The power conversion circuit includes a primary circuit, a transformer and a secondary circuit. The primary circuit is used to receive the direct current output by the power factor correction circuit and supply power to the transformer. The secondary circuit is used to receive power from the transformer and output direct current.

7. The vehicle-mounted power supply device according to claim 6, characterized in that: The AC control chip includes a first temperature detection circuit, and the DC control chip includes a second temperature detection circuit, the first temperature detection circuit is used to detect the temperature of the power factor correction circuit and the primary circuit, and the second temperature detection circuit is used to detect the temperature of the secondary circuit; When the temperature of the power factor correction circuit or the primary circuit is greater than a first preset temperature value, the AC control chip is used to control the power factor correction circuit to shut down; When the temperature of the secondary circuit is greater than a second preset temperature value, the DC control chip is used to control the power conversion circuit to shut down.

8. The vehicle-mounted power supply device according to claim 1, characterized in that: The AC control chip includes an AC voltage sampling circuit, and the DC control chip includes a DC voltage sampling circuit. The AC voltage sampling circuit is used to detect the voltage of the AC power input into the power factor correction circuit, and the DC voltage sampling circuit is used to detect the voltage of the DC power output by the power conversion circuit.

9. The vehicle-mounted power supply device according to claim 8, characterized in that: The DC control chip is used to communicate with the AC control chip through a first communication line, and the DC control chip is used to receive an AC voltage signal from the AC control chip through the first communication line, and the AC voltage signal is used to indicate the voltage of the AC power input into the power factor correction circuit.

10. The vehicle-mounted power supply device according to claim 9, characterized in that: The DC control chip is further used to receive a first diagnostic result from the AC control chip through the first communication line, wherein the first diagnostic result is used to indicate whether the voltage of the AC power input into the power factor correction circuit is greater than a preset AC voltage. When the result of the DC control chip diagnosing whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage is different from the first diagnosis result, the DC control chip is used to control the power factor correction circuit to shut down.

11. The vehicle-mounted power supply device according to claim 9, characterized in that: The DC control chip is further used to receive a first diagnostic result from the AC control chip through the first communication line, wherein the first diagnostic result is used to indicate whether the voltage of the AC power input into the power factor correction circuit is greater than a preset AC voltage. When the result of the DC control chip diagnosing whether the voltage indicated by the AC voltage signal is greater than the preset AC voltage is different from the first diagnosis result, the DC control chip is used to control the AC control chip to reset.

12. The vehicle-mounted power supply device according to any one of claims 1 to 11, characterized in that: The vehicle-mounted power supply device further includes a high-voltage power distribution unit and a high-voltage power distribution control chip, wherein the high-voltage power distribution unit is used to distribute the direct current output by the power battery to the power-consuming equipment, and the high-voltage power distribution control chip is used to control the operation of the high-voltage power distribution unit; The high-voltage power distribution control chip is used to connect to the DC control chip through a second communication line, and the high-voltage power distribution control chip is used to receive a DC voltage signal from the DC control chip through the second communication line, and the DC voltage signal is used to indicate the voltage of the DC power output by the power conversion circuit.

13. The vehicle-mounted power supply device according to claim 12, characterized in that: The high-voltage power distribution control chip is also used to receive a second diagnostic result from the DC control chip through the second communication line, and the second diagnostic result is used to indicate whether the voltage of the DC power output by the power conversion circuit is greater than a preset DC voltage. When the result of the high-voltage power distribution control chip diagnosing whether the voltage indicated by the DC voltage signal is greater than the preset DC voltage is different from the second diagnosis result, the high-voltage power distribution control chip is used to control the power conversion circuit to shut down.

14. The vehicle-mounted power supply device according to claim 12, characterized in that: The high-voltage power distribution control chip is also used to receive a second diagnostic result from the DC control chip through the second communication line, and the second diagnostic result is used to indicate whether the voltage of the DC power output by the power conversion circuit is greater than a preset DC voltage. When the result of the high-voltage power distribution control chip diagnosing whether the voltage indicated by the DC voltage signal is greater than the preset DC voltage is different from the second diagnosis result, the high-voltage power distribution control chip is used to control the DC control chip to reset.

15. A powertrain, characterized in that: The powertrain includes a drive motor and an on-board power supply device according to any one of claims 1 to 14, and the on-board power supply device is used to charge the power battery.

16. An electric vehicle, characterized in that: The electric vehicle comprises four wheels, a power battery and the powertrain as claimed in claim 15, wherein the powertrain is used to receive power from the power battery to drive the four wheels.

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