Integrated controller, electric control assembly and electric vehicle

Abstract

The utility model discloses an integrated controller, an electric control assembly and an electric automobile, and relates to the technical field of electric automobiles, the electric control assembly comprises a power management circuit, a power supply management circuit, a thermal management control circuit, a fast charging power supply circuit and a vehicle-mounted charging circuit, the integrated controller comprises a first control chip, a first inner core and a second inner core, the first kernel is used for controlling the power management circuit and / or the power management circuit to work, and the second kernel is used for controlling the thermal management control circuit and / or the quick charge power supply circuit to work; and the second control chip comprises a third core, and the third core is used for controlling the vehicle-mounted charging circuit to work. The utility model aims to improve the functional diversity of the integrated controller, reduce the development cost and layout difficulty of the whole vehicle, and improve the user experience.

Description

Technical Field

[0001] The present application relates to the technical field of electric vehicles, and particularly to an integrated controller, an electric control component and an electric vehicle. Background Art

[0002] Currently, with the rise of new energy, higher requirements have been put forward for aspects such as the cost / volume of components, which has promoted the gradual development of various high-voltage components in the vehicle power domain towards the direction of high integration, low cost and miniaturization. For example, the three-in-one integrated controller integrating the motor, electric control and reducer that emerged in the past two years, the three-in-one integrated controller integrating DC / DC (Direct Current / Direct Current), OBC (On Board Charger) and power distribution, etc. The integration of multiple components can eliminate the connection wire harness between components and the fixed brackets of individual components, etc., and has obvious advantages in terms of cost and space utilization. For this reason, some manufacturers have recently started to develop more-in-one assemblies integrating more components. However, the current range of integration of the multi-in-one integrated controller on the market is only limited to the power domain system, so the proportion of cost and space savings is limited. Content of the Utility Model

[0003] The main purpose of the present utility model is to provide an integrated controller, an electric control component and an electric vehicle, aiming to improve the functional diversity of the integrated controller, reduce the vehicle development cost and the vehicle layout difficulty, and enhance the user experience.

[0004] To achieve the above object, the present utility model provides an integrated controller, which is characterized in that it is applied to an electric control component of an electric vehicle. The electric control component includes a power management circuit, a power supply management circuit, a thermal management control circuit, a fast charging power supply circuit, and an on-vehicle charging circuit. The integrated controller includes:

[0005] A first control chip, including a first core and a second core. The first core is used to control the operation of the power management circuit and / or the power supply management circuit, and the second core is used to control the operation of the thermal management control circuit and / or the fast charging power supply circuit;

[0006] A second control chip, including a third core, and the third core is used to control the operation of the on-vehicle charging circuit.

[0007] In one embodiment, the number of the first cores is two, namely a first sub-core and a second sub-core. The first sub-core is used to control the operation of the power management circuit; the second sub-core is used to control the operation of the power supply management circuit.

[0008] In one embodiment, the thermal management control circuit includes a vehicle air conditioner driving module and a PTC heater module, and the second core is specifically configured to control the operation of the vehicle air conditioner driving module and / or the PTC heater module.

[0009] In one embodiment, the integrated controller further includes a first communication circuit, and the first communication circuit is integrated in the first control chip and / or the second control chip to communicate with an external device through the first communication circuit.

[0010] In one embodiment, the number of the first communication circuits is multiple;

[0011] The first control chip and / or the second control chip are configured to communicate with an external device through each of the first communication circuits.

[0012] In one embodiment, the first control chip includes a second communication circuit, the second control chip includes a third communication circuit, and the first control chip and the second control chip are communicatively connected through the second communication circuit and the third communication circuit.

[0013] In one embodiment, when the first communication circuit is integrated in the first control chip, the second control chip communicates with an external device through the first communication circuit, the second communication circuit, and the third communication circuit;

[0014] When the first communication circuit is integrated in the second control chip, the first control chip communicates with an external device through the first communication circuit, the second communication circuit, and the third communication circuit.

[0015] In one embodiment, the integrated controller includes:

[0016] At least one auxiliary power supply module, the power input end of the auxiliary power supply module is electrically connected to a low-voltage storage battery, and the output end of the auxiliary power supply module is electrically connected to the power management circuit, the power supply management circuit, the thermal management control circuit, the fast charging power supply circuit, and the vehicle-mounted charging circuit, and is configured to supply power to the power management circuit, the power supply management circuit, the thermal management control circuit, the fast charging power supply circuit, and the vehicle-mounted charging circuit.

[0017] In one embodiment, the number of the auxiliary power modules is four, namely a first auxiliary power module, a second auxiliary power module, a third auxiliary power module, and a fourth auxiliary power module; the output end of the first auxiliary power module is electrically connected to the power management circuit, the output end of the second auxiliary power module is electrically connected to the power supply management circuit, the output end of the third auxiliary power module is respectively electrically connected to the thermal management control circuit and the fast charging power circuit, and the output end of the fourth auxiliary power module is electrically connected to the in-vehicle charging circuit.

[0018] The present utility model further provides an electronic control assembly, including the integrated controller as described in any one of the above; and,

[0019] A motor control circuit, the controlled end of the motor control circuit is electrically connected to the first core in the integrated controller;

[0020] A DC voltage conversion circuit, the controlled end of the DC voltage conversion circuit is electrically connected to the first core in the integrated controller;

[0021] A thermal management control circuit, the controlled end of the thermal management control circuit is electrically connected to the second core in the integrated controller,

[0022] A fast charging power circuit, the controlled end of the fast charging power circuit is electrically connected to the second core in the integrated controller;

[0023] An in-vehicle charging circuit, the controlled end of the in-vehicle charging circuit is electrically connected to the third core in the integrated controller.

[0024] In one embodiment, a filtering circuit, the input end of the filtering circuit is used to be electrically connected to a power input end, and the output end of the filtering circuit is respectively electrically connected to the power management circuit, the power supply management circuit, the thermal management control circuit, the fast charging power circuit, and the in-vehicle charging circuit;

[0025] The filtering circuit is used to filter the power voltage input from the power input end and then output a filtered signal to the power management circuit, the power supply management circuit, the thermal management control circuit, the fast charging power circuit, and the in-vehicle charging circuit.

[0026] In one embodiment, the electronic control assembly includes a metal connector, and the power management circuit, the power supply management circuit, the thermal management control circuit, the fast charging power circuit, and the in-vehicle charging circuit are respectively electrically connected through the metal connector.

[0027] In one embodiment, the metal connector includes a copper bar.

