Vehicle-mounted power supply device, powertrain, and electric vehicle

Abstract

The present application provides a vehicle-mounted power supply device, a powertrain, and an electric vehicle. The vehicle-mounted power supply device comprises a housing, a circuit board, an alternating current control chip, and a direct current control chip. The housing is used for accommodating the circuit board, the alternating current control chip and the direct current control chip, and the housing comprises an alternating current input interface and a high-voltage direct current interface. The circuit board is used for carrying electrical components of a power factor correction circuit and a power conversion circuit, the power factor correction circuit is used for receiving alternating current power by means of the alternating current input interface and outputting direct current power, and the power conversion circuit performs voltage conversion on the direct current power and outputs first direct current power by means of the high-voltage direct current interface so as to charge a power battery. The alternating current control chip is used for controlling the operation of the power factor correction circuit, and the direct current control chip is used for controlling the operation of the power conversion circuit, helping to reduce the size and weight of the vehicle-mounted power supply device, making the structure of the vehicle-mounted power supply device more compact.

Description

An on-board power supply device, a powertrain, and an electric vehicle

[0001] This application claims priority to Chinese Patent Application No. 202510099393.4, filed on January 21, 2025, entitled "An On-board Power Supply Device, Powertrain and Electric Vehicle", the entire contents of which are incorporated herein by reference. Technical Field

[0002] This application relates to the field of electric vehicles, and more particularly to an on-board power supply device, powertrain, and electric vehicle. Background Technology

[0003] 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 integration of motor, electronic control, and reducer that has emerged in recent years eliminates the need for connecting wiring harnesses and individual component mounting brackets, offering significant advantages in cost and space utilization. However, most current on-board power supply devices on the market are simply physically integrated solutions, with no significant change in the efficiency of individual components, resulting in limited contributions to cost control, space saving, and driving range. Summary of the Invention

[0004] This application provides an on-board power supply device, a powertrain, and an electric vehicle. The power factor correction circuit and the power conversion circuit can be integrated on the same circuit board, which can reduce the size and weight of the on-board power supply device and make the structure of the on-board power supply device more compact.

[0005] In a first aspect, an on-board power supply device is provided, comprising a housing, a circuit board, an AC control chip, and a DC control chip. The housing houses the circuit board, the AC control chip, and the DC control chip, and includes an AC input interface and a high-voltage DC interface. The circuit board carries electrical components of a power factor correction circuit and a power conversion circuit. The power factor correction circuit receives AC power through the AC input interface and outputs DC power. The power conversion circuit performs voltage conversion on the DC power and outputs a first DC power through the high-voltage DC interface to charge a power battery. The AC control chip controls the operation of the power factor correction circuit, and the DC control chip controls the operation of the power conversion circuit.

[0006] According to the present application, integrating electrical components such as power factor correction circuit and power conversion circuit on the same circuit board reduces the number of components used, thereby reducing the size and weight of the vehicle power supply device and making its structure more compact. Furthermore, by controlling the power factor correction circuit and power conversion circuit separately with AC control chips and DC control chips, the stable operation of the vehicle power supply device can be ensured.

[0007] In conjunction with the first aspect, in some implementations of the first aspect, the AC control chip is used to ground through the neutral line of the AC input interface, and the DC control chip is used to ground through the negative terminal of the power battery. According to the present application, by grounding the AC control chip and the DC control chip separately, the AC control chip can share a common ground with the AC side signal, and the DC control chip can share a common ground with the DC side signal. This enables the AC control chip to accurately control the power factor correction circuit and the DC control chip to accurately control the power conversion circuit, effectively reducing the occupation of chip resources, reducing the number of signal isolation devices, and reducing the structural complexity of the vehicle power supply device.

[0008] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle-mounted power supply device further includes a DC-DC converter circuit and a main control chip, and the housing also includes a low-voltage DC interface. The DC-DC converter circuit is used to step down the DC power from the first DC power supply or the DC power output from the power battery and supply power to the low-voltage battery through the low-voltage DC interface. The main control chip is used to control the operation of the DC-DC converter circuit. According to the present application, the vehicle-mounted power supply device further integrates a DC-DC converter circuit, and the operation of the DC-DC converter circuit is controlled by the main control chip, resulting in richer functionality, higher integration, and greater practicality.

[0009] In conjunction with the first aspect, in some implementations of the first aspect, the main control chip and the low-voltage battery share a common ground terminal. According to the solution of this application, by making the main control chip and the low-voltage battery share a common ground, the main control chip and various input / output signals of the low-voltage side can share a common ground, which can reduce circuit complexity and reduce the structural complexity of the vehicle power supply device.

[0010] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle-mounted power supply device further includes a first power supply circuit and a second power supply circuit housed in a housing. The first power supply circuit supplies power to the main control chip, and the second power supply circuit supplies power to the DC control chip and the AC control chip. According to the present application, by supplying power to the main control chip through a separate first power supply circuit, independent wake-up of the main control chip can be achieved, avoiding the power consumption required to wake up three control chips simultaneously. Furthermore, by supplying power to the AC control chip and the DC control chip through the second power supply circuit, the number of power supply circuits can be reduced, and the complexity of maintenance and repair can be lowered.

[0011] In conjunction with the first aspect, in some implementations of the first aspect, the on-board power supply device further includes another circuit board. The DC-DC converter circuit includes a primary circuit, a transformer, and a secondary circuit. One circuit board also carries the electrical components of the primary circuit and the transformer, while the other circuit board carries the electrical components of the secondary circuit. According to the present application, the separate board design for the secondary circuit in the DC-DC converter circuit can achieve isolation between power ground and signal ground, which is beneficial for electromagnetic compatibility (EMC) design.

[0012] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle-mounted power supply device further includes a three-phase inverter circuit, and the housing also includes an AC output interface. The three-phase inverter circuit receives power from the power battery and outputs three-phase AC power through the AC output interface to power the drive motor. The main control chip controls the operation of the three-phase inverter circuit. According to the present application, the vehicle-mounted power supply device also integrates a three-phase inverter circuit, and the operation of the three-phase inverter circuit is controlled by the main control chip. This further improves the functionality of the vehicle-mounted power supply device by sharing the power supply circuit and control circuit, resulting in a higher degree of integration and greater practicality.

[0013] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle power supply device further includes a filter inductor. The two input terminals of the filter inductor are respectively connected to the two ends of the power conversion circuit, and the two output terminals of the filter inductor are respectively connected to the two ends of the power battery. According to the present application, the power factor correction circuit, power conversion circuit, and DC-DC converter circuit integrated in the vehicle power supply device can reuse the filter inductor, making the structure of the vehicle power supply device more compact and improving the consistency and stability of the entire vehicle power supply device.

