All-in-one power supply apparatus for electric vehicle, power assembly, and electric vehicle

Abstract

An all-in-one power supply apparatus (100) for an electric vehicle, a power assembly, and an electric vehicle. The all-in-one power supply apparatus (100) comprises a housing (101), a first control circuit (102) accommodated in the housing (101), a second control circuit (103), a third control circuit (104), a first group of legs (105), a second group of legs (106), a third group of legs (107), and a fourth group of legs (108). The first control circuit (102) controls the first group of legs (105) to receive a first alternating current. The second control circuit (103) controls two ends of the second group of legs (106) to output a first direct current or receive power from a power battery (115). The third control circuit (104) controls the midpoints of the legs of the third group of legs (107) to output a second alternating current, and controls an output terminal of the fourth group of legs (108) to output a second direct current. By means of sharing leg circuits and control circuits, the use of components is reduced, thus lowering costs, reducing the size and weight, and making the all-in-one power supply apparatus (100) more compact. The shared control circuits can also improve the cooperative capability between components, thereby enabling rapid responses.

Description

An all-in-one power supply device for electric vehicles, powertrain, and electric vehicles

[0001] CROSS-REFERENCE TO RELATED APPLICATIONS

[0002] This application claims priority to the Chinese patent application filed with the State Intellectual Property Office of the People's Republic of China on September 22, 2023, with application number 202311247606.0 and invention name "A multi-in-one power supply device, powertrain and electric vehicle for electric vehicles", the entire contents of which are incorporated by reference into this application. Technical Field

[0003] The present application relates to the field of electric vehicle control, and in particular to an all-in-one power supply device, a powertrain, and an electric vehicle for an electric vehicle. Background Art

[0004] With the development of electric vehicles, their components are increasingly moving towards high integration, low cost, and small size. For example, the three-in-one system that integrates the motor, electronic control, and reducer has emerged in the past two years. The integration of multiple components can eliminate the need for connecting wiring harnesses between components and the mounting brackets for individual components, resulting in significant cost and space advantages. However, most of the all-in-one solutions currently on the market are simple physical integration solutions. Although different modules are assembled together, there is little reuse between components, so the cost and space savings are very limited.

[0005] Summary of the Invention

[0006] In a first aspect, embodiments of the present application provide an all-in-one power supply device for an electric vehicle. The all-in-one power supply device includes a housing, a first control circuit housed in the housing, a second control circuit, a third control circuit, a first group of bridge arms, a second group of bridge arms, a third group of bridge arms, and a fourth group of bridge arms. The housing includes multiple mounting holes, each for mounting a first AC connector, a second AC connector, a first DC connector, and a second DC connector. The first AC connector is used to connect to an AC power source, the second AC connector is used to connect to the electric vehicle's drive motor, the first DC connector is used to connect to the electric vehicle's power battery, and the second DC connector is used to connect to the electric vehicle's low-voltage battery or on-board load. The first control circuit controls the first group of bridge arms to receive a first AC power via the first AC connector. The second control circuit controls the ends of the second group of bridge arms to output a first DC power or receive power from the power battery via the first DC connector. The third control circuit controls the midpoints of the third group of bridge arms to output a second AC power via the second AC connector, and controls the output ends of the fourth group of bridge arms to output a second DC power via the second DC connector. The voltage of the second DC power is less than the voltage of the first DC power and the power battery's supply voltage.

[0007] The all-in-one power supply device provided in this application can share a bridge arm circuit, a power supply circuit, a filter circuit, and a control circuit. By sharing or reusing the power supply circuit, the bridge arm circuit, and the filter circuit, the use of components can be reduced, thereby reducing the cost of the power supply device, thereby reducing the size and weight of the power supply device and making the all-in-one power supply device more compact. Furthermore, the shared control circuit can also improve the coordination between components, allowing for real-time monitoring of the operating status of components such as the drive motor and rapid response to meet the various needs of the vehicle.

[0008] As a possible implementation, an all-in-one power supply device includes a first DC bus, a first group of bridge arms including multiple PFC bridge arms, the first DC bus being configured to connect the ends of the multiple PFC bridge arms, and a first control circuit being configured to control the midpoints of the multiple PFC bridge arms to receive a first AC power and the ends of the multiple PFC bridge arms to output DC power to the first DC bus. Under the control of the first control circuit, the first group of bridge arms receives the first AC power input from an AC power source, performs power calibration on the first AC power, and converts the calibrated first AC power into DC power for output.

[0009] As a possible implementation, an all-in-one power supply device includes a first transformer, a second group of bridge arms including multiple second-group primary bridge arms and multiple second-group secondary bridge arms, a first DC bus for connecting the ends of the multiple second-group primary bridge arms, and a second control circuit for controlling the ends of the multiple second-group primary bridge arms to receive DC power transmitted by the first DC bus and controlling the midpoints of the multiple second-group primary bridge arms to output AC power to the primary winding of the first transformer. The second control circuit is also used to control the midpoints of the multiple second-group secondary bridge arms to receive AC power generated by the secondary winding of the first transformer and control the ends of the multiple second-group secondary bridge arms to output the first DC power.

[0010] The second control circuit controls the switching transistors in the second bridge arm to alternately turn on and off, alternating the direction of the current in the primary winding, thereby generating primary AC power at the primary winding. By controlling the switching transistors in the second bridge arm to alternately turn on and off, the secondary circuit converts the AC power obtained from the primary bridge arm into DC power for output.

[0011] As a possible embodiment, the all-in-one power supply device includes a second transformer, a second DC bus, a fourth group of bridge arms including a fourth group of primary bridge arms and a fourth group of secondary bridge arms, the fourth group of primary bridge arms being used to output AC power to the primary winding of the second transformer, the secondary winding of the second transformer being used to connect to the fourth group of secondary bridge arms, the fourth group of secondary bridge arms being used to output a second DC power via a second DC connector, the second DC bus being used to connect the ends of the second group of bridge arms, the ends of the third group of bridge arms, the ends of the fourth group of primary bridge arms, and the first DC connector. A third control circuit is used to control the ends of the third group of bridge arms to receive power from a power battery via the second DC bus, and to control the ends of the fourth group of primary bridge arms to receive power from a first DC power or a power battery via the second DC bus.

[0012] The third group of bridge arms may include three switching tube bridge arms, each of which has a midpoint connected to a phase winding of a drive motor. A third control circuit is configured to drive the operation of the upper and lower switching tubes of the switching tube bridge arms, controlling the midpoints of the three switching tube bridge arms to output three-phase current to power the drive motor, which in turn drives the wheels of the electric vehicle, thereby enabling the electric vehicle to travel.

[0013] As a possible embodiment, the multiple mounting holes include compressor connector mounting holes for mounting a compressor connector. The all-in-one power supply device includes a fifth set of bridge arms. The second control circuit is configured to control the fifth set of bridge arms to receive a first direct current (DC) or power battery power via a second DC bus at both ends of the bridge arms and to output a third alternating current (AC) at the midpoint of the fifth set of bridge arms via the compressor connector. The third AC power is used to drive the compressor of the electric vehicle.

[0014] When the power battery needs to be cooled, the second control circuit controls the fifth group of bridge arms so that the midpoint of the fifth group of bridge arms outputs the third alternating current through the installed compressor connector. After the motor in the compressor receives the third alternating current output by the fifth group of bridge arms, it drives the compressor to work.

