All-in-one vehicle power supply, powertrain, and electric vehicle

Abstract

The application provides a multi-in-one vehicle-mounted power supply device, a power assembly and an electric vehicle. The multi-in-one power supply device comprises an inverter circuit, the bridge arm midpoints of three-phase bridge arms in the inverter circuit are connected to three-phase windings of a driving motor respectively, and the switching tubes in the three-phase bridge arms are insulated gate bipolar transistors. The multi-in-one power supply device further comprises a voltage conversion circuit, the voltage conversion circuit comprises a transformer and a secondary side circuit, and the switching tubes in the secondary side circuit are silicon carbide-metal oxide semiconductor field effect transistors. The secondary side circuit is used for receiving power supply of a secondary side winding of the transformer and supplying power to a power battery in a process in which the multi-in-one vehicle-mounted power supply device is used for receiving external power supply and charging the power battery. In a process in which the multi-in-one vehicle-mounted power supply device is used for receiving power supply of the power battery and supplying power to the driving motor, the power supply of the power battery is received and the driving motor is supplied with power together with the inverter circuit. The working efficiency can be improved while the cost is controlled and the space is saved.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, and more particularly to an all-in-one on-board power supply device, powertrain, and electric vehicle. Background Technology

[0002] With the development of electric vehicles, their components are increasingly moving towards high integration, low cost, and small size. For example, the three-in-one devices integrating the motor, electronic control unit, and reducer that have emerged in recent years eliminate the need for wiring harnesses between components and mounting brackets for individual parts, offering significant advantages in cost and space utilization. However, currently available multi-in-one devices often only physically integrate components such as the motor controller and the on-board power supply, without significantly altering the efficiency of each component. This results in limited contributions to cost control, space saving, and increased driving range. Summary of the Invention

[0003] This application provides an all-in-one vehicle power supply device, powertrain, and electric vehicle. By integrating an on-board power supply device using SiC-MOSFETs and a motor controller using IGBTs into an all-in-one vehicle power supply device, parallel driving of SiC-MOSFETs and IGBTs is achieved, thereby improving work efficiency while controlling costs and saving space.

[0004] In a first aspect, a multi-functional vehicle power supply device is provided. This device includes an inverter circuit comprising three-phase bridge arms, the midpoints of which are respectively used to connect to the three-phase windings of a drive motor. The switching transistors in the three-phase bridge arms are insulated-gate bipolar transistors (IGBTs). The multi-functional power supply device also includes a voltage conversion circuit comprising a primary circuit, a transformer, and a secondary circuit. The primary circuit is used to connect to the primary winding of the transformer, and the switching transistors in the secondary circuit are silicon carbide-metal-oxide-semiconductor (SiMOS) field-effect transistors (FETs). Specifically, when the multi-functional vehicle power supply device receives AC power from an external power source to charge a power battery, the secondary circuit receives power from the secondary winding of the transformer and supplies power to the power battery. When the multi-functional vehicle power supply device receives DC power from the power battery to supply power to the drive motor, the secondary circuit receives power from the power battery and, together with the inverter circuit, supplies power to the drive motor.

[0005] It should be understood that the secondary circuit and the inverter circuit jointly supply power to the drive motor can be understood as the secondary circuit and the inverter circuit alternately outputting three-phase AC power to supply power to the drive motor, or the secondary circuit and the inverter circuit simultaneously outputting three-phase AC power to supply power to the drive motor. This application does not limit this.

[0006] Based on the above solution, by integrating the vehicle power supply device using SiC-MOSFETs and the motor controller using IGBTs into a single vehicle power supply device, parallel driving of SiC-MOSFETs and IGBTs can be achieved, thereby improving work efficiency while controlling costs and saving space.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the secondary circuit includes three bridge arms. During the process of the multi-in-one vehicle power supply device receiving AC power from an external power source and charging the power battery, the midpoints of any two of the three bridge arms are respectively used to connect the two ends of the secondary winding. During the process of the multi-in-one vehicle power supply device receiving DC power from the power battery and supplying power to the drive motor, the midpoints of the three bridge arms are respectively used to connect the three-phase windings of the drive motor, and the connection between the two bridge arms and the secondary winding is disconnected.

[0008] It should be understood that the device parameters (e.g., current carrying capacity) of the switching transistors in any two of the three bridge arms may be the same as or different from those of the switching transistor in the other of the three bridge arms, and this application embodiment does not limit this.

[0009] Based on the above scheme, the all-in-one vehicle power supply device can reuse two bridge arms in the secondary circuit, which is beneficial for cost control.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the all-in-one vehicle power supply device further includes a switching module. During the process of the vehicle power supply device receiving AC power from an external power source and charging the power battery, the switching module is used to connect the midpoint of one of the two bridge arms and one end of the secondary winding, and to connect the midpoint of the other bridge arm and the other end of the secondary winding. During the process of the vehicle power supply device receiving DC power from the power battery and supplying power to the drive motor, the switching module is used to disconnect the connection between the two bridge arms and the secondary winding, and to connect the midpoint of the three bridge arms and the three-phase winding.

[0011] It should be understood that the embodiments of this application do not limit the internal structure of the switch module. As an example and not a limitation, the switch module can be provided with multiple switch groups. In each switch group, one switch is used to connect the midpoint of one bridge arm in the secondary circuit to one end of the secondary winding of the transformer, and another switch is used to connect the midpoint of one bridge arm in the secondary circuit to one phase winding of the drive motor. Thus, by changing the conduction mode of the two switches in the switch group, the connection mode of the secondary circuit with the secondary winding of the transformer and the drive motor can be switched.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the switch module includes two single-pole double-throw (SPD) switches. One SPD switch has a contact for connecting to the midpoint of one of the two bridge arms; a first contact of the SPD switch is used to connect to one end of the secondary winding; and a second contact of the SPD switch is used to connect to one phase winding of the drive motor. The other SPD switch has a contact for connecting to the midpoint of the other bridge arm; a first contact of the other SPD switch is used to connect to the other end of the secondary winding; and a second contact of the other SPD switch is used to connect to the other phase winding of the drive motor.

[0013] Based on the above solution, this all-in-one vehicle power supply device can flexibly switch the connection mode of the bridge arm and secondary winding and the motor winding in the secondary circuit through the switching module, which is highly flexible and reliable.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the switch module includes four switches: a first switch, a second switch, a third switch, and a fourth switch. The first switch is used to connect or disconnect one end of the secondary winding and the midpoint of one of the two bridge arms. The second switch is used to connect or disconnect the midpoint of one of the two bridge arms and one phase winding of the drive motor. The third switch is used to connect or disconnect the other end of the secondary winding and the midpoint of the other bridge arm. The fourth switch is used to connect or disconnect the midpoint of the other bridge arm and the other phase winding of the drive motor. When the secondary circuit receives power from the secondary winding, the first and third switches are on, and the second and fourth switches are off. When the secondary circuit supplies power to the drive motor, the first and third switches are off, and the second and fourth switches are on.