[0014] In conjunction with the first aspect, in some implementations of the first aspect, the on-board power supply device further includes a protection switch, and one output terminal of the filter inductor is used to connect to one end of the power battery through the protection switch. The protection switch is used to connect or disconnect the filter inductor and the power battery. According to the present application, when a short-circuit fault occurs in the power conversion circuit or the DC-DC conversion circuit, the protection switch can disconnect the connection between the filter inductor and the power battery, allowing the three-phase inverter circuit to still receive DC power from the power battery and supply power to the drive motor, ensuring uninterrupted power to the electric vehicle, reducing vehicle safety loss rate, and improving driving safety. Similarly, when a short-circuit fault occurs in the power module of the three-phase inverter circuit or in the winding of the drive motor, the protection switch can also disconnect the connection between the filter inductor and the power battery to prevent the fault from spreading to other circuits in the on-board power supply device.

[0015] In conjunction with the first aspect, in some implementations of the first aspect, the housing further includes a signal interface, through which the main control chip is used to receive accelerator pedal signals or brake pedal signals from the electric vehicle. In response to the accelerator pedal signal or brake pedal signal, the main control chip is also used to adjust the electrical parameters of the AC power supply. According to the present application, the main control chip also integrates the functions of a vehicle controller, enabling it to more quickly perceive the driver's needs and make corresponding adjustments, resulting in a smoother driving experience.

[0016] In conjunction with the first aspect, in some implementations of the first aspect, the vehicle-mounted power supply device further includes a compressor power circuit and / or a positive temperature coefficient (PTC) power circuit. The DC control chip is also used to control the operation of the compressor power circuit and / or the PTC power circuit. The compressor power circuit receives the first DC power or the power battery power supply and outputs a first AC power to drive the compressor of the electric vehicle. The PTC power circuit receives the first DC power or the power battery power supply and outputs a second DC power to drive the PTC device of the electric vehicle. According to the present application, the vehicle-mounted power supply device can also integrate a compressor power circuit and / or a PTC power circuit, and control the operation of the compressor power circuit and the PTC power circuit through a DC control chip, realizing the reuse of the power supply circuit and the control circuit, resulting in a higher integration and stronger functionality of the vehicle-mounted power supply device.

[0017] In conjunction with the first aspect, in some implementations of the first aspect, the DC control chip is specifically used to control the compressor power circuit to output the second AC power in response to the power battery temperature being higher than a first preset temperature threshold. And / or, the DC control chip is specifically used to control the positive temperature coefficient power circuit to output the second DC power in response to the power battery temperature being lower than a second preset temperature threshold, where the second preset temperature threshold is less than the first preset temperature threshold. According to the present application, the DC control chip can control the operation of the compressor power circuit and the positive temperature coefficient power circuit according to the power battery temperature, thereby heating or cooling the power battery or passenger compartment, enabling the power battery to operate within a suitable temperature range, improving the power battery efficiency, and extending the power battery's service life.

[0018] In conjunction with the first aspect, in some implementations of the first aspect, during the operation of the electric vehicle, the main control chip is further configured to control the DC control chip and the AC control chip to enter sleep mode in response to the temperature of the power battery being between a first preset temperature threshold and the second preset temperature threshold. The main control chip is also configured to control the AC control chip to enter sleep mode in response to the temperature of the power battery being higher than the first preset temperature threshold or lower than the second preset temperature threshold. According to the present application, during the operation of the electric vehicle, the main control chip can control the sleep and operation of the AC control chip and the DC control chip based on the temperature of the power battery, further reducing the energy consumption of the on-board power supply device.

[0019] Secondly, a powertrain is provided, comprising an on-board power supply device as described in the first aspect or any implementation thereof, and a drive motor. The on-board power supply device receives power from a power battery and supplies power to the drive motor to drive it.

[0020] Thirdly, an electric vehicle is provided, which includes an on-board power supply device as described in the first aspect or any implementation thereof, or a powertrain as described in the second aspect.

[0021] The supplementary solutions and technical effects provided in the second and third aspects above can be found in the corresponding descriptions in the first aspect, and will not be repeated here. Attached Figure Description

[0022] Figure 1 is a schematic diagram of an electric vehicle 10 provided in an embodiment of this application;

[0023] Figure 2 is a schematic diagram of a powertrain 12 provided in an embodiment of this application;

[0024] Figure 3 is a schematic diagram of an on-board power supply device 120 provided in an embodiment of this application;

[0025] Figure 4 is a schematic diagram of the structure of a power factor correction circuit 125 provided in an embodiment of this application;

[0026] Figure 5 is a schematic diagram of the structure of a power conversion circuit 126 provided in an embodiment of this application;

[0027] Figure 6 is a schematic diagram of the structure of a DC-DC converter circuit 127 provided in an embodiment of this application;

[0028] Figure 7 is a power supply diagram of three control chips provided in an embodiment of this application;

[0029] Figure 8 is a schematic diagram of another vehicle-mounted power supply device 120 provided in an embodiment of this application;

[0030] Figure 9 is a schematic diagram of another vehicle-mounted power supply device 120 provided in an embodiment of this application;

[0031] Figure 10 is a schematic diagram of the specific circuit structure of the vehicle power supply device 120 provided in the embodiment of this application;

[0032] Figures 11 to 16 are schematic diagrams of the operation of the vehicle-mounted power supply device in different scenarios provided in the embodiments of this application. Detailed Implementation

[0033] The technical solutions in this application will now be described with reference to the accompanying drawings.

[0034] References to “some embodiments” and the like in this specification mean that one or more embodiments of this application include a particular feature, structure, or characteristic described in connection with that embodiment. Therefore, phrases such as “some embodiments” appearing in different parts of this specification do not necessarily refer to the same embodiment, but rather mean “one or more, but not all, embodiments”, unless otherwise specifically emphasized. The terms “comprising,” “including,” “having,” and variations thereof mean “including, but not limited to,” unless otherwise specifically emphasized.

[0035] With the development of electric vehicles, the integration of in-vehicle components is a trend. This application provides an on-board power supply device for electric vehicles, which can reduce component costs, share some structures, thereby saving circuits with similar functions. In addition, it can save space volume, thereby providing more overall vehicle space. Furthermore, it can improve the coordination between various components and enhance the user's driving experience.

[0036] Figure 1 is a schematic diagram of an electric vehicle 10 provided in an embodiment of this application.

[0037] As shown in Figure 1, the electric vehicle 10 includes at least a power battery 11 and a powertrain 12, with the power battery 11 connected to the powertrain 12. When the electric vehicle is not connected to a power source, the power battery 11 can supply power to the powertrain 12, enabling the powertrain 12 to provide driving power to the vehicle 10. When the electric vehicle is connected to an AC power source 20, the powertrain 12 can receive power from the external power source 20 and charge the power battery 11. The external power source 20 can be an AC charging station or other AC source; this embodiment does not limit the specific type of power source.

[0038] It should be understood that the electric vehicle 10 in this application embodiment can be any type of vehicle such as a sedan, truck, or passenger bus, or it can be a tricycle, two-wheeled vehicle, train, or other transportation device for carrying passengers or goods, or other types of vehicles powered by a power battery. This application embodiment does not limit this. Among them, electric vehicles include, but are not limited to, pure electric vehicles (pure EV / battery EV), hybrid electric vehicles (HEV), range-extended electric vehicles (REEV), plug-in hybrid electric vehicles (PHEV), and new energy vehicles (NEV).

