Vehicle-mounted power supply device

Abstract

The embodiment of the invention provides a vehicle-mounted power supply device which comprises a circuit board and a shell, the circuit board is used for bearing at least part of electrical components of a first power conversion circuit and at least part of electrical components of a second power conversion circuit, and the shell is used for containing the circuit board. The first power conversion circuit is used for receiving the first direct current and outputting second direct current, the second power conversion circuit is used for receiving the second direct current output by the first power conversion circuit and outputting third direct current, and the voltage of the first direct current is larger than that of the second direct current and that of the third direct current. According to the vehicle-mounted power supply device provided by the invention, the electrical components of the first power circuit and the second power circuit are integrated on the same circuit board and are integrated on the same shell, so that the vehicle-mounted power supply device can simultaneously output two paths of low-voltage direct current with different voltages, and the integration level of the power supply system of the electric vehicle is improved; the size, the number of electrical components and the cost of the vehicle power supply system are reduced.

Description

Technical Field

[0001] The present application relates to the field of power supply for new energy vehicles, and in particular to a vehicle-mounted power supply device. Background Art

[0002] With the development of electric vehicles, their components are increasingly moving towards high integration, low cost, and small size. For example, three-in-one devices integrating motors, electronic controls, and reducers have emerged in recent years. The integration of multiple components eliminates the need for connecting wiring harnesses between components and the mounting brackets for individual components. This offers significant advantages in terms of cost and space utilization. Electric vehicles include a variety of loads with different voltages, so their onboard power supply devices need to be able to redundantly supply power to these loads. However, currently, different voltage loads are powered by separate independent power supply modules. The use of multiple independent power supply modules results in a low level of integration in the electric vehicle's power supply system, a large number of electrical components, and high costs. Summary of the Invention

[0003] The present application provides a vehicle-mounted power supply device, which reduces the number of electrical components of the vehicle-mounted power supply system and improves the integration and power supply reliability of the vehicle-mounted power supply system by integrating different power conversion circuits.

[0004] In a first aspect, the present application provides an on-board power supply device for receiving power from a high-voltage battery and supplying power to the vehicle's loads, the on-board power supply device comprising a circuit board and a housing. A circuit board is used to carry at least some of the electrical components of a first power conversion circuit and at least some of the electrical components of a second power conversion circuit. The first power conversion circuit is used to step down the first direct current output by the high-voltage battery and output a second direct current. The second power conversion circuit is used to receive the second direct current output by a power conversion circuit through a circuit board. The second power conversion circuit is used to step down or step up the second direct current and output a third direct current. A housing is used to accommodate a circuit board, the housing comprising a direct current input interface, a first direct current output interface, and a second direct current output interface.

[0005] The first DC input interface is used to electrically connect the high-voltage battery and the input end of the first power conversion circuit, the first DC output interface is used to electrically connect a load and the output end of the first power conversion circuit, and the second DC output interface is used to electrically connect another load and the output end of the second power conversion circuit.

[0006] The on-board power supply device provided in the present application integrates the electrical components of the first power circuit and the second power circuit into the same circuit board and the same housing, so that the on-board power supply device can simultaneously output two low-voltage direct currents of different voltages to power the load of the electric vehicle. The on-board power supply device provided in the present application integrates two low-voltage power conversion circuits. Compared with setting up two separate DCDCs, the number of components and the volume of the on-board power supply device are reduced, the cost of the on-board power supply device is reduced, and its power supply efficiency and power supply safety are improved.

[0007] The vehicle-mounted power supply device provided herein has a first power conversion circuit configured to receive a first DC power and output a second DC power, and a second power conversion circuit configured to receive the second DC power outputted by the first power conversion circuit and output a third DC power. By outputting two DC power supplies of different voltages, power can be supplied to loads of different voltages.

[0008] As a possible implementation, the first power conversion circuit is used to receive the first direct current output by the high-voltage battery, and the vehicle-mounted power supply device includes a control circuit, which is used to: in response to the output voltage of the high-voltage battery being greater than a first set threshold, control the first power conversion circuit to output a second direct current to power the first load or the first low-voltage battery; or, in response to the output voltage of the high-voltage battery being greater than the first set threshold, control the second power conversion circuit to output a third direct current to power the second load or the second low-voltage battery.

[0009] When the high-voltage battery is low on power, the normal operation of the first and second loads cannot be guaranteed. Electric vehicles are usually also equipped with a low-voltage battery, which is used to power the first and second loads. When the output voltage of the high-voltage battery is greater than the first set threshold, the second direct current output by the first power conversion circuit can not only power the first load, but also charge the first low-voltage battery. The third direct current output by the second power conversion circuit can not only power the second load, but also charge the second low-voltage battery. When the output voltage of the high-voltage battery is less than or equal to the first set threshold, the control circuit controls the first power conversion circuit to stop outputting the second direct current. The first low-voltage battery is used to power the first load when the output voltage of the high-voltage battery is less than or equal to the first set threshold, and the second low-voltage battery is used to power the second load when the high-voltage battery is low on power. In this way, the normal use of the high-voltage battery can be guaranteed, and the normal operation of the first and second loads can be guaranteed.

[0010] As a possible implementation manner, the control circuit is configured to: in response to the output voltage of the power battery being less than or equal to a first set threshold, control the first power conversion circuit to stop outputting the second direct current.

[0011] The first low-voltage battery is used to power the first load when the output voltage of the high-voltage battery is less than or equal to a first set threshold, and the second low-voltage battery is used to power the second load when the high-voltage battery is low on power. This ensures the normal operation of the high-voltage battery and the normal operation of the first and second loads.

[0012] As a possible implementation, the vehicle-mounted power supply device is used to: simultaneously receive power from the high-voltage battery and the first low-voltage battery and supply power to the first load; or simultaneously receive power from the high-voltage battery and the second low-voltage battery and supply power to the second load.

[0013] The on-board power supply device is configured to simultaneously receive power from the high-voltage battery and the first low-voltage battery and supply power to a first load, thereby meeting the needs of the first load with a higher power. The on-board power supply device is also configured to simultaneously receive power from the high-voltage battery and the second low-voltage battery and supply power to a second load, thereby meeting the needs of the second load with a higher power.

[0014] As a possible implementation, the control circuit is used to: in response to the output voltage of the first low-voltage battery being less than or equal to a second set threshold, control the first power conversion circuit to output a second direct current to charge the first low-voltage battery; or, in response to the output voltage of the second low-voltage battery being less than or equal to a third set threshold, control the second power conversion circuit to output a third direct current to charge the second low-voltage battery.