[0015] As a possible implementation, the multiple mounting holes include PTC connector mounting holes, which are used to install PTC connectors. The all-in-one power supply device includes a sixth group of bridge arms. The second control circuit is used to control the two ends of the bridge arms of the sixth group of bridge arms to receive the first DC power or power supply from the power battery through the second DC bus, and the midpoint of the bridge arms of the sixth group of bridge arms to output a third DC power through the PTC connector. The third AC power is used to power the PTC of the electric vehicle.

[0016] When the power battery needs to be heated, the second control circuit controls the sixth group of bridge arms so that the midpoint of the sixth group of bridge arms outputs a third alternating current through the installed PTC connector. After the PTC receives the third alternating current output by the sixth group of bridge arms, the PTC starts working to heat the heat carrier fluid in the power battery thermal circuit. The heat carrier fluid in the power battery thermal circuit transfers heat to the power battery to heat the power battery.

[0017] As a possible implementation, the compressor connector mounting holes and the PTC connector mounting holes are located on the same side of the housing. Placing the heating and cooling components on the same side allows for more efficient energy utilization. Furthermore, this makes the electric vehicle's temperature management system more compact and centralized, and allows for the reuse of fluid-circulating pipes, cables, and sensor components, saving costs while facilitating layout and maintenance.

[0018] As a possible embodiment, the multiple mounting holes include a first AC connector mounting hole, a second AC connector mounting hole, a first DC connector mounting hole, and a second DC connector mounting hole, the first AC connector mounting hole is used to mount the first AC connector, the second AC connector mounting hole is used to mount the second AC connector, the first DC connector mounting hole is used to mount the first DC connector, and the second DC connector mounting hole is used to mount the second DC connector, wherein: the first AC connector mounting hole and the second AC connector mounting hole are respectively distributed on two different side surfaces of the shell; the spacing between the first AC connector mounting hole and the first DC connector mounting hole is greater than the spacing between the second AC connector and the second DC connector mounting hole.

[0019] Placing the first and second AC connector mounting holes on different sides of the housing allows for better planning and optimization of the housing's internal layout. Separately arranging the different AC mounting holes reduces the risk of power lines crossing or interfering with other connections, thereby improving the device's electrical safety and reducing the potential for electromagnetic interference. Furthermore, because the spacing between the first AC connector mounting hole and the first DC component mounting hole is greater than the spacing between the second AC connector and the second DC component mounting holes, the housing provides more internal space to accommodate various bridge circuits and power supply circuits. This improves the reliability, safety, and usability of the all-in-one power supply device, reduces the likelihood of misoperation, and simplifies maintenance and repair.

[0020] As one possible embodiment, the housing includes a signal connector mounting hole for mounting a signal connector. The third control circuit is configured to receive at least one of an acceleration signal generated by an accelerator pedal or a braking signal generated by a brake pedal of the electric vehicle via the signal connector. In response to at least one of the acceleration signal or the braking signal, the third control circuit controls a current parameter of the second alternating current output at a midpoint of each bridge arm of the third group of bridge arms.

[0021] As a possible implementation, the all-in-one power supply device includes an isolation device, which is used to isolate electrical interference between the first control circuit, the second control circuit and the third control circuit, wherein: the first control circuit is used to send a first dog-feeding signal to the second control circuit, and the second control circuit is used to monitor the first control circuit for faults based on the first dog-feeding signal; the second control circuit is used to send a second dog-feeding signal to the third control circuit, and the third control circuit is used to monitor the second control circuit for faults based on the second dog-feeding signal.

[0022] The isolation device can be an optocoupler or a magnetic isolator. This application uses a newly added watchdog mechanism to ensure that the first, second, and third control circuits maintain stable operation. Furthermore, by regularly sending a watchdog signal, each control circuit can be kept in normal operation. When each control circuit stops responding or fails, the watchdog mechanism triggers a recovery operation, thereby reducing downtime.

[0023] As a possible implementation, the all-in-one power supply device includes a power conversion circuit, which is used to receive power from a low-voltage battery through a second DC connector and output a third DC power to power the first control circuit, the second control circuit, and the third control circuit.

[0024] Because the operating voltages of the various control circuits differ, the power conversion circuit receives power from the low-voltage battery through the second DC connector and outputs a third DC power source to provide the different operating voltages for each control circuit. This reduces the number of power supply circuits and the complexity of maintenance and repair. Furthermore, it saves valuable space, simplifies design and wiring, and improves the efficiency of power conversion.

[0025] As a possible implementation manner, the second control circuit is used to: in response to the power battery temperature being higher than a first set threshold, control the midpoint of the fifth bridge arm to output a third alternating current; in response to the power battery temperature being lower than a second set threshold, control the midpoint of the sixth bridge arm to output a third direct current; in response to the first group of bridge arms and the second group of bridge arms converting the multi-phase alternating current into the first direct current, output a first control signal to the third control circuit, and the first control signal is used to instruct the third control circuit to stop controlling the midpoint of the third group of bridge arms to output the second alternating current.

[0026] When the power battery temperature is lower than the second set threshold, which indicates that the power battery temperature is low, the second control circuit controls the midpoint of the sixth bridge arm to output the third alternating current to operate the PTC, thereby increasing the power battery temperature.

[0027] To avoid unexpected torque output from the drive motor during the charging process of the power battery, in response to the first group of bridge arm circuits and the second group of bridge arms converting multi-phase AC power into first DC power, the third control circuit stops controlling the midpoint of the third group of bridge arms to output the second AC power, thereby not controlling the output torque of the drive motor and ensuring the safety of the vehicle.

[0028] As one possible implementation, the third control circuit is configured to: in response to an acceleration signal, control the midpoints of the third group of bridge arms to output a second alternating current; and in response to the power battery charge falling below a third set threshold, control the midpoints of the third group of bridge arms to stop outputting the second alternating current. When the power battery charge is too low, the electric vehicle may suddenly lose power, forcing it to park in unsafe or inconvenient locations. Parking in the middle of the road or in an emergency lane increases the risk of traffic accidents. Thus, by controlling the midpoints of the third group of bridge arms to stop outputting the second alternating current, sudden dangers during driving can be avoided.

[0029] As a possible implementation method, the third control circuit is used to: when the power level of the low-voltage battery is lower than a set threshold, the first control circuit controls the first group of bridges to receive the first AC power through the first AC connector, the second control circuit is used to control the two ends of the second group of bridge arms to output the first DC power to the second DC bus through the first DC connector, the fourth group of bridge arms is connected to the second DC bus, the output end of the fourth group of bridge arms outputs the second DC power through the second DC connector, and the low-voltage battery is charged by the second DC power, thereby ensuring that the control circuit has a normal operating voltage.

[0030] In a second aspect, the present application provides a powertrain, comprising an all-in-one power supply device and a drive motor as in the first aspect, wherein the midpoint of the bridge arm of the third group of bridge arms is used to connect the multi-phase winding of the drive motor and output a second alternating current to the multi-phase winding of the drive motor.

