CN120073951A

CN120073951A - Multi-in-one power supply device, power assembly and electric vehicle for realizing bridge arm multiplexing

Info

Publication number: CN120073951A
Application number: CN202510245971.0A
Authority: CN
Inventors: 常亮; 王英俊; 李文达; 邹丽霞
Original assignee: Huawei Technologies Co Ltd
Current assignee: Huawei Technologies Co Ltd
Priority date: 2025-02-28
Filing date: 2025-02-28
Publication date: 2025-05-30

Abstract

An all-in-one power supply device, a power assembly and an electric vehicle for realizing bridge arm multiplexing relate to the technical field of new energy automobiles. The all-in-one power supply device comprises a vehicle-mounted charger circuit, a three-phase inverter circuit, a direct current conversion circuit, a first switch unit and a second switch unit, wherein the vehicle-mounted charger circuit comprises a resonance conversion circuit, and the resonance conversion circuit comprises a primary side rectifying circuit, a resonant cavity and a secondary side rectifying circuit. The direct current conversion circuit comprises a primary side circuit, a transformer and a secondary side circuit. The first switch unit is used for switching on or switching off the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, and the second switch unit is used for switching on or switching off the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit. According to the scheme, the bridge arm at the high-voltage side is multiplexed to be used as the bridge arm of the direct-current conversion circuit, so that the loss of the switching tube is reduced, and the device performance and the endurance of the whole vehicle are improved.

Description

Multi-in-one power supply device, power assembly and electric vehicle for realizing bridge arm multiplexing

Technical Field

The present application relates to the field of electric vehicles, and more particularly, to an all-in-one power supply device, a power assembly, and an electric vehicle that realize bridge arm multiplexing.

Background

With the development of the vehicle industry, the existing on-board charger (OBC) product scheme gradually evolves to 800V and multiple-in-one forms, and the components such as the electric automobile thermal management system (THERMAL MANAGEMENT SYSTEM, TMS) are gradually fused, wherein the high-voltage battery side comprises a resonant converter, a direct current/direct current converter (DC-DC) in the on-board charger, a power converter such as a compressor inverter and a main drive motor inverter, and the cost reduction of devices such as a high-voltage distribution wire harness and a high-voltage capacitor is realized by physically fusing the resonant converter, the direct current/direct current converter and the compressor inverter circuit with equivalent power levels. However, the existing product only realizes the physical fusion of multiple components, reduces the cost of the whole machine, adopts independent control strategies for all the components, does not perform fusion control, and does not improve the performance of the whole machine through the mutual coordination of the multiple components.

Therefore, how to improve the device efficiency and performance of the all-in-one power supply device is a problem to be solved.

Disclosure of Invention

The application provides an all-in-one power supply device, a power assembly and an electric vehicle for realizing bridge arm multiplexing, wherein the all-in-one power supply device multiplexes the bridge arms of other power converters at a high voltage side to serve as the bridge arms of a direct current conversion circuit, realizes parallel connection of devices with the same specification, reduces the loss of a switching tube, and improves the performance of the whole device and the endurance of the whole vehicle.

In a first aspect, the application provides an all-in-one power supply device for realizing bridge arm multiplexing, which comprises a vehicle-mounted charger circuit, a three-phase inverter circuit, a direct-current conversion circuit, a first switch unit and a second switch unit. The vehicle-mounted charger circuit is used for receiving alternating current power supply and charging a power battery of the electric vehicle, and comprises a resonance conversion circuit, wherein the resonance conversion circuit is used for carrying out power conversion on direct current output by the power factor correction circuit and charging the power battery, and the resonance conversion circuit comprises a primary side rectifying circuit, a resonant cavity and a secondary side rectifying circuit. The three-phase inverter circuit is used for receiving power supplied by the power battery and supplying power to a compressor of the electric vehicle. The direct current conversion circuit is used for performing buck conversion on direct current output by the power battery to supply power to the low-voltage load, and comprises a primary side circuit, a transformer and a secondary side circuit which are sequentially connected. The first switch unit is used for switching on or switching off the connection between the midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, and the second switch unit is used for switching on or switching off the connection between the midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit.