[0028] In one embodiment, the electronic control assembly includes a plurality of interfaces, and the interfaces include one or more of the following combinations:

[0029] A low-voltage interface, which is electrically connected to the first control chip and / or the second control chip, and the low-voltage interface accesses a low-voltage signal, and the low-voltage signal includes at least one of a power-on control signal, a ground signal, a communication signal, and a charging signal;

[0030] A power interface, which is respectively electrically connected to the power management circuit, the power supply management circuit, the thermal management control circuit, the fast charging power supply circuit, and the in-vehicle charging circuit.

[0031] The present utility model also provides an electric vehicle, including the electronic control assembly described in any one of the above.

[0032] The present utility model provides an integrated controller, which is applied to the electronic control assembly of an electric vehicle. The electronic control assembly includes a power management circuit, a power supply management circuit, a thermal management control circuit, a fast charging power supply circuit, and an in-vehicle charging circuit. The integrated controller includes a first control chip, which includes a first core and a second core. The first core is used to control the operation of the power management circuit and / or the power supply management circuit, and the second core is used to control the operation of the thermal management control circuit and / or the fast charging power supply circuit; a second control chip, which includes a third core, and the third core is used to control the operation of the in-vehicle charging circuit.

[0033] In practical applications, the first core, the second core, and the third core of the integrated controller respectively implement the control functions of different circuit modules. At the same time, the second core is used to control the operation of the thermal management control circuit and the fast charging power supply circuit. Therefore, the integrated controller can not only implement the functions of the power domain system controller, but also integrate the vehicle thermal management control function. In this way, the functional diversity of the integrated controller is improved, and the vehicle development cost and the vehicle layout difficulty are reduced, and the user experience is enhanced. BRIEF DESCRIPTION OF THE DRAWINGS

[0034] In order to more clearly illustrate the technical solutions in the embodiments of the present utility model or the prior art, the following will briefly introduce the drawings required for the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present utility model. For those of ordinary skill in the art, without creative efforts, other drawings can be obtained based on the structures shown in these drawings.

[0035] Figure 1 It is a schematic diagram of the circuit modules of an embodiment of the integrated controller of the present utility model;

[0036] Figure 2Schematic diagram of the circuit module of another embodiment of the integrated controller of the present utility model;

[0037] Figure 3 Schematic diagram of the circuit module of yet another embodiment of the integrated controller of the present utility model;

[0038] Figure 4 Schematic diagram of the circuit module of still another embodiment of the integrated controller of the present utility model;

[0039] Figure 5 Schematic diagram of the circuit module of another embodiment of the integrated controller of the present utility model;

[0040] Figure 6 Schematic diagram of the circuit module of yet another embodiment of the integrated controller of the present utility model;

[0041] Figure 7 Schematic diagram of the circuit module of an embodiment of the electric control component of the present utility model;

[0042] Figure 8 Schematic diagram of the circuit module of another embodiment of the electric control component of the present utility model;

[0043] Figure 9 Schematic diagram of the circuit module of yet another embodiment of the electric control component of the present utility model;

[0044] Figure 10 Schematic diagram of the circuit module of still another embodiment of the electric vehicle of the present utility model;

[0045] Figure 11 Schematic diagram of the circuit module of another embodiment of the electric vehicle of the present utility model;

[0046] Figure 12 Schematic diagram of the circuit module of yet another embodiment of the electric vehicle of the present utility model.

[0047] Explanation of the reference numerals in the drawings:

[0048] 10. First control chip; 20. Second control chip; 11. First core; 12. Second core; 13. First sub-core; 14. Second sub-core; 21. Third core; 30. First communication circuit; 31. First communication module; 32. Second communication module; 40. Second communication circuit; 50. Third communication circuit; 60. Auxiliary power supply module; 1. Motor control circuit; 2. DC voltage conversion circuit; 3. Thermal management control circuit; 4. Fast charging power supply circuit; 5. On-vehicle charging circuit; 6. Filter circuit; 7. Low-voltage interface; 8. Power interface.

[0049] The realization, functional features and advantages of the present utility model will be further described with reference to the embodiments and the accompanying drawings. Detailed implementation manners

[0050] The technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only a part of the embodiments of the present invention, rather than all the embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments of the present invention without creative efforts shall fall within the protection scope of the present invention.

[0051] In addition, in the present invention, descriptions such as "first" and "second" are only for descriptive purposes, and cannot be understood as indicating or implying their relative importance or implicitly indicating the quantity of the indicated technical features. Thus, features defined with "first" and "second" may explicitly or implicitly include at least one of such features. In addition, the technical solutions between various embodiments may be combined with each other, but it must be based on the ability of those of ordinary skill in the art to implement. When the combination of technical solutions results in contradictions or cannot be implemented, it should be considered that such a combination of technical solutions does not exist and is not within the protection scope required by the present invention.

[0052] Currently, with the rise of new energy, there are higher requirements for aspects such as the cost / volume of components, which has promoted the gradual development of various high-voltage components in the vehicle power domain towards high integration, low cost, and miniaturization. For example, the three-in-one integrated controller integrating the motor, electric control, and reducer that has emerged in the past two years, and the three-in-one integrated controller integrating DC / DC (Direct Current / Direct Current), OBC (On Board Charger), and power distribution. Integrating multiple components can eliminate the connection wire harness between components and the fixed brackets of individual components, etc., and has obvious advantages in terms of cost and space utilization. For this reason, some manufacturers have recently started to research and develop multi-in-one assemblies integrating more components. However, the current scope of integration of the multi-in-one integrated controller on the market is only limited to the power domain system, so the proportion of cost and space savings is limited.

[0053] Therefore, referring to Figure 1 , the present invention provides an integrated controller, which is applied to the electric control components of an electric vehicle. The electric control components include a power management circuit, a power supply management circuit, a thermal management control circuit 3, a fast charging power supply circuit 4, and an on-vehicle charging circuit 5. The integrated controller includes:

[0054] A first control chip 10, including a first core 11 and a second core 12. The first core 11 is used to control the power management circuit and / or the power supply management circuit to work, and the second core 12 is used to control the thermal management control circuit 3 and / or the fast charging power supply circuit 4 to work;

[0055] The second control chip 20 includes a third core 21, and the third core 21 is used to control the operation of the on-vehicle charging circuit 5.