[0039] It should be understood that the power battery 11 in the embodiments of this application can be a lithium-ion battery, lithium metal battery, lead-acid battery, nickel-cadmium battery, nickel-metal hydride battery, lithium-sulfur battery, lithium-air battery, or sodium-ion battery, etc., and this application does not limit it. In terms of scale, the power battery 11 in the embodiments of this application can be a single cell, a battery module, or a battery pack, and this application does not limit it. The power battery 11 can also supply power to other electrical components in the electric vehicle, such as the vehicle's air conditioning and in-vehicle media player.

[0040] Figure 2 is a schematic diagram of a powertrain 12 provided in an embodiment of this application.

[0041] As shown in Figure 2, the powertrain 12 includes an on-board power supply unit 120 and a drive motor 130. When the powertrain 12 is used to charge the power battery 11, the on-board power supply unit 120 receives AC power from the AC power source 20 and outputs DC power to the power battery 11 to charge it. When the powertrain 12 is used to receive power from the power battery 11 and provide driving power to the electric vehicle 10, the on-board power supply unit 120 receives DC power from the power battery 11 and outputs AC power to the drive motor 130 to drive the drive motor 130 to rotate the wheels via a transmission connection, thereby providing driving power to the electric vehicle 10.

[0042] In some possible embodiments, the on-board power supply device 120 can also supply power to an external source. Specifically, the on-board power supply device 120 is used to connect to an external load 30, in which case the on-board power supply device 120 converts the DC power from the power battery 110 into AC power to supply power to the external load 30. The external load 30 can be an electrical appliance or other energy storage device; this embodiment does not limit the specific type of load.

[0043] Figure 3 is a schematic diagram of an on-board power supply device 120 provided in an embodiment of this application.

[0044] As shown in Figure 3, the vehicle power supply device 120 includes a housing 121, a circuit board (not shown in the figure), an AC control chip 122, and a DC control chip 123. The housing 121 is used to house the circuit board, the AC control chip 122, and the DC control chip 123. The circuit board is used to carry the power factor correction (PFC) circuit 125 and the power conversion circuit 126.

[0045] Referring again to Figure 3, the housing 121 includes an AC input interface 131 and a high-voltage DC interface 132. The power factor correction circuit 125 receives AC power from the AC power source 20 through the AC output interface 131 and outputs DC power. The power conversion circuit 126 converts the DC power to a voltage and outputs a first DC power through the high-voltage DC interface 132 to charge the power battery 11. The AC control chip 122 controls the operation of the power factor correction circuit 125, and the DC control chip 123 controls the operation of the power conversion circuit 126.

[0046] In one embodiment, the housing 121 can also accommodate connectors, such as AC connectors and DC connectors, which can be mounted at corresponding interfaces, and each connector can conduct electricity to connect the bridge arms or circuits at both ends of the connector. For example, an AC connector can be mounted at the AC input interface 131 for electrical connection to the power factor correction circuit 125 and the AC power supply 20, respectively. Furthermore, the connector can be potted with sealant before being mounted at the corresponding interface to protect the internal components of the housing 121.

[0047] In one embodiment, the power factor correction circuit 125 and the power conversion circuit 126 include multiple bridge arms, each of which may include an upper bridge arm switch and a lower bridge arm switch. The upper or lower bridge arm switch 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 limitations on the specific internal structure of the switch.

[0048] It is understood that the AC control chip 122 and the DC control chip 123 can specifically be 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.

[0049] In one embodiment, the AC control chip 122 and the DC control chip 123 can be carried on the same circuit board as the electrical components of the power factor correction circuit 125 and the power conversion circuit 126, or they can be integrated on different circuit boards. The specific method can be selected according to the actual implementation, which is highly flexible.

[0050] In one embodiment, in addition to controlling the on and off of the switching transistors in the power factor correction circuit 125, the AC control chip 122 may also have functions such as AC side voltage sampling, insulation resistance measurement, PFC bus voltage sampling, switching transistor temperature sampling in the power factor correction circuit 125, and switching transistor temperature sampling in the primary side bridge arm of the power conversion circuit 126.

[0051] In one embodiment, in addition to controlling the on and off of the switching transistors in the power conversion circuit 126, the DC control chip 123 may also have functions such as resonator current sampling, DC-side voltage sampling, and temperature sampling of the switching transistors in the secondary arm of the power conversion circuit 126.

[0052] It is understood that when the output end of the secondary side bridge arm is connected to the power battery 11, the vehicle power supply device 120 provided in this application can control the power factor correction circuit 125 through the AC control chip 122 and the power conversion circuit 126 through the DC control chip 123, so that the AC power supply 20 can charge the power battery 11.

[0053] It is understood that the power factor correction circuit 125 and the power conversion circuit 126, when combined, have two operating modes: charging mode and discharging mode. In charging mode, the power factor correction circuit 125 and the power conversion circuit 126 receive charging energy from the AC power source 20 and supply the received charging energy to the power battery 11. In discharging mode, the power factor correction circuit 125 and the power conversion circuit 126 receive electrical energy from the power battery 11 and supply the electrical energy to loads outside the vehicle.

[0054] It is understood that the vehicle power supply device 120 includes a first DC bus, which includes a positive DC bus and a negative DC bus. The power factor correction circuit 125 includes multiple PFC circuit arms. The two ends of the multiple PFC bridge arms are respectively used to connect to the positive DC bus and the negative DC bus. The AC control chip 122 is specifically used to control the midpoint of the multiple PFC bridge arms to receive AC power and the two ends of the multiple PFC bridge arms to output DC power to the positive DC bus and the negative DC bus.

[0055] Figure 4 shows a schematic diagram of a power factor correction circuit 125. As shown in Figure 4, the power factor correction circuit 125 adopts a two-phase interleaved bridgeless topology. The power factor correction circuit 125 specifically includes inductors L1 and L2, and switching transistors S1 to S6. One end of L1 and L2 is connected to the AC power supply 20. 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 and S3 are connected to the other ends of L1 and L2, respectively. The second electrode of S5 is connected to the first electrode of S6. 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 and S4 are connected to the other ends of L1 and L2, respectively. The control electrodes of the switching transistors S1 to S6 are connected to the AC control chip 122. The AC control chip 122 realizes rectification and other functions by controlling the switching transistors to turn on and off.

[0056] In some embodiments, the power conversion circuit 126 is an LLC resonant circuit. The power conversion circuit 126 specifically includes multiple primary-side bridge arms 1261, multiple secondary-side bridge arms 1262, and a transformer 1263. The positive and negative DC buses in the first DC bus are used to connect the two ends of the multiple primary-side bridge arms 1261. In some embodiments, the DC control chip 123 is used to control the two ends of the multiple primary-side bridge arms 1261 to receive DC power transmitted from the first DC bus, control the midpoints of the multiple primary-side bridge arms 1261 to output AC power to the primary winding of the transformer 1263, control the midpoints of the multiple secondary-side bridge arms 1262 to receive AC power generated by the secondary winding of the transformer 1263, and control the two ends of the multiple secondary-side bridge arms 1262 to output first DC power.