The vehicle-mounted charger circuit and the three-phase inverter circuit both comprise a plurality of bridge arms, each bridge arm comprises two electronic switching devices connected in series, the middle point of each bridge arm refers to a connecting position between the two electronic switching devices, and each electronic switching device is composed of an insulated gate bipolar transistor and an anti-parallel diode or other electronic components. The two ends of the vehicle-mounted charger circuit, the three-phase inverter circuit and the direct current conversion circuit are connected with the two ends of the power battery, and are both on the high-voltage side, the power levels are similar, and the power devices can use the same-specification silicon carbide module.

The direct current conversion circuit is used for being connected with the power battery and the low-voltage load, and the direct current conversion circuit is used for performing buck conversion on high-voltage direct current output by the vehicle-mounted charger circuit or the power battery into low-voltage direct current to supply power or charge the low-voltage load. The low-voltage load in the application is low-voltage electric equipment or a low-voltage battery in the electric vehicle, and one or more low-voltage loads are arranged. The direct current conversion circuit performs step-down conversion through a transformer, the transformer comprises a primary winding and a secondary winding, the primary circuit of the direct current conversion circuit supplies power to the primary winding of the transformer, and the secondary circuit of the direct current conversion circuit receives power from the secondary winding of the transformer.

If the direct current conversion circuit, the three-phase inverter circuit and the vehicle-mounted charger circuit are respectively and independently controlled, the primary side circuit of the direct current conversion circuit uses one or two bridge arms, the cooperation between the bridge arms is lacked, the loss of a switching tube is larger, and the efficiency is low. Because the direct current conversion circuit needs to work frequently, but the three-phase inverter circuit and the vehicle-mounted charger circuit usually do not work together, the direct current conversion circuit can multiplex the bridge arm of the vehicle-mounted charger circuit or the three-phase inverter circuit. The midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit is connected with the midpoint of at least one bridge arm of the vehicle-mounted charger circuit through a first switch unit, and the direct current conversion circuit realizes multiplexing of the bridge arms of the vehicle-mounted charger circuit through the first switch unit. The midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit are connected through a second switch unit, and the direct current conversion circuit realizes multiplexing of the bridge arms of the three-phase inverter circuit through the second switch unit.

The connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit is conducted or disconnected through the first switch unit so as to control whether the direct current conversion circuit multiplexes the bridge arms of the vehicle-mounted charger circuit, and the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit is conducted or disconnected through the second switch unit so as to control whether the direct current conversion circuit multiplexes the bridge arms of the three-phase inverter circuit. Specifically, when the first switch unit conducts connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, the direct current conversion circuit multiplexes the bridge arms of the vehicle-mounted charger circuit. When the first switch unit breaks the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, the direct current conversion circuit does not multiplex the bridge arms of the vehicle-mounted charger circuit. And when the second switch unit is connected with the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit, the direct current conversion circuit multiplexes the bridge arms of the three-phase inverter circuit. When the second switch unit breaks the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit, the direct current conversion circuit does not multiplex the bridge arms of the three-phase inverter circuit.

According to the scheme of the application, the bridge arm of the high-voltage side circuit is multiplexed to serve as the bridge arm of the direct-current conversion circuit, so that the parallel connection of devices with the same specification is realized, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device and the endurance of the whole vehicle are improved.

With reference to the first aspect, in some implementations of the first aspect, the all-in-one power supply device further includes a third switching unit, where the third switching unit is configured to switch on or off a connection between a midpoint of at least one of two legs of the secondary side rectifying circuit and the resonant cavity.

The midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit is connected with the midpoint of one bridge arm of the secondary side rectifying circuit of the vehicle-mounted charger circuit through a first switch unit, or the midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit is connected with the midpoint of two bridge arms of the secondary side rectifying circuit of the vehicle-mounted charger circuit through a first switch unit. When the direct current conversion circuit multiplexes the bridge arm of the vehicle-mounted charger circuit, the current change in the secondary side rectification circuit can cause the current change in the resonant cavity, thereby influencing the vehicle-mounted charger circuit. The third switching unit is used for switching on or switching off the connection between the midpoint of at least one bridge arm of the secondary side rectifying circuit and the resonant cavity so as to control the influence on the non-working vehicle-mounted charger when the direct current conversion circuit multiplexes the bridge arms of the vehicle-mounted charger circuit.

According to the scheme of the application, the midpoint of at least one bridge arm of the two bridge arms of the secondary side rectifying circuit is connected with the resonant cavity through the third switch unit, so that the influence on the vehicle-mounted charger circuit when the bridge arms are multiplexed is avoided, and the safety and usability of the power supply device are improved.

With reference to the first aspect, in certain implementations of the first aspect, the all-in-one power supply device further includes a fourth switching unit for turning on or off a connection between a midpoint of at least one leg of the three-phase inverter circuit and a winding of the compressor.

The midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit is connected with the midpoint of one bridge arm of the three-phase inverter circuit through a second switch unit, or the midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit is connected with the midpoint of two bridge arms of the three-phase inverter circuit through a second switch unit, or the midpoint of at least one bridge arm of the primary side circuit of the direct current conversion circuit is connected with the midpoint of three bridge arms of the three-phase inverter circuit through a second switch unit. When the direct current conversion circuit multiplexes the bridge arms of the three-phase inverter circuit, if at least two bridge arms work in the three-phase inverter circuit, the three-phase inverter circuit can supply power to the compressor, so that the compressor is affected. The connection between the midpoint of at least one bridge arm of the three-phase inverter circuit and the windings of the compressor is conducted or disconnected through the fourth switch unit so as to control the influence on the compressor when the direct current conversion circuit multiplexes the bridge arms of the three-phase inverter circuit.

According to the scheme of the application, the middle point of at least one bridge arm of the three-phase inverter circuit is connected with the winding of the compressor through the fourth switch unit, so that the influence on the compressor when the bridge arms are multiplexed is avoided, and the safety and usability of the power supply device are improved.

With reference to the first aspect, in some implementations of the first aspect, during a process that the vehicle-mounted charger circuit is used for charging the power battery and the three-phase inverter circuit is not used for supplying power to the compressor, the first switch unit is turned off and the second switch unit is turned on, and the direct current conversion circuit multiplexes at least one bridge arm of the three-phase inverter circuit together to be used for supplying power to the low-voltage load.

When the electric vehicle charges the power battery, the vehicle-mounted charger circuit works, at the moment, the bridge arms of the vehicle-mounted charger circuit cannot be multiplexed by the direct current conversion circuit, the first switch unit breaks the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, and the direct current conversion circuit does not multiplex the bridge arms of the vehicle-mounted charger circuit to supply power for the low-voltage load.

When the electric vehicle does not start the air conditioner, the compressor does not work, the three-phase inverter circuit does not need to supply power to the windings of the compressor, at the moment, the second switch unit conducts the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit, and at least one bridge arm of the three-phase inverter circuit is multiplexed by the direct current conversion circuit and is commonly used for supplying power to a low-voltage load.

According to the scheme of the application, when the compressor does not need to work, the direct-current conversion circuit multiplexes the bridge arms of the three-phase inverter circuit, so that the parallel connection of devices with the same specification is realized, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device and the endurance of the whole vehicle are improved.

With reference to the first aspect, in certain implementations of the first aspect, the on-board charger circuit is further configured to convert direct current output by the power battery into alternating current to power the alternating current load. In the process that the vehicle-mounted charger circuit supplies power to an alternating-current load and the three-phase inverter circuit does not supply power to the compressor, the first switch unit is disconnected and the second switch unit is conducted, and at least one bridge arm of the three-phase inverter circuit is multiplexed by the direct-current conversion circuit and is commonly used for supplying power to a low-voltage load.