[0015] When the low-voltage battery is low on power, the on-board power supply device can also charge the low-voltage battery. In this way, the on-board power supply device can ensure that the first low-voltage battery and the second low-voltage battery have sufficient power, thereby avoiding the first load and the second load in the vehicle from failing to operate normally when the output voltage of the high-voltage battery is less than or equal to the first set threshold.

[0016] As a possible implementation, the vehicle power supply device is used to: in response to the output voltage of the high-voltage battery being less than or equal to a first set threshold, receive power from a first low-voltage battery and supply power to a first load, or receive power from a second low-voltage battery and supply power to a second load.

[0017] When the power of the first low-voltage battery or the second low-voltage battery is sufficient, the first load and the second load in the vehicle can operate normally even if the output voltage of the high-voltage battery is less than or equal to the first set threshold.

[0018] As a possible implementation, the control circuit is configured to: in response to the output voltage of the high-voltage battery being less than or equal to a first set threshold, control receiving the DC power output by the first low-voltage battery and powering the second load.

[0019] In this way, when the first low-voltage battery and / or the second low-voltage battery has sufficient power, the first load and the second load in the vehicle can operate normally even if the output voltage of the high-voltage battery is less than or equal to the first set threshold.

[0020] As a possible embodiment, the first load includes a first main load and a first load, and the second load includes a second main load and a second load, and the control circuit is used to: in response to the output voltage of the high-voltage battery being less than or equal to a first set threshold and the first low-voltage battery being less than or equal to a fourth set threshold, control the first power conversion circuit to stop supplying power to the first load, and the fourth set threshold is greater than the second set threshold; in response to the output voltage of the high-voltage battery being less than or equal to the first set threshold and the second low-voltage battery being less than or equal to a fifth set threshold, control the second low-voltage battery to stop supplying power to the second load, and the fifth set threshold is greater than the third set threshold.

[0021] When the first low-voltage battery is less than or equal to the fourth set threshold, it means that the power of the first low-voltage battery is low, but it can still supply power to some loads. At this time, the control circuit controls the first power conversion circuit to no longer supply power to the first load, and only supply power to the first main load, thereby ensuring the normal operation of the key loads in the first load. When the second low-voltage battery is less than or equal to the fifth set threshold, it means that the power of the second low-voltage battery is low, but it can still supply power to some loads. At this time, the control circuit controls the second power conversion circuit to no longer supply power to the second load, and only supply power to the second main load, thereby ensuring the normal operation of the key loads in the second load.

[0022] As a possible implementation, the vehicle power supply device also includes: a power factor correction circuit, which is used to receive the first alternating current output by an external power supply and output a fourth direct current; and a third power conversion circuit, which is used to receive the fourth direct current and output the first direct current.

[0023] When the high-voltage battery is low on power, the on-board power supply device can also receive the first AC power from the AC charging pile, convert the first AC power into the fourth DC power, and convert the fourth DC power into the first DC power and input it into the first power conversion circuit, thereby ensuring the normal operation of the low-voltage load in the vehicle.

[0024] As a possible implementation, the on-board power supply device further includes an inverter circuit configured to receive a first direct current and output a second alternating current, the second alternating current being used to power a drive motor. The control circuit is configured to control the inverter circuit to output the second alternating current to power the drive motor of the electric vehicle. The inverter circuit receives the first direct current and outputs the second alternating current to the drive motor, thereby driving the drive motor of the electric vehicle.

[0025] As a possible implementation, the first power conversion circuit and the second power conversion circuit are provided on the same PCB circuit board. The first power conversion circuit and the second power conversion circuit are provided on the same PCB circuit board, thereby reducing volume and cost.

[0026] As a possible implementation, the first DC input interface includes a first DC connector, the first DC output interface includes a second DC connector, and the second DC output interface includes a third DC connector. The first power conversion circuit is configured to receive a first DC power via the first DC connector. The first power conversion circuit is configured to output a second DC power via the second DC connector. The second power conversion circuit is configured to output the third DC power via the third DC connector.

[0027] As a possible implementation, the first DC connector is used to connect to the high-voltage battery, the second DC connector is used to connect to the first load, and the third DC connector is used to connect to the second load.

[0028] As a possible embodiment, the shell also includes a third DC output interface and a fourth DC output interface, the third DC output interface includes a fourth DC connector, the fourth DC output interface includes a fifth DC connector, the third DC output interface is used to connect to the first low-voltage battery through the fourth DC connector, and the fourth DC output interface is used to connect to the second low-voltage battery through the fifth DC connector.

[0029] As one possible embodiment, the on-board power supply device includes a cooling channel for cooling the circuit board. The housing includes a coolant inlet mounting hole for coolant inflow and a coolant outlet mounting hole for coolant outflow, and the coolant inlet mounting hole and the coolant outlet mounting hole are connected by the cooling channel. At least some electrical components of the first power circuit are closer to the coolant inlet mounting hole than at least electrical components of the second power circuit.

[0030] As a possible embodiment, the cooling channel includes a first cooling channel and a second cooling channel that are interconnected. The first cooling channel is closer to the coolant inlet mounting hole than the second cooling channel, and the inner diameter of the first cooling channel is larger than the inner diameter of the second cooling channel. The cooling channel is used to dissipate heat from the first power conversion circuit and the second power conversion circuit. Because the voltage difference between the first and second DC power outputs of the high-voltage battery is greater than the voltage difference between the second and third DC power outputs, the heat generated by the first power conversion circuit is much greater than that generated by the second power conversion circuit. By placing the first power conversion circuit closer to the coolant inlet mounting hole than the second power conversion circuit and by providing the inner diameter of the first cooling channel larger than the inner diameter of the second cooling channel, the first power conversion circuit can be cooled more fully, thereby improving the heat dissipation efficiency and temperature uniformity of the on-board power supply device. BRIEF DESCRIPTION OF THE DRAWINGS

[0031] Figure 1 A schematic diagram of an on-board power supply device for an electric vehicle according to the present application;

[0032] Figure 2 is a structural schematic diagram of a first power conversion circuit;

[0033] Figure 3 A schematic diagram of the vehicle-mounted power supply device of the present application;

[0034] Figure 4 Another schematic diagram of the vehicle-mounted power supply device of the present application;

