All-in-one vehicle-mounted power supply device and electric vehicle

Abstract

According to the all-in-one vehicle-mounted power supply device and the electric vehicle, externally input low-voltage direct current passes through the low-voltage direct current interface, and a power battery provides low-voltage direct current for a power supply for supplying power to a driving circuit of an inverter circuit through a power conversion circuit in the all-in-one vehicle-mounted power supply device; and it is ensured that the power battery can continue to supply power to the power supply through the power conversion circuit under the condition that externally input low-voltage direct current is powered off or short-circuited to the ground. According to the all-in-one vehicle-mounted power supply device provided by the invention, the power supply for supplying power to the driving circuit of the inverter circuit can still work normally in a single-point fault scene, so that the motor controller is supported to enter an automatic safety control state, and the safety and the reliability of an electric vehicle are improved.

Description

Technical Field

[0001] This application relates to the field of vehicle power supply, and particularly to all-in-one vehicle power supply devices and electric vehicles. Background Technology

[0002] In recent years, with the rapid popularization of electric vehicles, their safety performance has received increasing attention. Torque safety is crucial in the safety system of electric vehicles, as it relates to the vehicle's stability and reliability under various driving conditions. To ensure the safety of torque control, the low-voltage power supply of the related drive circuit must be designed to construct a stable power supply architecture.

[0003] The power supply design within electric vehicles must consider not only the power supply and control of the drive circuit but also redundant power supply to other components. However, under certain fault conditions (such as a short circuit or open circuit in one low-voltage power supply line), other low-voltage power supplies may be affected. Therefore, a design scheme is needed that can ensure the safety of redundant power supply, effectively control costs, and guarantee power supply stability under various fault scenarios. Utility Model Content

[0004] This application provides a multi-in-one vehicle power supply device and an electric vehicle. Externally input low-voltage DC power is supplied through a low-voltage DC power interface. The power battery provides low-voltage DC power to the drive circuit of the inverter circuit via the power conversion circuit in the multi-in-one vehicle power supply device. This ensures that even if the externally input low-voltage DC power is interrupted or short-circuited to ground, the power battery can continue to supply power to the drive circuit through the power conversion circuit. In a single-point failure scenario, the power supply to the drive circuit of the inverter circuit in this multi-in-one vehicle power supply device still functions normally, thereby supporting the motor controller to enter automatic safety control mode, improving the safety and reliability of the electric vehicle.

[0005] In a first aspect, this application provides a multi-in-one vehicle power supply device, which includes a housing, a power conversion circuit, an inverter circuit, and a power supply for powering the drive circuit of the inverter circuit. The housing is used to house the power conversion circuit, the inverter circuit, and the power supply. The housing includes a high-voltage DC input interface, a low-voltage DC input interface, a three-phase AC output interface, and a low-voltage DC output interface. The power conversion circuit is used to receive power from the power battery through the high-voltage DC input interface and convert the high-voltage DC output from the power battery to step-down power before supplying power to the low-voltage load of the electric vehicle through the low-voltage DC output interface. The inverter circuit is used to receive power from the power battery through the high-voltage DC input interface and output three-phase AC power through the three-phase AC output interface to power the drive motor of the electric vehicle. The power supply is used to receive at least one of a first low-voltage DC power from the outside and a second low-voltage DC power output from the power conversion circuit through the low-voltage DC input interface to power the drive circuit.

[0006] In the architecture of the all-in-one vehicle power supply device provided in this application, the externally input low-voltage DC power is supplied through a low-voltage DC power interface. The power battery provides low-voltage DC power to the drive circuit of the inverter circuit through the power conversion circuit in the all-in-one vehicle power supply device. The power battery and the externally input low-voltage DC power together constitute a dual-input power system. This ensures that even if the externally input low-voltage DC power is interrupted or the low-voltage DC power interface is short-circuited to ground, the power battery can continue to supply power to the drive circuit of the inverter circuit through the power conversion circuit. This not only provides a redundant power supply path but also enhances the reliability of the electric vehicle. It ensures that even in a single-point failure scenario, the power supply to the drive circuit of the inverter circuit can still operate normally, supporting the motor controller to enter the automatic safety control state and preventing unexpected braking or other dangerous situations caused by a first low-voltage DC power failure. In this way, the electric vehicle can maintain stable operation under various abnormal conditions, improving overall safety and reliability.

[0007] As one possible implementation, the all-in-one vehicle power supply device also includes a circuit board housed in a housing. The circuit board carries electrical components of the inverter circuit, electrical components of the power conversion circuit, and electrical components of the power supply. The output of the power conversion circuit is electrically connected to the power supply via PCB traces.

[0008] By integrating the inverter circuit, power conversion circuit, and power supply electrical components onto a single circuit board, the required physical space is significantly reduced, making the entire all-in-one vehicle power supply unit more compact and saving valuable interior space. Using PCB traces for direct power supply offers better electromagnetic compatibility performance compared to external wire connections, reducing interference and ensuring signal transmission quality. Furthermore, direct PCB trace connections reduce the number of connection points, lowering the risk of malfunctions due to loose connectors or other connection issues. In addition, the compact layout of integrating the inverter circuit, power conversion circuit, and power supply electrical components onto a single circuit board also improves thermal management, thereby enhancing the overall system stability and lifespan.

[0009] As one possible implementation, the all-in-one power supply device also includes two circuit boards housed in a housing. One of the circuit boards carries the electrical components of the power conversion circuit, and the other circuit board carries the electrical components of the power supply. The output of the power conversion circuit is electrically connected to the power supply via an inter-board connector or an inter-board wiring harness.

[0010] Separating the power conversion circuit and the power supply to different circuit boards helps improve the electrical isolation between the parts and reduce electromagnetic interference. If a specific component fails, only the corresponding circuit board needs to be replaced instead of the entire all-in-one power supply unit, reducing maintenance time and costs. Therefore, the all-in-one vehicle power supply unit with a dual circuit board structure not only improves system stability and reliability but also enhances maintenance convenience and scalability.

[0011] In one possible implementation, the output of the power conversion circuit is electrically connected to a low-voltage DC input interface. By electrically connecting the output of the power conversion circuit to the low-voltage DC input interface, the first low-voltage DC input from the outside and the second low-voltage DC output from the power conversion circuit together constitute a dual-input power supply.

[0012] In one possible implementation, the power supply receives a first low-voltage DC power through a first switch and a second low-voltage DC power through a second switch. If the external first low-voltage DC power supply fails, the first switch opens, cutting off the power supply path of the first low-voltage DC power supply and preventing current from flowing back to the fault point through other paths, thus protecting other circuits from being affected. If the power battery or power conversion circuit fails, the second switch opens, cutting off the power supply path of the second low-voltage DC power supply. Conversely, if the power supply to the drive circuit of the inverter circuit experiences a short circuit or overload, both the first and second switches will open, cutting off the power supply path and preventing damage to the power conversion circuit and other related components.

[0013] In one possible implementation, the all-in-one vehicle power supply device also includes a third switch, which is used to connect or disconnect the connection between the first switch and the power supply. The third switch is also used to connect or disconnect the connection between the second switch and the power supply. If a short circuit or overload occurs in the power supply supply to the drive circuit of the inverter circuit, the third switch will disconnect, cutting off the power path and preventing damage to the power conversion circuit and other related components.