[0031] In a third aspect, the present application provides an electric vehicle, which includes the all-in-one power supply device of the first aspect or the powertrain of the second aspect. BRIEF DESCRIPTION OF THE DRAWINGS

[0032] FIG1 is a schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application;

[0033] Figure 2 is a schematic diagram of the power supply structure;

[0034] FIG3 is a schematic structural diagram of the first group of bridge arms;

[0035] FIG4 is a schematic structural diagram of a primary bridge arm of the present application;

[0036] FIG5 is a schematic structural diagram of a secondary bridge arm of the present application;

[0037] FIG6 is a second schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application;

[0038] FIG7 is a third schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application;

[0039] FIG8 is a fourth schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application;

[0040] FIG9 is a fifth schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application;

[0041] FIG10 is a schematic diagram showing the connections between the control circuits;

[0042] FIG11 is a sixth schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application;

[0043] FIG12A is a first schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application;

[0044] FIG12B is a second schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application;

[0045] FIG12C is a third schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application;

[0046] FIG12D is a fourth schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application;

[0047] FIG13 is another schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application. DETAILED DESCRIPTION

[0048] In order to make the purpose, technical solutions and advantages of the present application clearer, the present application will be further described in detail below with reference to the accompanying drawings. The specific operating methods in the method embodiments can also be applied to device embodiments or system embodiments. It should be noted that in the description of the present application, "at least one" refers to one or more, wherein multiple refers to two or more. In view of this, "multiple" can also be understood as "at least two" in the embodiments of the present invention. "And / or" describes the association relationship of associated objects, indicating that three relationships can exist. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / ", unless otherwise specified, generally indicates that the previous and next associated objects are in an "or" relationship. In addition, it should be understood that in the description of the present application, words such as "first" and "second" are only used to distinguish the purpose of description, and cannot be understood as indicating or implying relative importance, nor can they be understood as indicating or implying order.

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

[0050] With the development of electric vehicles, the integration of components within the vehicle is a development trend. The present application provides an all-in-one power supply device for electric vehicles, which can reduce the cost of components and share some structures, thereby saving circuits with similar functions. In addition, it can also save space and volume, thereby providing a larger space for the entire vehicle to utilize. In addition, it can also improve the coordination ability between various components and enhance the user's driving experience.

[0051] The following describes an all-in-one power supply device for an electric vehicle provided by an embodiment of the present application with reference to the accompanying drawings.

[0052] Figure 1 is a schematic diagram of an all-in-one power supply device for an electric vehicle of the present application. The all-in-one power supply device 100 includes a shell 101, a first control circuit 102 housed in the shell 101, a second control circuit 103, a third control circuit 104, a first group of bridge arms 105, a second group of bridge arms 106, a third group of bridge arms 107 and a fourth group of bridge arms 108.

[0053] The housing 101 includes multiple mounting holes for mounting a first AC connector 109, a second AC connector 110, a first DC connector 111, and a second DC connector 112. The first AC connector 109 is used to connect to an AC power source 113, the second AC connector 110 is used to connect to the electric vehicle's drive motor 114, the first DC connector 111 is used to connect to the electric vehicle's power battery 115, and the second DC connector 112 is used to connect to the electric vehicle's low-voltage battery 116 or onboard load 117. The low-voltage battery 116 can also power the onboard load 117. The first control circuit 102 is used to control the first set of bridge arms 105 to receive the first AC power through the first AC connector 109. The second control circuit 103 is used to control the two ends of the second set of bridge arms 106 to output the first DC power or receive power from the power battery 115 through the first DC connector 111. The third control circuit 104 is used to control the midpoint of the third group of bridge arms 107 to output a second alternating current through the second AC connector 110 and to control the output end of the fourth group of bridge arms 108 to output a second direct current through the second DC connector 112. The voltage of the second direct current is less than the voltage of the first direct current and the supply voltage of the power battery 115.

[0054] The first AC connector 109, the second AC connector 110, the first DC connector 111, and the second DC connector 112 are respectively embedded in corresponding mounting holes. Each connector is electrically conductive and is used to conduct electricity between the bridge arms or circuits connected at both ends of the connector. For example, the first AC connector 109 can be used to connect to the first set of bridge arms 105 and the AC power source 113, respectively, to connect the first set of bridge arms 105 to the AC power source 113. Furthermore, before being installed in the mounting holes, the connectors can be injected with a sealant to protect the components within the housing 101.

[0055] Each bridge arm in the first group of bridge arms 105, the second group of bridge arms 106, the third group of bridge arms 107, and the fourth group of bridge arms 108 may include an upper bridge arm switch tube and a lower bridge arm switch tube, and the upper bridge arm switch tube or the lower bridge arm switch tube may 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 restrictions on the specific structure inside the switch tube.

[0056] The first control circuit 102, the second control circuit 103 and the third control circuit 104 can be specifically a central processing unit (CPU), other general-purpose processors, a digital signal processor (DSP), an application specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc.

[0057] Refer to Figure 2, which is a schematic diagram of the power supply structure. Electric vehicles can typically be charged using a charging station, which primarily includes a power circuit and a charging gun. One end of the power circuit is coupled to the power grid, and the other end is coupled to the charging gun via a cable. The power circuit can use the power grid as an AC power source 113, receiving AC power from the power grid and converting the received AC power into charging energy compatible with the electric vehicle. The charging gun is inserted into the charging socket of the electric vehicle, coupling the charging gun to the first AC connector 109.

[0058] The all-in-one power supply device 100 includes a first DC bus 131, the first group of bridge arms 105 includes multiple power factor correction (PFC) circuit bridge arms, the first DC bus is used to connect the two ends of the multiple PFC bridge arms, and the first control circuit 102 is used to: control the midpoints of the multiple PFC bridge arms to receive the first AC power and the two ends of the PFC bridge arms to output DC power to the first DC bus.

[0059] The first group of bridge arms 105 is used to receive the first alternating current input by the AC power supply 113 under the action of the first control circuit 102, perform power calibration on the first alternating current, and convert the power-calibrated first alternating current into direct current for output.

[0060] Referring to FIG3 , which is a schematic diagram of the structure of the first bridge arm group, the first bridge arm group 105 includes inductors L1, L2, and L3, and switches S1 through S6. One end of L1, L2, and L3 is connected to the AC power source 113. The first electrodes of S1, S3, and S5, and one end of C1 are connected to one side of the first DC bus. The second electrodes of S1, S3, and S5 are connected to the other ends of L1, L2, and L3, respectively. The second electrodes of S2, S4, and S6, and the other end of C1 are connected to the other side of the first DC bus. The first electrodes of S2, S4, and S6 are connected to the other ends of L1, L2, and L3, respectively. The control electrodes of the switches S1 through S6 are connected to the first control circuit 102, which controls the on and off of the switches to achieve functions such as rectification.

[0061] As a possible embodiment, the all-in-one power supply device 100 includes a first transformer, the second group of bridge arms 106 includes multiple second group primary bridge arms 1061 and multiple second group secondary bridge arms 1062, the first DC bus is used to connect the two ends of the bridge arms of the multiple second group primary bridge arms 1061, and the second control circuit 103 is used to: control the two ends of the bridge arms of the multiple second group primary bridge arms 1061 to receive the DC power transmitted by the first DC bus, and control the midpoints of the bridge arms of the multiple second group primary bridge arms 1061 to output AC power to the primary winding of the first transformer; control the midpoints of the bridge arms of the multiple second group secondary bridge arms 1062 to receive the AC power generated by the secondary winding of the first transformer, and control the two ends of the multiple second group secondary bridge arms 1062 to output the first DC power.