[0035] Figure 5 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0036] Figure 6 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0037] Figure 7 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0038] Figure 8 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0039] Figure 9 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0040] Figure 10 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0041] Figure 11 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0042] Figure 12 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0043] Figure 13 Another schematic diagram of the vehicle-mounted power supply device of this application;

[0044] Figure 14 It is a structural diagram of the inverter circuit;

[0045] Figure 15 A schematic structural diagram of the vehicle-mounted power supply device of this application;

[0046] Figure 16 This is another structural schematic diagram of the vehicle-mounted power supply device of this application;

[0047] Figure 17 This is another structural schematic diagram of the vehicle-mounted power supply device of this application;

[0048] Figure 18 This is another structural schematic diagram of the vehicle-mounted power supply device of this application;

[0049] Figure 19 This is another structural schematic diagram of the vehicle-mounted power supply device of this application;

[0050] Figure 20 This is another structural schematic diagram of the vehicle-mounted power supply device of this application;

[0051] Figure 21 This is another structural schematic diagram of the vehicle-mounted power supply device of this application;

[0052] Figure 22 This is another schematic diagram of the vehicle-mounted power supply device of this application. DETAILED DESCRIPTION

[0053] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings. The specific operating methods in the method embodiments can also be applied to device embodiments or system embodiments. It should be noted that in the description of the present application, "at least one" refers to one or more, wherein multiple refers to two or more. In view of this, "multiple" can also be understood as "at least two" in the embodiments of the present invention. "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / ", unless otherwise specified, generally indicates that the previous and next associated objects are in an "or" relationship. In addition, it should be understood that in the description of the present application, words such as "first" and "second" are only used to distinguish the purpose of description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

[0054] It should be noted that in the embodiments of the present application, "connection" refers to electrical connection, and the connection between two electrical components can be a direct or indirect connection between the two electrical components. For example, the connection between A and B can be either a direct connection between A and B, or an indirect connection between A and B through one or more other electrical components. For example, the connection between A and B can also be a direct connection between A and C, and C and B can be directly connected, with A and B connected through C.

[0055] Electric vehicles include multiple loads with different voltages. Therefore, the onboard power supply device of an electric vehicle needs to be able to redundantly supply power to multiple loads with different voltages. However, currently, different voltage loads are powered by different independent power supply modules. In view of this, the present application provides an onboard power supply device that can provide multiple different voltages to power loads with different voltages, thereby improving the integration of the power supply system of the electric vehicle.

[0056] The following describes an on-vehicle power supply device provided by an embodiment of the present application with reference to the accompanying drawings.

[0057] Figure 1 This is a schematic diagram of an on-board power supply device for an electric vehicle of the present application. The on-board power supply device 100 is used to receive power from a high-voltage battery 104 and supply power to the vehicle's loads. The on-board power supply device 100 includes a circuit board 150 and a housing 200. The circuit board 150 is used to carry at least some of the electrical components of a first power conversion circuit 101 and at least some of the electrical components of a second power conversion circuit 102. The first power conversion circuit 101 is used to step down and convert the first direct current output by the high-voltage battery 104 and output a second direct current. The second power conversion circuit 102 is used to receive the second direct current output by the first power conversion circuit 101 through the circuit board 150. The second power conversion circuit 102 is used to step down or step up the second direct current and output a third direct current.

[0058] The housing 200 is used to accommodate the circuit board 150 and includes a DC input interface 210, a first DC output interface 202, and a second DC output interface 203. The first DC input interface 201 is used to electrically connect the high-voltage battery 104 to the input of the first power conversion circuit 101, the first DC output interface 202 is used to electrically connect a load to the output of the first power conversion circuit 101, and the second DC output interface 203 is used to electrically connect another load to the output of the second power conversion circuit 102.

[0059] The vehicle-mounted power supply device provided in the embodiment of the present application integrates a first power conversion circuit 101 and a second power circuit 102. The first power conversion circuit 101 and the second power circuit 102 can output low-voltage direct current (DC) of different voltages to power a load. Compared to providing two separate power supply modules, each outputting a second DC power and a third DC power, the vehicle-mounted power supply device 100 provided in the embodiment of the present application improves the integration of electrical components, reduces the size of the vehicle-mounted power supply system, and reduces the cost of the vehicle-mounted power supply system.

[0060] The electrical components of the first power conversion circuit 101 and the electrical components of the second power conversion circuit 102 include switching tubes, transformers, inductors, capacitors and other components.

[0061] The first power conversion circuit 101 and the second power conversion circuit 102 may be a phase shifted full bridge (PSFB), a half bridge, or a BUCK or BOOST circuit topology, etc., which can perform voltage step-up or voltage step-down.

[0062] The first power conversion circuit 101 and the second power conversion circuit 102 include at least one switching device, which can be an insulated gate bipolar transistor (IGBT) and its anti-parallel diode, or a metal oxide semiconductor field effect transistor (MOSFET). This application does not impose excessive restrictions on the specific structure of the switching device.

[0063] For example, see Figure 2 As shown, Figure 2 Schematic diagram of the structure of a first power conversion circuit. The first power conversion circuit 101 may include a first capacitor C1, a second capacitor C2, a first switching device Q1, a second switching device Q2, and an inductor L1. The first end of the first capacitor C1 is connected to the first end of the first switching device Q1, the second end of the first switching device Q1 is connected to the first end of the inductor L1 and the first end of the second switching device Q2, respectively. The third end of the first switching device Q1 is used to input a signal that controls the state of the first switching device Q1, the second end of the second switching device Q2 is connected to the second end of the first capacitor C1 and the first end of the second capacitor C2, the third end of the second switching device Q2 is used to input a signal that controls the state of the second switching device Q2, and the second end of the inductor L1 is connected to the second end of the second capacitor C2. The first capacitor C1 and the second capacitor C2 are connected to the two ends of the DC bus. The output DC voltage is adjusted by controlling the conduction or disconnection of the first switching device Q1 and the second switching device Q2.

[0064] The first power conversion circuit 101 is configured to receive the first direct current output by the high-voltage battery 104. For example, the high-voltage battery 104 may be a power battery in an electric vehicle. Figure 3 This is a schematic diagram of an on-vehicle power supply device of the present application. The on-vehicle power supply device 100 further includes a control circuit 103 , which is used to control the first power conversion circuit 101 and the second power circuit.