[0056] In this embodiment, both the first control chip 10 and the second control chip 20 can be implemented by a main controller, such as an MCU, a DSP (Digital Signal Process), an FPGA (Field Programmable Gate Array), a PLC, an SOC (System On Chip), etc. The power management circuit includes a motor control circuit 1, which is usually provided with a rectifier circuit (such as a rectifier bridge), a PFC circuit (power factor correction circuit), an inverter circuit, etc., for driving the motor. Among them, the role of the rectifier circuit is to convert alternating current (AC) into direct current (DC). The main purpose of the PFC circuit is to improve the power factor, reduce the reactive power loss on the grid side, and improve the efficiency of the system. The inverter circuit is used to convert direct current into alternating current to drive the motor. The power management circuit includes a DC / DC conversion circuit (DC voltage conversion circuit 2), which is usually provided with at least one of a boost circuit, a buck circuit, and a buck-boost circuit, for converting the input DC voltage into the voltage required by the load to meet the power supply requirements of different loads. In addition, the power management circuit can also integrate an overcurrent protection circuit and a short-circuit protection circuit, etc., for protecting the internal devices of the integrated controller. The thermal management control circuit 3 can include a cooling system, a heating system, a temperature detection circuit, etc., such as a PTC heater module and an in-vehicle air conditioner drive module, to implement the vehicle thermal management function. The fast charging power circuit 4 includes a fast charging module, which usually includes a DC charging interface for connecting to a fast charging pile, a rectifier circuit, a power factor correction circuit (PFC), a DC / DC converter, a protection circuit, etc., for ensuring charging efficiency and charging safety to achieve the fast charging function. The on-vehicle charging circuit 5 is used to connect to an AC charging pile, an in-vehicle or out-of-vehicle AC load, etc., for converting the alternating current provided by the AC charging pile into direct current suitable for charging the electric vehicle battery, and can also be used to supply power to in-vehicle or out-of-vehicle AC loads, such as small electronic devices like an in-vehicle refrigerator and a coffee machine.

[0057] Specifically, the first core 11 of the first control chip 10 is used to control the power management circuit (such as a motor driver), and at the same time monitor and regulate the heat generation related to power output. For example, it monitors the working states of the motor and the inverter in real time, and reduces unnecessary heat generation by adjusting the motor output power. In addition, the first core 11 controls the switching devices (such as MOSFET or IGBT) in the DC / DC converter, adjusts the voltage level according to the load demand, and realizes the conversion between any DC voltages. By controlling the conduction time (duty cycle) of the switching device, step-up or step-down conversion is achieved. In this way, the first core 11 monitors the output voltage and adjusts the working state of the DC / DC converter according to the actual demand to maintain the stability of the output voltage. The second core 12 is used to control the thermal management control circuit 3, including but not limited to the cooling system, heating system, etc., to ensure that the battery and other important components are within a safe operating temperature range. The second core 12 is also used to control the fast charging power circuit 4, which is responsible for monitoring and regulating the working state of the fast charging power circuit 4 to ensure the efficiency and safety of the charging process. The third core 21 of the second control chip 20 is used to control the on-vehicle charging circuit 5, monitor the battery charging state, and dynamically adjust the charging strategy according to charging parameters such as the real-time charging speed and battery temperature. It can also cooperate with the second core 12 of the first control chip 10 during the charging process to ensure that the temperature during the battery charging process does not become too high.

[0058] It should be noted that different cores can handle different control tasks simultaneously, which can improve the overall response speed and processing ability. For example, the working characteristics of the fast charging circuit and the on-vehicle charging circuit 5 are quite different, and being controlled by different cores can improve the processing efficiency. Independent control by different cores can reduce the risk of single-point failure and improve the overall reliability of the system. That is, if one core fails, the other core can still continue to work to ensure that at least some functions are still available, thus enhancing the user experience.

[0059] In practical applications, the first core 11, the second core 12, and the third core 21 of the integrated controller respectively implement the control functions for different circuit modules. At the same time, the second core 12 is used to control the thermal management control circuit 3 and the fast charging power circuit 4 to work. Therefore, the integrated controller can not only implement the functions of the power domain system controller, but also integrate the vehicle thermal management control function. That is, the integrated controller (ten-in-one deep integration controller) proposed by the present utility model can integrate the vehicle power domain components and the vehicle thermal management system across the original boundaries, reduce the design cost, achieve miniaturized design, and improve the vehicle space utilization rate. In this way, the functional diversity of the integrated controller is improved, and the vehicle development cost and the vehicle layout difficulty are reduced, as well as the user experience is enhanced.

[0060] In another embodiment, refer to Figure 2, the number of the first cores 11 is two, namely a first sub-core 13 and a second sub-core 14. The first sub-core 13 is used to control the operation of the power management circuit; the second sub-core 14 is used to control the operation of the power supply management circuit.

[0061] Combined with the content of the above embodiments, the power management circuit includes a rectifier circuit, a PFC circuit, an inverter circuit, etc., and the power supply management circuit includes a DC / DC conversion circuit. The first sub-core 13 can reduce unnecessary heat generation by adjusting the motor output power. For example, in a high-load situation, the first sub-core 13 can avoid overheating by reducing the output power. The second sub-core 14 controls the DC / DC conversion circuit to convert the input DC voltage into the voltage required by the load to meet the power supply requirements of different loads. The second sub-core 14 is responsible for monitoring the working state of the power supply management circuit, as well as monitoring the current and temperature, and taking protection measures when abnormal conditions are detected, such as reducing the output power or completely shutting down the output. In addition, the second sub-core 14 can also work in cooperation with the first sub-core 13 to ensure effective resource allocation between the power management circuit and the power supply management circuit.

[0062] The settings of the first sub-core 13 and the second sub-core 14 realize the independent control of the power management circuit and the power supply management circuit, can handle different control tasks simultaneously, and improve the overall response speed and processing ability. For example, the working characteristics of the power management circuit and the power supply management circuit are quite different, and being controlled by different cores can improve the processing efficiency. Independent control by different cores can reduce the risk of single-point failures. For example, if the second sub-core 14 fails, the first sub-core 13 can still work normally, thus ensuring the motor operation and ensuring that the electric vehicle can still run to a certain extent, improving the reliability and enhancing the user experience.

[0063] In one embodiment, referring to Figure 10 , the thermal management control circuit 3 includes a vehicle air conditioner drive module and a PTC heater module, and the second core 12 is specifically used to control the operation of the vehicle air conditioner drive module and / or the PTC heater module.

[0064] In this embodiment, the vehicle-mounted air-conditioning drive module is used to control the operation of the vehicle-mounted air-conditioning system, including the refrigeration and ventilation systems. For example, the compressor control circuit controls the compressor of the air-conditioning system to work to achieve the refrigeration effect. The PTC heater module refers to a heating device formed by combining the PTC body, the control circuit, and other auxiliary components. It generally includes the following components: the PTC body, which is responsible for generating heat, and the control circuit for controlling the working state of the PTC body, such as starting, shutting down, or adjusting the heating power. It also includes a protection circuit: overcurrent protection, overtemperature protection, etc., to ensure the safety of the heating process. The PTC heater module is used to heat the battery pack or other key components (such as motors, inverters, etc.), is responsible for monitoring the temperature of the battery pack, and can also start the vehicle-mounted air-conditioning system or the PTC heater module as needed. When the battery temperature is too high, the second core 12 can start the vehicle-mounted air-conditioning drive module to reduce the battery temperature through refrigeration and ventilation. When the battery temperature is too low, the second core 12 can start the PTC heater module to increase the battery temperature through heating.