When the electric vehicle supplies power to the alternating current load, the vehicle-mounted charger circuit works, at the moment, the bridge arms of the vehicle-mounted charger circuit cannot be multiplexed by the direct current conversion circuit, the first switch unit breaks the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, and the direct current conversion circuit does not multiplex the bridge arms of the vehicle-mounted charger circuit to supply power to the low-voltage load. When the electric vehicle does not start the air conditioner, the compressor does not work, the three-phase inverter circuit does not need to supply power to the windings of the compressor, at the moment, the second switch unit conducts the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit, and at least one bridge arm of the three-phase inverter circuit is multiplexed by the direct current conversion circuit and is commonly used for supplying power to the low-voltage load.

With reference to the first aspect, in some implementations of the first aspect, in a process that the three-phase inverter circuit is used for supplying power to the compressor and the vehicle-mounted charger circuit does not charge and discharge the power battery, the first switch unit is turned on and the second switch unit is turned off, and at least one bridge arm of the secondary side rectifying circuit is jointly used for supplying power to the low-voltage load by the direct-current conversion circuit.

When the electric vehicle starts an air conditioner, the compressor works, the three-phase inverter circuit is used for supplying power to windings of the compressor, at the moment, bridge arms of the three-phase inverter circuit cannot be multiplexed by the direct-current conversion circuit, the second switch unit breaks connection between the middle point of at least one bridge arm of the primary side circuit and the middle point of at least one bridge arm of the three-phase inverter circuit, and the direct-current conversion circuit does not multiplex the bridge arms of the three-phase inverter circuit to supply power for a low-voltage load.

When the electric vehicle does not need to charge or discharge the power battery, the vehicle-mounted charger does not work, at the moment, the first switch unit conducts connection between the middle point of at least one bridge arm of the primary side circuit and the middle point of at least one bridge arm of the vehicle-mounted charger circuit, and at least one bridge arm of the direct current conversion circuit multiplexing vehicle-mounted charger circuit is commonly used for supplying power for a low-voltage load.

According to the scheme of the application, when the vehicle-mounted charger does not need to work, the direct current conversion circuit multiplexes the bridge arms of the vehicle-mounted charger circuit, so that the parallel connection of devices with the same specification is realized, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device and the endurance of the whole vehicle are improved.

It should be understood that the compressor does not need to work in most of the time when the vehicle-mounted charger circuit charges the power battery or supplies power to the alternating current load, and the resonance conversion circuit in the vehicle-mounted charger circuit does not need to work in most of the time when the electric vehicle runs, so that a time-sharing multiplexing strategy can be adopted, the bridge arm in the three-phase inverter circuit or the bridge arm in the resonance conversion circuit can be time-sharing multiplexed by the direct current conversion circuit, the parallel connection of silicon carbide power devices is realized, the loss of a switching tube is reduced, and the performance and the endurance of the whole vehicle are improved in most of the time.

With reference to the first aspect, in certain implementations of the first aspect, the third switching unit is turned on during use of the on-board charger circuit to charge the power battery or to power the ac load. In the process that at least one bridge arm of the direct current conversion circuit multiplexing secondary side rectifying circuit is commonly used for supplying power to a low-voltage load, the third switch unit is disconnected.

In the process that the vehicle-mounted charger circuit is used for charging a power battery or supplying power to an alternating current load, a secondary side rectifying circuit of the vehicle-mounted charger circuit is required to be connected with the resonant cavity, and the third switch unit is used for conducting connection between the midpoint of at least one bridge arm of the two bridge arms of the secondary side rectifying circuit and the resonant cavity. In the process that at least one bridge arm of the secondary side rectifying circuit is multiplexed by the direct current conversion circuit and is commonly used for supplying power to a low-voltage load, the direct current conversion circuit works, the vehicle-mounted charger circuit does not work, and in order to avoid the influence of current change in at least one bridge arm of the secondary side rectifying circuit on current in the resonant cavity, a third switch unit breaks connection between the midpoint of at least one bridge arm of two bridge arms of the secondary side rectifying circuit and the resonant cavity.