[0065] The control circuit 103 can be a central processing unit (CPU), other general-purpose processors, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0066] See Figure 4 As shown, Figure 4 This is a schematic diagram of an on-vehicle power supply device according to the present application. The second DC power output by the first power conversion circuit 101 is used to power a first load 105, and the third DC power output by the second power conversion circuit 102 is used to power a second load 106. The first load 105 and the second load 106 may include various low-voltage electrical appliances within the electric vehicle, such as display devices, steering devices, brake devices, lights, wipers, and the like.

[0067] Since a higher battery charge increases the battery voltage, when the output voltage of high-voltage battery 104 exceeds a first set threshold, it indicates that high-voltage battery 104 has sufficient charge, and high-voltage battery 104 can output the first DC power. Therefore, first power conversion circuit 101 can power first load 105, and second power conversion circuit 102 can also power second load 106. The first set threshold can be freely set by those skilled in the art.

[0068] However, when the high-voltage battery 104 is low on power, the normal operation of the first load 105 and the second load 106 cannot be guaranteed. Therefore, a low-voltage battery is usually provided in the electric vehicle, so that when the high-voltage battery 104 is low on power, the low-voltage battery is used to power the first load 105 and the second load 106.

[0069] It should be noted that because the operating voltage of the high-voltage battery 104 is higher than the operating voltages of the first load 105 and the second load 106, the first power conversion circuit 101 can be considered a step-down circuit. Furthermore, to improve the efficiency of power conversion, the first power conversion circuit 101 and the second power conversion circuit 102 can adopt a two-stage step-down method. That is, the first power conversion circuit 101 first steps down the first DC power output by the high-voltage battery 104 to a second DC power with a lower voltage, and the second power conversion circuit 102 then steps down the second DC power output by the first power conversion circuit 101 to a third DC power with an even lower voltage. For example, the voltage of the second DC power can be 48V, and the voltage of the third DC power can be 12V.

[0070] Furthermore, the first power conversion circuit 101 and the second power conversion circuit 102 may also employ a step-down-then-step-up approach. Specifically, the first power conversion circuit 101 first steps down the first DC power outputted by the high-voltage battery 104 to a second DC power supply at a much lower voltage. The second power conversion circuit 102 then steps up the second DC power outputted by the first power conversion circuit 101 to a third DC power supply at a still lower voltage. For example, the voltage of the second DC power supply may be 12V, and the voltage of the third DC power supply may be 48V.

[0071] See Figure 5 As shown, Figure 5 This is a schematic diagram of a vehicle-mounted power supply device of the present application. When the output voltage of the high-voltage battery 104 is greater than the first set threshold, the control circuit 103 controls the first power conversion circuit 101 to output a second direct current to power the first load 105 or the first low-voltage battery 107.

[0072] When the output voltage of the high-voltage battery 104 is greater than the first set threshold, the second power conversion circuit 102 is controlled to output the third direct current to power the second load 106 or the second low-voltage battery 108 .

[0073] When the output voltage of the high-voltage battery 104 is greater than the first set threshold, the second DC power output by the first power conversion circuit 101 can both power the first load 105 and charge the first low-voltage battery 107. The third DC power output by the second power conversion circuit 102 can both power the second load 106 and charge the second low-voltage battery 108.

[0074] When the output voltage of high-voltage battery 104 is less than or equal to a first set threshold, control circuit 103 controls first power conversion circuit 101 to stop outputting the second DC power. First low-voltage battery 107 is used to power first load 105 when the output voltage of high-voltage battery 104 is less than or equal to the first set threshold. Second low-voltage battery 108 is used to power second load 106 when the power of high-voltage battery 104 is low. This ensures the normal operation of high-voltage battery 104 and the normal operation of first load 105 and second load 106.

[0075] When the power of the first load 105 is relatively large, it is difficult to meet the power demand of the first load 105 by only supplying power from the high-voltage battery 104 or the first low-voltage battery 107. Similarly, when the power of the second load 106 is relatively large, it is difficult to meet the power demand of the second load 106 by only supplying power from the high-voltage battery 104 or the second low-voltage battery 108. Figure 6 As shown, Figure 6 This is a schematic diagram of an on-board power supply device of the present application. The on-board power supply device 100 is configured to simultaneously receive power from a high-voltage battery 104 and a first low-voltage battery 107 and supply power to a first load 105, thereby meeting the higher power requirements of the first load 105. The on-board power supply device 100 is also configured to simultaneously receive power from the high-voltage battery 104 and a second low-voltage battery 108 and supply power to a second load 106, thereby meeting the higher power requirements of the second load 106.

[0076] When the power of the low-voltage battery is insufficient, the vehicle-mounted power supply device 100 can also charge the low-voltage battery. Figure 7 As shown, Figure 7This is a schematic diagram of a vehicle-mounted power supply device of the present application. When the output voltage of the first low-voltage battery 107 is less than or equal to the second set threshold, the first power conversion circuit 101 is controlled to output a second direct current to charge the first low-voltage battery 107. When the output voltage of the second low-voltage battery 108 is less than or equal to a third set threshold, the second power conversion circuit 102 is controlled to output a third direct current to charge the second low-voltage battery 108. In this way, sufficient power can be ensured in the first low-voltage battery 107 and the second low-voltage battery 108, thereby preventing the first load 105 and the second load 106 in the vehicle from malfunctioning when the output voltage of the high-voltage battery 104 is less than or equal to the first set threshold.

[0077] When the high-voltage battery 104 is low on power, the low-voltage battery in the electric vehicle can also power the low-voltage loads in the electric vehicle through the power conversion circuit. The first power conversion circuit 101 can also implement a bidirectional charging function, that is, the first power conversion circuit 101 can receive the first direct current output by the high-voltage battery 104 and convert the first direct current into a second direct current output to the first load 105 and the first low-voltage battery 107. The first power conversion circuit 101 can also receive the second direct current output by the first low-voltage battery 107 and convert the second direct current into a first direct current output to the high-voltage battery 104.

[0078] The second power conversion circuit 102 can also implement a bidirectional charging function. That is, the second power conversion circuit 102 can receive the second DC power output by the first power conversion circuit 101 and convert the second DC power into a third DC power, which is then output to the second load 106 and the second low-voltage battery 108. The second power conversion circuit 102 can also receive the third DC power output by the second low-voltage battery 108 and convert the third DC power into a second DC power, which is then output to the first power conversion circuit 101, so that the first power conversion circuit 101 outputs the first DC power to the high-voltage battery 104 based on the second DC power.