[0062] For example, referring to FIG. 4 , FIG. 4 is a schematic diagram of the structure of a primary bridge arm according to the present application. The multiple primary bridge arms are configured to receive direct current transmitted by the first DC bus and control the midpoints of the multiple second groups of primary bridge arms 1061 to output alternating current to the primary winding of the first transformer. The first transformer may include a primary winding L4, and one of the multiple second groups of primary bridge arms 1061 may include a switch S7, a switch S8, a switch S9, a switch S10, a capacitor C2, and an inductor L5.

[0063] Switches S7, S8, S9, and S10 form a bridge rectifier circuit structure. The first electrode of switch S7 is coupled to the first electrode of switch S9 and one side of the first DC bus, while the second electrode of switch S7 is coupled to the first electrode of switch S8 and the other side of the first DC bus of capacitor C2. The second electrode of capacitor C2 is coupled to the first end of inductor L5; the second end of inductor L5 is coupled to the first end of primary winding L4 of the first transformer; the second electrode of switch S9 is coupled to the second end of primary winding L4 and the first electrode of switch S10; and the second electrode of switch S8 is coupled to the second electrode of switch S10 and the first DC bus. The control electrodes of switches S7, S8, S9, and S10 are coupled to the second control circuit 103.

[0064] When switches S6 and S10 are on, the current output by the first bridge arm circuit flows from switch S6 to switch S10, that is, from the first end to the second end of primary winding L4, thereby generating the positive half-cycle of primary AC power. When switches S8 and S9 are on, the current output by the first bridge arm circuit flows from switch S9 to switch S8, that is, from the second end to the first end of the primary winding, thereby generating the negative half-cycle of primary AC power. The second control circuit 103 controls the alternating on and off switching of switches S7 and S10 to alternately change the direction of the current in primary winding L4, thereby generating primary AC power at primary winding L4.

[0065] The midpoints of the multiple second-group secondary bridge arms 1062 receive the alternating current generated by the secondary winding of the first transformer and control the output of the first direct current from both ends of the multiple second-group secondary bridge arms 1062. For example, referring to FIG. 5 , FIG. 5 is a schematic diagram of the structure of a secondary bridge arm of the present application. One of the secondary bridge arms in the multiple second-group secondary bridge arms 1062 includes a switch S11, a switch S12, a switch S13, a switch S14, and a capacitor C3. The first transformer includes a secondary winding L7.

[0066] The first electrode of the switch S11 is coupled to the first electrode of the switch S13, and the second electrode of the switch S11 is coupled to the second end of the secondary winding L8 and the first electrode of the switch S12, respectively. The first end of the secondary winding L8 and the first end of the primary winding L4 are synonymous terminals, and the first end of the secondary winding L8 is coupled to one end of the capacitor C3, and the other end of the capacitor C3 is coupled to the second electrode of the switch S13. The first electrode of the switch S13 is coupled to the first output end of the second secondary circuit, the second electrode of the switch S13 is coupled to the first electrode of the switch S14, and the second electrodes of the switches S12 and S14 are coupled to the second output end of the second secondary circuit.

[0067] When switches S12 and S13 are turned on, the current in the primary winding L4 flows from the first end to the second end. Due to electromagnetic coupling between the primary winding L4 and the secondary winding L7, and the first end of the secondary winding L7 and the first end of the primary winding being the same end, the current in the secondary winding L7 flows from the second end to the first end. In other words, the current flows from switch S12 to switch S13, forming an output path for the secondary bridge arm.

[0068] When the switches S11 and S14 are turned on, the current in the primary winding L4 flows from the second end to the first end, so the current in the secondary winding L7 flows from the first end to the second end. In other words, the current flows from the switch S14 to the switch S11, forming the output path of the secondary bridge arm. As can be seen from the above process, the second control circuit 103 controls the switches S11 and S14, and alternately turns on and off the switches S12 and S13, so that the secondary circuit converts the AC power obtained from the primary bridge arm into DC power output. It should be noted that the above circuit structures of the primary bridge arm and the secondary bridge arm are only examples. In the specific implementation structure, there are many possible implementation methods for the primary bridge arm and the secondary bridge arm, which are not listed one by one in the embodiments of the present application.

[0069] When the output end of the secondary bridge arm is connected to the power battery 115 , the first control circuit 102 controls the first group of bridge arms 105 and the second control circuit 103 controls the second group of bridge arms 106 , so that the AC power supply 113 charges the power battery 115 .

[0070] The first and second bridge arms 105, 106 are combined to operate in two modes: a charging mode and a discharging mode. In the charging mode, the first and second bridge arms 105, 106 receive charging energy from the AC power source 113 and provide the received charging energy to the power battery 115. In the discharging mode, the first and second bridge arms 105, 106 receive battery energy from the power battery 115 and provide the battery energy to a load external to the vehicle.

[0071] As a possible implementation, refer to Figure 6, which is a second schematic diagram of an all-in-one power supply device for an electric vehicle of the present application. The all-in-one power supply device 100 includes a second transformer and a second DC bus 162. The fourth group of bridge arms 108 includes a fourth group of primary bridge arms 1081 and a fourth group of secondary bridge arms 1082. The fourth group of primary bridge arms 1081 is used to output AC power to the primary winding of the second transformer. The second DC bus 162 is used to connect the two ends of the bridge arms of the second group of bridge arms 106, the two ends of the bridge arms of the third group of bridge arms 107, the two ends of the bridge arms of the fourth group of primary bridge arms 1081, and the first DC connector 111. The third control circuit 104 is used to: control the two ends of the bridge arms of the third group of bridge arms 107 to receive power from the power battery 115 through the second DC bus 162; and control the two ends of the bridge arms of the fourth group of primary bridge arms 1081 to receive the first DC power or power from the power battery 115 through the second DC bus 162.

[0072] The third group of bridge arms 107 may include three switching tube bridge arms, with the midpoint of each switching tube bridge arm being connected to a phase winding of a drive motor 114. The third control circuit 104 is configured to drive the operation of the upper and lower switching tubes of the switching tube bridge arms, controlling the midpoints of the three switching tube bridge arms to output three-phase current to power the drive motor 114. The drive motor 114 is configured to drive the wheels of the electric vehicle to enable the electric vehicle to travel.

[0073] The fourth group of bridge arms 108 includes a fourth group of primary bridge arms 1081, which can be seen in the structure of the primary bridge arms shown in FIG4 . The specific structure of the fourth group of secondary bridge arms 1082 can be seen in the structure of the secondary bridge arms shown in FIG5 . Accordingly, the second DC bus 162 is respectively connected to the ends of the second group of bridge arms 106 , the ends of the third group of bridge arms 107 , the ends of the fourth group of primary bridge arms 1081 , and the first DC connector 111 .

[0074] The third control circuit 104 controls the fourth group of primary bridge arms 1081 to receive the DC power transmitted by the second DC bus 162, and controls the midpoint of the fourth group of primary bridge arms 1081 to output AC power to the primary winding of the second transformer; controls the midpoint of the fourth group of secondary bridge arms 1082 to receive the AC power generated by the secondary winding of the second transformer, and controls the two ends of the fourth group of secondary bridge arms 1082 to output the second DC power to provide it to the low-voltage battery 116 or the on-board load 117 of the electric vehicle, and the voltage of the second DC power is lower than the voltage of the first DC power and the supply voltage of the power battery 115.