According to the scheme of the application, the third switch unit is used for controlling the connection between the secondary side rectifying circuit of the vehicle-mounted charger circuit and the resonant cavity, so that the influence on the vehicle-mounted charger circuit when the direct current conversion circuit multiplexes the bridge arm of the vehicle-mounted charger circuit is avoided, and the safety and usability of the power supply device are improved.

With reference to the first aspect, in certain implementations of the first aspect, the fourth switching unit is turned on during use of the three-phase inverter circuit to power the compressor. In the process that at least one bridge arm of the direct current conversion circuit multiplexing three-phase inverter circuit is commonly used for supplying power to a low-voltage load, the fourth switch unit is disconnected.

In the process that the three-phase inverter circuit is used for supplying power to the compressor, the three-phase inverter circuit is respectively connected with windings of the compressor, and the fourth switch unit is used for conducting connection between bridge arms of the three-phase inverter circuit and the windings of the compressor. In the process that at least one bridge arm of the three-phase inverter circuit is multiplexed by the direct-current conversion circuit and is commonly used for supplying power to a low-voltage load, the compressor does not work, and in order to avoid the influence of current change in the bridge arm of the three-phase inverter circuit on the compressor, the fourth switch unit disconnects at least one bridge arm of the three-phase inverter circuit from the windings of the compressor.

According to the scheme of the application, the connection between the three-phase inverter circuit and the compressor winding is controlled through the fourth switch unit, so that the influence on the compressor when the direct-current conversion circuit multiplexes the bridge arm of the three-phase inverter circuit is avoided, and the safety and usability of the power supply device are improved.

With reference to the first aspect, in certain implementations of the first aspect, during use of the on-board charger circuit for charging the power battery and the three-phase inverter circuit for powering the compressor, both the first and second switching units are turned off.

When the vehicle-mounted charger circuit and the three-phase inverter circuit work, the vehicle-mounted charger circuit is used for charging the power battery, the three-phase inverter circuit is used for supplying power to the compressor, at the moment, bridge arms of the vehicle-mounted charger circuit cannot be multiplexed by the direct current conversion circuit, and bridge arms of the three-phase inverter circuit cannot be multiplexed by the direct current conversion circuit, the first switch unit disconnects connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, the second switch unit disconnects connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit, the bridge arms of the direct current conversion circuit do not multiplex the vehicle-mounted charger circuit for supplying power to the low-voltage load, and the bridge arms of the direct current conversion circuit does not multiplex the three-phase inverter circuit for supplying power to the low-voltage load. The direct current conversion circuit supplies power for the low-voltage load through a bridge arm of the primary side circuit.

According to the scheme of the application, when the vehicle-mounted charger circuit and the three-phase inverter circuit work, the direct current conversion circuit does not multiplex bridge arms and works independently, so that the safety and usability of the power supply device are improved.

With reference to the first aspect, in certain implementations of the first aspect, the on-board charger circuit is further configured to convert direct current output by the power battery into alternating current to power the alternating current load. In the process that the vehicle-mounted charger circuit supplies power for an alternating-current load and the three-phase inverter circuit is used for supplying power for a compressor, the first switch unit and the second switch unit are both disconnected.

When the vehicle-mounted charger circuit and the three-phase inverter circuit work, the vehicle-mounted charger circuit is used for supplying power to an alternating current load, the three-phase inverter circuit is used for supplying power to the compressor, at the moment, bridge arms of the vehicle-mounted charger circuit cannot be multiplexed by the direct current conversion circuit, the bridge arms of the three-phase inverter circuit cannot be multiplexed by the direct current conversion circuit, the first switch unit breaks connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, the second switch unit breaks connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit, the bridge arms of the direct current conversion circuit do not multiplex the vehicle-mounted charger circuit for supplying power to a low voltage load, and the bridge arms of the direct current conversion circuit do not multiplex the three-phase inverter circuit for supplying power to the low voltage load. The direct current conversion circuit supplies power for the low-voltage load through a bridge arm of the primary side circuit.