[0015] In conjunction with the first aspect, in certain implementations of the first aspect, during the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, when the current through one phase winding of the drive motor is less than a first current threshold, the bridge arm of the secondary circuit corresponding to that phase winding is turned on and the bridge arm of the inverter circuit corresponding to that phase winding is turned off. When the current through one phase winding of the drive motor is greater than or equal to the first current threshold, the bridge arm of the secondary circuit corresponding to that phase winding is turned off and the bridge arm of the inverter circuit corresponding to that phase winding is turned on.

[0016] It should be understood that the bridge arm of the secondary circuit corresponding to the aforementioned one-phase winding can be understood as the bridge arm in the secondary circuit connected to that one-phase winding.

[0017] It should be understood that the bridge arm of the secondary circuit corresponding to the aforementioned one-phase winding can be understood as the bridge arm in the inverter circuit connected to that one-phase winding.

[0018] It should be understood that the current flowing through one phase winding of the drive motor can be interpreted as either the effective value or the instantaneous value of the current, and this application embodiment does not limit this interpretation. In other words, the multi-functional vehicle power supply device can control the switching transistors in the secondary circuit and the inverter circuit to turn on and off based on the magnitude of the effective value of the current flowing through one phase winding. Alternatively, the multi-functional vehicle power supply device can control the switching transistors in the secondary circuit and the inverter circuit to turn on and off based on the magnitude of the instantaneous value of the current flowing through one phase winding.

[0019] It should be understood that the embodiments of this application do not limit the size of the first current threshold. For example, the first current threshold may be 50A, or the first current threshold may be 100A.

[0020] Based on the above scheme, the all-in-one vehicle power supply device can control the SiC-MOSFET to power the drive motor when the current through one phase winding of the drive motor is less than the first current threshold, and control the IGBT to power the drive motor when the current through one phase winding of the drive motor is greater than or equal to the first current threshold, thereby accurately and effectively improving working efficiency and having strong adaptability.

[0021] In conjunction with the first aspect, in some implementations of the first aspect, when the current through one phase winding of the drive motor is greater than the second current threshold, the switch of the inverter circuit corresponding to the one phase winding is turned on and the switch of the bridge arm in the secondary circuit corresponding to the one phase winding is turned on, wherein the second current threshold is greater than the first current threshold.

[0022] Based on the above scheme, the all-in-one vehicle power supply device can control the SiC-MOSFET and IGBT to work together to supply power to the drive motor when the current through one phase winding of the drive motor is greater than the first current threshold, thereby improving the efficiency of the drive motor under extremely high current conditions.

[0023] In conjunction with the first aspect, in some implementations of the first aspect, the all-in-one vehicle power supply device further includes a control device. During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, when the current through one phase winding of the drive motor is less than a first current threshold, the control device controls the switching transistor in the bridge arm of the secondary circuit corresponding to that phase winding to conduct at a first frequency, and controls the bridge arm of the inverter circuit corresponding to that phase winding to turn off. When the current through one phase winding of the drive motor is greater than or equal to the first current threshold, the control device controls the switching transistor in the bridge arm of the inverter circuit corresponding to that phase winding to conduct at the first frequency, and controls the bridge arm of the secondary circuit corresponding to that phase winding to turn off.

[0024] It should be understood that the control device can also be used to control the switching transistors in the primary circuit and / or the switching module, but this application embodiment does not limit this.

[0025] Based on the above scheme, this all-in-one vehicle power supply device can achieve the same frequency drive of the switching transistors in the secondary circuit and the inverter circuit through the same control device, resulting in high control reliability.

[0026] In conjunction with the first aspect, in some implementations of the first aspect, the all-in-one vehicle power supply device further includes a power factor correction circuit for converting the AC power output from the external power source into DC power, and a voltage conversion circuit for increasing or decreasing the DC power output from the power factor correction circuit.

[0027] Based on the above solution, this all-in-one vehicle power supply device can receive AC power and charge the power battery through a power factor correction circuit, making it widely applicable.

[0028] In conjunction with the first aspect, in some implementations of the first aspect, the all-in-one vehicle power supply device includes a housing for accommodating the inverter circuit, the voltage conversion circuit, and the power factor correction circuit. The housing surface includes an AC input interface, a DC output interface, and an AC output interface. The power factor correction circuit receives AC power from an external power source through the AC input interface. The secondary circuit supplies power to the battery through the DC output interface. The inverter circuit supplies power to the drive motor through the AC output interface.

[0029] Based on the above solution, the inverter circuit, voltage conversion circuit, and power factor correction circuit in the all-in-one vehicle power supply device can be integrated into the same housing, resulting in a high degree of integration.

[0030] In conjunction with the first aspect, in some implementations of the first aspect, the AC input interface and the DC output interface are located on one side of the housing, and the AC output interface is located on the opposite side of the one side.

[0031] Based on the above solution, the positions of the input and output interfaces on the housing of the all-in-one vehicle power supply device can be set according to the specific implementation, which is highly flexible.

[0032] In conjunction with the first aspect, in some implementations of the first aspect, the all-in-one vehicle power supply device includes a printed circuit board for carrying at least some electrical components of the inverter circuit and at least electrical components of the voltage conversion circuit.

[0033] By way of example and not limitation, the printed circuit board can be used to carry electrical components in the all-in-one vehicle power supply device, or in other words, all electrical components in the all-in-one vehicle power supply device can be integrated on the printed circuit board, resulting in high integration. By way of example and not limitation, the printed circuit board can be used to carry electrical components in the secondary circuit and electrical components in the inverter circuit, resulting in low integration complexity.

[0034] In conjunction with the first aspect, in some implementations of the first aspect, on the surface of the printed circuit board, at least some electrical components of the inverter circuit and at least some electrical components of the voltage conversion circuit are arranged along a first direction, and at least some electrical components of the inverter circuit and electrical components of the vehicle controller are arranged along a second direction, the first direction and the second direction being perpendicular.

[0035] Based on the above scheme, the voltage conversion circuit and the inverter circuit can be integrated into the housing of the all-in-one vehicle power supply device, and the electrical components in the above circuit can be arranged flexibly, which can be designed according to actual implementation and has strong applicability.

[0036] In conjunction with the first aspect, in some implementations of the first aspect, during the process of the all-in-one vehicle power supply device receiving external power, outputting AC power, and charging the power battery, one of the three arms other than any two arms is turned off.

[0037] It should be understood that all three arms can be used to receive AC power from an external power source and power the battery; this application does not limit this.

[0038] Secondly, a powertrain is provided, comprising a multi-functional vehicle power supply unit and a drive motor. The multi-functional vehicle power supply unit includes: an inverter circuit, comprising three-phase bridge arms, the midpoints of which are respectively used to connect to the three-phase windings of the drive motor; the switching transistors in the three-phase bridge arms are insulated-gate bipolar transistors (IGBTs). A voltage conversion circuit includes a primary circuit, a transformer, and a secondary circuit. The primary circuit is used to connect to the primary winding of the transformer, and the switching transistors in the secondary circuit are silicon carbide-metal-oxide-semiconductor field-effect transistors (SMTs). During the process of the vehicle power supply unit receiving AC power from an external power source and charging the power battery, the secondary circuit receives power from the secondary winding of the transformer and supplies power to the power battery. During the process of the vehicle power supply unit receiving DC power from the power battery and supplying power to the drive motor, the secondary circuit receives power from the power battery and, together with the inverter circuit, supplies power to the drive motor.