[0075] The second DC bus 162 is used to connect the two ends of the second group of bridge arms 106, the two ends of the third group of bridge arms 107, the two ends of the fourth group of primary bridge arms 1081, and the first DC connector 111. In this way, at least one of the following functions can be achieved:

[0076] 1. The third group of bridge arms 107 receives power from the power battery 115 or the second group of bridge arms 106 through the second DC bus 162 , thereby driving the drive motor 114 of the electric vehicle.

[0077] 2. The fourth group of primary bridge arms 1081 in the fourth group of bridge arms 108 receives power from the second group of bridge arms 106 or the power battery 115 through the second DC bus 162, and both ends of the fourth group of secondary bridge arms 1082 in the fourth group of bridge arms 108 output the second DC power to the second DC connector 112 to provide it to the low-voltage battery 116 or the on-board load 117 of the electric vehicle.

[0078] 3. The second group of bridge arms 106 outputs the first DC power to the first DC connector 111 through the second DC bus 162 , so as to enable the AC power source 113 to charge the power battery 115 .

[0079] In addition, since the second DC bus 162 is simultaneously used to connect the two ends of the bridge arms of the second group of bridge arms 106, the two ends of the bridge arms of the third group of bridge arms 107, the two ends of the bridge arms of the fourth group of primary bridge arms 1081 and the first DC connector 111, a filtering circuit can be shared, thereby ensuring that all bridge arm circuits connected to the second DC bus 162 are protected by filtering, thereby improving the consistency and stability of the entire all-in-one power supply device 100.

[0080] Refer to Figure 7, which is a schematic diagram three of an all-in-one power supply device for an electric vehicle of the present application. The multiple mounting holes include a compressor connector mounting hole, and the compressor connector mounting hole is used to install a compressor connector 171. The all-in-one power supply device 100 includes a fifth group of bridge arms 172, and the second control circuit 103 is used to: control the two ends of the bridge arms of the fifth group of bridge arms 172 to receive the first direct current or the power supply of the power battery 115 through the second DC bus 162, and the midpoint of the bridge arm of the fifth group of bridge arms 172 to output a third alternating current through the installation of the compressor connector 171, and the third alternating current is used to drive the compressor 173 of the electric vehicle.

[0081] Compressor 173 typically consists of a compressor head and a motor. The compressor head contains one or more cylinders, each housing a piston for compressing gas. The motor's rotation transmits motion to the piston via a connecting rod mechanism, causing the piston to move up and down within the cylinder. This process compresses, cools, expands, and heats the refrigerant, completing the refrigeration cycle.

[0082] When cooling the power battery 115 is required, the second control circuit 103 controls the fifth bridge arm 172 so that the midpoint of the fifth bridge arm 172 outputs a third alternating current via the compressor connector 171. After receiving the third alternating current output by the fifth bridge arm 172, the motor in the compressor 173 drives the compressor 173 to operate. The compressor 173 compresses and cools the flowing refrigerant, which then flows into the condenser and is further cooled by the condenser. After cooling by the compressor 173 and the condenser, the refrigerant enters the heat exchanger, where it exchanges heat with the power battery 115 to cool the power battery 115.

[0083] Referring to Figure 8, Figure 8 is a schematic diagram four of an all-in-one power supply device for an electric vehicle of the present application, wherein the multiple mounting holes include a positive temperature coefficient (PTC) connector mounting hole, and the PTC connector mounting hole is used to install a PTC connector 181. The all-in-one power supply device 100 includes a sixth group of bridge arms 182, and the second control circuit 103 is used to: control the two ends of the bridge arms of the sixth group of bridge arms 182 to receive the first direct current or the power supply of the power battery 115 through the second DC bus 162, and the midpoint of the bridge arm of the sixth group of bridge arms 182 to output a third direct current through the PTC connector 181, and the third alternating current is used to power the PTC 183 of the electric vehicle.

[0084] When the power battery 115 needs to be heated, the second control circuit 103 controls the sixth group of bridge arms 182 so that the midpoint of the sixth group of bridge arms 182 outputs the third alternating current through the installed PTC connector 181. After the PTC 183 receives the third alternating current output by the sixth group of bridge arms 182, the PTC 183 starts working to heat the heat carrier fluid in the thermal circuit of the power battery 115. The heat carrier fluid in the thermal circuit of the power battery 115 transfers heat to the power battery 115 to heat the power battery 115.

[0085] It should be noted that a controllable switch may be connected between each group of bridge arms and the connector, and a filter circuit, filter capacitor, etc. may be provided in each group of bridge arms. Designers may also make adaptive adjustments to the number and connection position of the filter circuit and filter capacitor as needed, which is not limited here.

[0086] As a possible implementation, referring to FIG. 8 , the compressor connector mounting hole and the PTC connector mounting hole are distributed on the same side of the housing 101 .

[0087] Among them, in order to install the compressor 173 and the PTC 183 on the same side, the compressor connector mounting hole and the PTC connector 181 mounting hole can be distributed on the same side of the shell 101. Since the compressor 173 is used for cooling the power battery 115 and the PTC 183 is used for heating the power battery 115, placing the heating part and the cooling part on the same side can more effectively utilize energy. In addition, placing the heating part and the cooling part on the same side can make the temperature management system of the electric vehicle more compact and centralized, and can also reuse the pipes, cables and sensor elements for fluid circulation, saving costs while facilitating layout and maintenance.

[0088] Referring to Figure 9, Figure 9 is a schematic diagram 5 of an all-in-one power supply device for an electric vehicle of the present application. As a possible implementation, the multiple mounting holes include a first AC connector mounting hole 191, a second AC connector mounting hole 192, a first DC connector mounting hole 193, a second DC connector mounting hole 194 and a signal connector mounting hole 120. The first AC connector mounting hole 191 is used to install the first AC connector 109, the second AC connector mounting hole is used to install the second AC connector 110, the first DC connector mounting hole is used to install the first DC connector 111, the second DC connector mounting hole 194 is used to install the second DC connector 112, and the signal connector mounting hole 120 is used to install the signal connector 195. The third control circuit 104 is used to receive at least one of the acceleration signal generated by the accelerator pedal and the braking signal generated by the brake pedal of the electric vehicle through the signal connector 195.

[0089] The first AC connector mounting hole and the second AC connector mounting hole are respectively distributed on two different side surfaces of the housing 101; the distance between the first AC connector mounting hole and the first DC component mounting hole is greater than the distance between the second AC connector 110 and the second DC component mounting hole.

[0090] Positioning the first and second AC connector mounting holes on different sides of housing 101 allows for better planning and optimization of the internal layout of housing 101. Separately arranging the different AC mounting holes reduces the risk of power lines crossing or interfering with other connections, thereby improving the electrical safety of the device and reducing the possibility of electromagnetic interference. Furthermore, because the spacing between the first AC connector mounting hole and the first DC component mounting hole is greater than the spacing between the second AC connector 110 and the second DC component mounting hole, housing 101 has more internal space to accommodate various bridge arm circuits and power supply circuits. This also improves the reliability, safety, and usability of all-in-one power supply device 100, reduces the possibility of misoperation, and simplifies maintenance and repair.