[0065] Specifically, the second core 12 includes a first connection end, a second connection end, and a third connection end. The first connection end is electrically connected to the controlled end of the vehicle-mounted air-conditioning drive module. The second connection end is electrically connected to the controlled end of the PTC heating module. The third connection end is electrically connected to the controlled end of the fast-charging power supply circuit 4. The second core 12 outputs a first control signal to the vehicle-mounted air-conditioning drive module through the first connection end to control the air-conditioning system to ensure that a comfortable temperature can be maintained in the carriage. The second core 12 outputs a second control signal to the PTC heating module through the second connection end to start the PTC heater module for heating to maintain temperature stability. The second core 12 outputs a third control signal to the fast-charging power supply circuit 4 through the third connection end to control the fast-charging power supply circuit 4 to convert direct current into a preset voltage and current to charge the battery.

[0066] Through the above settings, the second core 12 independently controls the vehicle-mounted air-conditioning drive module, the PTC heater module, and the fast-charging power supply circuit 4 through different connection ends, which can manage the temperature more efficiently and improve the efficiency. The second core 12 can control the thermal management control circuit 3 and the fast-charging circuit to work simultaneously, realizing the thermal management control function and the fast-charging function, ensuring that the battery pack is within a safe operating temperature range during the charging process, and further improving the charging efficiency. During the fast-charging process, the second core 12 can adjust the charging current and voltage according to the actual state of the battery, and at the same time start the heating or cooling strategy to optimize the resource allocation.

[0067] It can be understood that in the electric vehicle control system, the external communication circuit is a very important component. It not only ensures data exchange between various systems but also provides convenience for debugging, maintenance, and monitoring.

[0068] To this end, in one embodiment, referring to Figure 3 , the integrated controller further includes a first communication circuit 30, which is integrated in the first control chip 10 and / or the second control chip 20 to communicate with an external device through the first communication circuit 30.

[0069] In this embodiment, the first communication circuit 30 can be implemented by a wireless communication module, such as a WIFI module, a 4G / 5G module, a Bluetooth module, etc., or by a wired communication module, such as a CAN communication module, a LIN communication module, an RS485 communication module. Among them, the external device includes an Electronic Control Unit (ECU), an external terminal, etc.

[0070] Specifically, the first communication circuit 30 can be integrated in the first control chip 10 and / or the second control chip 20 to reduce the wiring area. Optionally, when both the first control chip 10 and the second control chip 20 are provided with the first communication circuit 30, both the first control chip 10 and the second control chip 20 can directly communicate with the external device through their respective first communication circuits 30, receive the control signal output by the external device or output the control signal to the external device, so as to control the operation of each circuit according to the received control signal. Both control chips can directly communicate with the external device, reducing the delay of internal communication. In addition, if the communication circuit of one of the control chips fails, the other control chip can still communicate with the external device through its own communication circuit to ensure the normal operation of the system. Optionally, when the first control chip 10 or the second control chip 20 is provided with the first communication circuit 30, since the other control chip cannot directly communicate with the external device, it needs to perform internal communication with the control chip provided with the first communication circuit 30 to indirectly receive the control signal output by the external device or output the control signal to the external device for corresponding control work. In this way, the requirement of the integrated controller for an external communication module is reduced, the dependence on an external interface is reduced, the cost is reduced, and the size / volume of the integrated controller is significantly reduced, which is sufficient to match different circuits to achieve the flexibility of the vehicle layout.

[0071] In another embodiment, referring to Figure 4 , the number of the first communication circuits 30 is multiple;

[0072] The first control chip 10 and / or the second control chip 20 is used to communicate with an external device through each of the first communication circuits 30.

[0073] In this embodiment, the external device includes an external controller and an external terminal. The external controller includes the ECU described in the above embodiment, such as a Vehicle Control Unit (VCU), and the external terminal includes devices such as a host computer, a mobile phone, and a tablet. Taking the number of the first communication circuits 30 as two as an example for illustration, they are respectively a first communication module 31 and a second communication module 32. Both the first communication module 31 and the second communication module 32 can be implemented by using the wired communication module or the wireless communication module described in the above embodiment. It should be noted that the first communication module 31 and the second communication module 32 can be of the same type of communication module, so that the first control chip 10 receives or outputs signals of the same type, or different types of communication modules, so that the first control chip 10 can receive or output signals of different types through the two communication modules.

[0074] Combined with the content of the above embodiment, the first communication circuit 30 can be integrated in the first control chip 10 and / or the second control chip 20 to reduce the wiring area.

[0075] Taking the first communication circuit 30 as a CAN communication module and integrated in the first control chip 10 as an example for illustration, the integrated controller proposed by the present utility model includes 2-way CAN communication modules externally. One way is for communication and interaction with the whole vehicle and other ECUs, that is, the first control chip 10 controls the low-voltage circuit part to realize functions such as communication / diagnosis / wake-up with electronic controllers that control different systems of the vehicle. The other way supports work such as debugging / testing with the host computer.

[0076] Specifically, the first control chip 10 communicates with the external controller (such as VCU) through the first communication module 31. For example, when the vehicle starts, the first control chip 10 needs to communicate with the VCU to confirm the status of each system of the vehicle. Wake-up function: When the vehicle key is inserted and turned to the start position, the first control chip 10 sends a wake-up signal to the VCU through the first communication module 31 to make the VCU work and start the relevant systems of the vehicle. The first control chip 10 exchanges data with the VCU through the first communication module 31, such as the working state of the motor, the state of the battery (SOC), the vehicle speed, etc. When the first control chip 10 detects a fault in a certain system, it can send a fault code to the VCU. The VCU diagnoses the fault based on these codes and decides whether further measures need to be taken. In addition, the user can also connect to the second communication module 32 of the first control chip 10 through the host computer, view real-time data such as motor current and voltage by using debugging software, and make real-time adjustments. Or the R & D personnel can send a pre-written program to the first control chip 10 through the second communication module 32 to make the first control chip 10 perform corresponding work.

[0077] The first communication module 31 and the second communication module 32 are arranged such that the integrated controller communicates with external devices through multiple communication circuits. Even if one of the communication circuits has a problem, the other communication circuit can still continue to work, improving the reliability of the integrated controller and further enhancing the reliability of the electric vehicle. In addition, the first communication circuit 30 can adopt multiple communication methods, enhancing the flexibility and adaptability of the system.