[0014] In one possible implementation, the first switch is a first fuse, the second switch is a second fuse, and the third switch is a third fuse, wherein the fusing current of the third fuse is less than that of the first fuse or the second fuse.

[0015] If an external low-voltage DC power failure occurs, the first fuse will blow, cutting off the power supply path for the low-voltage DC power and preventing current from flowing back to the fault point, thus protecting other circuits from being affected. If a fault occurs in the power battery or power conversion circuit, the second fuse will blow, cutting off the power supply path for the second low-voltage DC power. If a short circuit or overload occurs in the power supply to the inverter circuit's drive circuit, both the first and second fuses will blow, cutting off the power path and preventing damage to the power conversion circuit and other related components. The fusing current of the third fuse is less than that of the first or second fuse, thus preventing the first or second fuse from accidentally blowing when the third fuse blows.

[0016] In one possible implementation, the all-in-one vehicle power supply device also includes a first diode and a second diode. The power supply receives a first low-voltage DC power through the first diode and a second low-voltage DC power through the second diode. In case of a fault, if the first low-voltage DC power fails, the first diode will reverse-bias the current to prevent it from flowing back to the low-voltage DC input interface, thus protecting other circuits from being affected. The power conversion circuit first passes through the second diode to ensure that current can only flow from the power conversion circuit to the power supply and cannot flow back to the power conversion circuit.

[0017] In one possible implementation, the drive circuit includes an upper arm drive circuit for driving the inverter circuit and a lower arm drive circuit for driving the inverter circuit. The power supply includes a first power supply for supplying power to the upper arm drive circuit and a second power supply for supplying power to the lower arm drive circuit. Both the first power supply and the second power supply are used to receive at least one of a first low-voltage DC power and a second low-voltage DC power to supply power to the drive circuit.

[0018] The power conversion circuit is connected to either a first or second power supply. A second diode ensures that current flows only from the power conversion circuit to the first or second power supply, preventing backflow and protecting it from external low-voltage DC power or faults in other power paths. A second fuse provides overcurrent protection; if a short circuit or overload occurs in either the first or second power supply, the fuse will blow, cutting off the power path and preventing damage to the power conversion circuit and other related components.

[0019] In one possible implementation, the first power supply is used to electrically connect the low-voltage DC input interface through a first fuse and a fourth fuse connected in series, and to electrically connect the output terminal of the power conversion circuit through a second fuse and a fourth fuse connected in series. The second power supply is used to electrically connect the low-voltage DC input interface through a second fuse and a fourth fuse connected in series, and to electrically connect the output terminal of the power conversion circuit through a second fuse and a fifth fuse connected in series.

[0020] If the primary power supply fails, the fourth fuse blows, cutting off the power supply path to the primary power supply and preventing current from flowing back to the fault point through other paths, thus protecting other circuits from being affected. If the secondary power supply fails, the fifth fuse blows, cutting off the power supply path to the secondary power supply.

[0021] In one possible implementation, the fusing current of the second fuse is greater than that of the fourth and fifth fuses. The fusing currents of the fourth and fifth fuses are less than that of the second fuse, thus preventing the second fuse from accidentally blowing when the fourth and fifth fuses blow.

[0022] As one possible implementation, the first power supply and the second power supply are also used to receive a second low-voltage DC power through a third fuse.

[0023] In one possible implementation, the second power supply is also used to electrically connect the output terminal of the power conversion circuit through a third fuse, the resistance of which is greater than that of the second fuse.

[0024] By setting the resistance value of the second fuse to be less than that of the third fuse, it is ensured that when the second fuse blows, the second low-voltage DC power supplied through the third fuse can maintain a high input voltage to supply power to the second power supply, thereby maintaining the drive power supply for the upper and lower bridge arms of the inverter circuit. This allows the drive motor to enter the automatic safety control mode, ensuring the safety of the electric vehicle.

[0025] In one possible implementation, the device includes a control circuit for controlling the inverter circuit. A first power supply supplies power to the control circuit through a fifth diode, and a second power supply supplies power to the control circuit through a sixth diode. If the first power supply fails, a fourth fuse blows, cutting off the power supply path of the first power supply and preventing current from flowing back to the fault point through other paths, thus protecting the control circuit from being affected. If the second power supply fails, a fifth fuse blows, cutting off the power supply path of the second power supply, thus protecting the control circuit from being affected.

[0026] As one possible implementation, the housing also includes an AC input interface and a high-voltage DC output interface. The multi-in-one vehicle power supply device also includes an on-board charging circuit, which is used to receive AC power from the charging pile through the AC input interface and to charge the power battery through the high-voltage DC output interface. A circuit board is also used to carry the electrical components of the on-board charging circuit.

[0027] The on-board charging circuit can convert the AC power input from the AC charging pile into DC power, thereby charging the power battery.

[0028] As one possible implementation, the all-in-one vehicle power supply device also includes a third power supply, which is used to receive the first DC power through a third diode and to power the drive circuit of the vehicle charging circuit.

[0029] As one possible implementation, in response to a low-voltage DC input port failure during the process of the power supply receiving the first DC power, the power supply stops receiving the first DC power and starts receiving the second DC power.

[0030] If a low-voltage DC input port fails during the process of receiving the first DC power, the power supply to the first DC power source is stopped and the second DC power source is used instead, thus protecting the power supply from being affected.

[0031] Secondly, this application provides an electric vehicle, which includes the multi-functional vehicle power supply device, power battery and drive motor provided in the first aspect. The multi-functional vehicle power supply device is used to receive high-voltage AC power output from an AC charging pile and to charge the power battery. The multi-functional vehicle power supply device is also used to receive high-voltage DC power output from the power battery to power the drive motor to drive the wheels of the electric vehicle. Attached Figure Description

[0032] Figure 1 A schematic diagram of an electric vehicle provided for an embodiment of this application;

[0033] Figure 2 A schematic diagram of the powertrain provided in an embodiment of this application;

[0034] Figure 3A schematic diagram of a motor controller provided in an embodiment of this application;

[0035] Figure 4A This is a schematic diagram of an all-in-one vehicle power supply device according to this application;

[0036] Figure 4B This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0037] Figure 4C This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0038] Figure 5A This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0039] Figure 5B This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0040] Figure 6 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0041] Figure 7 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0042] Figure 8 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0043] Figure 9 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0044] Figure 10 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0045] Figure 11 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0046] Figure 12 This is a schematic diagram of another all-in-one vehicle power supply device according to this application;

[0047] Figure 13 This is a schematic diagram of another all-in-one vehicle power supply device according to this application. Detailed Implementation

[0048] To make the objectives, technical solutions, and advantages of this application clearer, a further detailed description of this application will be provided below in conjunction with the accompanying drawings. However, the exemplary embodiments can be implemented in various forms and should not be construed as limited to the embodiments set forth herein. On the contrary, these embodiments are provided to make this application more comprehensive and complete, and to fully convey the concept of the exemplary embodiments to those skilled in the art. The same reference numerals in the drawings denote the same or similar structures, and therefore repeated descriptions of them will be omitted. Terms describing position and direction described in this application are illustrative based on the accompanying drawings, but changes can be made as needed, and all such changes are included within the scope of protection of this application. The accompanying drawings of this application are for illustrating relative positional relationships only and do not represent actual scale.