With reference to the first aspect, in some implementations of the first aspect, the primary side circuit is a half-bridge circuit, and a midpoint of one leg of the primary side circuit is used to connect a midpoint of at least one leg of the secondary side rectifying circuit through the first switching element. The midpoint of one bridge arm of the primary side circuit is also used for being connected with the midpoint of at least one bridge arm of the three-phase inverter circuit through the second switch unit.

The primary side circuit of the direct current conversion circuit is a half-bridge circuit, one bridge arm in the primary side circuit comprises two switching tube devices connected in series, the midpoint of the one bridge arm is used for being connected with the midpoint of at least one bridge arm of the secondary side rectification circuit through a first switching unit, and the midpoint of the one bridge arm is also used for being connected with the midpoint of at least one bridge arm of the three-phase inverter circuit through a second switching unit. The other leg in the primary circuit comprises two capacitors in series.

According to the scheme of the application, the primary side circuit is a half-bridge circuit, the midpoint of the bridge arm multiplexed by the direct current conversion circuit is connected with the midpoint of the bridge arm of the switching tube in the primary side circuit, so that the parallel connection of devices with the same specification is realized, the loss of the switching tube is reduced, and the integral performance of the all-in-one power supply device and the endurance of the whole vehicle are improved.

With reference to the first aspect, in certain implementations of the first aspect, the first switching unit and the second switching unit each include a single pole double throw switch, wherein a midpoint of one leg of the secondary side rectifying circuit is configured to be selectively connected to a midpoint of one leg of the primary side circuit or one end of the resonant cavity through the first switching unit. The midpoint of at least one bridge arm of the three-phase inverter circuit is used for selectively connecting the midpoint of one bridge arm of the primary side circuit or the winding of the compressor through the second switch unit.

The midpoint of the secondary side rectifying circuit bridge arm of the vehicle-mounted charger circuit is only connected with the midpoint of one bridge arm of the primary side circuit or one end of the resonant cavity at the same time, so that the first switch unit is realized through a single-pole double-throw switch. The common contact of the single-pole double-throw switch is connected with the midpoint of one bridge arm of the secondary side rectifying circuit, and the two contacts of the single-pole double-throw switch are respectively connected with the midpoint of one bridge arm of the primary side circuit and one end of the resonant cavity.

The midpoint of at least one bridge arm of the three-phase inverter circuit is only connected with the midpoint of one bridge arm of the primary circuit or with the windings of the compressor at the same time, so that the second switch unit is realized by the other single-pole double-throw switch. The common contact of the single-pole double-throw switch is connected with the midpoint of at least one bridge arm of the three-phase inverter circuit, and the two contacts of the single-pole double-throw switch are respectively connected with the midpoint of one bridge arm of the primary circuit and the winding of the compressor.

It should be understood that the single pole double throw switch of the first switching unit is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit and the resonant cavity, so that the single pole double throw switch of the first switching unit performs the function of the third switching unit, where both the first switching unit and the third switching unit are implemented by the single pole double throw switch. The single-pole double-throw switch of the second switch unit can be used for conducting or disconnecting the connection between the midpoint of at least one bridge arm of the three-phase inverter circuit and the winding of the compressor, so that the single-pole double-throw switch of the second switch unit realizes the function of the fourth switch unit, and both the second switch unit and the fourth switch unit are realized by the single-pole double-throw switch.

According to the scheme of the application, bridge arm multiplexing of the direct current conversion circuit can be realized by adding two single-pole double-throw switches, the direct current conversion circuit is decoupled from the vehicle-mounted charger circuit and the three-phase inverter circuit, and the direct current conversion circuit can work independently, so that the cost is low, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device and the endurance of the whole vehicle are improved.

With reference to the first aspect, in some implementations of the first aspect, the primary side circuit is a full-bridge circuit, the primary side circuit includes two bridge arms, and a midpoint of one bridge arm of the primary side circuit is used to connect a midpoint of one bridge arm in the vehicle-mounted charger circuit through the first switch unit and connect a midpoint of one bridge arm of the three-phase inverter circuit through the second switch unit. The midpoint of the other bridge arm of the primary side circuit is used for being connected with the midpoint of the other bridge arm in the vehicle-mounted charger circuit through the first switch unit and is connected with the midpoint of the other bridge arm of the three-phase inverter circuit through the second switch unit.