[0091] As a possible implementation, the third control circuit 104 is used to receive at least one of the acceleration signal generated by the accelerator pedal and the braking signal generated by the brake pedal of the electric vehicle. In response to at least one of the acceleration signal or the braking signal, the third control unit controls the current parameters of the second alternating current output at the midpoint of the bridge arm of the third group of bridge arms 107.

[0092] The third control circuit 104 can be used as a vehicle control unit (VCU). The third control circuit 104 is used to receive an analog signal generated by the accelerator pedal of the electric vehicle. The analog signal includes one or more of an acceleration signal, a brake signal, an atmospheric pressure signal, a vacuum pressure signal, a current signal, a voltage signal, and temperature information. When the driver needs to change the current speed or driving direction of the electric vehicle, an analog signal is obtained from the accelerator pedal, brake pedal, steering wheel, or other driver input devices to control the third group of bridge arms 107 to receive power from the power battery 115 or the second group of bridge arms 106 through the second DC bus 162, thereby driving the drive motor 114 of the electric vehicle. The third control circuit 104 is used to send a control signal to the third group of bridge arms 107, which is used to indicate the operating status of the drive motor.

[0093] In some embodiments, the control signal includes torque indication information. The torque indication information includes a front axle torque state signal and / or a rear axle torque state signal, a front axle torque saturation state signal, and / or a rear axle torque saturation state signal. In other embodiments, the control signal includes speed indication information. The speed indication information includes the front axle motor speed and / or the rear axle motor speed.

[0094] In addition, since the third control circuit 104 integrates the functions of the vehicle controller and the motor controller, the third control circuit 104 can monitor the operating status of the drive motor 114 in real time and respond quickly to meet the driver's needs. Moreover, the third control circuit 104 can also perceive the driver's needs more quickly and make corresponding adjustments to make the driving experience smoother.

[0095] As a possible implementation, the first control circuit 102, the second control circuit 103 and the third control circuit 104 can establish communication by wired transmission or wireless transmission. For example, wired transmission may include: a wired local area network (LAN), a serial bus, a controller area network (CAN) and a power line communication (PLC). The CAN bus may specifically include: a power train, a chassis, a body / comfort, a cockpit / infotainment, an automatic driving domain (ADAS), and the like. Wireless transmission may include 6G\5G\4G\3G\2G, general packet radio service (GPRS), wireless network (WiFi), Bluetooth and the like.

[0096] Among them, because the signals sent by the first control circuit 102, the second control circuit 103, and the third control circuit 104 do not share a common ground, and the lack of common grounding of the signals may cause electrical interference, noise, bit errors, and other problems. Therefore, in order to ensure the communication security between the first control circuit 102, the second control circuit 103, and the third control circuit 104, as a possible implementation method, refer to Figure 10, which is a schematic diagram of the connection between the various control circuits. The all-in-one power supply device 100 includes an isolation device 1000, which is used to isolate electrical interference from the first control circuit 102, the second control circuit 103, and the third control circuit 104.

[0097] The isolation device can be an optocoupler or magnetic isolator, etc., which converts the input signal into an optical signal and then converts the optical signal into an output signal, thereby achieving high insulation and electrical isolation. Alternatively, a transformer or magnetic element can be used to separate the input and output signals. In this way, even if the potentials of the first control circuit 102, the second control circuit 103, and the third control circuit 104 are different, the control circuits can still complete communication normally.

[0098] In order to ensure that each control circuit can work normally, the second control circuit 103 can be used to monitor the first control circuit 102, and the third control circuit 104 can be used to monitor the second control circuit 103. As a possible implementation method, the first control circuit 102 is used to send a first dog-feeding signal to the second control circuit 103, and the second control circuit 103 is used to monitor the first control circuit 102 for faults according to the first dog-feeding signal; the second control circuit 103 is used to send a second dog-feeding signal to the third control circuit 104, and the third control circuit 104 is used to monitor the second control circuit 103 for faults according to the second dog-feeding signal.

[0099] Among them, a specific timing cycle can be set in the first control circuit 102. In each timing cycle, the first control circuit 102 can send a dog-feeding signal to the second control circuit 103, and the signal can be sent through a specific instruction or operation. If the second control circuit 103 does not receive the dog-feeding signal within the specified time, the watchdog timer inside the second control circuit 103 will time out. At this time, it indicates that the first control circuit 102 has failed or is deadlocked. The second control circuit 103 can trigger a recovery mechanism to restore the first control circuit 102 to a normal state. Similarly, the third control circuit 104 can also be used to monitor the second control circuit 103. This application uses a newly added watchdog mechanism to ensure that the first control circuit 102, the second control circuit 103, and the third control circuit 104 can maintain stable operation, and by regularly sending the dog-feeding signal, each control circuit can be in normal operating state. And when each control circuit stops responding or fails, the watchdog mechanism is used to trigger a recovery operation, thereby reducing downtime.

[0100] Referring to FIG. 11 , FIG. 11 is a sixth schematic diagram of an all-in-one power supply device for an electric vehicle according to the present application. As a possible embodiment, the all-in-one power supply device 100 includes a power conversion circuit 1100, which is configured to receive power from the low-voltage battery 116 via the second DC connector 112 and output a third DC power supply to power the first control circuit 102, the second control circuit 103, and the third control circuit 104. The low-voltage battery 116 is configured to power the first control circuit 102, the second control circuit 103, and the third control circuit 104. Furthermore, since the operating voltages of the various control circuits are different, the power conversion circuit is configured to receive power from the low-voltage battery 116 via the second DC connector 112 and output a third DC power supply to provide different operating voltages for the various control circuits. This reduces the number of power supply circuits and the complexity of maintenance and repair. Furthermore, it saves valuable space, simplifies design and wiring, and improves the efficiency of power conversion.

[0101] As a possible implementation manner, the second control circuit 103 is used to: in response to the temperature of the power battery 115 being higher than a first set threshold, control the midpoint of the fifth bridge arm to output the third alternating current; in response to the temperature of the power battery 115 being lower than a second set threshold, control the midpoint of the sixth bridge arm to output the third direct current; in response to the first group of bridge arms 105 and the second group of bridge arms 106 converting the multi-phase alternating current into the first direct current, output a first control signal to the third control circuit 104, and the first control signal is used to instruct the third control circuit 104 to stop controlling the midpoint of the third group of bridge arms 107 to output the second alternating current.

[0102] Temperature significantly impacts the power battery 115. High or low temperatures hinder full utilization of the power battery 115. For example, lithium deposition can occur during charging and discharging of the power battery 115 at low temperatures, leading to capacity degradation and even safety hazards. Therefore, the power battery 115 must be heated or cooled to a certain temperature before the electric vehicle can be driven.

[0103] For example, the first set threshold value may be any value within the normal operating temperature range of the power battery 115, and the second set threshold value may also be any value within the normal operating temperature range of the power battery 115, with the first set threshold value being greater than the second set threshold value. When the temperature of the power battery 115 is higher than the first set threshold value, indicating that the temperature of the power battery 115 is high, the second control circuit 103 controls the midpoint of the fifth bridge arm to output the third alternating current, thereby operating the compressor 173 and reducing the temperature of the power battery 115.