[0057] Figure 5 shows a schematic diagram of a power conversion circuit 126. As shown in Figure 5, the multiple primary-side bridge arms 1261 specifically include switching transistors S7, S8, S9, and S10, capacitor C2, and inductor L5. Switches S7, S8, S9, and S10 constitute a bridge rectifier circuit structure. Specifically, the first electrode of switching transistor S7 is connected to the first electrode of switching transistor S9 and one side of the first DC bus; the second electrode of switching transistor S7 is connected to the first electrode of switching transistor S8 and the other side of the first DC bus of capacitor C2; the second electrode of capacitor C2 is connected to the first end of inductor L5; the second end of inductor L5 is connected to the first end of the primary winding L4 of transformer 1263; the second electrode of switching transistor S9 is connected to the second end of the primary winding L4 and the first electrode of switching transistor S10; and the second electrode of switching transistor S8 is connected to the second electrode of switching transistor S10 and the first DC bus. The control electrodes of switching transistors S7, S8, S9, and S10 are connected to the DC control chip 123.

[0058] When switches S6 and S10 are on, the DC power output from the power factor correction circuit 125 flows from switch S6 to switch S10, that is, from the first end to the second end of the primary winding L4, thus generating the positive half-cycle of primary AC power. When switches S8 and S9 are on, the DC power output from the power factor correction circuit 125 flows from switch S9 to switch S8, that is, from the second end to the first end of the primary winding, thus generating the negative half-cycle of primary AC power. The DC control chip 123 controls the alternating on and off states of switches S7 and S10, causing the current direction at the primary winding L4 to change alternately, thereby obtaining primary AC power at the primary winding L4.

[0059] The midpoint of each of the multiple secondary bridge arms 1262 receives AC power generated by the secondary winding of the transformer 1263 and controls the output of a first DC power from both ends of the multiple secondary bridge arms 1262. For example, as shown in Figure 5, which is a schematic diagram of the structure of a secondary bridge arm according to this application, the multiple secondary bridge arms 1262 include switching transistors S11, S12, S13, and S14, and a capacitor C3. The transformer 1263 includes a secondary winding L7.

[0060] In this circuit, the first electrode of switch S11 is connected to the first electrode of switch S13, and the second electrode of switch S11 is connected to the second end of secondary winding L8 and the first electrode of switch S12, respectively. The first end of secondary winding L8 and the first end of primary winding L4 are the same-named ends, and the first end of secondary winding L8 is connected to one end of capacitor C3. The other end of capacitor C3 is connected to the second electrode of switch S13. The first electrode of switch S13 is connected to the first output terminal of the second secondary circuit. The second electrode of switch S13 is connected to the first electrode of switch S14. The second electrodes of switch S12 and switch S14 are connected to the second output terminal of the second secondary circuit.

[0061] When switches S12 and S13 are turned on, the current in the primary winding L4 flows from the first end to the second end. Since there is 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 are the same name ends, 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 the output path of the secondary bridge arm.

[0062] When switches S11 and S14 are turned on, the current in the primary winding L4 flows from the second terminal to the first terminal. Therefore, the current in the secondary winding L7 flows from the first terminal to the second terminal. In other words, the current flows from switch S14 to switch S11, forming the output path of the secondary bridge arm. As can be seen from the above process, the DC control chip 123 controls switches S11 and S14, and switches S12 and S13, to alternately turn on and off, thereby converting the AC power obtained from the primary bridge arm into DC power output in the secondary circuit.

[0063] It should be noted that the circuit structures of the primary and secondary bridge arms described above are merely examples. In specific implementations, there are many other possible ways to implement the primary and secondary bridge arms, which will not be listed one by one in this application.

[0064] Referring again to Figure 3, the on-board power supply device 120 also includes a main control chip 124 and a DC-DC converter circuit 127. The housing 121 also includes a low-voltage DC interface 133. The DC-DC converter circuit 127 is used to connect the low-voltage battery 14 of the electric vehicle 10 and the on-board load 15 through the low-voltage DC interface. Specifically, the DC-DC converter circuit 127 is used to step down the DC power output from the first DC power supply or the power battery 11 and supply power to the low-voltage battery 14 through the low-voltage DC interface 133. The main control chip 124 is used to control the operation of the DC-DC converter circuit 127.

[0065] Figure 6 shows a schematic diagram of a DC-DC converter circuit 127 provided in an embodiment of this application. As shown in Figure 6, the vehicle power supply device 120 includes a second DC bus, which also includes a positive DC bus and a negative DC bus. The DC-DC converter circuit 127 includes multiple primary-side bridge arms 1271, multiple secondary-side bridge arms 1272, and a transformer 1273. The multiple primary-side bridge arms 1271 are used to output AC power to the primary winding of the transformer 1273. The second DC bus is used to connect the two ends of the bridge arms of the power conversion circuit 126, the two ends of the bridge arms of the multiple primary-side bridge arms 1271, and the high-voltage DC interface 132. The main control chip 124 is used to control the two ends of the bridge arms of the multiple primary-side bridge arms 1271 to receive the first DC power or the power supply from the power battery 11 through the second DC bus.

[0066] Specifically, the main control chip 124 controls multiple primary side bridge arms 1271 to receive DC power transmitted from the second DC bus, controls the midpoints of the multiple primary side bridge arms 1271 to output AC power to the primary winding of the transformer 1273, controls the midpoints of the multiple secondary side bridge arms 1272 to receive AC power generated by the secondary winding of the transformer 1273, and controls the two ends of the multiple secondary side bridge arms 1272 to output a third DC power to provide power to the low-voltage battery 14 and the vehicle load 15. The voltage of the third DC power is lower than the voltage of the first DC power and the power supply voltage of the power battery 11.

[0067] It can be understood that the multiple primary-side bridge arms 1271 and multiple secondary-side bridge arms 1272 in the DC-DC converter circuit 127 can be seen in the structure of the primary-side bridge arms and secondary-side bridge arms in Figure 5.

[0068] In some embodiments, the on-board power supply device 120 further includes another circuit board on which the electrical components of the multiple primary-side bridge arms 1271 and transformer 1273 in the power factor correction circuit 125, power conversion circuit 126, and DC-DC conversion circuit 127 can be integrated, which is beneficial for saving space and reducing components. The electrical components of the multiple secondary-side bridge arms 1272 in the DC-DC conversion circuit 127 can be integrated on another circuit board, which can achieve isolation between power ground and signal ground, and is beneficial for electromagnetic compatibility (EMC) design.