[0039] In conjunction with the second aspect, in some implementations of the second aspect, the secondary circuit includes three bridge arms. During the process of the multi-in-one vehicle power supply device receiving AC power from an external power source and charging the power battery, the midpoints of any two of the three bridge arms are respectively used to connect the two ends of the secondary winding. During the process of the multi-in-one vehicle power supply device receiving DC power from the power battery and supplying power to the drive motor, the midpoints of the three bridge arms are respectively used to connect the three-phase windings of the drive motor, and the connection between the two bridge arms and the secondary winding is disconnected.

[0040] Thirdly, an electric vehicle is provided, comprising a power battery, a powertrain, and wheels. The powertrain is used to receive power from the power battery to drive the wheels, or to receive power from an external power source and supply power to the power battery. The powertrain includes a multi-function on-board power supply unit and a drive motor. The multi-function on-board power supply unit includes an inverter circuit, which includes three-phase bridge arms. The midpoints of the bridge arms are respectively used to connect to the three-phase windings of the drive motor. The switching transistors in the three-phase bridge arms are insulated-gate bipolar transistors (IGBTs). A voltage conversion circuit is also provided, comprising a primary circuit, a transformer, and a secondary circuit. The primary circuit is used to connect to the primary winding of the transformer, and the switching transistors in the secondary circuit are silicon carbide-metal-oxide-semiconductor field-effect transistors (SMTs). During charging of the electric vehicle, the secondary circuit receives power from the secondary winding of the transformer and supplies power to the power battery. During operation of the electric vehicle, the secondary circuit receives power from the power battery and alternately supplies power to the drive motor with the inverter circuit.

[0041] The supplementary solutions and technical effects provided in the second and third aspects above can be found in the corresponding descriptions in the first aspect, and will not be repeated here. Attached Figure Description

[0042] Figure 1 This is a schematic diagram of an electric vehicle 10 provided in an embodiment of this application;

[0043] Figure 2 This is a schematic diagram of a powertrain 12 provided in an embodiment of this application;

[0044] Figure 3 This is a schematic diagram of an all-in-one vehicle power supply device 121 provided in an embodiment of this application;

[0045] Figure 4 This is a circuit topology diagram of an all-in-one vehicle power supply device 121 provided in an embodiment of this application;

[0046] Figure 5 This is a schematic diagram of the working states of switching transistors Q1 and Q7 provided in an embodiment of this application;

[0047] Figure 6 This is a control timing diagram of switching transistors Q1 and Q7 provided in an embodiment of this application. Detailed Implementation

[0048] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0049] In the description of the embodiments of this application, unless otherwise stated, " / " means "or". For example, A / B can mean A or B. "And / or" in this document is merely a description of the relationship between related objects, indicating that there can be three relationships. For example, A and / or B can mean: A exists alone, A and B exist simultaneously, and B exists alone.

[0050] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0051] References to “some embodiments” and the like in this specification mean that one or more embodiments of this application include a particular feature, structure, or characteristic described in connection with that embodiment. Therefore, phrases such as “some embodiments” appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean “one or more, but not all, embodiments”, unless otherwise specifically emphasized. The terms “comprising,” “including,” “having,” and variations thereof mean “including, but not limited to,” unless otherwise specifically emphasized.

[0052] Currently, most power devices in power electronic devices are based on traditional silicon (Si) materials. However, due to inherent performance limitations of traditional Si materials, such as narrow bandgap, low thermal conductivity, and low critical electric field, their converters suffer from problems such as high losses, low switching frequencies, and difficulty in meeting higher blocking voltages and power factors. With changing societal demands and shifts in semiconductor performance targets, silicon carbide (SiC), recognized worldwide as a third-generation semiconductor material, possesses superior performance. Compared to traditional Si semiconductors, it offers advantages in breakdown field strength, bandgap width, carrier saturation drift velocity, and thermal conductivity. Its lower switching losses, higher breakdown voltage, and higher thermal conductivity make it more suitable for high-power applications in high-temperature and high-voltage environments. The most representative example is the silicon carbide-metal oxide semiconductor field-effect transistor (SiC-MOSFET), which effectively improves the efficiency and power density of power electronic converters and facilitates the miniaturization and weight reduction of power electronic devices, making it suitable for a wide range of applications. However, due to the immaturity of current SiC semiconductor device manufacturing technology, its chip current carrying capacity is far lower than that of silicon insulated gate bipolar transistors (IGBTs), and the development of related packaging technology is relatively lagging behind. Therefore, IGBTs are still the mainstream power devices at present.

[0053] With the development of electric vehicles, their components are increasingly moving towards high integration, low cost, and small size. For example, the three-in-one devices integrating the motor, electronic control unit, and reducer that have emerged in recent years eliminate the need for wiring harnesses between components and mounting brackets for individual parts, offering significant advantages in cost and space utilization. However, currently available multi-in-one devices often only physically integrate components such as the motor controller and the on-board power supply, without significantly altering the efficiency of each component. This results in limited contributions to cost control, space saving, and increased driving range.

[0054] In view of this, embodiments of this application provide an all-in-one vehicle power supply device, powertrain, and electric vehicle. By integrating an on-board power supply device using SiC-MOSFETs and a motor controller using IGBTs into an all-in-one vehicle power supply device, parallel driving of SiC-MOSFETs and IGBTs is achieved, thereby improving work efficiency while controlling costs and saving space.

[0055] Figure 1 This is a schematic diagram of an electric vehicle 10 provided in an embodiment of this application.

[0056] like Figure 1 As shown, the electric vehicle 10 includes at least a power battery 11 and a powertrain 12, with the power battery 11 connected to the powertrain 12. When the electric vehicle is not connected to a power source, the power battery 11 can supply power to the powertrain 12, enabling the powertrain 12 to provide driving power to the vehicle 10. When the electric vehicle is connected to an external power source 20 (not shown), the powertrain 12 can receive power from the external power source 20 and charge the power battery 12. The external power source 20 can be an AC charging station or other AC source; this embodiment does not limit the specific type of power source.

[0057] It should be understood that the electric vehicle 10 in this application embodiment can be any type of vehicle such as a sedan, truck, or bus, or it can be a tricycle, two-wheeled vehicle, train, or other transportation device for carrying passengers or goods, or other types of vehicles powered by a power battery. This application embodiment does not limit this. Electric vehicles include, but are not limited to, pure electric vehicles (pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), and new energy vehicles (NEV).

[0058] It should be understood that the power battery 11 in the embodiments of this application can be a lithium-ion battery, lithium metal battery, lead-acid battery, nickel-cadmium battery, nickel-metal hydride battery, lithium-sulfur battery, lithium-air battery, or sodium-ion battery, etc., and this application does not limit it. In terms of scale, the power battery 110 in the embodiments of this application can be a single cell, a battery module, or a battery pack, and this application does not limit it. The power battery 11 can also supply power to other electrical components in the electric vehicle, such as the vehicle's air conditioning and in-vehicle media player.

[0059] Figure 2 This is a schematic diagram of a powertrain 12 provided in an embodiment of this application.