[0078] In one embodiment, referring to Figure 5 , the first control chip 10 includes a second communication circuit 40, and the second control chip 20 includes a third communication circuit 50. The first control chip 10 and the second control chip 20 are communicatively connected through the second communication circuit 40 and the third communication circuit 50.

[0079] When the first communication circuit 30 is integrated into the first control chip 10, the second control chip 20 is communicatively connected to an external device through the first communication circuit 30, the second communication circuit 40, and the third communication circuit 50;

[0080] When the first communication circuit 30 is integrated into the second control chip 20, the first control chip 10 is communicatively connected to an external device through the first communication circuit 30, the second communication circuit 40, and the third communication circuit 50.

[0081] In this embodiment, taking the case where the first communication circuit 30 is integrated into the first control chip 10 as an example for illustration, referring to Figure 11 , the first control chip 10 controls the low-voltage circuit part to implement functions such as communication / diagnosis / wake-up with the VCU. The second control chip 20 is used to control the high-voltage circuit part and does not participate in the communication with external devices. It can communicate internally with the second communication circuit 40 of the first control chip 10 through the third communication circuit 50. In this way, the first control chip 10 can receive signals from external devices through the first communication circuit 30, perform corresponding signal processing, and then output them to the second control chip 20 through the second communication circuit 40 and the third communication circuit 50, so that the second control chip 20 can implement corresponding control operations. Similarly, if the first communication circuit 30 is integrated into the second control chip 20, the first control chip 10 receives signals from external devices through the first communication circuit 30, performs corresponding signal processing, and then outputs them to the first control chip 10 through the second communication circuit 40 and the third communication circuit 50, so that the first control chip 10 can implement corresponding control operations.

[0082] It should be noted that the first control chip 10 can also communicate with the fast charger and the slow charger via the first communication circuit 30 to receive the fast charging signal and the slow charging signal. Among them, the fast charging signal includes the CC signal, the CP signal, the temperature signal, etc., and the slow charging signal includes the A+ signal, the A- signal, the temperature signal, etc. That is, after the ten-in-one deep integration controller proposed in this application receives the hard wire signals and communication signals of fast charging and slow charging via the external first communication circuit 30, the signals need to be processed by the first control chip 10 and then output to the second control chip 20 via the internal second communication circuit 40 and third communication circuit 50 to realize the control and driving functions of the on-board charger (OBC), such as adjusting the charging current and voltage.

[0083] With the above settings, the second control chip 20 can communicate with external devices via the first communication circuit 30, the second communication circuit 40, and the internal third communication circuit 50, reducing the need for external communication circuits, simplifying the system design, reducing the number of external communication circuits, and thus reducing the volume and design cost of the integration controller. At the same time, the internal communication circuit and the external communication circuit can adopt various communication methods, enhancing the flexibility and adaptability of the system. In addition, the settings of the second communication circuit 40 and the third communication circuit 50 enable the first control chip 10 to work in cooperation with the second control chip 20, improving the overall performance.

[0084] It can be understood that the auxiliary power supply module 60 is a very important component in the electric vehicle control system, which is used to convert the input voltage into the required output voltage to provide stable power for different circuit modules.

[0085] In one embodiment, referring to Figure 6 and Figure 11 , the integration controller includes:

[0086] At least one auxiliary power supply module 60, the power input end of the auxiliary power supply module 60 is electrically connected to the low-voltage battery, and the output end of the auxiliary power supply module 60 is electrically connected to the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the on-board charging circuit 5, and is used to supply power to the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the on-board charging circuit 5.

[0087] The number of the auxiliary power supply modules 60 is four, namely a first auxiliary power supply module 60, a second auxiliary power supply module 60, a third auxiliary power supply module 60, and a fourth auxiliary power supply module 60. The output end of the first auxiliary power supply module 60 is electrically connected to the power management circuit. The output end of the second auxiliary power supply module 60 is electrically connected to the power supply management circuit. The output end of the third auxiliary power supply module 60 is respectively electrically connected to the thermal management control circuit 3 and the fast charging power supply circuit 4. The output end of the fourth auxiliary power supply module 60 is electrically connected to the on-vehicle charging circuit 5.

[0088] In this embodiment, the auxiliary power supply module 60 can include a DC / DC converter, a voltage regulator, a transformer, etc. to achieve its functions.

[0089] In this embodiment, the auxiliary power supply module 60 can include multiple output ends, and the multiple output ends are respectively electrically connected in one-to-one correspondence with multiple power supply ends of each circuit module such as the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the on-vehicle charging circuit 5. It is used to convert the voltage output by the low-voltage storage battery and output it through the multiple output ends to supply power to the circuit modules connected to the multiple output ends correspondingly.

[0090] It can be understood that the number of the auxiliary power supply modules 60 can be multiple, and each auxiliary power supply module 60 includes at least one output end. In this embodiment, taking the number of the auxiliary power supply modules 60 being four as an example for illustration, the output end of the first auxiliary power supply module 60 is electrically connected to the power management circuit to supply power to the power management circuit so that it can drive the motor to work. The output end of the second auxiliary power supply module 60 is electrically connected to the power supply management circuit to supply power to the power supply management circuit, enabling the power supply management circuit to convert the input DC voltage into the voltage required by the load to meet the power supply requirements of different loads, that is, to achieve the voltage regulation function. The third auxiliary power supply module 60 can include two output ends. One of the output ends is electrically connected to the thermal management control circuit 3, and the other output end is electrically connected to the fast charging power supply circuit 4, respectively supplying power to the thermal management control circuit 3 and the fast charging power supply circuit 4 to achieve the vehicle's thermal management function and the fast charging function. The output end of the fourth auxiliary power supply module 60 is electrically connected to the on-vehicle charging circuit 5 to supply power to the on-vehicle charging circuit 5 so that it can convert the alternating current provided by the AC charging pile into the direct current suitable for charging the electric vehicle battery, or supply power to the AC loads inside or outside the vehicle, that is, to achieve the vehicle's slow charging / inside (outside) discharging function.

[0091] In practical applications, multiple auxiliary power supply modules 60 supply power to different circuit modules, improving the power supply efficiency and enhancing the flexibility and adaptability of the system. By supplying power through multiple auxiliary power supply modules 60, even if one of the auxiliary power supply modules 60 has a problem, other circuit modules can still continue to work, improving the working reliability.