[0069] In the vehicle-mounted power supply device 120 provided in this application, the AC control chip 122, the DC control chip 123, and the main control chip 124 can establish communication via wired or wireless transmission. For example, wired transmission can include: a local area network (LAN), a serial communication (SC) bus, a controller area network (CAN), and power line communication (PLC). The CAN bus can specifically include: power train, chassis, body / comfort, cockpit / infotainment, and advanced driver assistance systems (ADAS), etc. Wireless transmission can include future communication systems such as 5G, 4G, 3G, 2G, general packet radio service (GPRS), wireless network (WiFi), Bluetooth, etc.

[0070] One issue arises because the signals transmitted by the AC control chip 122, DC control chip 123, and main control chip 124 are not grounded, which can lead to electrical interference, noise, and bit errors. In one embodiment, the vehicle power supply device 120 includes an isolation device to isolate electrical interference between the AC control chip 122, DC control chip 123, and main control chip 124. This isolation device can be an optocoupler or a magnetic isolator, etc. An optocoupler converts the input signal into an optical signal, and then from the optical signal into an output signal, thus providing high insulation and electrical isolation. Alternatively, a transformer or magnetic component can be used to separate the input and output signals. In this way, even if the potentials of the AC control chip 122, DC control chip 123, and main control chip 124 are different, the individual control chips can still communicate normally.

[0071] In one embodiment, the AC control chip 122 is grounded through the neutral line of the AC input interface 131, and the DC control chip 123 is grounded through the negative terminal of the power battery 11. This allows the AC control chip to share a common ground with the AC side signals, and the DC control chip to share a common ground with the DC side signals. This enables the AC control chip to accurately control the power factor correction circuit and the DC control chip to accurately control the power conversion circuit. This reduces the performance requirements of the control chips and helps to reduce the occupation of chip resources. Furthermore, the main control chip 124 can share a ground terminal with the low-voltage battery 14, allowing the main control chip 124 to share a common ground with various input / output signals on the low-voltage side, reducing circuit complexity. Thus, by grounding the AC control chip 122, the DC control chip 123, and the main control chip 124, the occupation of chip resources can be effectively reduced, the number of signal isolation devices can be reduced, and the structural complexity of the vehicle power supply device 120 can be reduced.

[0072] In some embodiments, the vehicle power supply device 120 further includes a first power supply circuit and a second power supply circuit housed in the housing 121. The first power supply circuit supplies power to the main control chip 124, and the second power supply circuit supplies power to the AC control chip 122 and the DC control chip 123. Figure 7 is a schematic diagram of the power supply of the three control chips provided in an embodiment of this application. As shown in Figure 7, the first power supply circuit and the second power supply circuit can be connected between the low-voltage DC interface 133 and the low-voltage battery 14, so that the first power supply circuit and the second power supply circuit can receive power from the DC-DC converter circuit 127 and the low-voltage battery 14.

[0073] For example, the first power supply circuit can be a System Basic Chip (SBC), which is an integrated circuit that integrates power management, communication functions, monitoring and diagnostic functions, security monitoring functions, and general-purpose input / output functions. In this embodiment, the first power supply circuit can not only receive power from the DC-DC converter circuit 127 and the low-voltage battery 14 to power the main control chip 124, but also realize the sleep-wake-up of the main control chip 124, which helps to reduce the static power consumption of the main control chip 124.

[0074] For example, the second power supply circuit can be a flyback isolated power supply. Since the AC control chip 122 and the DC control chip 123 operate at different voltages, the second power supply circuit can output two mutually isolated power supplies after receiving power from the DC-DC converter circuit 127 and the low-voltage battery 14, thereby supplying power to the AC control chip 122 and the DC control chip 123 respectively, providing different operating voltages for each control chip. This reduces the number of power supply circuits, lowers the complexity of maintenance and repair, saves valuable space, simplifies design and wiring, and improves the efficiency of power conversion.

[0075] Referring again to Figure 3, the on-board power supply device 120 also includes a three-phase inverter circuit 128, and the housing 121 also includes an AC output interface 134. The three-phase inverter circuit 128 is used to receive power from the power battery 11 and output three-phase AC power through the AC output interface 134 to drive the motor 130. The main control chip 124 is also used to control the operation of the three-phase inverter circuit 128.

[0076] In some embodiments, the three-phase inverter circuit 128 may include three switching transistor bridge arms. The midpoint of each switching transistor bridge arm, as indicated by the signal interface 137, is used to connect to one phase winding of the drive motor 130. The main control chip 124 is used to drive the operation of the upper and lower bridge arm switching transistors of the aforementioned switching transistor bridge arms. The control signal interface 137 outputs three-phase currents from the midpoints of the three switching transistor bridge arms to power the drive motor 130. The drive motor 130 is used to rotate the wheels of the electric vehicle so that the electric vehicle can move.

[0077] Referring to Figure 8, in some embodiments, the vehicle power supply device 120 further includes a filter inductor. The two output terminals of the filter inductor are respectively connected to the two ends of the power conversion circuit 126 and the two ends of the power battery 11. It can be understood that since the second DC bus is used to connect the two ends of the bridge arm in the power conversion circuit 126, the two ends of the bridge arm in the DC-DC conversion circuit 127, the two ends of the bridge arm in the three-phase inverter circuit 128, and the high-voltage DC interface 132, the filter inductor can be shared. This ensures that all circuits connected to the second DC bus receive filtering protection, thereby improving the consistency and stability of the entire vehicle power supply device.

[0078] Referring again to Figure 8, in some embodiments, the on-board power supply device 120 also includes a protection switch. One output terminal of the filter inductor is used to connect to one end of the power battery 11 via the protection switch. The protection switch is used to connect or disconnect the connection between the filter inductor and the power battery 11. It is readily understood that when a short-circuit fault occurs in the power conversion circuit 126 or the DC-DC conversion circuit 127, the protection switch can disconnect the connection between the filter inductor and the power battery 11, allowing the three-phase inverter circuit 128 to still receive DC power from the power battery 11 and supply power to the drive motor 130, ensuring uninterrupted power to the electric vehicle 10, reducing vehicle safety loss rate, and improving driving safety. Similarly, when a short-circuit fault occurs in the power module of the three-phase inverter circuit 128 or in the winding of the drive motor 130, the protection switch can also disconnect the connection between the filter inductor and the power battery 11 to prevent the fault from spreading to other circuits in the on-board power supply device 120.

[0079] Figure 9 is another schematic diagram of the vehicle power supply device 120 provided in an embodiment of this application. Referring to Figure 9, the vehicle power supply device 120 further includes a compressor power circuit 171, and the housing 121 further includes a compressor connection interface 135. The compressor power circuit 171 is used to connect to the compressor of the electric vehicle 10 through the compressor connection interface 135. The DC control chip 122 is also used to control the compressor power circuit 171 to receive a first DC power supply or power from the power battery 11, and to output a first AC power supply to drive the compressor of the electric vehicle 10.

[0080] As can be understood, a compressor typically includes a compressor head and a motor. The compressor head contains one or more cylinders, each with a piston for compressing gas. The rotation of the motor transmits motion to the piston via a linkage mechanism. The piston moves up and down within the cylinder, and the refrigerant is compressed, cooled, expanded, and heated in the cycle to complete the refrigeration cycle.