[0049] It should be noted that in the embodiments of this application, "connection" refers to electrical connection. The connection between two electrical components can be a direct or indirect connection between the two electrical components. For example, the connection between A and B can be a direct connection between A and B, or an indirect connection between A and B through one or more other electrical components, such as the connection between A and B. Alternatively, it can be a direct connection between A and C, a direct connection between C and B, with A and B connected through C.

[0050] The technical solutions in the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings.

[0051] Figure 1 This is a schematic diagram of an electric vehicle provided as an embodiment of this application. (See attached diagram.) Figure 1 As shown, the electric vehicle 10 includes a power battery 13, a powertrain 14, and wheels 15. The powertrain 14 receives power from the power battery 13 to drive the wheels 15.

[0052] Figure 2 This is a schematic diagram of a powertrain provided in an embodiment of this application. (See attached diagram.) Figure 2 As shown, the powertrain 14 includes a drive motor 11 and a motor controller 12. The motor controller 12 receives DC power from the power battery 13 and converts it into three-phase AC power to supply power to the drive motor 11. The drive motor 11 and the wheels 15 are connected by a reducer or transmission. During the operation of the electric vehicle 10, the torque of the drive motor 11 is transmitted to the wheels 15 to provide power to the electric vehicle 10.

[0053] Figure 3 This is a schematic diagram of a motor controller provided in an embodiment of this application. (See attached diagram.) Figure 3As shown, the motor controller 12 includes a control circuit 121, an inverter circuit 122, and a bus capacitor C. One end of the bus capacitor C is connected to the positive terminal of the power battery 13, and the other end of the bus capacitor C is connected to the negative terminal of the power battery 13. The inverter circuit 122 includes three-phase switch bridge arms, with each switch bridge arm having its two ends connected to the two ends of the bus capacitor C, and the midpoint of each switch bridge arm being used to connect to one phase winding of the drive motor 11.

[0054] For example, the control circuit 121 may include, but is not limited to, a central processing unit (CPU), other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The control circuit 121 can control the switches in each bridge arm of the inverter circuit 122 to turn on or off by outputting control signals to each bridge arm. These control signals can be pulse width modulation (PWM) signals. For example, the control circuit 121 can be connected to the gates of the switches in each of the three bridge arms of the inverter circuit 122 to control the on or off of each switch in the inverter circuit 122. In some applications, the control circuit 121 can combine space vector pulse width modulation (SVPWM) technology to generate control signals for each switch in the three bridge arms.

[0055] The control circuit 121 is used to output a control signal to the inverter circuit 122. The control signal is used to control the inverter circuit 122 to output three-phase current. The control signal is used to indicate the frequency and amplitude of the direct-axis current component of the three-phase current and to indicate that the quadrature-axis current component of the three-phase current is zero.

[0056] Control circuit 121 controls the arms of the three-phase switching transistor bridge via control signals. The inverter circuit 122 includes three arms, which can be designated as the U-phase arm, V-phase arm, and W-phase arm. (Continue reading...) Figure 3As shown, in the U-phase bridge arm, the upper bridge switch is switch Q1, and the lower bridge switch is switch Q2. In the V-phase bridge arm, the upper bridge switch is switch Q3, and the lower bridge switch is switch Q4. In the W-phase bridge arm, the upper bridge switch is switch Q5, and the lower bridge switch is switch Q6. One end of each bridge arm is connected to one end of the power battery 13, that is, the collectors of switch Q1, Q3, and Q5 are connected to one end of the power battery 13. The other end of each bridge arm is connected to the other end of the power battery 13, that is, the emitters of switch Q2, Q4, and Q6 are connected to the other end of the power battery 13. Optionally, one end of the power battery 13 can be the positive terminal, and the other end can be the negative terminal. Alternatively, one end of the power battery 13 can be the negative terminal, and the other end can be the positive terminal.

[0057] Optionally, the upper bridge switch can be an insulated-gate bipolar transistor (IGBT) and its anti-parallel diode, or a metal-oxide-semiconductor field-effect transistor (MOSFET), etc. This application does not impose excessive limitations on the specific internal structure of the upper bridge switch. Optionally, the lower bridge switch can be an IGBT and its anti-parallel diode or a MOSFET. This application does not impose excessive limitations on the specific internal structure of the lower bridge switch.

[0058] The control circuit 121 is used to control the upper and lower arms of the three bridge arms via control signals. Furthermore, the motor controller 12 (not shown in the figure) also includes a power supply (also known as a flyback converter) primarily used to provide a stable gate drive power supply for the switching transistors in the inverter circuit. Specifically, the power supply provides a low-voltage DC power (e.g., 12V) suitable for use by the gate drive circuit.

[0059] exist Figure 3 In the inverter circuit 122, there are three bridge arms (U phase, V phase and W phase), and each bridge arm has two switching transistors (upper bridge switching transistor and lower bridge switching transistor). The gate drive circuit of these switching transistors requires a stable low-voltage DC power supply. The power supply is used to provide a stable low-voltage DC power supply for the gate drive circuit.

[0060] With the increasingly widespread application of new energy vehicles, especially electric vehicles, the safety requirements for electric vehicles are also becoming more stringent. As a core power component of electric vehicles 10, the functional safety of the motor controller 12 is particularly important. The ISO 26262 international standard, "Functional Safety of Road Vehicles," classifies systems or components of systems into automotive safety integrity levels (ASIL) from A to D based on the degree of safety risk. A higher ASIL level corresponds to a higher detection coverage of functional safety-related circuits and a lower probability of random hardware failure. Torque safety has become a critical aspect, thus requiring a better power architecture for the low-voltage power supply of various drive chips associated with torque control. To prevent unexpected braking caused by large negative torque resulting from a motor controller malfunction during driving, the gate drive circuits of the upper and lower bridge arms of the inverter circuit 122 in the motor controller 12 need to be functionally safe. This ensures that the inverter circuit 122 can still maintain normal power supply in a single-point failure scenario, thereby supporting the motor controller 12 to enter the automatic safe control (ASC) state and avoiding overall failure caused by a single fault point.

[0061] In the field of motor control, ASC state is a safety mode that automatically enters when the system detects a fault or abnormal situation to ensure the safe operation of electric vehicles and prevent further damage or dangerous situations.

[0062] For electric vehicles, power supply includes not only driving the inverter circuit in the motor controller but also powering various safety components. The design needs to ensure redundancy and safety while minimizing costs. While existing technologies can meet redundancy and safety requirements to some extent, they are insufficient in cost control. Therefore, this application provides an all-in-one on-board power supply device and electric vehicle, thereby ensuring both redundant power supply safety and effective cost control, and guaranteeing power supply stability under various fault scenarios.

[0063] The following description, with reference to the accompanying drawings, describes the all-in-one vehicle power supply device provided in the embodiments of this application.

[0064] Figures 4A-4C A circuit diagram of the all-in-one vehicle power supply device provided in the embodiments of this application is given.