[0104] When the temperature of the power battery 115 is lower than the second set threshold, which indicates that the temperature of the power battery 115 is low, the second control circuit 103 controls the midpoint of the sixth bridge arm to output the third alternating current to operate the PTC 183, thereby increasing the temperature of the power battery 115.

[0105] Since the third group of bridge arms 107 is used to control the torque output of the drive motor 114, while the power battery 115 is charging, the first group of bridge arms 105 circuits and the second group of bridge arms 106 convert the multi-phase AC power into a first DC power and output it to the second DC bus 162 to charge the power battery 115. To prevent unexpected torque output from the drive motor 114 during the charging of the power battery 115, in response to the first group of bridge arms 105 circuits and the second group of bridge arms 106 converting the multi-phase AC power into the first DC power, the third control circuit 104 stops controlling the midpoint of the third group of bridge arms 107 to output the second AC power, thereby preventing the drive motor 114 from outputting torque and ensuring vehicle safety.

[0106] Please refer to FIG. 12A , which is a first schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application.

[0107] When the temperature of the power battery 115 exceeds a first set threshold, the first control circuit 102 controls the first bridge arm 106 to receive the first AC power via the first AC connector 109. The second control circuit 103 controls the ends of the second bridge arm 106 to output the first DC power via the first DC connector 111, and controls the midpoint of the fifth bridge arm 106 to output the third AC power. In this manner, the third AC power is used to power the compressor 173, thereby reducing the temperature of the power battery 115.

[0108] Please refer to FIG. 12B , which is a second schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application.

[0109] When the temperature of the power battery 115 falls below a second set threshold, the first control circuit 102 controls the first bridge arm 106 to receive the first AC power via the first AC connector 109. The second control circuit 103 controls the second bridge arm 106 to output the first DC power via the first DC connector 111, and controls the sixth bridge arm 106 to output the third AC power at its midpoint. In this manner, the third AC power supplies power to the PTC 183, thereby increasing the temperature of the power battery 115.

[0110] Please refer to FIG. 12C , which is a third schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application.

[0111] The first control circuit 102 controls the first bridge arm group to receive the first AC power via the first AC connector 109. The second control circuit 103 controls the second bridge arm group 106 to output the first DC power to the second DC bus 162 via the first DC connector 111 to charge the power battery 115. The third control circuit 104 stops controlling the midpoint of the third bridge arm group 107 to output the second AC power, thereby preventing the drive motor 114 from outputting torque and ensuring vehicle safety.

[0112] Please refer to FIG. 12D , which is a fourth schematic diagram of current flow of an all-in-one power supply device for an electric vehicle according to the present application.

[0113] Since the first control circuit 102, the second control circuit 103 and the third control circuit 104 are powered by the low-voltage battery 116, when the power level of the low-voltage battery 116 is lower than the set threshold, each control circuit is difficult to operate, making the entire all-in-one power supply device 100 and even the electric vehicle dangerous.

[0114] Therefore, when the power level of the low-voltage battery 116 is lower than the set threshold, the first control circuit 102 controls the first group of bridges to receive the first AC power through the first AC connector 109, and the second control circuit 103 is used to control the two ends of the second group of bridge arms 106 to output the first DC power to the second DC bus 162 through the first DC connector 111. The fourth group of bridge arms 108 is connected to the second DC bus 162, and the output end of the fourth group of bridge arms 108 outputs the second DC power through the second DC connector 112, and the low-voltage battery 116 is charged by the second DC power, thereby ensuring that the control circuit has a normal operating voltage.

[0115] As a possible implementation, the third control circuit 104 is used to: in response to the acceleration signal, control the midpoint of the third group of bridge arms 107 to output the second alternating current; in response to the power level of the power battery 115 being lower than a third set threshold, control the midpoint of the third group of bridge arms 107 to stop outputting the second alternating current.

[0116] When the driver needs to change the current speed or direction of the electric vehicle, the third control circuit 104 is configured to obtain a series of parameters from driver input devices such as the accelerator pedal, brake pedal, and steering wheel to control the third group of bridge arms 107 to receive power from the power battery 115 or the second group of bridge arms 106 via the second DC bus 162. In response to an acceleration signal obtained from the accelerator pedal, the third control circuit 104 controls the third group of bridge arms 107 to receive power from the power battery 115 or the second group of bridge arms 106 via the second DC bus 162 to output a second alternating current, which in turn causes the drive motor 114 to output torque to drive the electric vehicle.

[0117] When the power battery 115 is too low, the electric vehicle may suddenly lose power, forcing the vehicle to stop in an unsafe or inconvenient location. Parking in the middle of the road or in an emergency lane increases the risk of traffic accidents. Thus, by controlling the midpoint of the third set of bridge arms 107 to stop outputting the second AC power, sudden danger during driving can be avoided.

[0118] The all-in-one power supply device provided in this application can share a bridge arm circuit, a power supply circuit, a filter circuit, and a control circuit. By sharing or reusing the power supply circuit, the bridge arm circuit, and the filter circuit, the use of components can be reduced, thereby reducing the cost of the power supply device, thereby reducing the size and weight of the power supply device and making the all-in-one power supply device more compact. Furthermore, the shared control circuit can also improve the coordination between components, allowing for real-time monitoring of the operating status of components such as the drive motor and rapid response to meet the various needs of the vehicle.

[0119] Please refer to Figure 13, which is a schematic diagram of the specific circuit structure of the all-in-one power supply device 100 provided in an embodiment of the present application. Figure 13 shows the specific structures of the first group of bridge arms 105, the second group of bridge arms 106, the third group of bridge arms 107, the fourth group of bridge arms 108, the fifth group of bridge arms 172, and the sixth group of bridge arms 182.

[0120] Based on the same concept, the present application provides a powertrain, which includes the multi-in-one power supply device 100 described in the above embodiment and a drive motor, wherein the midpoint of the bridge arm of the third group of bridge arms is used to connect the multi-phase winding of the drive motor and output a second alternating current to the multi-phase winding of the drive motor.

[0121] Based on the same concept, the present application also provides an electric vehicle, which includes the all-in-one power supply device 100 described in the above embodiment or includes the power assembly described in the above embodiment.

[0122] Obviously, those skilled in the art may make various changes and modifications to the present application without departing from the scope of the present application. Thus, if these modifications and variations of the present application fall within the scope of the claims of the present application and their equivalents, the present application is intended to include these modifications and variations.

Claims

1. An all-in-one power supply device for an electric vehicle, characterized in that: The all-in-one power supply device comprises a housing, a first control circuit, a second control circuit, a third control circuit, a first group of bridge arms, a second group of bridge arms, a third group of bridge arms and a fourth group of bridge arms contained in the housing, wherein: The housing includes a plurality of mounting holes, and the plurality of mounting holes are respectively used to mount a first AC connector, a second AC connector, a first DC connector, and a second DC connector, the first AC connector being used to connect an AC power source, the second AC connector being used to connect a driving motor of the electric vehicle, the first DC connector being used to connect a power battery of the electric vehicle, and the second DC connector being used to connect a low-voltage battery or an on-board load of the electric vehicle; The first control circuit is used to control the first group of bridge arms to receive the first alternating current through the first alternating current connector; The second control circuit is used to control the two ends of the second group of bridge arms to output the first direct current or receive power from the power battery through the first direct current connector; The third control circuit is used to control the midpoint of the bridge arm of the third group of bridge arms to output a second alternating current through the second AC connector and to control the output end of the fourth group of bridge arms to output a second direct current through the second DC connector, and the voltage of the second direct current is less than the voltage of the first direct current and the supply voltage of the power battery.