[0079] See Figure 8 As shown, Figure 8 This is a schematic diagram of an on-board power supply device of the present application. When the output voltage of the high-voltage battery 104 is less than or equal to a first set threshold, the on-board power supply device 100 receives power from the first low-voltage battery 107 and supplies power to the first load 105, or receives power from the second low-voltage battery 108 and supplies power to the second load 106. In this way, when the first low-voltage battery 107 and / or the second low-voltage battery 108 are sufficiently charged, the first load 105 and the second load 106 in the vehicle can operate normally even if the output voltage of the high-voltage battery 104 is less than or equal to the first set threshold.

[0080] Since the first low-voltage battery 107 can output the second direct current, the first low-voltage battery 107 can also supply power to the second load 106. Figure 9 As shown, Figure 9 This is a schematic diagram of an on-board power supply device of the present application. When the output voltage of the high-voltage battery 104 is less than or equal to a first set threshold, the control circuit 103 controls the on-board power supply device 100 to receive the DC power output by the first low-voltage battery 107 and power the second load 106. In this way, even if both the high-voltage battery 104 and the second low-voltage battery 108 are unable to supply power, the DC power output by the first low-voltage battery 107 can still power the second load 106, thereby ensuring the normal operation of the second load 106.

[0081] Since the second low-voltage battery 108 can output the third direct current, the second low-voltage battery 108 can also supply power to the first load 105. Figure 10 As shown, Figure 10 This is a schematic diagram of an on-board power supply device of the present application. When the output voltage of the high-voltage battery 104 is less than or equal to a first set threshold, the control circuit 103 controls the on-board power supply device 100 to receive the DC power output by the second low-voltage battery 108 and power the first load 105. In this way, even if both the high-voltage battery 104 and the first low-voltage battery 107 are unable to supply power, the DC power output by the second low-voltage battery 108 can still power the first load 105, thereby ensuring normal operation of the first load 105.

[0082] The first load 105 includes a first main load 1051 and a first secondary load 1052, and the second load 106 includes a second main load 1061 and a second secondary load 1062. The first main load 1051 and the second main load 1061 are critical loads in the electric vehicle. To ensure that the critical loads of the electric vehicle are all powered, the critical loads may be loads that can ensure safe driving or safe parking of the vehicle. The critical loads may be, but are not limited to, the following loads:

[0083] Vehicle steering systems can include mechanical steering systems, power steering systems, or electric steering systems. The vehicle steering systems of electric vehicles and hybrid vehicles are typically electric steering systems, also known as electric power steering (EPS). EPS typically includes a signal sensor, a steering assist mechanism, and an electronic control unit. Some or all components of the EPS can be powered by a low-voltage power supply system.

[0084] See Figure 11 As shown, Figure 11This is a schematic diagram of a vehicle-mounted power supply device of the present application. When the output voltage of the high-voltage battery 104 is less than or equal to the first set threshold and the first low-voltage battery 107 is less than or equal to the fourth set threshold, the control circuit 103 controls the first power conversion circuit 101 to stop supplying power to the first load 1052, and the fourth set threshold is greater than the second set threshold.

[0085] When the output voltage of the high voltage battery 104 is less than or equal to the first set threshold and the second low voltage battery 108 is less than or equal to the fifth set threshold, the second low voltage battery 108 is controlled to stop supplying power to the second load 1062, and the fifth set threshold is greater than the third set threshold.

[0086] Among them, when the first low-voltage battery 107 is less than or equal to the fourth set threshold, it means that the power of the first low-voltage battery 107 is low, but it can still supply power to some loads. At this time, the control circuit 103 controls the first power conversion circuit 101 to no longer supply power to the first load 1052, and only supply power to the first main load 1051, thereby ensuring the normal operation of the key loads in the first load 105. When the second low-voltage battery 108 is less than or equal to the fifth set threshold, it means that the power of the second low-voltage battery 108 is low, but it can still supply power to some loads. At this time, the control circuit 103 controls the second power conversion circuit 102 to no longer supply power to the second load 1062, and only supply power to the second main load 1061, thereby ensuring the normal operation of the key loads in the second load 106.

[0087] In addition, the vehicle-mounted power supply device 100 can also receive a first alternating current output by an external power source, and convert the first alternating current into direct current, thereby outputting a second direct current and a third direct current. Figure 12 As shown, Figure 12 This is a schematic diagram of a vehicle-mounted power supply device of the present application. The vehicle-mounted power supply device 100 also includes a power factor correction circuit 109, which is used to receive a first alternating current output by an external power supply and output a fourth direct current, and a third power conversion circuit 110, which is used to receive a third direct current and output the first direct current.

[0088] In this way, when the high-voltage battery 104 is low on power, the vehicle-mounted power supply device 100 can also receive the AC power output by the external power supply, and convert the AC power into a fourth DC power, and convert the fourth DC power into a first DC power and input it into the first power conversion circuit 101, thereby ensuring the normal operation of the low-voltage load in the vehicle.

[0089] See Figure 13 As shown, Figure 13This is a schematic diagram of a vehicle-mounted power supply device of the present application. The vehicle-mounted power supply device 100 also includes an inverter circuit 111, which is used to receive a first direct current and output a second alternating current. The second alternating current is used to power a drive motor 112. The control circuit 103 is used to control the inverter circuit 111 to output the second alternating current to power the drive motor 112 of the electric vehicle.

[0090] For example, see Figure 14 As shown, the inverter circuit 111 includes three parallel bridge arms, which can be respectively recorded as the U-phase bridge arm, the V-phase bridge arm and the W-phase bridge arm. The drive motor 112 includes three windings corresponding to the three bridge arms. The drive motor winding M U , drive motor winding M V and drive motor winding M W . The upper bridge switching device in the U-phase bridge arm is the switching device MQ1, and the lower bridge switching device is the switching device MQ2. The upper bridge switching device in the V-phase bridge arm is the switching device MQ3, and the lower bridge switching device is the switching device MQ4. The upper bridge switching device in the W-phase bridge arm is the switching device MQ5, and the lower bridge switching device is the switching device MQ6. The first ends of the switching devices MQ1, MQ3, and MQ5 are connected to the positive input terminal of the high-voltage battery 104, and the second ends of the switching devices MQ2, MQ4, and MQ6 are connected to the negative input terminal of the high-voltage battery 104. The second end of the switching device MQ1 and the first end of the switching device MQ2 are connected to the driving motor winding M U The second end of the switch device MQ3 and the first end of the switch device MQ4 are connected to the drive motor winding M v The second end of the switch device MQ5 and the first end of the switch device MQ6 are connected to the drive motor winding M w One end of the drive motor winding M U , drive motor winding M V and drive motor winding M W The other end of the inverter circuit 111 may be referred to as a center tap point of the drive motor 112. The inverter circuit 111 receives the first DC power supply, thereby outputting a second AC power to the drive motor 112 to drive the drive motor 112 of the electric vehicle.