[0081] In some embodiments, when cooling of the power battery 11 is required, the DC control chip 122 controls the compressor power circuit 171 so that the midpoint of the bridge arm of the compressor power circuit 171 outputs a first AC current through the compressor connection interface 135. The motor in the compressor 173 receives the first AC current output from the compressor power circuit 171 and drives the compressor to operate. The compressor is used to cool the flowing refrigerant through compression, then the refrigerant flows into the condenser and is further cooled by the condenser. The refrigerant, cooled by the compressor and condenser, enters the heat exchanger, where it exchanges heat with the power battery 11 to achieve cooling of the power battery 11.

[0082] It is understandable that when it is necessary to cool the passenger compartment of an electric vehicle, the DC control chip 122 can also control the compressor power circuit to output the first AC power to make the compressor 173 work. After being cooled by the above process, the refrigerant will absorb heat from the air after entering the condenser, and then the cooled air will be blown into the passenger compartment by the blower to achieve the cooling of the passenger compartment. Similarly, when it is necessary to heat the passenger compartment of an electric vehicle, the DC control chip 122 can control the compressor power circuit 171 to output the first AC power to make the compressor 173 work to achieve the heating of the passenger compartment.

[0083] Referring again to Figure 9, in some embodiments, the on-board power supply device 120 further includes a positive temperature coefficient (PTC) power circuit 172, and the housing 121 further includes a PTC connection interface 136. The PTC power circuit 172 is used to connect to the PTC of the electric vehicle 10 through the PTC connection interface 136. The DC control chip 122 is also used to control the PTC power circuit 172 to receive a first DC power supply or power from the power battery 11, and to output a second DC power supply to drive the PTC of the electric vehicle 10.

[0084] In these embodiments, when it is necessary to heat the power battery 11, the DC control chip 122 controls the positive temperature coefficient power circuit 172 so that the midpoint of the bridge arm of the positive temperature coefficient power circuit 172 outputs a second DC power through the positive temperature coefficient connection interface 136. After the PTC receives the third AC power output by the positive temperature coefficient power circuit 172, the PTC starts working to heat the heat carrier fluid in the thermal circuit of the power battery 11. The heat carrier fluid in the thermal circuit of the power battery 11 conducts heat to the power battery 11 to heat the power battery 11.

[0085] It should be noted that controllable switches can also be connected between each group of bridge arms and the connectors. Filtering circuits, filtering capacitors, etc., can also be set in each group of bridge arms. Designers can also make adaptive adjustments to the number and connection positions of the filtering circuits and filtering capacitors as needed, which are not limited here.

[0086] In some embodiments, the compressor connection interface 135 and the positive temperature coefficient connection interface 136 are distributed on the same side of the housing 121. Specifically, to allow the compressor and PTC to be mounted on the same side, the compressor connection interface 135 and the positive temperature coefficient connection interface 136 can be distributed on the same side of the housing 121. Since the compressor is used for cooling the power battery 11 and the PTC is used for heating the power battery 11, placing the heating and cooling components on the same side allows for more efficient energy utilization. Furthermore, placing the heating and cooling components on the same side makes the electric vehicle's temperature management system more compact and centralized, and also allows for the reuse of fluid flow pipes, cables, and sensor elements, saving costs while facilitating layout and maintenance.

[0087] In some embodiments, the AC input interface 131 and the AC output interface 134 may be disposed on two sides of the housing 121, and the interval between the AC output interface 131 and the high voltage DC interface 132 is greater than the interval between the AC output interface 134 and the low voltage DC interface 133.

[0088] It is understandable that placing the AC input interface 131 and the AC output interface 134 on the two sides of the housing 121 allows for better planning and optimization of the internal layout of the housing 121. Furthermore, arranging different AC mounting holes separately reduces the risk of power lines crossing or interfering with other connections, thus improving the electrical safety of the equipment and reducing the possibility of electromagnetic interference. Moreover, since the distance between the AC output interface 131 and the high-voltage DC interface 132 is greater than the distance between the AC output interface 134 and the low-voltage DC interface 133, the housing 121 has more internal space to accommodate various circuits and power supply circuits. In addition, this improves the reliability, safety, and ease of use of the vehicle power supply device 120, reduces the possibility of misoperation, and simplifies maintenance and repair.

[0089] In one embodiment, the DC control chip 123 is specifically used to control the compressor power circuit 171 to output a second AC power in response to the temperature of the power battery 11 being higher than a first preset temperature threshold. The DC control chip 123 is also specifically used to control the positive temperature coefficient power circuit 172 to output a second DC power in response to the temperature of the power battery 11 being lower than a second preset temperature threshold. The second preset temperature threshold is less than the first preset temperature threshold.

[0090] Since temperature has a significant impact on the power battery 11, both excessively high and low temperatures make it difficult to fully utilize the power battery 11. For example, charging and discharging the power battery 11 at low temperatures can lead to lithium plating, resulting in capacity degradation and even safety hazards. Therefore, the power battery 11 needs to be heated / cooled to a certain temperature before the electric vehicle 10 can be driven.

[0091] For example, the first preset temperature threshold can be any value within the normal operating temperature range of the power battery 11, and the second preset temperature threshold can also be any value within the normal operating temperature range of the power battery 11, wherein the first preset temperature threshold is greater than the second preset temperature threshold. When the temperature of the power battery 11 is higher than the first preset temperature threshold, it can be understood that the temperature of the power battery 11 is high. The DC control chip 123 controls the compressor power circuit 171 to output a second AC power to make the compressor work, thereby reducing the temperature of the power battery 11. Similarly, when the temperature of the power battery 11 is lower than the second preset temperature threshold, it can be understood that the temperature of the power battery 11 is low. The DC control chip 123 controls the positive temperature coefficient power circuit 172 to output a second DC power to make the PTC work, thereby increasing the temperature of the power battery 11.

[0092] Since the three-phase inverter circuit 128 is used to control the output torque of the drive motor 130, during the charging process of the power battery 11, the power factor correction circuit 125 and the power conversion circuit 126 convert the multi-phase AC power provided by the AC power supply 20 into the first DC power and output it to the second DC bus to charge the power battery 11. To avoid unexpected torque output from the drive motor 130 during the charging process of the power battery 11, during the charging process of the electric vehicle 10, the main control chip 124 stops controlling the three-phase inverter circuit 128 to output the fourth AC power, causing the drive motor 130 to stop outputting torque, thereby ensuring vehicle safety.

[0093] Referring again to Figure 3, in some embodiments, the housing 121 of the on-board power supply device 120 further includes a signal interface 137. The main control chip 124 is also used to receive at least one of the accelerator pedal signal or brake pedal signal from the electric vehicle 10 through the signal interface 137. That is, the main control chip 124 can be used as a vehicle control unit (VCU) to receive analog signals generated by the accelerator pedal of the electric vehicle 10. The analog signals include one or more of the following: acceleration signal, braking signal, atmospheric pressure signal, vacuum pressure signal, current signal, voltage signal, and temperature information. When the driver needs to change the current speed or direction of the electric vehicle, analog signals are obtained from driver input devices such as the accelerator pedal, brake pedal, and steering wheel to control the three-phase inverter circuit 128 to receive power from the power battery 11 or the power conversion circuit 126 through the second DC bus, thereby driving the drive motor 130 of the electric vehicle. The main control chip 124 is used to send control signals to the three-phase inverter circuit 128, and the control signals are used to indicate the operating status of the drive motor 130.