2. The all-in-one power supply device according to claim 1, characterized in that: The all-in-one power supply device includes a first DC bus, the first group of bridge arms includes a plurality of PFC bridge arms, the first DC bus is used to connect the two ends of the bridge arms of the plurality of PFC bridge arms, and the first control circuit is used to: The middle points of the PFC bridge arms are controlled to receive the first alternating current, and the two ends of the PFC bridge arms are controlled to output direct current to the first direct current bus.

3. The all-in-one power supply device according to claim 2, characterized in that: The all-in-one power supply device includes a first transformer, the second group of bridge arms includes a plurality of second group primary bridge arms and a plurality of second group secondary bridge arms, the first DC bus is used to connect the two ends of the bridge arms of the plurality of second group primary bridge arms, and the second control circuit is used to: Controlling the two ends of the bridge arms of the plurality of second groups of primary bridge arms to receive the direct current transmitted by the first direct current bus, and controlling the midpoints of the bridge arms of the plurality of second groups of primary bridge arms to output alternating current to the primary winding of the first transformer; The middle points of the bridge arms of the second plurality of secondary bridge arms are controlled to receive the alternating current generated by the secondary winding of the first transformer, and the two ends of the second plurality of secondary bridge arms are controlled to output the first direct current.

4. The all-in-one power supply device according to any one of claims 1 to 3, characterized in that: The all-in-one power supply device includes a second transformer and a second DC busbar, the fourth group of bridge arms includes a fourth group of primary bridge arms and a fourth group of secondary bridge arms, the fourth group of primary bridge arms is used to output AC power to the primary winding of the second transformer, the secondary winding of the second transformer is used to connect the fourth group of secondary bridge arms, the fourth group of secondary bridge arms is used to output second DC power through the second DC connector, the second DC busbar is used to connect the two ends of the bridge arms of the second group of bridge arms, the two ends of the bridge arms of the third group of bridge arms, the two ends of the bridge arms of the fourth group of primary bridge arms and the first DC connector, and the third control circuit is used to: Controlling two ends of the bridge arms of the third group of bridge arms to receive power from the power battery through the second DC bus; Control the two ends of the bridge arms of the fourth group of primary bridge arms to receive the first direct current or the power supply of the power battery through the second direct current bus.

5. The all-in-one power supply device according to claim 4, characterized in that: The plurality of mounting holes include a compressor connector mounting hole, the compressor connector mounting hole is used to mount a compressor connector, the all-in-one power supply device includes a fifth group of bridge arms, and the second control circuit is used to: Control the two ends of the bridge arms of the fifth group of bridge arms to receive the first direct current or the power supply of the power battery through the second direct current bus, and the midpoint of the bridge arms of the fifth group of bridge arms to output the third alternating current through the compressor installation connector, and the third alternating current is used to drive the compressor of the electric vehicle.

6. The all-in-one power supply device according to claim 4 or 5, characterized in that: The plurality of mounting holes include a PTC connector mounting hole, the PTC connector mounting hole is used to mount a PTC connector, the all-in-one power supply device includes a sixth group of bridge arms, and the second control circuit is used to: Control the two ends of the bridge arms of the sixth group of bridge arms to receive the first direct current or the power supply of the power battery through the second direct current bus, and the midpoint of the bridge arms of the sixth group of bridge arms to output the third direct current through the PTC connector, and the third alternating current is used to power the PTC of the electric vehicle.

7. The all-in-one power supply device according to claim 6, characterized in that: The compressor connector mounting hole and the PTC connector mounting hole are distributed on the same side of the shell.

8. The all-in-one power supply device according to any one of claims 1 to 7, characterized in that: The plurality of mounting holes include a first AC connector mounting hole, a second AC connector mounting hole, a first DC connector mounting hole, a second DC connector mounting hole, and a mounting hole, wherein the first AC connector mounting hole is used to mount the first AC connector, the second AC connector mounting hole is used to mount the second AC connector, the first DC connector mounting hole is used to mount the first DC connector, and the second DC connector mounting hole is used to mount the second DC connector, wherein: The first AC connector mounting hole and the second AC connector mounting hole are respectively distributed on two different side surfaces of the housing; The interval between the first AC connecting member mounting hole and the first DC member mounting hole is greater than the interval between the second AC connecting member and the second DC member mounting hole.

9. The all-in-one power supply device according to any one of claims 1 to 8, characterized in that: The housing includes a signal connector mounting hole, the signal connector mounting hole is used to mount the signal connector, and the third control circuit is used to receive at least one of an acceleration signal generated by an accelerator pedal and a brake signal generated by a brake pedal of the electric vehicle through the signal connector, wherein: In response to at least one of the acceleration signal or the braking signal, the third control circuit controls a current parameter of the second alternating current output from a midpoint of a bridge arm of the third group of bridge arms.

10. The all-in-one power supply device according to any one of claims 1 to 9, characterized in that: The all-in-one power supply device includes an isolation device, and the isolation device is used to isolate electrical interference of the first control circuit, the second control circuit and the third control circuit, wherein: The first control circuit is used to send a first dog feeding signal to the second control circuit, and the second control circuit is used to perform fault monitoring on the first control circuit according to the first dog feeding signal; The second control circuit is used to send a second dog feeding signal to the third control circuit, and the third control circuit is used to perform fault monitoring on the second control circuit according to the second dog feeding signal.

11. The all-in-one power supply device according to any one of claims 1 to 10, characterized in that: The all-in-one power supply device includes the power conversion circuit, which is used to receive power from the low-voltage battery through the second DC connector and output a third DC power to power the first control circuit, the second control circuit and the third control circuit.

12. The all-in-one power supply device according to any one of claims 1 to 11, characterized in that: The second control circuit is used for: In response to the temperature of the power battery being higher than a first set threshold, controlling the bridge arm midpoint of the fifth bridge arm to output the third alternating current; In response to the power battery temperature being lower than a second set threshold, controlling the bridge arm midpoint of the sixth bridge arm to output the third direct current; In response to the first group of bridge arms and the second group of bridge arms converting the multi-phase alternating current into a first direct current, a first control signal is output to the third control circuit, and the first control signal is used to instruct the third control circuit to stop controlling the midpoint of the bridge arms of the third group of bridge arms to output the second alternating current.

13. The all-in-one power supply device according to any one of claims 1 to 12, characterized in that: The third control circuit is used for: In response to the acceleration signal, controlling the midpoint of the bridge arm of the third group of bridge arms to output the second alternating current; In response to the power level of the power battery being lower than a third set threshold, the midpoint of the bridge arm of the third group of bridge arms is controlled to stop outputting the second alternating current.

14. A powertrain, characterized in that: The power assembly includes an all-in-one power supply device as described in any one of claims 1 to 13 and a drive motor, wherein the midpoint of the bridge arm of the third group of bridge arms is used to connect the multi-phase winding of the drive motor and output a second alternating current to the multi-phase winding of the drive motor.

15. An electric vehicle, characterized in that: The electric vehicle comprises the all-in-one power supply device as described in any one of claims 1 to 13 or comprises the power assembly as described in claim 14.

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