[0065] Figures 4A-4C The all-in-one vehicle power supply device provided in this application includes a housing 401, an inverter circuit 407 housed in the housing 401, a power supply 405 that supplies power to the drive circuit of the inverter circuit 407, and a power conversion circuit 406.

[0066] The power conversion circuit 406 is used to step down the high-voltage DC power output from the power battery 404 in the electric vehicle and convert it into low-voltage DC power.

[0067] The inverter circuit 407 receives DC power from the power battery 404 and converts it into three-phase AC power to power the drive motor. During the operation of the electric vehicle, the torque of the drive motor is transmitted to the wheels to provide power to the electric vehicle.

[0068] The housing 401 is equipped with a low-voltage DC input interface 402, a high-voltage DC input interface 403, a low-voltage DC output interface 408, and a three-phase AC output interface 409. The high-voltage DC input interface 403 is used to connect to the power battery 404. The low-voltage DC input interface 402 is used to receive a first low-voltage DC power source from an external source, such as the low-voltage DC power output from the electric vehicle's low-voltage battery. The high-voltage DC power output from the power battery is stepped down and then supplied to the low-voltage load of the electric vehicle via the low-voltage DC output interface 408. The three-phase AC output interface 409 receives the three-phase AC power output from the inverter circuit 407 and supplies power to the electric vehicle's drive motor. Each interface is conductive, used to connect the devices or circuits connected at both ends of the connector.

[0069] The power conversion circuit 406 and the inverter circuit 407 may include insulated gate bipolar transistors (IGBTs) and their anti-parallel diodes, or switching devices such as metal oxide semiconductor field-effect transistors (MOSFETs). This application does not impose excessive limitations on the specific internal structure of the switching transistors.

[0070] See Figure 4A , Figure 4AThis application provides an all-in-one vehicle power supply device. In this embodiment, the all-in-one vehicle power supply device further includes a circuit board 410, housed within a housing 401, for carrying electrical components including a power supply 405, a power conversion circuit 406, and an inverter circuit 407. The output of the power conversion circuit 406 is directly electrically connected to the power supply 405 via PCB traces. This design significantly reduces the required physical space, making the entire all-in-one vehicle power supply device more compact and saving limited space inside the vehicle. Using PCB traces for direct power supply provides better electromagnetic compatibility performance, reduces interference, and ensures signal transmission quality compared to using external wires. Furthermore, direct PCB trace connections reduce the number of connection points, lowering the risk of malfunctions due to loose connectors or other connection problems. The compact layout of integrating the inverter circuit 407, power conversion circuit 406, and power supply 405 onto the same circuit board 410 also improves thermal management efficiency, thereby enhancing the overall stability and lifespan of the all-in-one vehicle power supply device. Therefore, this design not only optimizes space utilization but also enhances the reliability and electromagnetic compatibility of the all-in-one vehicle power supply unit.

[0071] See Figure 4B In this embodiment, the all-in-one vehicle power supply device includes two circuit boards: a first circuit board 4101 and a second circuit board 4102. Both circuit boards 4101 and 4102 are housed within a housing 401. The first circuit board 4101 carries the electrical components of the power conversion circuit 406, while the second circuit board 4102 carries the electrical components of the power supply 405. The output of the power conversion circuit 406 is electrically connected to the corresponding circuit board 4102 of the power supply 405 via an inter-board connector or inter-board wiring harness. This design significantly improves the electrical isolation between the components and reduces electromagnetic interference. Furthermore, if a specific component fails, only the corresponding circuit board needs to be replaced instead of the entire all-in-one power supply device, thereby reducing maintenance time and costs. The dual-circuit board structure not only simplifies the maintenance process but also enhances the stability and reliability of the system. In addition, this distributed layout provides greater flexibility for future upgrades and expansions. Distributing different functional modules on different circuit boards also helps optimize thermal management, allowing for specialized heat dissipation designs based on individual needs, thus improving the overall system stability and lifespan.

[0072] See Figure 4CIn this embodiment, the output terminal of the power conversion circuit 406 is electrically connected to the low-voltage DC input interface 402. By electrically connecting the output terminal of the power conversion circuit 406 to the low-voltage DC input interface 402, the first low-voltage DC input from the outside and the second low-voltage DC output from the power conversion circuit 406 together form a dual-input power supply 405. That is, in this embodiment, the first low-voltage DC input from the outside and the second low-voltage DC output from the power conversion circuit 406 are first combined and connected before supplying power to the power supply 405, thereby avoiding complex wiring or inter-board connection designs for the electrical connection between the power conversion circuit 406 and the power supply 405.

[0073] In addition, the power conversion circuit 406 can not only convert high-voltage DC power into low-voltage DC power for use in the all-in-one vehicle power supply device of electric vehicles, but also output the second low-voltage DC power through the low-voltage DC power input interface 402 to power external devices or systems, or even charge them.

[0074] See Figure 5A As shown in this embodiment, the power supply 405 receives a first low-voltage DC power through a first switch 501 and a second low-voltage DC power through a second switch 502. If the external first low-voltage DC power fails, the first switch 501 opens, cutting off the power supply path of the first low-voltage DC power, preventing current from flowing back to the fault point from other paths, and protecting other circuits from being affected. If the power battery 404 or the power conversion circuit 406 fails, the second switch 502 opens, cutting off the power supply path of the second low-voltage DC power. If the power supply 405 supplying power to the drive circuit of the inverter circuit 407 experiences a short circuit or overload, both the first switch 501 and the second switch 502 will open, cutting off the power path and preventing damage to the power conversion circuit 406 and other related components.

[0075] See Figure 5B As shown in this embodiment, the all-in-one vehicle power supply device further includes a third switch 503. The third switch 503 is used to connect or disconnect the connection between the first switch 501 and the power supply 405. The third switch 503 is also used to connect or disconnect the connection between the second switch 502 and the power supply 405. If the power supply 405, which supplies power to the drive circuit of the inverter circuit 407, experiences a short circuit or overload, the third switch 503 will disconnect, cutting off the power path and preventing damage to the power conversion circuit 406 and other related components.

[0076] In this embodiment, the first switch 501 is a first fuse, the second switch 502 is a second fuse, and the third switch 503 is a third fuse, wherein the fusing current of the third fuse is less than that of the first fuse or the second fuse.

[0077] If an external low-voltage DC power failure occurs, the first fuse will blow, cutting off the power supply path for the low-voltage DC power and preventing current from flowing back to the fault point, thus protecting other circuits from being affected. If the power battery 404 or the power conversion circuit 406 fails, the second fuse will blow, cutting off the power supply path for the second low-voltage DC power. If the power supply 405, which powers the drive circuit of the inverter circuit 407, experiences a short circuit or overload, both the first and second fuses will blow, cutting off the power path and preventing damage to the power conversion circuit 406 and other related components. The fusing current of the third fuse is less than that of the first or second fuse, thus preventing the first or second fuse from accidentally blowing when the third fuse blows.

[0078] See Figure 5A as well as Figure 5B As shown in this embodiment, the all-in-one vehicle power supply device further includes a first diode 504 and a second diode 505. The power supply 405 receives a first low-voltage DC power through the first diode 504 and a second low-voltage DC power through the second diode 505. In case of a fault, if the first low-voltage DC power fails, the first diode 504 will reverse-biased and cut off, preventing current from flowing back to the low-voltage DC input interface 402, thus protecting other circuits from being affected. The power conversion circuit 406 first passes through the second diode to ensure that current can only flow from the power conversion circuit 406 to the power supply 405 and cannot flow back to the power conversion circuit 406.