[0091] See Figure 15 As shown, Figure 15This is a structural schematic diagram of a vehicle-mounted power supply device of the present application, in which the shell 200 includes a first DC input interface 201 including a first DC connector 2011, a first DC output interface 202 including a second DC connector 2021, and a second DC output interface 203 including a third DC connector 2031. The first power conversion circuit 101 is used to receive the first DC power through the first DC connector 2011, the first power conversion circuit 101 is used to output the second DC power through the second DC connector 2021, and the second power conversion circuit 102 is used to output the third DC power through the third DC connector 2031.

[0092] The first DC connector 2011 can be used to connect to the high-voltage battery 104 and the input terminal of the first power conversion circuit 101, respectively, to connect the high-voltage battery 104 to the first power conversion circuit 101. The second DC connector 2021 can be used to connect to the output terminal of the first power conversion circuit 101 and the first load 105, respectively, to connect the first power conversion circuit 101 to the first load 105. The third DC connector 2031 can be used to connect to the output terminal of the second power conversion circuit 102 and the second load 106, respectively, to connect the second power conversion circuit 102 to the second load 106.

[0093] In addition, the first DC connector 2011 , the second DC connector 2021 and the third DC connector 2031 may be injected with sealant for protection before being installed in the installation holes, so as to protect the components inside the housing 200 .

[0094] See Figure 16 As shown, Figure 16 This is a schematic diagram of the structure of an on-board power supply device of the present application. As a possible implementation, the housing 200 further includes a third DC output interface 204 and a fourth DC output interface 205. The third DC output interface 204 includes a fourth DC connector 2041, and the fourth DC output interface 205 includes a fifth DC connector 2051. The third DC output interface 204 is used to connect to the first low-voltage battery 107 via the fourth DC connector 2041, and the fourth DC output interface 205 is used to connect to the second low-voltage battery 108 via the fifth DC connector 2051.

[0095] As a possible implementation, see Figure 17 As shown, Figure 17This is a structural schematic diagram of a vehicle-mounted power supply device of the present application. The shell 200 includes an AC input interface 206, and the AC input interface 206 includes an AC input connector 2061. The vehicle-mounted power supply device 100 includes a power factor correction circuit 109 and a third power conversion circuit 110. The power factor correction circuit 109 is used to receive a first AC power from an AC charging pile and convert the first AC power into a fourth DC power. The third power conversion circuit 110 is used to convert the fourth DC power into a first DC power to power the first power conversion circuit 101 or output the first DC power through the first DC input interface 201 to charge the high-voltage battery 104.

[0096] See Figure 18 As shown, Figure 18 This is a structural schematic diagram of a vehicle-mounted power supply device of the present application. As a possible implementation method, the shell 200 includes a signal interface 207, the signal interface 207 includes a signal connector 2071, and the control circuit 103 is used to receive the acceleration signal generated by the accelerator pedal and the braking signal generated by the brake pedal of the electric vehicle through the signal connector 207.

[0097] Among them, the control circuit 103 is used to receive at least one of the acceleration signal generated by the accelerator pedal of the electric vehicle and the braking signal generated by the brake pedal, and responds to at least one of the acceleration signal or the braking signal. Among them, the control circuit 103 can be used as a vehicle control unit (VCU), and the control circuit 103 is used to receive the analog signal generated by the accelerator pedal of the electric vehicle. The analog signal includes one or more of the acceleration signal, the braking signal, the atmospheric pressure signal, the vacuum pressure signal, the current signal, the voltage signal and the temperature information. When the driver needs to change the current speed or driving direction of the electric vehicle, the analog signal is obtained from the driver input device such as the accelerator pedal, the brake pedal, the steering wheel, etc. to control the inverter circuit 111 to drive the drive motor 112 of the electric vehicle. The control circuit 103 is used to send a control signal to the inverter circuit 111, and the control signal is used to indicate the operating status of the drive motor 112.

[0098] In some embodiments, the control signal further includes torque indication information. The torque indication information includes a front axle torque state signal and / or a rear axle torque state signal, a front axle torque saturation state signal, and / or a rear axle torque saturation state signal. In other embodiments, the control signal further includes speed indication information. The speed indication information includes a front axle motor speed and / or a rear axle motor speed.

[0099] Since the control circuit 103 integrates the functions of the vehicle controller and the motor controller, the control circuit 103 can monitor the operating status of the drive motor 112 in real time and respond quickly to meet the driver's needs. In addition, the control circuit 103 can also perceive the driver's needs more quickly and make corresponding adjustments, making the driving experience smoother.

[0100] As a possible implementation, see Figure 19 As shown, Figure 19 This is a schematic diagram of the structure of an on-board power supply device of the present application. The on-board power supply device 100 also includes a cooling channel 300. The cooling channel 300 is accommodated in the housing 200. The multiple mounting holes include a coolant inlet mounting hole 301 and a coolant outlet mounting hole 302. One end of the cooling channel 300 is connected to the coolant inlet mounting hole 301, and the other end of the cooling channel 300 is connected to the coolant outlet mounting hole 302. Coolant flows in from the coolant inlet mounting hole 301 and flows out from the coolant outlet mounting hole 302.

[0101] To further reduce the volume, the first power conversion circuit 101 and the second power conversion circuit 102 can be stacked sequentially, making the arrangement of these components more compact and facilitating a reduction in the size of the on-board power supply device. In this arrangement, the housing 200 can include multiple cooling channels 300. The specific layout of the cooling channels 300 within the housing 200 is not limited herein, as long as the operating temperature of the first power conversion circuit 101 and the second power conversion circuit 102 can be increased or decreased.

[0102] When the first power conversion circuit 101 and the second power conversion circuit 102 utilize a two-stage step-down method, the first power conversion circuit 101 first steps down the first DC power output by the high-voltage battery 104 to a lower-voltage second DC power. The second power conversion circuit 102 then steps down the second DC power output by the first power conversion circuit 101 to a lower-voltage third DC power. Because the voltage difference between the first DC power output by the high-voltage battery 104 and the second DC power is greater than the voltage difference between the second DC power and the third DC power, the heat generated by the first power conversion circuit 101 is significantly greater than that generated by the second power conversion circuit 102.