[0094] In some embodiments, the control signal includes torque indication information. The torque indication information includes a front axle torque status signal and / or a rear axle torque status signal, a front axle torque saturation status signal and / or a rear axle torque saturation status 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.

[0095] Furthermore, since the main control chip 124 integrates the functions of the vehicle controller and the motor controller, it can monitor the operating status of the drive motor 130 in real time and respond quickly to meet the driver's needs. In this way, the main control chip 124 can more rapidly perceive the driver's needs and make corresponding adjustments, resulting in a smoother driving experience.

[0096] Figure 10 is a schematic diagram of the specific circuit structure of the vehicle power supply device 120 provided in the embodiment of this application. Figure 10 shows the specific structure of the power factor correction circuit 125, the power conversion circuit 126, the DC-DC conversion circuit 127, the three-phase inverter circuit 128, the compressor power circuit 171, and the positive temperature coefficient power circuit 172.

[0097] The structure of the vehicle power supply device 120 provided in the embodiments of this application has been described above. The following will describe the operational schematic diagrams of the vehicle power supply device 120 under different operating scenarios in conjunction with the embodiments. Figures 11 to 16 show operational schematic diagrams of the vehicle power supply device 120 under different scenarios, illustrating the circuitry and current flow direction under each scenario.

[0098] In some embodiments, as shown in FIG11, during the driving scenario of the electric vehicle 10, the three-phase inverter circuit 128 and the DC-DC converter circuit 127 are operational, while the power factor correction circuit 125, the power conversion circuit 126, the compressor power circuit 171, and the positive temperature coefficient power circuit 172 are not operational. Specifically, when the temperature of the power battery 11 is within a suitable range, i.e., between the first preset temperature threshold and the second preset temperature threshold, the main control chip 124 controls the three-phase inverter circuit 128 to receive power from the power battery 11 and output a third AC power to the drive motor 130 to drive the electric vehicle 10. The main control chip 124 also controls the DC-DC converter circuit 127 to receive power from the power battery 11 and perform voltage conversion to output a third DC power. The main control chip 124 can reuse the bus voltage of the three-phase inverter circuit 128 as the bus voltage for DC-DC conversion control.

[0099] Furthermore, since the various circuits controlled by the AC control chip 122 and the DC control chip 123 are not working in this scenario, the main control chip 124 can also control the AC control chip 122 and the DC control chip 123 to go into sleep mode. That is to say, during the operation of the electric vehicle 10, in response to the temperature of the power battery 11 being between the first preset temperature threshold and the second preset temperature threshold, the main control chip 124 can also control the AC control chip 122 and the DC control chip 123 to go into sleep mode, thereby reducing the power consumption of the on-board power supply device 120.

[0100] In some embodiments, as shown in FIG12, during the driving scenario of the electric vehicle 10, one of the three-phase inverter circuit 128, DC-DC converter circuit 127, and compressor power circuit 171 or positive temperature coefficient power circuit 172 is in operation, while the power factor correction circuit 125 and power conversion circuit 126 are not in operation. Specifically, when the temperature of the power battery 11 is too low (below the second preset temperature threshold) or too high (above the first preset temperature threshold), the main control chip 124 controls the three-phase inverter circuit 128 to receive power from the power battery 11 and output a third AC power to the drive motor 130 to drive the electric vehicle 10, and controls the DC-DC converter circuit 127 to receive power from the power battery 11 and perform voltage conversion to output a third DC power. At the same time, the DC control chip 123 controls the compressor power circuit 171 to receive the third DC power and output a third AC power to drive the compressor to cool the power battery 11, or the DC control chip 123 controls the positive temperature coefficient power circuit 172 to receive the third DC power and output a second DC power to drive the PTC to heat the power battery 11.

[0101] Furthermore, since the power factor correction circuit 125 is not working in this scenario, the main control chip 124 can also control the AC control chip 122 to go into sleep mode. That is, during the operation of the electric vehicle 10, in response to the temperature of the power battery 11 being greater than the first preset temperature threshold or less than the second preset temperature threshold, the main control chip 124 can also control the AC control chip 122 to go into sleep mode to reduce the power consumption of the on-board power supply device 120.

[0102] In some embodiments, as shown in FIG13, during the charging scenario of the electric vehicle 10, the power factor correction circuit 125, the power conversion circuit 126, and the DC-DC conversion circuit 127 are operational, while the three-phase inverter circuit 128, the compressor power circuit 171, and the positive temperature coefficient power circuit 172 are not operational. Specifically, when the temperature of the power battery 11 is within a suitable range, the AC control chip 122 controls the power factor correction circuit 125 to receive AC power from the AC power source 20 and output DC power, and the DC control chip 123 controls the power conversion circuit 126 to receive DC power and output a third DC power, thereby charging the power battery 11. At the same time, the main control chip 124 controls the three-phase inverter circuit 128 to stop outputting AC power to the drive motor 130.

[0103] In some embodiments, as shown in FIG14, during the charging scenario of the electric vehicle 10, the power factor correction circuit 125, power conversion circuit 126, DC-DC conversion circuit 127, and compressor power circuit 171 or positive temperature coefficient power circuit 172 are operating, while the three-phase inverter circuit 128 is not operating. Specifically, when the temperature of the power battery 11 is too low or too high, in addition to controlling the power factor correction circuit 125 and power conversion circuit 126 to cooperate in receiving AC power from the AC power supply 20 to charge the power battery 11, the DC control chip 123 also controls the compressor power circuit 171 to output AC power to drive the compressor or controls the positive temperature coefficient power circuit 172 to output DC power to drive the PTC. At the same time, the main control chip 124 controls the three-phase inverter circuit 128 to stop outputting AC power to the drive motor 130.

[0104] In some embodiments, in the scenarios shown in Figures 13 and 14, the DC control chip 123 can also send a first voltage signal to the AC control chip 122. The first voltage signal is used to indicate the voltage of the second DC bus, so that the AC control chip 122 can control the switching transistor in the power factor correction circuit 125 to turn on and off according to the first voltage signal, thereby realizing that the voltage of the first DC bus changes dynamically with the voltage of the second DC bus, which is beneficial to improving the charging efficiency of the power battery 11.

[0105] In some embodiments, as shown in FIG15, during the discharge scenario of the electric vehicle 10, the three-phase inverter circuit 128, the compressor power circuit 171, and the positive temperature coefficient power circuit 172 are not in operation, while the power factor correction circuit 125, the power conversion circuit 126, and the DC-DC converter circuit 127 are in operation. Specifically, when the temperature of the power battery 11 is within a suitable range, the DC control chip 123 controls the power conversion circuit 126 to receive power from the power battery 11 and output a fourth DC power, and the AC control chip 122 controls the power factor correction circuit 125 to receive the fourth DC power and output AC power to the AC input interface 131, thereby supplying power to the load outside the vehicle.