[0079] To improve the reliability and safety of the system, this application uses two independent power supplies to power the gate drive circuits of the upper and lower arms of the multiphase bridge arm respectively, thereby enhancing the electrical isolation and fault tolerance of the system.

[0080] See Figure 6 As shown in the embodiment of this application, the inverter circuit 407 includes a first power supply 601, a second power supply 602 and the inverter circuit 407. The inverter circuit 407 includes a multi-phase bridge arm, and the midpoint of the bridge arm is used to connect the multi-phase winding of the drive motor.

[0081] The first power supply 601 is used to power the gate drive circuit of the upper bridge arm 603 of the multiphase bridge arm, and the second power supply 602 is used to power the gate drive circuit of the lower bridge arm 604 of the multiphase bridge arm.

[0082] The first power supply 601 provides suitable low-voltage DC power to the gate drive circuit of the upper bridge arm. The second power supply 602 provides suitable low-voltage DC power to the gate drive circuit of the lower bridge arm. Even if the first power supply 601 fails, the second power supply 602 can still ensure the normal operation of the lower bridge arm, thereby supporting the inverter circuit 407 to enter the automatic safety control state. Similarly, when the second power supply 602 fails, the first power supply 601 can still ensure the normal operation of the upper bridge arm.

[0083] Optionally, the first power supply 601 and the second power supply 602 have short-circuit protection functions. When a short circuit is detected at the output terminal, the output can be automatically cut off to prevent damage to the gate drive circuit and other related components.

[0084] Continue reading Figure 6 As shown in the embodiment of this application, the all-in-one vehicle power supply device includes a first branch 701. The first branch 701 includes a first fuse 502 and a first diode 503 connected in series. One end of the first fuse 502 is used to connect to the low-voltage DC input interface 402, and the other end of the first fuse 502 is connected to the positive terminal of the first diode 503. The negative terminal of the first diode 503 is used to connect to the first power supply 601 or the second power supply 602.

[0085] The all-in-one vehicle power supply device includes a second branch 702, which includes a second fuse 505 and a second diode 506 connected in series. The positive terminal of the second diode 506 is used to connect to the output terminal of the power conversion circuit 406, and the negative terminal of the first diode 503 is connected to one end of the second fuse 505. The other end of the second fuse 505 is used to connect to the first power supply 601 or the second power supply 602.

[0086] The first low-voltage DC power supply is connected to the first power supply 601 and the second power supply 602 through the low-voltage DC power input interface 402, in series with the first fuse 502 and the first diode 503. The first diode 503 is unidirectional, ensuring that the current can only flow from the first low-voltage DC power supply to the power supply and preventing current backflow. The first fuse 502 is used to blow when the current is too large, so as to protect the first low-voltage DC power supply and its related circuits from overcurrent damage.

[0087] Under normal conditions, the first low-voltage DC power supply provides low-voltage DC power to the first power supply 601 and the second power supply 602 through the first fuse 502 and the first diode 503. At the same time, the power conversion circuit 406 also provides low-voltage DC power to the first power supply 601 and the second power supply 602 through the second fuse 505 and the second diode 506.

[0088] Due to the presence of the first diode 503 and the second diode 506, the two power supply paths will not interfere with each other and will independently supply power to the first power supply 601 and the second power supply 602.

[0089] In the event of a malfunction:

[0090] If a fault occurs in the first low-voltage DC power supply (such as a short circuit), the first fuse 502 will blow, cutting off the power supply path to the first low-voltage DC power supply. At this time, the first diode 503 will reverse-biased and cut off, preventing current from flowing back to the first low-voltage DC power supply through other paths.

[0091] The power conversion circuit 406 continues to supply power to the first power supply 601 and the second power supply 602 through the second fuse 505 and the second diode 506, ensuring the normal operation of the motor controller.

[0092] If the low-voltage DC input interface 402 malfunctions (such as a short circuit), the first fuse 502 will also blow, cutting off the power supply path for the first low-voltage DC. The first diode 503 will reverse-biased cutoff, preventing current from flowing back to the first low-voltage DC through other paths. The power conversion circuit 406 continues to supply power to the first power supply 601 and the second power supply 602 through the second fuse 505 and the second diode 506, ensuring the normal operation of the motor controller.

[0093] It should be noted that the first low-voltage DC power is first connected to the first power supply 601 or the second power supply 602 through the first fuse 502 and then through the first diode 503.

[0094] In overcurrent protection mode, overcurrent protection is first provided through the first fuse 502. If a short circuit or overload occurs in the low-voltage DC input interface 402, the first power supply 601, or the second power supply 602, the first fuse 502 will blow, cutting off the power supply path and preventing damage to the first low-voltage DC power supply and its related circuits.

[0095] Then, through the first diode 503, it is ensured that the current can only flow from the first low-voltage DC current to the first power supply 601 or the second power supply 602, and cannot flow back to the first low-voltage DC current. This can prevent faults in the power conversion circuit 406 or other power supply paths from affecting the first low-voltage DC current.

[0096] The power conversion circuit 406 is first connected to the first power supply 601 or the second power supply 602 through the second diode 506 and then through the second fuse 505. The power conversion circuit 406 first connects to the second power supply through the second diode 506 to ensure that the current can only flow from the power conversion circuit 406 to the power supply and cannot flow back to the power conversion circuit 406, thereby preventing faults in the first low-voltage DC power supply or other power supply paths from affecting the power conversion circuit 406.

[0097] Then, overcurrent protection is provided through the second fuse 505. If a short circuit or overload occurs in the power supply, the second fuse 505 will blow, cutting off the power supply path and preventing damage to the power conversion circuit 406 and other related components.

[0098] Through this design, the low-voltage power supply network of the electric vehicle can automatically switch to power supply from the power conversion circuit 406 when a fault occurs in the first low-voltage DC power supply or the low-voltage DC power input interface 402, ensuring the normal operation of the first power supply 601 and the second power supply 602. The first fuse 502, the second fuse 505, and the first diode 503 and the second diode 506 provide electrical isolation and protection, preventing fault propagation and ensuring the stability and reliability of the power supply system. This redundant design and protection mechanism improves the overall safety and reliability of the electric vehicle, ensuring normal operation under various abnormal conditions.

[0099] In the architecture of the all-in-one vehicle power supply device, the first low-voltage DC power supply provides low-voltage DC power to the first power supply 601 and the second power supply 602 through the low-voltage DC power input interface 402 and the power conversion circuit 406. Specifically, the power conversion circuit 406 inside the housing 401 is connected to the low-voltage power supply network of the electric vehicle (i.e., the first power supply 601 and the second power supply 602) through connection schemes such as PCB traces, wire harnesses or board-to-board connectors. Together with the first low-voltage DC power supply, it forms a dual-input power supply system to ensure that in the event of a power failure of the first low-voltage DC power supply or a short circuit to ground of the low-voltage DC power input interface 402, the power conversion circuit 406 can continue to supply power to the first power supply 601 and the second power supply 602, thereby ensuring the continuous operation and safety of the system.