[0103] Furthermore, since the temperature of the water inlet of the cooling channel 300 is lower than the temperature of the water outlet of the cooling channel 300, Figure 20 As shown, Figure 20 This is a structural diagram of a vehicle-mounted power supply device of the present application. As a possible implementation, the first power conversion circuit 101 is closer to the coolant inlet mounting hole 301 than the second power conversion circuit 102. In this way, the temperature of the first power conversion circuit 101 can be further reduced.

[0104] To further improve the heat dissipation, see Figure 21 As shown, Figure 21 This is a structural schematic diagram of a vehicle-mounted power supply device of the present application. The cooling channel 300 includes a first cooling channel 301 and a second cooling channel 302 that are connected to each other. The first cooling channel 301 is closer to the coolant inlet mounting hole than the second cooling channel 302. The inner diameter of the first cooling channel 301 is larger than the inner diameter of the second cooling channel 302.

[0105] In this way, the flow rate of the coolant flowing through the first power conversion circuit 101 is greater than that of the second power conversion circuit 102 , which can further reduce the temperature of the first power conversion circuit 101 .

[0106] In order to monitor the working status of the first power conversion circuit 101 and the second power conversion circuit 102, refer to Figure 22 As shown, as a possible implementation, the vehicle power supply device 100 also includes a first short circuit protection circuit 2201, a first overcurrent protection circuit 2202, a first over-voltage and under-voltage protection circuit 2203, a second short circuit protection circuit 2204, a second overcurrent protection circuit 2205, and a second over-voltage and under-voltage protection circuit 2206.

[0107] Among them, the first short-circuit protection circuit 2201 and the first overcurrent protection circuit 2202 can be connected to the busbar of the first power conversion circuit 101. The purpose of the first short-circuit protection circuit 2201 is to send the short-circuit information to the control circuit 103 in a timely manner when the second DC power output by the first power conversion circuit 101 is short-circuited, so that the control circuit 103 can cut off the current input from the high-voltage battery 104 to the first power conversion circuit 101 in a timely manner to prevent excessive current from causing damage to the load and other components. Exemplarily, the first short-circuit protection circuit 2201 can use a current sensor and a comparator to detect changes in the output current. When the output current exceeds the set threshold, the comparator will generate a short-circuit signal and send the short-circuit signal to the control circuit 103.

[0108] The purpose of the first overcurrent protection circuit 2202 is to send overcurrent information to the control circuit 103 in a timely manner when the second DC power output by the first power conversion circuit 101 is overcurrent, so that the control circuit 103 adjusts the switching frequency of the switching device on the first power conversion circuit 101 to prevent overcurrent from causing damage to the load and other components.

[0109] The first overvoltage / undervoltage protection circuit 2203 can be connected to the input and output terminals of the first power conversion circuit 101. The purpose of the first overvoltage / undervoltage protection circuit 2203 is to promptly send overvoltage or undervoltage information to the control circuit 103 when the second DC power output by the first power conversion circuit 101 experiences overvoltage or undervoltage, thereby causing the control circuit 103 to adjust the switching frequency of the switching devices on the first power conversion circuit 101 to prevent damage to the load and other components caused by excessive or insufficient voltage.

[0110] Among them, the second short-circuit protection circuit 2204 and the second overcurrent protection circuit 2205 can be connected to the busbar of the second power conversion circuit 102. The purpose of the second short-circuit protection circuit 2204 is to send the short-circuit information to the control circuit 103 in a timely manner when the third DC power output by the second power conversion circuit 102 is short-circuited, so that the control circuit 103 can cut off the current input by the power battery 400 to the second power conversion circuit 102 in a timely manner to prevent excessive current from damaging the load and other components. Exemplary, the second short-circuit protection circuit 2204 can use a current sensor and a comparator to detect changes in the output current. When the output current exceeds a set threshold, the comparator will generate a short-circuit signal and send the short-circuit signal to the control circuit 103.

[0111] The purpose of the second overcurrent protection circuit 2205 is to send overcurrent information to the control circuit 103 in a timely manner when the third DC power output by the second power conversion circuit 102 is overcurrent, so that the control circuit 103 adjusts the switching frequency of the switching device on the second power conversion circuit 102 to prevent overcurrent from causing damage to the load and other components.

[0112] The second over-voltage and under-voltage protection circuit 2206 can be connected to the input and output terminals of the second power conversion circuit 102. The purpose of the second over-voltage and under-voltage protection circuit 2206 is to promptly send overvoltage or undervoltage information to the control circuit 103 when the third DC power output by the second power conversion circuit 102 experiences overvoltage or undervoltage, thereby causing the control circuit 103 to adjust the switching frequency of the switching devices in the second power conversion circuit 102 to prevent damage to the load and other components caused by excessive or insufficient voltage.

[0113] It should be noted that a controllable switch may be connected between each group of bridge arms and the connector, and a filter circuit, filter capacitor, etc. may be provided in each group of bridge arms. Designers may also make adaptive adjustments to the number and connection position of the filter circuit and filter capacitor as needed, which is not limited here.

[0114] It should also be noted that the electric vehicles involved in this application may include pure electric vehicles (pure electric vehicle / battery electric vehicle, PEV / BEV), hybrid electric vehicles (hybrid electric vehicle, HEV), range extended electric vehicles (range extended electric vehicle, REEV), plug-in hybrid electric vehicles (plug-in hybrid electric vehicle, PHEV), new energy vehicles (new energy vehicle), etc.

[0115] Based on the same concept, the present application also provides an electric vehicle, which includes the on-board power supply device described in the above embodiment.

[0116] References herein to "embodiments" mean that a particular feature, structure, or characteristic described in connection with the embodiments may be included in at least one embodiment of the present application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor does it constitute an independent or alternative embodiment that is mutually exclusive of other embodiments. It is understood, both explicitly and implicitly, by those skilled in the art that the embodiments described herein may be combined with other embodiments.

[0117] The above specific implementation methods further illustrate the purpose, technical solutions and beneficial effects of this application in detail. It should be understood that the above are only specific implementation methods of this application and are not intended to limit the scope of protection of this application. Any modifications, equivalent replacements, improvements, etc. made on the basis of the technical solutions of this application should be included in the scope of protection of this application.