[0060] like Figure 2As shown, the powertrain 12 includes a multi-function vehicle power supply unit 121 and a drive motor 122. When the powertrain 12 is used to charge the power battery 11, the multi-function vehicle power supply unit 121 receives AC power from an external power source 20 and outputs DC power to the power battery 12 to charge it. When the powertrain 12 is used to receive power from the power battery 11 and provide driving power to the electric vehicle 10, the multi-function vehicle power supply unit 121 receives DC power from the power battery 11 and outputs AC power to the drive motor 122 to drive the drive motor 122 to rotate the wheels via a transmission connection, thereby providing driving power to the electric vehicle 10.

[0061] In some possible embodiments, the all-in-one vehicle power supply device 121 can also supply power to an external source. Specifically, the all-in-one vehicle power supply device 121 is used to connect to an external load 30. In this case, the all-in-one vehicle power supply device 121 is used to convert the DC power from the power battery 110 into AC power to supply power to the external load 30. The external load 30 can be an electrical device or other energy storage device, and this application embodiment does not limit it.

[0062] Figure 3 This is a schematic diagram of an all-in-one vehicle power supply device 121 provided in an embodiment of this application.

[0063] See Figure 3 The all-in-one vehicle power supply device 121 includes a voltage conversion circuit 1211 and an inverter circuit 1212. The input terminal of the voltage conversion circuit 1211 is used to connect to an external power source 20, and the output terminal of the voltage conversion circuit 1211 can be used to connect the power battery 11 and the three-phase windings of the drive motor 122. The inverter circuit 1214 is used to connect to the three-phase windings of the drive motor 122. When the all-in-one vehicle power supply device 121 receives power from the external power source 20 and charges the power battery 11, the voltage conversion circuit 1211 is used to increase or decrease the voltage of the received DC power.

[0064] In some possible embodiments, the external power source 20 is a DC source, and the voltage conversion circuit 1211 is used to increase or decrease the DC output of the external power source 20 and output the DC to charge the power battery 11.

[0065] In some other possible embodiments, the external power source 20 is an AC source. In this case, the all-in-one vehicle power supply device 121 also includes a power factor correction (PFC) circuit 1213. The PFC circuit 1213 is used to receive the AC power output from the external power source 20 and convert the AC power into DC power. The voltage conversion circuit 1211 is used to increase or decrease the DC power output from the PFC circuit 1213 and output the DC power to charge the power battery 11.

[0066] See also Figure 3 The voltage conversion circuit 1211 includes a primary circuit 1211a, a transformer 1211b, and a secondary circuit 1211c. The primary winding of the transformer 1211b is used to connect to the output terminal of the primary circuit 1211a, and the secondary winding of the transformer 1211b is used to connect to the input terminal of the secondary circuit 1211c. The output terminal of the secondary circuit 1211c can be connected to the power battery 11 via a DC bus, and the midpoint of the bridge arm in the secondary circuit 1211c can be connected to the three-phase winding of the drive motor 122.

[0067] It is understood that the primary-side circuit 1211a described above can be a full-bridge circuit, a half-bridge circuit, a phase-shifted full-bridge circuit, a forward converter circuit, a three-port full-bridge circuit, or a three-port half-bridge circuit, etc., and the embodiments of this application do not limit it in this way.

[0068] It is understood that the aforementioned secondary circuit 1211c can be a full-wave rectifier circuit, a half-bridge circuit, a full-bridge circuit, a current-doubling rectifier circuit, etc., and the embodiments of this application do not limit it.

[0069] In some possible embodiments, the switching transistor in the secondary circuit 1211c is a silicon carbide-metal oxide semiconductor field effect transistor (SiC-MOSFET), and the switching transistor in the inverter circuit 1212 is an insulated gate bipolar transistor (IGBT).

[0070] In this embodiment, when the multi-function vehicle power supply device 121 is used to receive power from the external power source 20 and charge the power battery 11, the secondary circuit 1213 can be connected to the power battery via a DC bus and output DC power to the power battery 11. When the multi-function vehicle power supply device 121 is used to receive power from the power battery 11 and supply power to the drive motor 122, the secondary circuit 1211c can be connected to the three-phase windings of the drive motor 122 via the midpoint of the bridge arm and, together with the inverter circuit 1212, supply power to the drive motor 122.

[0071] Based on the above scheme, the all-in-one vehicle power supply device 121 can supply power to the drive motor 122 through the secondary circuit 1211c and the inverter circuit 1212, realizing the parallel multiplexing of SiC-MOSFET and IGBT transistors, thereby reducing the conduction loss of the switching transistors and improving the working efficiency of the drive motor 122.

[0072] In some possible embodiments, the all-in-one vehicle power supply device 121 further includes a switching module 1214. When the all-in-one vehicle power supply device 121 is used to receive power from an external power source 20 and charge the power battery 11, the switching module 1214 is used to connect the secondary circuit 1211c to the secondary winding of the transformer 1211b, allowing the secondary circuit 1211c to receive power from the transformer 1211b and output DC power to the power battery 11. When the all-in-one vehicle power supply device 121 is used to receive power from the power battery 11 and supply power to the drive motor 122, the switching module 1214 is used to connect the secondary circuit 1211c to the three-phase winding of the drive motor 122, allowing the secondary circuit 1211c to output AC power to the drive motor 122.

[0073] It should be understood that the internal structure of the switch module 1214 is not limited in this application embodiment. For example, the switch module 1214 may be equipped with multiple single-pole double-throw switches, and the connection mode between the secondary circuit 1211c and the power battery 11 and the drive motor 122 can be switched using these switches. For example, the switch module 1214 may be equipped with multiple switch groups, where one switch in each switch group connects the midpoint of one bridge arm in the secondary circuit to one end of the secondary winding of the transformer 1211b, and another switch connects the midpoint of one bridge arm in the secondary circuit to one phase winding of the drive motor 122. Thus, by changing the conduction mode of the two switches in the switch group, the connection mode between the secondary circuit 1211c, the secondary winding of the transformer 1211b, and the drive motor 122 can be switched.

[0074] In some possible embodiments, the all-in-one vehicle power supply device 121 includes at least one control circuit 1215 (not shown in the figure). The control circuit 1215 can be used to control at least one of the PFC circuit 1213, primary-side circuit 1211a, secondary-side circuit 1211c, and inverter circuit 1212. In other words, the circuits in the all-in-one vehicle power supply device 121 can be controlled by the same control circuit, or the circuits in the all-in-one vehicle power supply device 121 can be controlled by multiple control circuits respectively. This application embodiment does not limit this.

[0075] In some possible embodiments, the all-in-one vehicle power supply device 121 may include a housing 1210 for accommodating the voltage conversion circuit 1211, the inverter circuit 1212, and other electrical components within the all-in-one vehicle power supply device 121. For example, the housing 1210 may include an input port 1210a, a DC output port 1210b, and an AC output port 1210c. The primary circuit 1211a can receive power from the external power source 20 through the input port 1210a, the secondary circuit 1211b can power the power battery 11 through the DC output port 1210b, and the secondary circuit 1211b and / or the inverter circuit 1212 can power the drive motor 122 through the AC output port 1210c. Specifically, when the external power source 20 is a DC source, the input port 1210a is a DC input port. When the external power source 20 is an AC source, the input port 1210a is an AC input port.