[0106] In some embodiments, as shown in FIG16, during the discharge scenario of the electric vehicle 10, the three-phase inverter circuit 128 is not working, while the power factor correction circuit 125, power conversion circuit 126, DC-DC converter circuit 127, and compressor power circuit 171 or positive temperature coefficient power circuit 172 are working. Specifically, when the temperature of the power battery 11 is too low or too high, in addition to controlling the power factor correction circuit 125 and power conversion circuit 126 to receive power from the power battery 11 and output AC power to the AC input interface 131, the DC control chip 123 also controls the compressor power circuit 171 to output AC power to drive the compressor or controls the positive temperature coefficient power circuit 172 to output DC power to drive the PTC.

[0107] In some embodiments, in the scenarios shown in Figures 15 and 16, the AC control chip 122 can also send a second voltage signal to the DC control chip 123. The second voltage signal is used to indicate the voltage of the first DC bus, so that the DC control chip 123 can control the switching transistor in the power conversion circuit 126 to turn on and off according to the second voltage signal, thereby realizing the voltage loop control of the inverter, which is beneficial to improving the efficiency of the power battery 11 discharging to the outside.

[0108] The vehicle-mounted power supply device provided in this application embodiment can share the bridge arm circuit, power supply circuit, filter circuit, and control circuit. By sharing or reusing the power supply circuit, bridge arm circuit, and filter circuit, the number of components used can be reduced, thereby lowering the cost of the power supply device and reducing its size and weight, making the power supply device more compact. Furthermore, sharing the control circuit can improve the coordination between components, enabling real-time monitoring of the operating status of components such as the drive motor 130 and rapid response to meet various vehicle requirements.

[0109] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle-mounted power supply device, characterized in that, The vehicle-mounted power supply device includes a housing, a circuit board, an AC control chip, and a DC control chip, wherein: The housing is used to house the circuit board, the AC control chip, and the DC control chip. The housing includes an AC input interface and a high-voltage DC interface. The circuit board is used to carry electrical components of a power factor correction circuit and a power conversion circuit. The power factor correction circuit is used to receive AC power through the AC input interface and output DC power. The power conversion circuit performs voltage conversion on the DC power and outputs a first DC power through the high voltage DC interface to charge the power battery. The AC control chip is used to control the operation of the power factor correction circuit, and the DC control chip is used to control the operation of the power conversion circuit.

2. The vehicle-mounted power supply device according to claim 1, characterized in that, The AC control chip is grounded through the neutral line of the AC input interface, and the DC control chip is grounded through the negative terminal of the power battery.

3. The vehicle-mounted power supply device according to claim 1 or 2, characterized in that, The vehicle-mounted power supply device also includes a DC-DC converter circuit and a main control chip, and the housing also includes a low-voltage DC interface, wherein: The DC-DC converter circuit is used to step down the DC power output from the first DC power or the power battery and supply power to the low-voltage battery through the low-voltage DC interface. The main control chip is used to control the operation of the DC-DC converter circuit.

4. The vehicle-mounted power supply device according to claim 3, characterized in that, The main control chip and the low-voltage battery share a common ground terminal.

5. The vehicle-mounted power supply device according to claim 3, characterized in that, The vehicle-mounted power supply device further includes a first power supply circuit and a second power supply circuit housed in a housing. The first power supply circuit is used to supply power to the main control chip, and the second power supply circuit is used to supply power to the DC control chip and the AC control chip.

6. The vehicle-mounted power supply device according to claim 3, characterized in that, The vehicle-mounted power supply device also includes another circuit board. The DC-DC converter circuit includes a primary circuit, a transformer, and a secondary circuit, wherein: One circuit board is also used to carry the electrical components of the primary circuit and the transformer, and the other circuit board is used to carry the electrical components of the secondary circuit.

7. The vehicle-mounted power supply device according to claim 3, characterized in that, The vehicle-mounted power supply device also includes a three-phase inverter circuit, and the housing also includes an AC output interface, wherein: The three-phase inverter circuit is used to receive power from the power battery and output three-phase AC power through the AC output interface to power the drive motor. The main control chip is used to control the operation of the three-phase inverter circuit.

8. The vehicle-mounted power supply device according to claim 7, characterized in that, The vehicle power supply device also includes a filter inductor, the two input terminals of which are respectively used to connect to the two ends of the power conversion circuit, and the two output terminals of which are respectively used to connect to the two ends of the power battery.

9. The vehicle-mounted power supply device according to claim 8, characterized in that, The vehicle power supply device also includes a protection switch, and one output terminal of the filter inductor is used to connect to one end of the power battery through the protection switch.

10. The vehicle-mounted power supply device according to claim 7, characterized in that, The housing also includes a signal interface, and the main control chip is further used to receive accelerator pedal signals or brake pedal signals from the electric vehicle through the signal interface, wherein: In response to the accelerator pedal signal or the brake pedal signal, the main control chip is also used to adjust the electrical parameters of the AC power supply.

11. The vehicle-mounted power supply device according to claim 3, characterized in that, The vehicle-mounted power supply device also includes a compressor power circuit and / or a positive temperature coefficient power circuit, and the DC control chip is also used to control the operation of the compressor power circuit and / or the positive temperature coefficient power circuit; The compressor power circuit is used to receive the first DC power or the power battery power, and output the first AC power to drive the compressor of the electric vehicle; The positive temperature coefficient power circuit is used to receive the first DC power or the power battery power, and output the second DC power to drive the positive temperature coefficient device of the electric vehicle.

12. The vehicle-mounted power supply device according to claim 11, characterized in that, The DC control chip is specifically used for: In response to the temperature of the power battery exceeding a first preset temperature threshold, the compressor power circuit is controlled to output the first AC power; and / or In response to the temperature of the power battery being lower than a second preset temperature threshold, the positive temperature coefficient power circuit is controlled to output the second DC power, wherein the second preset temperature threshold is less than the first preset temperature threshold.

13. The vehicle-mounted power supply device according to claim 12, characterized in that, During the operation of the electric vehicle, the main control chip is also used for: In response to the temperature of the power battery being between the first preset temperature threshold and the second preset temperature threshold, the DC control chip and the AC control chip are controlled to go into sleep mode. In response to the power battery temperature being higher than the first preset temperature threshold or lower than the second preset temperature threshold, the AC control chip is controlled to go into sleep mode.

14. A powertrain, characterized in that, The powertrain includes an on-board power supply device as described in any one of claims 1-13 and a drive motor, wherein the on-board power supply device is used to receive power from the power battery and supply power to the drive motor to drive the drive motor.

15. An electric vehicle, characterized in that, The electric vehicle includes an on-board power supply device as described in any one of claims 1-13 or includes a powertrain as described in claim 14.

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