[0092] The present utility model also provides an electric control component. Referring to Figure 7 , it includes an integrated controller as described in the above embodiment; and,

[0093] a motor control circuit 1, the controlled end of the motor control circuit 1 is electrically connected to the first core 11 in the integrated controller;

[0094] a DC voltage conversion circuit 2, the controlled end of the DC voltage conversion circuit 2 is electrically connected to the first core 11 in the integrated controller;

[0095] a thermal management control circuit 3, the controlled end of the thermal management control circuit 3 is electrically connected to the second core 12 in the integrated controller,

[0096] a fast charging power supply circuit 4, the controlled end of the fast charging power supply circuit 4 is electrically connected to the second core 12 in the integrated controller;

[0097] a vehicle-mounted charging circuit 5, the controlled end of the vehicle-mounted charging circuit 5 is electrically connected to the third core 21 in the integrated controller.

[0098] Combined with the content of the above embodiment, the motor control circuit 1 includes a rectifying circuit (such as a rectifier bridge), a PFC circuit (power factor correction circuit), an inverter circuit, etc. Among them, the function of the rectifying circuit is to convert alternating current (AC) into direct current (DC). The main purpose of the PFC circuit is to improve the power factor, reduce the reactive power loss on the grid side, and improve the efficiency of the system. The inverter circuit is used to convert direct current into alternating current to drive the motor. The DC voltage conversion circuit 2 includes at least one of a boost circuit, a buck circuit, and a buck-boost circuit, and is used to convert the input DC voltage into the voltage required by the load to meet the power supply requirements of different loads. The thermal management control circuit 3 may include a cooling system, a heating system, a temperature detection circuit, etc., such as a PTC heater module and a vehicle-mounted air conditioner drive module, to realize the vehicle thermal management function. The fast charging power supply circuit 4 includes a fast charging module, which usually includes a DC charging interface for connecting to a fast charging pile, a rectifying circuit, a power factor correction circuit (PFC), a DC / DC converter, a protection circuit, etc., to ensure the charging efficiency and charging safety to realize the fast charging function. The vehicle-mounted charging circuit 5 is used to connect to an AC charging pile, an in-vehicle or out-of-vehicle AC load, etc., and is used to convert the alternating current provided by the AC charging pile into direct current suitable for charging the electric vehicle battery, and can also be used to supply power to in-vehicle or out-of-vehicle AC loads, such as small electronic devices like a vehicle-mounted refrigerator and a coffee machine.

[0099] Specifically, the first sub-core 13 in the integrated controller is electrically connected to the controlled end of the motor control circuit 1 and is used to control the operation of the motor control circuit 1 to drive the motor; the second sub-core 14 in the integrated controller is electrically connected to the controlled end of the DC voltage conversion circuit 2 and is used to control the operation of the DC voltage conversion circuit 2 to achieve conversion between any DC voltages. The second core 12 in the integrated controller is respectively electrically connected to the controlled ends of the vehicle air conditioner drive module and the PTC heater module in the thermal management control circuit 3 and the controlled end of the fast charging power supply circuit 4, and is used to implement the vehicle thermal management function and the fast charging function. The third core 21 in the integrated controller is electrically connected to the vehicle-mounted charging circuit 5 and is used to control the vehicle-mounted charging circuit 5 to achieve AC charging of the power battery by an external AC power supply, or to achieve AC discharging of the power battery to an internal / external load through the AC charging and discharging port.

[0100] Through the above settings, the ten-in-one deep integrated controller proposed by the present utility model integrates the vehicle power domain system and the vehicle thermal management system beyond the original boundaries, achieving a reduction in cost and weight. It is significantly reduced in terms of size / volume, sufficient to match different circuits to achieve the flexibility of vehicle layout. The electronic control component integrates the integrated controller of the present application and each circuit module, and through miniaturization design, improves the space utilization rate of the vehicle. In addition, the electronic control component supports the front / rear drive layout of the vehicle, and the drive form can be set according to user needs, improving the design flexibility and user experience.

[0101] In one embodiment, referring to Figure 8 , the electronic control component includes: a filter circuit 6, the input end of the filter circuit 6 is used to be electrically connected to the power input end, and the output end of the filter circuit 6 is respectively electrically connected to the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the vehicle-mounted charging circuit 5;

[0102] The filter circuit 6 is used to filter the power voltage input from the power input end and output a filtered signal to the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the vehicle-mounted charging circuit 5.

[0103] In this embodiment, the filter circuit 6 can be implemented by a filter circuit 6 that combines one or more of resistors, inductors, and capacitors.

[0104] In this embodiment, the power input terminal can be electrically connected to the output terminal of the high-voltage power battery, receive the voltage output by the high-voltage power battery, and output it to the input terminal of the filter circuit 6, so that the filter circuit 6 filters it and outputs a corresponding filtered signal to circuit modules such as the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the on-vehicle charging circuit 5 through its output terminal, providing a power supply voltage for each circuit module.

[0105] It should be noted that, optionally, the number of filter circuits 6 can be multiple, and the output terminals of the multiple filter circuits 6 are respectively electrically connected to each circuit module in one-to-one correspondence. Since different circuit modules may generate different types of electromagnetic interference (EMI), using multiple filter circuits 6 can be set according to the specific requirements of each circuit module, thereby improving the anti-interference performance of the entire electronic control component. Optionally, each circuit module receives the filtered signal output from the same filter circuit 6. For example, the motor control circuit 1 and the DC voltage conversion circuit can be electrically connected to the output terminal of the same filter circuit 6 to achieve the reuse of the EMC filter circuit 6. In this way, the volume of the electronic control component is further reduced.

[0106] Reference Figure 12 , the filter circuit 6 includes an EMC filter 1 and an EMC filter 2. The EMC filter 1 is electrically connected to the power input terminal and can reduce the electromagnetic interference introduced from the power supply (high-voltage power battery), reducing the influence of external electromagnetic interference on the electronic control component. The EMC filter 2 is located at the input terminal or output terminal of each circuit module, and its main purpose is to reduce the interference generated by a specific circuit and at the same time reduce the interference influence of other circuits by this circuit.

[0107] Through the above settings, the filter circuit 6 processes the voltage output by the high-voltage power battery, can reduce the ripple and noise in the power supply, improve the power quality, reduce electromagnetic interference, improve the safety of the electronic control component during operation, and further improve the safety and reliability of the electric vehicle. In addition, the filter circuit 6 also has the function of suppressing transient interference in the power supply, improving the stability and reliability of the electronic control component during operation.

[0108] In another embodiment of the present utility model, the electronic control component includes a metal connector, and the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the on-vehicle charging circuit 5 are respectively electrically connected through the metal connector in correspondence.

[0109] In this embodiment, the metal connector can be implemented by connectors such as copper bars, aluminum bars, and copper alloy connectors.