[0076] It is understood that the positions of the input port 1210a, DC output port 1210b, and AC output port 1210c on the surface of the housing 1210 can be flexibly set according to specific implementations, and this application embodiment does not limit this. In some possible embodiments, the input port 1210a and the DC output port 1210b may be located on the same side a of the housing 1210, and the AC output port 1210c may be located on the side b opposite to side a.

[0077] In some possible embodiments, the all-in-one vehicle power supply device 121 may include a printed circuit board (PCB) that can carry at least some of the electrical components in the voltage conversion circuit 1211 and at least some of the electrical components in the inverter circuit 1212. By way of example, and not limitation, the PCB can be used to carry the electrical components in the all-in-one vehicle power supply device 121; or, all the electrical components in the all-in-one vehicle power supply device 121 can be integrated on the PCB, resulting in high integration. By way of example, and not limitation, the PCB can be used to carry the electrical components in the secondary circuit 1211c and the electrical components in the inverter circuit 1212, resulting in low integration complexity.

[0078] It is understood that the embodiments of this application do not limit the arrangement of the electrical components of the various circuits carried on the printed circuit board. For example, the electrical components of the voltage conversion circuit 1211 and the electrical components of the inverter circuit 1212 are arranged on the printed circuit board along a first direction, and the remaining electrical components in the inverter circuit and the electrical components of the vehicle control unit (VCU) are arranged along a second direction, and the first direction and the second direction are perpendicular.

[0079] Based on the above scheme, the voltage conversion circuit 1211 and the inverter circuit 1212 can be integrated into the housing of the all-in-one vehicle power supply device 121, and the electrical components in the above circuit can be arranged flexibly, which can be designed according to actual implementation and has strong applicability.

[0080] Figure 4 This is a circuit topology diagram of an all-in-one vehicle power supply device 121 provided in an embodiment of this application.

[0081] like Figure 4 As shown, in some possible embodiments, the primary-side circuit 1211a includes switching transistors S1, S2, S3, and S4. Specifically, switching transistors S1, S2, S3, and S4 form a bridge rectifier circuit, wherein switching transistors S1 and S2 form one bridge arm, and switching transistors S3 and S4 form the other bridge arm. The two ends of the primary winding of the transformer 1211b are respectively connected to the midpoint of one bridge arm and the midpoint of the other bridge arm.

[0082] It is understood that during the process of the all-in-one vehicle power supply device 121 receiving power from the external power source 20 and charging the power battery 11, the switching of the aforementioned switching transistors S1 to S4 can cause the current direction at the primary winding of the transformer 1211b to change alternately, thereby generating AC power in the primary winding of the transformer 1211b. Correspondingly, the secondary circuit 1211c can receive AC power through the secondary winding of the transformer 1211b.

[0083] Continue to refer to Figure 4 The secondary circuit 1211c includes switching transistors Q1, Q2, Q3, Q4, Q5, and Q6. Specifically, switching transistors Q1, Q2, Q3, Q4, Q5, and Q6 form a bridge rectifier circuit, where switching transistors Q1 and Q2 form bridge arm 1, Q3 and Q4 form bridge arm 2, and Q5 and Q6 form bridge arm 3. Furthermore, the two ends of the secondary winding of transformer 1211b are respectively connected to the midpoints of any two of the three bridge arms, for example... Figure 4 The two ends of the secondary winding of the transformer 1211b are connected to the midpoints of bridge arm 1 and bridge arm 2, respectively. Among them, the aforementioned switching transistors Q1 to Q6 are SiC-MOSFET transistors.

[0084] It is understood that during the process of the all-in-one vehicle power supply device 121 receiving power from the external power source 20 and charging the power battery 11, the secondary circuit 1211c, after receiving the AC power generated by the secondary winding of the transformer 1211b, can control the conduction and cutoff of the switching transistors in the two bridge arms connected to the two ends of the secondary winding, for example, controlling the conduction and cutoff of switching transistors Q1 to Q4, so that the secondary circuit 1211c converts the received AC power into DC power.

[0085] It is understood that during the process of the all-in-one vehicle power supply device 121 receiving power from the external power source 20 and charging the power battery 11, the secondary circuit 1211c, after receiving the AC power generated by the secondary winding of the transformer 1211b, can also control the conduction and cutoff of the switching tubes in the bridge arm 1 to bridge arm 3, so that the secondary circuit 1211c converts the received AC power into DC power.

[0086] In some possible embodiments, the all-in-one vehicle power supply device 121 can control the switching transistors in the primary circuit 1211a and the secondary circuit 1211c to turn on and off through the same control circuit 1215. Alternatively, the all-in-one vehicle power supply device 121 can control the switching transistors in the primary circuit 1211a and the secondary circuit 1211c to turn on and off through two separate control circuits. This application does not limit the scope of the embodiments.

[0087] Continue to refer to Figure 4 The aforementioned switch module 1214 is in Figure 4 The present invention is represented by single-pole double-throw (SPD) switches K1 and K2. The following description uses switch K1 as an example. For instance, switch K1 includes a blade, contact 1, and contact 2. Contact 1 is used to connect to one end of the secondary winding of transformer 1211b, and contact 2 is used to connect to the motor winding N1 of drive motor 122. It can be understood that when the blade of switch K1 is connected to contact 1, switch K1 is used to connect the midpoint of bridge arm 1 to one end of the secondary winding of transformer 1211b; when the blade of switch K1 is connected to contact 2, switch K1 is used to connect the midpoint of bridge arm 1 to the winding N1 of drive motor 122.

[0088] It is understood that the embodiments of this application do not limit the conditions under which the contact blades of switches K1 and K2 switch from contact 1 to contact 2.

[0089] In some possible embodiments, the all-in-one vehicle power supply device 121 may, in response to stopping receiving power from the external power source 20 and charging the power battery 11, switch the contacts of switches K1 and K2 from contact 1 to contact 2 after a first time period. The first time period may be 0 seconds or 1 second; this embodiment does not limit the specific duration.

[0090] In some other possible embodiments, the all-in-one vehicle power supply device 121 may switch the contacts of switches K1 and K2 from contact 1 to contact 2 in response to the power battery 11 switching from stopping DC output to output DC.

[0091] In one embodiment, the switch module 1214 includes four switches (not shown in the figure), namely a first switch K3, a second switch K4, a third switch K5, and a fourth switch K6. The first switch K3 is used to connect or disconnect one end of the secondary winding and the midpoint of one of the two bridge arms; the second switch K4 is used to connect or disconnect the midpoint of one of the two bridge arms and one phase winding of the drive motor 122; the third switch K5 is used to connect or disconnect the other end of the secondary winding and the midpoint of the other bridge arm; and the fourth switch K6 is used to connect or disconnect the midpoint of the other bridge arm and another phase winding of the drive motor 122. When the secondary circuit 1211c is used to receive power from the secondary winding, the first switch K3 and the third switch K5 are turned on and the first switch K4 and the fourth switch K6 are turned off. When the secondary circuit 1211c is used to supply power to the drive motor 122, the first switch K3 and the third switch K5 are turned off and the first switch K4 and the fourth switch K6 are turned on.