[0100] This not only provides redundant power supply paths but also enhances the reliability of the electric vehicle, ensuring that even in a single-point-of-failure scenario, the first power supply 601 and the second power supply 602 can still operate normally, supporting the inverter circuit 407 in controlling the drive motor to enter an automatic safety control state, preventing unexpected braking or other dangerous situations caused by power failure. In this way, the electric vehicle can maintain stable operation under various abnormal conditions, improving overall safety and reliability.

[0101] See Figure 7As shown in the embodiment of this application, the second branch 702 further includes a fourth fuse 801 and a fifth fuse 802. The other end of the second fuse 505 and the cathode of the first diode 503 are used to connect to the first power supply 601 through the fourth fuse 801. The other end of the second fuse 505 and the cathode of the first diode 503 are used to connect to the second power supply 602 through the fifth fuse 802. The fusing current of the fourth fuse 801 and the fifth fuse 802 is less than the fusing current of the second fuse 505.

[0102] The other end of the second fuse 505 and the negative terminal of the first diode 503 are connected to the first power supply 601 through the fourth fuse 801, and the other end of the second fuse 505 and the negative terminal of the first diode 503 are connected to the second power supply 602 through the fifth fuse 802.

[0103] First fuse 502 and second fuse 505 select the arc-front I 2 Larger fuses, pre-arc I 2 t is a measure of a fuse's ability to absorb energy before it blows; a larger t is a smaller t. 2 The t-value means that the fuse can withstand a higher instantaneous current before it blows, thereby reducing the possibility of accidental blowout.

[0104] The fourth fuse 801 and the fifth fuse 802 can be fast-blow fuses. Fast-blow fuses can quickly melt and cut off the fault path when a fault is detected, so as to avoid damage to the power supply and drive motor.

[0105] Normal working status:

[0106] A first low-voltage DC power supply powers the first power supply 601 and the second power supply 602 through a first fuse 502 and a first diode 503. The power conversion circuit 406 powers the first power supply 601 and the second power supply 602 through a second diode 506 and a second fuse 505. A fourth fuse 801 and a fifth fuse 802 are connected to the first power supply 601 and the second power supply 602 respectively, providing additional protection.

[0107] If the first power supply 601 or the second power supply 602 malfunctions (e.g., a short circuit), the corresponding fourth fuse 801 or fifth fuse 802 will quickly blow, cutting off the fault path. Since the fusing current of the fourth fuse 801 and the fifth fuse 802 is less than the fusing current of the second fuse 505, the first fuse 502 and the second fuse 505 will not blow accidentally.

[0108] At this time, the fourth fuse 801 and the fifth fuse 802 that have not blown can still be powered by the first low-voltage DC power supply or the power conversion circuit 406 to maintain the drive power supply of at least one bridge arm, thereby supporting the drive motor to enter the automatic safety control mode and ensuring driving safety.

[0109] Because the first fuse 502 and the second fuse 505 are selected before the arc I 2 Larger fuses ensure that the vehicle will not malfunction when the fourth fuse 801 and the fifth fuse 802 blow, thus improving the stability and reliability of the electric vehicle. Furthermore, the fourth fuse 801 and the fifth fuse 802 are fast-blow fuses, capable of quickly blowing upon fault detection, cutting off the fault path and preventing further damage.

[0110] This design provides a multi-layered protection mechanism, ensuring that the motor controller can continue to operate even in the event of a single power supply failure, and can quickly isolate the faulty part to ensure driving safety.

[0111] See Figure 8 As shown in the embodiment of this application, the all-in-one vehicle power supply device further includes a third branch 901. The third branch 901 includes a second diode 506 and a third fuse 902. The negative terminal of the second diode 506 is connected to one end of the third fuse 902, and the other end of the third fuse 902 is connected to the second power supply 602. The impedance of the second branch 702 is greater than the impedance of the third branch 901.

[0112] In the third branch 901, the power conversion circuit 406 is first connected to the first power supply 601 or the second power supply 602 through the second diode 506 and then through the third fuse 902. In the circuit design, the impedance of the second branch 702 is greater than the impedance of the third branch 901. This can be achieved by increasing the line impedance of the second branch 702 (e.g., using a longer, thinner ribbon cable) while simultaneously decreasing the line impedance of the third branch 901 (e.g., using a shorter, wider ribbon cable).

[0113] After the second fuse 505 blows, a large inrush current will be generated in the second branch 702, resulting in a large voltage drop across the second branch 702. Since the preceding circuit (power conversion circuit 406) of the second branch 702 can still maintain a relatively high voltage, power can continue to be supplied to either the first power supply 601 or the second power supply 602 of the motor controller through the third branch 901. In this way, a high input voltage can be maintained, preventing undervoltage of the power supply input.

[0114] This application increases the line impedance of the second branch 702 while decreasing the line impedance of the third branch 901, ensuring that the third branch 901 can maintain a high input voltage when the second fuse 505 blows, thus supplying power to a power source and maintaining the drive power supply for at least one bridge arm. This allows the drive motor to enter the automatic safety control mode, ensuring driving safety.

[0115] See Figure 9 As shown in the embodiment of this application, the all-in-one vehicle power supply device includes an on-board charger 1000 and a fourth diode 1001. The on-board charger 1000 includes an on-board charging circuit 1002 and a third power supply 1003. The on-board charging circuit 1002 includes a multi-phase bridge arm. The third power supply 1003 is used to supply power to the gate drive circuit of the multi-phase bridge arm of the on-board charging circuit 1002. One end of the first fuse 502 is used to connect to the low-voltage DC input interface 402, and the other end of the first fuse 502 is connected to the positive terminal of the fourth diode 1001. The negative terminal of the fourth diode 1001 is used to connect to the third power supply 1003. The circuit board 410 is also used to carry some or all of the electrical components in the on-board charger or the on-board charging circuit.

[0116] The first low-voltage DC power supply is provided through the low-voltage DC power input interface 402. The first fuse 502 protects the first low-voltage DC power supply and its related circuits from overcurrent damage. The fourth diode 1001 prevents current backflow and ensures that current can only flow from the first low-voltage DC power supply to the third power supply 1003. The third power supply 1003 supplies power to the gate drive circuit of the multi-phase bridge arm in the on-board charging circuit 1002, enabling the on-board charger 1000 to work normally.

[0117] If the third power supply 1003 of the on-board charger 1000 malfunctions (e.g., a short circuit), the fourth diode 1001 will prevent the short-circuit current from flowing back to the first low-voltage DC power supply, and the first fuse 502 will blow, cutting off the power supply path of the first low-voltage DC power supply to prevent further damage. In this case, the failure of the third power supply 1003 of the on-board charger 1000 will at most affect the first low-voltage DC power supply and will not affect other circuits.

[0118] See Figure 10As shown in the embodiment of this application, the all-in-one vehicle power supply device includes a fourth power supply 1101 and a fifth diode 1102. The power conversion circuit 406 includes a multi-phase bridge arm. The fourth power supply 1101 is used to supply power to the gate drive circuit of the multi-phase bridge arm of the power conversion circuit 406. One end of the first fuse 502 is used to connect to the low-voltage DC input interface 402, and the other end of the first fuse 502 is connected to the positive terminal of the fifth diode 1102. The negative terminal of the fifth diode 1102 is used to connect to the fourth power supply 1101.