The primary side circuit of the direct current conversion circuit is a full-bridge circuit, and two bridge arms in the primary side circuit respectively comprise two switching tube devices connected in series. The direct current conversion circuit multiplexes two bridge arms in the vehicle-mounted charger circuit or two bridge arms in the three-phase inverter circuit. The midpoints of the two bridge arms of the primary side circuit are respectively connected with the midpoints of the two multiplexed bridge arms. The midpoint of one bridge arm of the primary side circuit is used for being connected with the midpoint of one bridge arm of the vehicle-mounted charger circuit through the first switch unit, and the midpoint of the other bridge arm of the primary side circuit is used for being connected with the midpoint of the other bridge arm of the vehicle-mounted charger circuit through the first switch unit. The midpoint of one bridge arm of the primary side circuit is used for being connected with the midpoint of one bridge arm of the three-phase inverter circuit through the second switch unit, and the midpoint of the other bridge arm of the primary side circuit is used for being connected with the midpoint of the other bridge arm of the three-phase inverter circuit through the second switch unit.

According to the scheme of the application, the primary side circuit is a full-bridge circuit, the midpoints of the two bridge arms of the direct current conversion circuit are respectively connected with the midpoints of the two bridge arms of the primary side circuit, so that the parallel connection of devices with the same specification is realized, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device and the endurance of the whole vehicle are improved.

With reference to the first aspect, in some implementations of the first aspect, the first switching unit and the second switching unit each include two single pole double throw switches, and midpoints of two legs of the secondary side rectifying circuit are used to selectively connect midpoints of two legs of the primary side circuit or two ends of the resonant cavity through the two single pole double throw switches of the first switching unit. The midpoints of the two bridge arms of the three-phase inverter circuit are selectively connected with the midpoints of the two bridge arms of the primary side circuit or the windings of the compressor through the two single-pole double-throw switches of the second switch unit.

The midpoint of the two bridge arms of the secondary side rectifying circuit of the vehicle-mounted charger circuit is only connected with the midpoint of the two bridge arms of the primary side circuit or connected with the resonant cavity at the same time, so that the first switch unit is realized through two single-pole double-throw switches.

The middle points of the two bridge arms of the three-phase inverter circuit are only connected with the middle points of the two bridge arms of the primary side circuit or connected with the windings of the compressor at the same time, so that the second switch unit is realized through two single-pole double-throw switches.

It should be understood that the single pole double throw switch of the first switching unit is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit and the resonant cavity, so that the single pole double throw switch of the first switching unit performs the function of the third switching unit, where both the first switching unit and the third switching unit are implemented by the two single pole double throw switches. The single-pole double-throw switch of the second switch unit can be used for conducting or disconnecting the connection between the midpoint of at least one bridge arm of the three-phase inverter circuit and the winding of the compressor, so that the single-pole double-throw switch of the second switch unit realizes the function of the fourth switch unit, and both the second switch unit and the fourth switch unit are realized by the two single-pole double-throw switches.

In other implementations, the switching unit is a combination of multiple switches, and the topology of the multiple switches can achieve the same control effect.

According to the scheme of the application, four single-pole double-throw switches are added to realize bridge arm multiplexing of the direct-current conversion circuit, and the direct-current conversion circuit is decoupled from the vehicle-mounted charger circuit and the three-phase inverter circuit, so that the direct-current conversion circuit can work independently, the cost is low, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device and the whole vehicle endurance are improved.

In a second aspect, the present application provides a powertrain comprising a drive motor and the in-line power supply of the first aspect and its various implementations for receiving power from a power battery to drive the drive motor.

In a third aspect, the present application provides an electric vehicle comprising four wheels, a power cell and a powertrain as described in the second aspect for receiving power from the power cell to drive the four wheels.

Other advantages of the first aspect may be referred to as the advantages described in the first aspect, and will not be described here again.