[0092] Continue to refer to Figure 4 The inverter circuit 1212 includes three-phase bridge arms, namely bridge arm 4, bridge arm 5, and bridge arm 6. Specifically, bridge arm 4 may include switching transistors Q7 and Q8, bridge arm 5 may include switching transistors Q9 and Q10, and bridge arm 6 may include switching transistors Q11 and Q12. The midpoint of bridge arm 4 couples to drive one phase winding N1 of the motor 122 and outputs one phase current to winding N1. The midpoint of bridge arm 5 couples to drive one phase winding N2 of the motor 122 and outputs one phase current to winding N2. The midpoint of bridge arm 6 couples to drive one phase winding N3 of the motor 122 and outputs one phase current to winding N3. The aforementioned switching transistors Q7 to Q12 are IGBT transistors.

[0093] In this embodiment of the application, the midpoint of bridge arm 1 in the secondary circuit 1211c is coupled to drive a phase winding N1 of the motor, so that a phase current can be output to winding N1 through bridge arm 1; the midpoint of bridge arm 2 is coupled to drive a phase winding N2 of the motor, so that a phase current can be output to winding N2 through bridge arm 2; and the midpoint of bridge arm 3 is coupled to drive a phase winding N3 of the motor, so that a phase current can be output to winding N3 through bridge arm 3.

[0094] In some possible embodiments, the all-in-one vehicle control device 121 can control the switching on and off of the switching transistors in the secondary circuit 1211c and the inverter circuit 1212 via a control circuit 1215. This allows the secondary circuit 1211c and the inverter circuit 1212 to jointly receive power from the power battery 11 and output three-phase AC power to the drive motor 122 to drive the drive motor 122.

[0095] The following describes the specific method by which the secondary circuit 1211c and the inverter circuit 1212 jointly receive power from the power battery 11 and supply power to the drive motor 122.

[0096] In some possible embodiments, when the current through one phase winding of the drive motor 122 is less than a first current threshold, the switch in the bridge arm of the secondary circuit 1211c corresponding to that phase winding is turned on, and the bridge arm of the inverter circuit 1212 corresponding to that phase winding is turned off. For example, when the current through winding N1 of the drive motor 122 is less than the first current threshold, switch Q1 or switch Q2 in bridge arm 1 of the secondary circuit 1211c is turned on, and switch Q7 or switch Q8 in bridge arm 4 of the inverter circuit 1212 is turned off. In other words, when the current through one phase winding of the drive motor is less than the first current threshold, the multi-function vehicle power supply device 121 can receive power from the power battery 11 and supply power to the drive motor 122 through the SiC-MOSFET in the secondary circuit 1211c, thereby improving the efficiency of the drive motor 122 under low current conditions.

[0097] In some other possible embodiments, when the current through one phase winding of the drive motor 122 is greater than a first current threshold, the switch of the bridge arm in the inverter circuit 1212 corresponding to that phase winding is turned on, and the bridge arm of the secondary circuit 1211c corresponding to that phase winding is turned off. For example, when the current through winding N1 of the drive motor 122 is greater than the first current threshold, switch Q7 or switch Q8 in bridge arm 4 of the inverter circuit 1212 is turned on, and switch Q1 or switch Q2 in bridge arm 1 of the secondary circuit 1211c is turned off. In other words, when the current through one phase winding of the drive motor is greater than the first current threshold, the multi-in-one vehicle power supply device 121 can receive power from the power battery 11 through the IGBT in the inverter circuit 122 and supply power to the drive motor 122, thereby improving the efficiency of the drive motor 122 under high current conditions.

[0098] Furthermore, in some other possible embodiments, when the current through one phase winding of the drive motor 122 is greater than the second current threshold, the switch of the bridge arm in the secondary circuit 1211c corresponding to the one phase winding is turned on, based on the turn-on of the switch of the inverter circuit 1212 corresponding to the one phase winding, wherein the second current threshold is greater than the first current threshold. For example, when the current through winding N1 of the drive motor 122 is greater than the second current threshold, switch Q7 or switch Q8 in bridge arm 4 of the inverter circuit 1212 is turned on, and switch Q1 or switch Q2 in bridge arm 1 of the secondary circuit 1211c is turned on. In other words, when the current through one phase winding of the drive motor is greater than the second current threshold, the multi-in-one vehicle power supply device 121 can receive power from the power battery 11 and supply power to the drive motor 122 through the SiC-MOSFET in the secondary circuit 1211c and the IGBT in the inverter circuit 122, thereby improving the efficiency of the drive motor 122 under extremely high current conditions.

[0099] It is understood that the current flowing through one phase winding can be interpreted as either the effective value or the instantaneous value of the current, and this application embodiment does not limit this interpretation. In other words, the aforementioned all-in-one vehicle power supply device 121 can control the switching transistors in the secondary circuit 1211 and the inverter circuit 1212 to turn on and off based on the magnitude of the effective value of the current flowing through one phase winding. Alternatively, the aforementioned all-in-one vehicle power supply device 121 can control the switching transistors in the secondary circuit 1211 and the inverter circuit 1212 to turn on and off based on the magnitude of the instantaneous value of the current flowing through one phase winding.

[0100] Figure 5 This is a schematic diagram of the working state of switching transistors Q1 and Q7 provided in an embodiment of this application.

[0101] like Figure 5 As shown in (a), during the time interval t0 to t1, the effective value of the current through winding N1 is I1. Since I1 is less than the first current threshold I... th1 During this time period, switch Q1 is turned on and switch Q7 is turned off. During the time interval t1 to t2, the effective value of the current through winding N1 is I2. Since I2 is greater than the first current threshold I... th1 And less than the second current threshold I th2 During this time period, switch Q7 is turned on and switch Q1 is turned off. During the time period from t2 to t3, the effective value of the current through winding N1 is I3. Since I3 is greater than the second current threshold I... th2 During this period, both switch Q7 and switch Q1 are turned on.

[0102] like Figure 5 As shown in (b), during the time interval t4 to t5, the instantaneous value of the current through winding N1 is less than the first current threshold I. th1 During this time period, switch Q1 is turned on and switch Q7 is turned off. During the time period t5 to t6, the instantaneous value of the current through winding N1 is greater than the first current threshold I. th1 And less than the second current threshold I th2 During this time period, switch Q7 is turned on and switch Q1 is turned off. During the time interval t6 to t7, the instantaneous value of the current through winding N1 is greater than the second current threshold I. th2 During this time period, both switch Q7 and switch Q1 are turned on. Between time t7 and t8, the instantaneous current through winding N1 decreases to a value greater than the first current threshold I. th1 And less than the second current threshold I th2 At this time, switch Q7 remains on and switch Q1 is off. During the time interval t8 to t9, the instantaneous value of the current through winding N1 decreases to less than the first current threshold I.th1 At this time, switch Q1 is turned on and switch Q7 is turned off.