Claims

1. A vehicle-mounted power supply device, characterized in that: The on-board power supply device is used to receive power from the high-voltage battery and supply power to the load of the electric vehicle, and the on-board power supply device includes: a circuit board, the circuit board being configured to carry at least some electrical components of a first power conversion circuit and at least some electrical components of a second power conversion circuit, the first power conversion circuit being configured to step down and convert a first direct current output by the high-voltage battery and output a second direct current, the second power conversion circuit being configured to receive the second direct current output by the first power conversion circuit via the circuit board, the second power conversion circuit being configured to step down or step up and convert the second direct current and output a third direct current; a housing for accommodating the circuit board, the housing comprising a DC input interface, a first DC output interface, and a second DC output interface; Among them, the first DC input interface is used to electrically connect the high-voltage battery and the input end of the first power conversion circuit, the first DC output interface is used to electrically connect one of the loads and the output end of the first power conversion circuit, and the second DC output interface is used to electrically connect another load and the output end of the second power conversion circuit.

2. The vehicle-mounted power supply device according to claim 1, characterized in that: The first power conversion circuit is used to receive the first direct current output by the high-voltage battery. The vehicle-mounted power supply device includes a control circuit, and the control circuit is used to: In response to the output voltage of the high-voltage battery being greater than a first set threshold, controlling the first power conversion circuit to output a second direct current to power a first load or a first low-voltage battery; or, In response to the output voltage of the high-voltage battery being greater than the first set threshold, the second power conversion circuit is controlled to output a third direct current to power a second load or a second low-voltage battery.

3. The vehicle-mounted power supply device according to claim 2, characterized in that: The control circuit is used to: In response to the output voltage of the power battery being less than or equal to a first set threshold, the first power conversion circuit is controlled to stop outputting the second direct current.

4. The vehicle-mounted power supply device according to claim 2, characterized in that: The vehicle-mounted power supply device is used for: Simultaneously receiving power from the high-voltage battery and the first low-voltage battery and supplying power to the first load; or; Simultaneously receives power from the high-voltage battery and the second low-voltage battery and supplies power to the second load.

5. The vehicle-mounted power supply device according to claim 2, characterized in that: The control circuit is used to: In response to the output voltage of the first low-voltage battery being less than or equal to a second set threshold, controlling the first power conversion circuit to output the second direct current to charge the first low-voltage battery; or, In response to the output voltage of the second low-voltage battery being less than or equal to a third set threshold, the second power conversion circuit is controlled to output the third direct current to charge the second low-voltage battery.

6. The vehicle-mounted power supply device according to claim 3, characterized in that: The vehicle-mounted power supply device is used for: In response to the output voltage of the high-voltage battery being less than or equal to the first set threshold, power is supplied from the first low-voltage battery and supplied to the first load, or power is supplied from the second low-voltage battery and supplied to the second load.

7. The vehicle-mounted power supply device according to claim 3, characterized in that: The control circuit is used to: In response to the output voltage of the high-voltage battery being less than or equal to the first set threshold, the direct current outputted by the first low-voltage battery is controlled to be received and supplied to the second load.

8. The vehicle-mounted power supply device according to claim 4, characterized in that: The first load includes a first main load and a first secondary load, the second load includes a second main load and a second secondary load, and the control circuit is configured to: In response to the output voltage of the high-voltage battery being less than or equal to a first set threshold and the output voltage of the first low-voltage battery being less than or equal to a fourth set threshold, controlling the first power conversion circuit to stop supplying power to the first load, the fourth set threshold being greater than the second set threshold; In response to the output voltage of the high-voltage battery being less than or equal to a first set threshold and the output voltage of the second low-voltage battery being less than or equal to a fifth set threshold, the second low-voltage battery is controlled to stop supplying power to the second load, and the fifth set threshold is greater than the third set threshold.

9. The vehicle-mounted power supply device according to any one of claims 1 to 8, characterized in that: The vehicle-mounted power supply device further includes: a power factor correction circuit, the power factor correction circuit being configured to receive a first alternating current outputted by an external power source and output a fourth direct current; A third power conversion circuit is configured to receive the fourth direct current and output the first direct current.

10. The vehicle-mounted power supply device according to any one of claims 2 to 7, characterized in that: The vehicle-mounted power supply device further includes an inverter circuit, which is configured to receive the first direct current and output a second alternating current, and the second alternating current is configured to power a drive motor. The control circuit is used to control the inverter circuit to output the second alternating current to power a driving motor of the electric vehicle.

11. The vehicle-mounted power supply device according to any one of claims 1 to 10, characterized in that: The first DC input interface includes a first DC connector, the first DC output interface includes a second DC connector, and the second DC output interface includes a third DC connector; The first power conversion circuit is configured to receive the first DC power through the first DC connector; The first power conversion circuit is configured to output the second DC power through the second DC connector; The second power conversion circuit is configured to output the third DC power through the third DC connection element.

12. The vehicle-mounted power supply device according to claim 11, characterized in that: The first DC connector is used to connect to a high-voltage battery, the second DC connector is used to connect to a first load, and the third DC connector is used to connect to a second load.

13. The vehicle-mounted power supply device according to claim 11 or 12, characterized in that: The shell also includes a third DC output interface and a fourth DC output interface, the third DC output interface includes a fourth DC connector, and the fourth DC output interface includes a fifth DC connector. The third DC output interface is used to connect to the first low-voltage battery through the fourth DC connector, and the fourth DC output interface is used to connect to the second low-voltage battery through the fifth DC connector.

14. The vehicle-mounted power supply device according to any one of claims 1 to 13, characterized in that: The voltage of the second direct current is 12 volts, and the voltage of the third direct current is 12 volts; or, The voltage of the second direct current is 48 volts, and the voltage of the third direct current is 12 volts.

15. The vehicle-mounted power supply device according to any one of claims 11 to 14, characterized in that: The vehicle-mounted power supply device includes a cooling channel, and the cooling channel is used to cool the circuit board; The housing includes a coolant inlet mounting hole and a coolant outlet mounting hole, the coolant inlet mounting hole is used for the coolant to flow in, the coolant outlet mounting hole is used for the coolant to flow out, and the coolant inlet mounting hole and the coolant outlet mounting hole are connected through the cooling channel; The at least some electrical components of the first power circuit are closer to the coolant inlet mounting hole than the at least electrical components of the second power circuit.

16. The vehicle-mounted power supply device according to claim 15, characterized in that: The cooling channel includes a first cooling channel and a second cooling channel that are connected. The first cooling channel is closer to the coolant inlet mounting hole than the second cooling channel. The inner diameter of the first cooling channel is larger than the inner diameter of the second cooling channel.

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