[0110] Optionally, the metal connector includes a copper busbar. Using the copper busbar as a conductor to achieve electrical connections between various circuit modules such as the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power circuit 4, and the on-vehicle charging circuit 5, and to achieve interconnection of the internal devices of the integrated controller, it has good electrical conductivity and high mechanical strength. Compared with traditional cables, it can carry a higher current than a cable with the same cross-sectional area, improving the reliability and stability of the electric control component. In addition, the design of the copper busbar allows for electrical connections to be achieved in a limited space, improving the integration level of the integrated controller, reducing its volume, and increasing the space utilization rate of the whole vehicle.

[0111] In one embodiment, referring to Figure 9 , the electric control component includes a plurality of interfaces, and the interfaces include one or more of the following combinations:

[0112] A low-voltage interface 7, which is electrically connected to the first control chip 10 and / or the second control chip 20. The low-voltage interface 7 accesses low-voltage signals, and the low-voltage signals include at least one of a power-on control signal, a ground signal, a communication signal, and a charging signal;

[0113] A power supply interface 8, which is electrically connected to the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power circuit 4, and the on-vehicle charging circuit 5 respectively.

[0114] Optionally, the number of the power supply interfaces 8 is multiple, including one or more of the following combinations:

[0115] A power distribution unit interface, the first end of which is electrically connected to at least one of the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power circuit 4, and the on-vehicle charging circuit 5, and the second end of which is electrically connected to an air-conditioning compressor and a PTC heater respectively; the second control chip 20 is used to output a power distribution signal to the power distribution unit interface to make the air-conditioning compressor and the PTC heater work;

[0116] A low-voltage power supply interface 8, the first end of which is electrically connected to at least one of the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power circuit 4, and the on-vehicle charging circuit 5, and the second end of which is electrically connected to a low-voltage storage battery. The low-voltage power supply interface 8 is used to access the low-voltage signal output by the low-voltage storage battery;

[0117] A high-voltage DC interface, the first end of which is electrically connected to a high-voltage power battery, and the second end of which is electrically connected to the motor control circuit 1;

[0118] At least one of the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the in-vehicle charging circuit 5 is electrically connected, and the second end of the high-voltage DC interface is electrically connected to the high-voltage power battery; the high-voltage DC interface is used to access the high-voltage signal output by the high-voltage power battery;

[0119] A high-voltage AC interface, the first end of the high-voltage AC interface is electrically connected to at least one of the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the in-vehicle charging circuit 5, and the second end of the high-voltage AC interface is electrically connected to a charger and an external load, and the high-voltage AC interface is used to access an AC charging signal and / or output a power supply signal;

[0120] An air compressor interface, the first end of the air compressor interface is electrically connected to at least one of the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the in-vehicle charging circuit 5, and the second end of the air compressor interface is electrically connected to the air compressor, and the second control chip 20 is used to output a control signal to the air compressor through the air compressor interface to supply power to the air compressor.

[0121] In this embodiment, refer to Figure 12, the low-voltage interface 7 is electrically connected to the integrated controller, that is, it can be electrically connected to the first control chip 10 and the second control chip 20 at the same time, and is used to access low-voltage signals. The low-voltage signals include at least one of the power-on control signal KL30, the ground signal KL31, the communication signal CAN, and the charging signal OBC. At least one of the power management circuit, the power supply management circuit (DC / DC converter), the thermal management control circuit 3 (vehicle air conditioner drive module / PTC heater module), the fast charging power supply circuit 4, and the vehicle-mounted charging circuit 5 (OBC) is electrically connected to an external device through a power distribution unit interface (PDU interface). The external devices include an air conditioner compressor and a PTC body. In this way, the second control chip 20 is used to control the PDU module to output a power distribution signal to the power distribution unit interface, so that the air conditioner compressor and the PTC heater work; each circuit module is electrically connected to the low-voltage battery through the low-voltage power supply interface 8 (B+ interface), so that the low-voltage power supply interface 8 accesses the low-voltage signal output by the low-voltage battery to each circuit module. That is, the B+ interface provides a stable power supply for the low-voltage circuit, and the low-voltage circuit includes but is not limited to the control chip. The high-voltage DC interface (HVDC interface) can be used to connect to an external DC power supply or an external load. Optionally, the first core 11 is used to control the motor control circuit 1, and the second control chip 20 is used to control the vehicle-mounted charging circuit 5 to realize DC charging of the high-voltage power battery by the external DC power supply, or to realize DC discharge of the high-voltage power battery to the external load through the high-voltage DC interface. The first end of the high-voltage AC interface (HVAV interface) is connected to each circuit module such as the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the vehicle-mounted charging circuit 5. The second end of the high-voltage AC interface is connected to a charger and an external load. The high-voltage AC interface is used to access an AC charging signal and / or output a power supply signal. For example, the high-voltage AC interface is used as an interface for realizing the function of the on-vehicle charger (OBC), converting the AC charging signal output by a power supply device such as a charger into direct current to charge the battery of the electric vehicle. Or it supports the discharge function, that is, converting the electric energy in the battery into an AC power supply signal and then outputting it to supply power to an external load. The first end of the air compressor interface is electrically connected to at least one of the power management circuit, the power supply management circuit, the thermal management control circuit 3, the fast charging power supply circuit 4, and the vehicle-mounted charging circuit 5, and the second end is electrically connected to the air compressor. The second control chip 20 is used to output a control signal to the air compressor through the air compressor interface to control the operation of the air compressor. For example, starting, stopping the air compressor or monitoring its operating status through the air compressor interface.

[0122] It should be noted that the electronic control assembly also includes a heat dissipation water channel, an electronic control water channel, a power supply water channel, etc. Among them, the electronic control water channel is arranged close to the motor control circuit 1, the electronic control water channel is arranged on the first side of the heat dissipation water channel, and the power supply water channel is arranged on the second side of the heat dissipation water channel. The heat dissipation water channel is used to cool the heat of the entire electronic control assembly, and there is no need to set multiple heat dissipation water channels. The electronic control water channel is used to cool the heat generated by the motor control circuit 1 to ensure that the working temperature of the motor control circuit 1 is within the preset temperature range. The power supply water channel is used to cool the heat generated by the power management circuit, etc. Through the design of the electronic control water channel and the power supply water channel, the thermal management performance of the electronic control assembly is improved. By arranging the electronic control water channel and the power supply water channel on both sides of the heat dissipation water channel, compact space utilization is achieved, which helps with miniaturization design. In addition, the independent setting of the electronic control water channel and the power supply water channel can be optimized for specific heat loads, improving the overall heat dissipation efficiency of the electronic control assembly.