[0103] It should be understood that the embodiments of this application do not limit the form of the module formed by the SiC-MOSFET and IGBT. The following description uses the module formed by the switching transistors Q1 and Q7 as an example. As an example and not a limitation, the switching transistors Q1 and Q7 can be co-packaged (or integrated packaged). The module structure in this form is compact and has low interference. As an example and not a limitation, the switching transistors Q1 and Q7 can be connected in parallel to form a module. Specifically, the drain of the SiC-MOSFET is coupled to the collector of the IGBT, and the source of the SiC-MOSFET is coupled to the emitter of the IGBT. The module in this form has good heat dissipation, but a heat sink is required, and the device size is relatively large. As an example and not a limitation, the switching transistors Q1 and Q7 can be connected in parallel using Tpak, which provides high flexibility.

[0104] In some possible embodiments, since SiC-MOSFETs have faster switching speeds and lower conduction losses than IGBTs, this application proposes to reduce the conduction losses of switch Q7 by turning on switch Q1 in advance or synchronously when switching switch Q7 needs to be turned on, thereby improving the efficiency of the all-in-one vehicle power supply device 121.

[0105] The embodiments of this application do not limit the specific control method of the switching transistors Q1 and Q7. Figure 6 This is a control timing diagram of switching transistors Q1 and Q7 provided in an embodiment of this application.

[0106] For the operating condition where the current through the motor winding N1 is greater than the first current threshold and less than the second current threshold, i.e., the operating condition where only the switching transistor Q7 needs to be turned on, the control timing of switching transistors Q1 and Q7 is as follows: Figure 6 As shown in (a) above. See also Figure 6 In (a) of the diagram, during the time interval T0 to T1, switch Q1 is turned on, creating a zero-voltage switching condition for switch Q7. At time T1, switch Q1 is fully turned on, and a zero voltage is formed between the emitter and collector of switch Q7. At this time, switch Q7 turns on, achieving zero-voltage turn-on, similar to a soft switch, with extremely low turn-on losses. At time T2, switch Q1 is turned off. Due to the inherently low switching losses of SiC-MOSFETs, the switching losses are extremely low. At time T3, switch Q1 is turned on, creating a zero-voltage switching condition for switch Q7. At time T4, switch Q1 is fully turned on, and switch Q7 performs zero-voltage turn-off, with extremely low switching losses. At time T5, switch Q1 is turned off.

[0107] For the operating condition where the current through motor winding N1 is greater than the second current threshold, i.e., the condition where only switching transistors Q1 and Q7 need to be turned on, the control timing of switching transistors Q1 and Q7 is as follows: Figure 6 (b) to Figure 6 As shown in (c) in the figure.

[0108] Referring to (b) in the figure, at time T6, switches Q1 and Q7 are turned on. During the time interval from T6 to T7, both switches Q1 and Q7 are turned on. At time T7, switches Q1 and Q7 are turned off.

[0109] Referring to (c) in the figure, at time T8, switch Q1 is turned on, creating a zero-voltage switching condition for switch Q7. At time T9, switch Q7 is turned on with zero voltage, resulting in extremely low switching losses. During the time interval from T9 to T10, both switches Q1 and Q7 are turned on. At time T10, switch Q7 is turned off with zero voltage, resulting in relatively low switching losses. At time T11, switch Q1 is turned off, and due to the inherently low switching losses of the SiC-MOSFET, the switching losses are extremely low.

[0110] Based on the above scheme, the SiC-MOSFET can be turned on in advance or synchronously to form a zero-voltage switching condition for the IGBT, thereby reducing the switching loss of the IGBT and improving the efficiency of the all-in-one vehicle power supply device 121.

[0111] It is understood that the embodiments of this application do not limit the driving form of the switching transistors in the secondary circuit 1211c and the inverter circuit 1212. The following description takes the control circuit 1215 driving the switching transistors Q1 and Q7 as an example.

[0112] By way of example and not limitation, the control circuit 1215 can control the switching transistor Q1 to turn on and off through the drive circuit and the delay circuit 1, and can control the switching transistor Q7 to turn on and off through the drive circuit and the delay circuit 2. This drive method has a low implementation cost, which is beneficial to the cost control of the all-in-one vehicle power supply device 121.

[0113] By way of example and not limitation, the control circuit 1215 can control the switching transistor Q1 to turn on and off through the drive circuit 1, and control the switching transistor Q7 to turn on and off through the drive circuit 2. This type of drive requires simple circuitry and the integrated circuit (IC) technology is mature, but the cost is high.

[0114] By way of example and not limitation, the control circuit 1215 can control the switching transistors Q1 and Q7 to turn on and off using the same drive circuit. This drive configuration requires simple circuitry, offers flexible control modes, and is relatively inexpensive.

[0115] In some possible embodiments, the all-in-one vehicle power supply device 121 further includes a PFC circuit 1213, which includes two inductors L1 and L2, a capacitor C1, and three bridge arms (bridge arm 7, bridge arm 8, and bridge arm 9). The first ends of inductors L1 and L2 are connected to an external power supply 20, the second ends of inductors L1 and L2 are connected to the midpoints of bridge arms 7 and 8, respectively, and the midpoint of bridge arm 9 is grounded. The two ends of the three bridge arms and the two ends of capacitor C1 are used to connect to the two ends of a DC bus.

[0116] In some possible embodiments, the all-in-one vehicle power supply device 121 further includes a bus capacitor C1 and a bus capacitor C2, wherein the two ends of the bus capacitor C1 are connected to the two ends of the bridge arm in the secondary circuit 1211c, and the bus capacitor C2 is connected to the two ends of the bridge arm in the inverter circuit 1212. It is understood that the secondary circuit 1211c and the inverter circuit 1212 may also share the same bus capacitor; this application embodiment does not limit this.

[0117] In some possible embodiments, the all-in-one vehicle power supply device 121 further includes at least one filter for connecting the secondary circuit 1211c, the inverter circuit 1212 and the power battery 11.

[0118] Based on the above scheme, the secondary circuit 1211c and inverter circuit 1212 in the all-in-one vehicle power supply device 121 can share a bus capacitor and / or at least one stage filter, resulting in high integration.

[0119] In some possible embodiments, the all-in-one vehicle power supply device 121 also integrates a vehicle controller 104, which is used to connect the communication connector of the vehicle load and to send control signals to the all-in-one vehicle power supply device 104 to optimize the vehicle energy distribution and vehicle operation.

[0120] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A multi-functional vehicle-mounted power supply device, characterized in that, The all-in-one power supply device includes: An inverter circuit, comprising a three-phase bridge arm, wherein the midpoints of the three-phase bridge arm are respectively used to connect the three-phase windings of a drive motor, and the switching transistors in the three-phase bridge arm are insulated gate bipolar transistors. A voltage conversion circuit, comprising a primary circuit, a transformer, and a secondary circuit, wherein the primary circuit is used to connect to the primary winding of the transformer, and the switching transistor in the secondary circuit is a silicon carbide-metal-oxide-semiconductor field-effect transistor, and the secondary circuit is used for: During the process of the all-in-one vehicle power supply device receiving AC power output from an external power source and charging the power battery, it also receives power from the secondary winding of the transformer and charges the power battery. During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, it receives power from the power battery and, together with the inverter circuit, supplies power to the drive motor.