[0119] The first low-voltage DC power supply is provided through the low-voltage DC power input interface 402. The first fuse 502 protects the first low-voltage DC power supply and its related circuits from overcurrent damage. The fifth diode 1102 prevents current backflow and ensures that current can only flow from the first low-voltage DC power supply to the fourth power supply 1101. The fourth power supply 1101 supplies power to the gate drive circuit of the multi-phase bridge arm in the power conversion circuit 406, enabling the power conversion circuit 406 to normally convert the high-voltage DC power from the power battery 404 into low-voltage DC power.

[0120] In case of failure:

[0121] If the fourth power supply 1101 corresponding to the power conversion circuit 406 malfunctions (e.g., short circuit), the fourth diode 1001 will prevent the short-circuit current from flowing back to the first low-voltage DC power supply, and the first fuse 502 will blow, cutting off the power supply path of the first low-voltage DC power supply to prevent further damage. In this case, the malfunction of the fourth power supply 1101 corresponding to the power conversion circuit 406 will at most affect the first low-voltage DC power supply and will not affect other circuits.

[0122] See Figure 11 As shown in the embodiment of this application, the housing 401 also includes an AC power input interface 1201 and a high-voltage DC power output interface 1202. The on-board charging circuit 1002 is used to receive power from the AC charging pile through the AC power input interface 1201 and to charge the power battery through the high-voltage DC power output interface 1202.

[0123] The on-board charging circuit 1002 can convert the AC power input from the AC charging pile into DC power, thereby charging the power battery 404.

[0124] See Figure 12 As shown in the embodiments of this application, the all-in-one vehicle power supply device also includes a control circuit 4071, and the first power supply 601 and the second power supply 602 are also used to supply power to the control circuit 4071.

[0125] The control circuit 4071 is used to generate a PWM signal according to the control algorithm (such as PID control, space vector pulse width modulation SVPWM, etc.). The PWM signal is used to control the switching transistors (IGBT or MOSFET) in the inverter circuit 407 to turn on and off. The PWM signal is based on the low voltage power supply of the first power supply 601 and the second power supply 602 to drive the switching transistors of the upper bridge arm 603 and the lower bridge arm 604 respectively.

[0126] The upper bridge arm is driven by a low-voltage DC power supply provided by the first power supply 601 through a generated PWM signal, which drives the switching transistor of the upper bridge arm. The lower bridge arm is driven by a low-voltage DC power supply provided by the second power supply 602 through a generated PWM signal, which drives the switching transistor of the lower bridge arm.

[0127] Since the control circuit 4071 also requires a stable low-voltage DC power supply to operate, in the structure provided in this application, the first power supply 601 and the second power supply 602 not only supply power to the gate drive circuits of the upper and lower bridge arms in the inverter circuit 407, but also provide low-voltage power to the control circuit 4071.

[0128] Specifically, the control circuit 4071 collects various input signals from sensors (such as encoders, current sensors, voltage sensors, etc.), including rotor position, phase current, bus voltage, etc. Based on the collected input signals, the control circuit 4071 executes a predefined control algorithm, calculates the required PWM signal duty cycle, and generates a PWM signal. The first power supply 601 and the second power supply 602 provide stable low-voltage DC power to the upper and lower bridge arms of the inverter circuit 407, respectively. The generated PWM signal drives the switching transistor of the upper bridge arm through the low-voltage DC power provided by the first power supply 601, and drives the switching transistor of the lower bridge arm through the low-voltage DC power provided by the second power supply 602. The switching transistors of the upper and lower bridge arms are turned on and off according to the PWM signal, thereby controlling the current flowing to the drive motor windings and achieving precise control of the drive motor.

[0129] In the event of a fault in the first power supply 601, such as an abnormal output voltage or a short circuit, the control circuit 4071 will turn on the lower bridge arm switching device in the multi-phase bridge arm. Turning on the lower bridge arm switching device will directly ground the motor windings, thereby stopping the motor from generating torque. Simultaneously, due to the fault in the first power supply 601, the upper bridge arm switching device will turn off, and the voltage supplied by the power battery 404 will not flow into the motor windings through the upper bridge arm, thus avoiding potential overcurrent or short circuits.

[0130] When the second power supply 602 fails, such as due to abnormal output voltage or a short circuit, the control circuit 4071 will turn on the upper bridge arm switching device in the multi-phase bridge arm. Turning on the upper bridge arm switching device will directly ground the motor windings, thereby stopping the drive motor from generating torque. At the same time, due to the failure of the second power supply 602, the lower bridge arm switching device will turn off, and the voltage provided by the power battery 404 will not flow into the drive motor windings through the lower bridge arm, thus avoiding possible overcurrent or short circuit.

[0131] Optionally, a voltage regulator circuit can be added between the power supply and the control circuit 4071 to ensure a more stable voltage supplied to the control circuit 4071. The voltage regulator circuit can be a linear regulator or a switching regulator. The first power supply 601 and the second power supply 602 output stable low-voltage DC power. The voltage regulator circuit further adjusts the output voltage of the first power supply 601 and the second power supply 602 to a more stable and lower voltage, thereby supplying the control circuit 4071. The control circuit 4071 uses the regulated power input to operate normally, ensuring the stable operation of the motor controller and other key components.

[0132] Furthermore, a sampling channel can be added between the voltage regulator circuit and the control circuit 4071, transmitting the signal to the main control chip for real-time monitoring of the voltage regulator circuit's output voltage. The main control chip reads the sampled voltage, compares and judges it; if the voltage exceeds the normal range, the main control chip can take immediate action. For example, fault handling logic can be written in the main control chip to trigger corresponding alarms and protection measures when an abnormal voltage is detected. Fault information can be sent via an onboard communication interface (such as a CAN bus), a fault log can be recorded, and the system can enter ASC mode. If the electric vehicle has a backup power supply, the main control chip can switch to the backup power supply to ensure power supply to critical components.

[0133] Thus, by adding a voltage regulator circuit between the power supply and the control circuit 4071, and adding a sampling channel between the voltage regulator circuit and the control circuit 4071 to transmit the signal to the main control chip, the reliability and fault diagnosis capability of electric vehicles can be significantly improved. By monitoring the working status of the voltage regulator circuit in real time, once a fault is detected, the main control chip can immediately take measures, issue an alarm, and enter ASC mode to prevent the voltage regulator circuit from becoming a weak point of single-point failure. This not only improves the reliability of electric vehicles but also enhances fault diagnosis and handling capabilities, ensuring the safe operation of electric vehicles.

[0134] It should be noted that the low-voltage power supply network of an electric vehicle includes not only the first power supply 601, the second power supply 602, and the control circuit 4071 in the motor controller, but also the system basis chip (SBC), battery management system (BMS), air conditioning system, and electronic braking system. The SBC typically integrates multiple functions, such as power management, communication interface, watchdog timer, and voltage monitoring.