[0123] Through the above settings, circuit modules such as the first control chip 10, the second control signal, the power management circuit, the power supply management circuit (DC / DC converter), the thermal management control circuit 3 (vehicle air conditioner drive module / PTC heater module), the fast charging power circuit 4, and the vehicle charging circuit 5 (OBC) are integrated into one electronic control assembly, improving the integration degree of the electronic control assembly. And by using unified interfaces (such as the PDU interface, the low-voltage power supply interface 8, the high-voltage DC interface, the high-voltage AC interface, and the air compressor interface), the electrical wiring and connection are simplified. Thus, the electronic control assembly proposed in this application can reduce the use of electrical components through the sharing or reuse of electrical components, and thus can reduce costs, and reduce the volume and weight of the assembly.

[0124] The present utility model also proposes an electric vehicle, including the electronic control assembly described in the above embodiment.

[0125] It should be noted that since this electric vehicle adopts all the technical solutions of all the above embodiments of the electronic control assembly, it at least has all the beneficial effects brought by the technical solutions of the above embodiments, which will not be elaborated here one by one.

[0126] The above are only optional embodiments of the present utility model, and do not limit the patent scope of the present utility model. Any equivalent structural transformation made by using the content of the specification and drawings of the present utility model under the inventive concept of the present utility model, or direct / indirect application in other related technical fields is included in the scope of the present utility model.

Claims

1. An integrated controller, characterized in that: An electric control component applied to an electric vehicle, the electric control component includes a power management circuit, a power management circuit, a thermal management control circuit, a fast charging power supply circuit, and an on-board charging circuit, and the integrated controller includes: A first control chip, comprising a first core and a second core, wherein the first core is used to control the operation of the power management circuit and / or the power management circuit, and the second core is used to control the operation of the thermal management control circuit and / or the fast charging power supply circuit; The second control chip includes a third core, and the third core is used to control the operation of the vehicle-mounted charging circuit.

2. The integrated controller according to claim 1, characterized in that: The number of the first cores is two, namely a first sub-core and a second sub-core. The first sub-core is used to control the operation of the power management circuit; the second sub-core is used to control the operation of the power management circuit.

3. The integrated controller according to claim 1, characterized in that: The thermal management control circuit includes a vehicle air-conditioning driving module and a PTC heater module, and the second core is specifically used to control the operation of the vehicle air-conditioning driving module and / or the PTC heater module.

4. The integrated controller according to claim 1, characterized in that: The integrated controller further includes a first communication circuit, which is integrated in the first control chip and / or the second control chip so as to be communicatively connected with an external device via the first communication circuit.

5. The integrated controller according to claim 4, characterized in that: The number of the first communication circuits is multiple; The first control chip and / or the second control chip are used to communicate with an external device via each of the first communication circuits.

6. The integrated controller according to claim 1, characterized in that: The first control chip includes a second communication circuit, the second control chip includes a third communication circuit, and the first control chip and the second control chip are communicatively connected via the second communication circuit and the third communication circuit.

7. The integrated controller according to claim 6, characterized in that: When the first communication circuit is integrated into the first control chip, the second control chip is connected to the external device through the first communication circuit, the second communication circuit and the third communication circuit; When the first communication circuit is integrated into the second control chip, the first control chip is communicatively connected with an external device through the first communication circuit, the second communication circuit and the third communication circuit.

8. The integrated controller according to claim 1, characterized in that: The integrated controller comprises: At least one auxiliary power supply module, the power input end of the auxiliary power supply module is electrically connected to the low-voltage battery, and the output end of the auxiliary power supply module is electrically connected to the power management circuit, the power management circuit, the thermal management control circuit, the fast charging power supply circuit, and the on-board charging circuit, for supplying power to the power management circuit, the power management circuit, the thermal management control circuit, the fast charging power supply circuit, and the on-board charging circuit.

9. The integrated controller according to claim 8, characterized in that: The number of the auxiliary power supply modules is four, namely the first auxiliary power supply module, the second auxiliary power supply module, the third auxiliary power supply module and the fourth auxiliary power supply module; the output end of the first auxiliary power supply module is electrically connected to the power management circuit, the output end of the second auxiliary power supply module is electrically connected to the power management circuit, the output end of the third auxiliary power supply module is electrically connected to the thermal management control circuit and the fast charging power supply circuit respectively, and the output end of the fourth auxiliary power supply module is electrically connected to the vehicle charging circuit.

10. An electric control component, characterized in that: comprising an integrated controller as claimed in any one of claims 1 to 9; and a motor control circuit, wherein a controlled end of the motor control circuit is electrically connected to a first core in the integrated controller; A DC voltage conversion circuit, wherein a controlled end of the DC voltage conversion circuit is electrically connected to a first core in the integrated controller; a thermal management control circuit, wherein a controlled end of the thermal management control circuit is electrically connected to the second core in the integrated controller, A fast-charge power supply circuit, wherein a controlled end of the fast-charge power supply circuit is electrically connected to the second core in the integrated controller; An on-vehicle charging circuit, wherein a controlled end of the on-vehicle charging circuit is electrically connected to the third core in the integrated controller.

11. The electronic control assembly according to claim 10, characterized in that: The electric control component includes: a filter circuit, the input end of the filter circuit is used to be electrically connected to the power input end, and the output end of the filter circuit is electrically connected to the power management circuit, the power management circuit, the thermal management control circuit, the fast charging power supply circuit, and the vehicle charging circuit respectively; The filtering circuit is used to filter the power supply voltage connected to the power input terminal and then output a filtered signal to the power management circuit, the power management circuit, the thermal management control circuit, the fast charging power supply circuit, and the vehicle charging circuit.

12. The electronic control assembly according to claim 10, characterized in that: The electronic control component includes a metal connector, and the power management circuit, the power management circuit, the thermal management control circuit, the fast charging power circuit, and the vehicle charging circuit are electrically connected respectively via the metal connector.

13. The electronic control assembly according to claim 12, characterized in that: The metal connector includes a copper busbar.

14. The electronic control assembly according to claim 10, characterized in that: The electronic control component includes multiple interfaces, and the interfaces include one or more combinations of the following: A low voltage interface, the low voltage interface is electrically connected to the first control chip and / or the second control chip, the low voltage interface is connected to a low voltage signal, and the low voltage signal includes at least one of a power-on control signal, a ground signal, a communication signal, and a charging signal; The power interface is electrically connected to the power management circuit, the power management circuit, the thermal management control circuit, the fast charging power circuit, and the on-board charging circuit respectively.

15. An electric vehicle, characterized in that: Comprising the electronic control assembly as claimed in any one of claims 10 to 14.

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