2. The all-in-one vehicle power supply device according to claim 1, characterized in that, The secondary-side circuit includes three bridge arms, wherein... During the process of the all-in-one vehicle power supply device receiving external power supply, outputting AC power, and charging the power battery, the midpoints of any two of the three bridge arms are used to connect the two ends of the secondary winding, respectively. During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, the midpoints of the three bridge arms are respectively used to connect the three-phase windings of the drive motor, and the connection between any two bridge arms and the secondary winding is disconnected.

3. The all-in-one vehicle power supply device according to claim 2, characterized in that, The all-in-one vehicle power supply device also includes a switch module, which is used for: During the process of the all-in-one vehicle power supply device receiving external power supply, outputting AC power and charging the power battery, the connection between the midpoint of one arm of any two arms and one end of the secondary winding is made, and the connection between the midpoint of the other arm of any two arms and the other end of the secondary winding is made. During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, the connection between any two bridge arms and the secondary winding is disconnected, and the connection between the midpoint of the three bridge arms and the three-phase winding is made open.

4. The all-in-one vehicle power supply device according to claim 3, characterized in that, The switching module includes two single-pole double-throw switches, wherein, One of the single-pole double-throw switches is used to connect to the midpoint of one of the two bridge arms; the first contact of the single-pole double-throw switch is used to connect to one end of the secondary winding; and the second contact of the single-pole double-throw switch is used to connect to one phase winding of the drive motor. The blade of another single-pole double-throw switch is used to connect to the midpoint of the other bridge arm in any two bridge arms, the first contact of another single-pole double-throw switch is used to connect to the other end of the secondary winding, and the second contact of another single-pole double-throw switch is used to connect to the other phase winding of the drive motor.

5. The all-in-one vehicle power supply device according to claim 1, characterized in that, During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, When the current through one phase winding of the drive motor is less than the first current threshold, the bridge arm of the secondary circuit corresponding to the one phase winding is turned on and the bridge arm of the inverter circuit corresponding to the one phase winding is turned off. When the current through one phase winding of the drive motor is greater than or equal to a first current threshold, the bridge arm of the secondary circuit corresponding to the one phase winding is turned off and the bridge arm of the inverter circuit corresponding to the one phase winding is turned on.

6. The all-in-one vehicle power supply device according to claim 5, characterized in that, The multi-in-one vehicle power supply device also includes a control device. During the process of the multi-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, the control device is used to: When the current through one phase winding of the drive motor is less than the first current threshold, the switch in the bridge arm of the secondary circuit corresponding to the one phase winding is controlled to turn on at the first frequency, and the bridge arm of the inverter circuit corresponding to the one phase winding is controlled to turn off. When the current through one phase winding of the drive motor is greater than or equal to the first current threshold, the switching transistor in the bridge arm of the inverter circuit corresponding to the one phase winding is controlled to turn on at the first frequency, and the bridge arm of the secondary circuit corresponding to the one phase winding is controlled to turn off.

7. The all-in-one vehicle power supply device according to claim 1, characterized in that, The all-in-one vehicle power supply device also includes a power factor correction circuit, which is used to convert the AC power output from the external power source into DC power, and the voltage conversion circuit is used to increase or decrease the DC power output from the power factor correction circuit.

8. The all-in-one vehicle power supply device according to claim 1, characterized in that, The all-in-one vehicle power supply device includes a housing for accommodating the inverter circuit, the voltage conversion circuit, and the power factor correction circuit. The housing surface includes an AC input interface, a DC output interface, and an AC output interface, wherein: The power factor correction circuit is used to receive AC power output from the external power source through the AC input interface; The secondary circuit is used to supply power to the power battery through the DC output interface; The inverter circuit is used to supply power to the drive motor through the AC output interface.

9. The all-in-one vehicle power supply device according to claim 8, characterized in that, The AC input interface and the DC output interface are located on one side of the housing, and the AC output interface is located on the opposite side.

10. The multi-functional vehicle power supply device according to any one of claims 1 to 9, characterized in that, The all-in-one vehicle power supply device includes a printed circuit board for carrying at least some electrical components of the inverter circuit and at least some electrical components of the voltage conversion circuit.

11. The all-in-one vehicle power supply device according to claim 10, characterized in that, On the surface of the printed circuit board, at least some electrical components of the inverter circuit and at least some electrical components of the voltage conversion circuit are arranged along a first direction, and at least some electrical components of the inverter circuit and electrical components of the vehicle controller are arranged along a second direction, wherein the first direction and the second direction are perpendicular.

12. The multi-functional vehicle power supply device according to any one of claims 2 to 4, characterized in that, During the process of the all-in-one vehicle power supply device receiving external power, outputting AC power, and charging the power battery, the third arm of the three arms, excluding any two of the three arms, is turned off.

13. A powertrain, characterized in that, The powertrain includes a multi-functional on-board power supply unit and a drive motor, wherein the multi-functional on-board power supply unit includes: An inverter circuit, the inverter circuit including a three-phase bridge arm, the midpoint of the bridge arm of the three-phase bridge arm is respectively used to connect the three-phase windings of the drive motor, and the switching transistor in the three-phase bridge arm is an insulated gate bipolar transistor; A voltage conversion circuit, comprising a primary circuit, a transformer, and a secondary circuit, wherein the primary circuit is used to connect to the primary winding of the transformer, and the switching transistor in the secondary circuit is a silicon carbide-metal-oxide-semiconductor field-effect transistor, and the secondary circuit is used for: During the process of the all-in-one vehicle power supply device receiving external power to output AC power and charging the power battery, it also receives power from the secondary winding of the transformer and supplies power to the power battery. During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, it receives power from the power battery and, together with the inverter circuit, supplies power to the drive motor.

14. The powertrain according to claim 13, characterized in that, The secondary-side circuit includes three bridge arms, wherein... In the process of the all-in-one vehicle power supply device receiving external power, outputting AC power, and charging the power battery, the midpoints of any two of the three bridge arms are used to connect the two ends of the secondary winding, respectively. During the process of the all-in-one vehicle power supply device receiving DC power output from the power battery and supplying power to the drive motor, the midpoints of the three bridge arms are respectively used to connect the three-phase windings of the drive motor, and the connection between the two bridge arms and the secondary winding is disconnected.

15. An electric vehicle, characterized in that, The electric vehicle includes a power battery, a powertrain, and wheels. The powertrain is used to receive power from the power battery to drive the wheels to rotate, or the powertrain is used to receive power from an external power source and power the power battery. The powertrain includes a multi-functional on-board power supply device and a drive motor. The multi-functional on-board power supply device includes: An inverter circuit, the inverter circuit including a three-phase bridge arm, the midpoint of the bridge arm of the three-phase bridge arm is respectively used to connect the three-phase windings of the drive motor, and the switching transistor in the three-phase bridge arm is an insulated gate bipolar transistor; A voltage conversion circuit, comprising a primary circuit, a transformer, and a secondary circuit, wherein the primary circuit is used to connect to the primary winding of the transformer, and the switching transistor in the secondary circuit is a silicon carbide-metal-oxide-semiconductor field-effect transistor, and the secondary circuit is used for: During the charging process of the electric vehicle, the power source receives power from the secondary winding of the transformer and supplies power to the power battery. During the operation of the electric vehicle, the power battery supplies power and alternates with the inverter circuit to supply power to the drive motor.

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