[0135] See Figure 13 As shown in the embodiment of this application, the all-in-one vehicle power supply device includes a sixth diode 1401 and a seventh diode 1402. The output terminal of the first power supply 601 is connected to the positive terminal of the sixth diode 1401, and the negative terminal of the sixth diode 1401 is connected to the control circuit 4071. The output terminal of the second power supply 602 is connected to the positive terminal of the seventh diode 1402, and the negative terminal of the seventh diode 1402 is connected to the control circuit 4071. The first power supply 601 supplies power to the control circuit 4071 through the sixth diode 1401, and the second power supply 602 supplies power to the control circuit 4071 through the seventh diode 1402.

[0136] Under normal operating conditions, the first power supply 601 outputs low-voltage DC power, which powers the control circuit 4071 through the sixth diode 1401. The second power supply 602 outputs low-voltage DC power, which powers the control circuit 4071 through the seventh diode 1402. Due to the presence of the sixth and seventh diodes 1401 and 1402, the first and second power supplies 601 and 602 can simultaneously power the control circuit 4071, but the current can only flow in one direction and will not interfere with each other.

[0137] In case of a fault, if the first power supply 601 fails (e.g., a short circuit), the sixth diode 1401 will prevent current from flowing back to the first power supply 601. At this time, the control circuit 4071 can still obtain low-voltage DC power from the second power supply 602 through the seventh diode 1402, ensuring the normal operation of the control circuit 4071. If the second power supply 602 fails (e.g., a short circuit), the seventh diode 1402 will prevent current from flowing back to the second power supply 602. At this time, the control circuit 4071 can still obtain power from the first power supply 601 through the sixth diode 1401, ensuring the normal operation of the control circuit 4071.

[0138] Based on the same concept, this application provides an electric vehicle, which includes the multi-in-one vehicle power supply device, power battery and drive motor provided in the above embodiments. The multi-in-one vehicle power supply device is used to receive high-voltage AC power output from AC charging pile and charge the power battery. The multi-in-one vehicle power supply device is also used to receive high-voltage DC power output from power battery to power the drive motor to drive the wheels of the electric vehicle.

[0139] Obviously, those skilled in the art can make various modifications and variations to this application without departing from the scope and intent of this application. Therefore, if such modifications and variations fall within the scope of the claims of this application and their equivalents, this application is also intended to include such modifications and variations.

Claims

1. A multi-functional vehicle-mounted power supply device, characterized in that, The all-in-one vehicle power supply device includes a housing, a power conversion circuit, an inverter circuit, and a power supply for powering the drive circuit of the inverter circuit; wherein: The housing is used to house the power conversion circuit, the inverter circuit, and the power supply. The housing includes a high-voltage DC input interface, a low-voltage DC input interface, a three-phase AC output interface, and a low-voltage DC output interface. The power conversion circuit is used to receive power from the power battery through the high-voltage DC input interface, and after stepping down the high-voltage DC output from the power battery, it supplies power to the low-voltage load of the electric vehicle through the low-voltage DC output interface. The inverter circuit is used to receive power from the power battery through the high-voltage DC input interface and output three-phase AC power through the three-phase AC output interface to power the drive motor of the electric vehicle. The power supply is used to receive at least one of a first low-voltage DC power input from the outside through the low-voltage DC power input interface and a second low-voltage DC power output from the output terminal of the power conversion circuit to power the drive circuit.

2. 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 circuit board housed in the housing. The circuit board carries the electrical components of the inverter circuit, the electrical components of the power conversion circuit, and the electrical components of the power supply. The output terminal of the power conversion circuit is electrically connected to the power supply via PCB traces.

3. 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 two circuit boards housed in the housing. One of the circuit boards carries the electrical components of the power conversion circuit, and the other circuit board carries the electrical components of the power supply. The output terminal of the power conversion circuit is electrically connected to the power supply via an inter-board connector or an inter-board wiring harness.

4. The all-in-one vehicle power supply device according to claim 1, characterized in that, The output terminal of the power conversion circuit is electrically connected to the low-voltage DC input interface.

5. The all-in-one vehicle power supply device according to claim 1, characterized in that, The power supply receives the first low-voltage DC power through the first switch and the second low-voltage DC power through the second switch.

6. The all-in-one vehicle power supply device according to claim 5, characterized in that, The all-in-one vehicle power supply device also includes a third switch, which is used to connect or disconnect the connection between the first switch and the power supply, as well as the connection between the second switch and the power supply.

7. The all-in-one vehicle power supply device according to claim 6, characterized in that, The first switch is a first fuse, the second switch is a second fuse, and the third switch is a third fuse, wherein the fusing current of the third fuse is less than that of the first fuse and the second fuse.

8. The all-in-one vehicle power supply device according to any one of claims 1-7, characterized in that, The drive circuit includes an upper bridge arm drive circuit for driving the upper bridge arm of the inverter circuit and a lower bridge arm drive circuit for driving the lower bridge arm of the inverter circuit. The power supply includes a first power supply for supplying power to the upper bridge arm drive circuit and a second power supply for supplying power to the lower bridge arm drive circuit. Both the first power supply and the second power supply are used to receive at least one of the first low-voltage DC power and the second low-voltage DC power to supply power to the drive circuit.

9. The all-in-one vehicle power supply device according to claim 8, characterized in that, The first power supply is used to electrically connect the low-voltage DC input interface through a first fuse and a fourth fuse connected in series, and to electrically connect the output terminal of the power conversion circuit through a second fuse and the fourth fuse connected in series; The second power supply is used to electrically connect the low-voltage DC input interface through the second fuse and the fourth fuse connected in series, and to electrically connect the output terminal of the power conversion circuit through the second fuse and the fifth fuse connected in series.

10. The all-in-one vehicle power supply device according to claim 9, characterized in that, The fusing current of the second fuse is greater than that of the fourth fuse and the fifth fuse.

11. The all-in-one vehicle power supply device according to claim 9, characterized in that, The second power supply is also used to electrically connect the output terminal of the power conversion circuit through a third fuse, wherein the resistance value of the third fuse is greater than the resistance value of the second fuse.

12. The all-in-one vehicle power supply device according to claim 2, characterized in that, The housing also includes an AC input interface and a high-voltage DC output interface. The multi-in-one vehicle power supply device also includes a vehicle charging circuit. The vehicle charging circuit is used to receive AC power from the AC charging pile through the AC input interface and to charge the power battery through the high-voltage DC output interface. The circuit board is also used to carry the electrical components of the vehicle charging circuit.

13. The all-in-one vehicle power supply device according to claim 12, characterized in that, The all-in-one vehicle power supply device also includes a third power supply, which is used to receive the first low-voltage DC power through a third diode and to power the drive circuit of the vehicle charging circuit.

14. The all-in-one vehicle power supply device according to claim 1, characterized in that, In response to a fault at the low-voltage DC input port of the power supply during the process of receiving the first low-voltage DC power, the power supply stops receiving the first low-voltage DC power and starts receiving the second low-voltage DC power.

15. An electric vehicle, characterized in that, The electric vehicle includes the all-in-one on-board power supply device as described in any one of claims 1-14, a power battery, and a drive motor; wherein: The all-in-one vehicle power supply device is used to receive high-voltage AC power output from the AC charging pile and to charge the power battery. The all-in-one vehicle power supply device is also used to receive high-voltage DC power output from the power battery to power the drive motor to drive the wheels of the electric vehicle.

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