Drawings

FIG. 1 is a schematic illustration of an electric vehicle provided by an embodiment of the present application;

fig. 2 is a schematic diagram of a circuit of an all-in-one power supply device according to an embodiment of the present application;

fig. 3 is a schematic diagram of an all-in-one power supply device according to an embodiment of the present application;

Fig. 4 is a schematic circuit diagram of an integrated power supply device according to an embodiment of the present application;

fig. 5 is a schematic structural diagram of another integrated power supply device according to an embodiment of the present application;

FIG. 6 is a schematic diagram of another embodiment of an integrated power supply device;

Fig. 7 is a schematic structural diagram of another integrated power supply device according to an embodiment of the present application;

Fig. 8 is a schematic circuit topology diagram of an all-in-one power supply device according to an embodiment of the present application;

FIG. 9 is a schematic circuit diagram of another integrated power supply device according to an embodiment of the present application;

Fig. 10 is a schematic circuit diagram of another integrated power supply device according to an embodiment of the present application;

FIG. 11 is a schematic circuit topology of another integrated power supply device according to an embodiment of the present application;

FIG. 12 is a schematic diagram of a circuit topology of another integrated power supply device according to an embodiment of the present application;

fig. 13 is a schematic circuit topology diagram of another integrated power supply device according to an embodiment of the present application;

fig. 14 is a schematic circuit topology diagram of another integrated power supply device according to an embodiment of the present application;

FIG. 15 is a schematic circuit diagram of another integrated power supply device according to an embodiment of the present application;

FIG. 16 is a schematic diagram of a circuit topology of another integrated power supply device according to an embodiment of the present application;

Fig. 17 is a schematic circuit topology diagram of another integrated power supply device according to an embodiment of the present application.

Detailed Description

The technical scheme of the application will be described below with reference to the accompanying drawings. The following detailed description of the embodiments and the accompanying drawings are provided to illustrate the principles of the application and are not intended to limit the scope of the application, i.e., the application is not limited to the embodiments described.

Fig. 1 is a schematic diagram of an architecture of an electric vehicle 10 provided in an embodiment of the present application.

As shown in fig. 1, the electric vehicle 10 includes four wheels, a power battery 20, a power assembly 30, and a low voltage load 60, wherein the power assembly 30 includes an all-in-one power supply 40 and a drive motor 50. During charging of the electric vehicle 10, the powertrain 30 is configured to receive ac power and convert the ac power to dc power for charging the power battery 20. During travel of the electric vehicle 10, the powertrain 30 is configured to receive direct current from the power battery 20 and to power the drive motor 50 to drive the four wheels.

Low voltage load 60 is a powered device within electric vehicle 10 and may be one or more low voltage devices within a power system, a control system, a sensor system, a switching system, a multimedia system, a lighting system, a safety system, a micro-motor system, and related accessory systems. Such as low voltage batteries, power windows, indoor lighting, cigarette lighters, brake lights, ignition sparks, air conditioning, driving assistance systems, infotainment systems, etc.

The electric vehicle 10 in the embodiment of the present application may be any one of various types of vehicles such as a car, a van, a passenger car, or other types of vehicles driven by a power battery. Among them, the electric vehicle 10 includes, but is not limited to, a pure electric vehicle (pure ELECTRIC VEHICLE/battery ELECTRIC VEHICLE, pure EV/battery EV), a Hybrid ELECTRIC VEHICLE (HEV), a Range Extended ELECTRIC VEHICLE (REEV), a plug in hybrid ELECTRIC VEHICLE (PHEV), a new energy vehicle (NEW ENERGY VEHICLE, NEV), and the like.

The product scheme of the vehicle-mounted charger gradually evolves to 800V and multiple-in-one forms, and gradually starts to fuse the components such as the electric vehicle thermal management system (THERMAL MANAGEMENT SYSTEM, TMS) and the like, and the multiple-in-one power supply device integrates a vehicle-mounted charger (OBC), a direct current/direct current converter (DC/DC) and an air conditioner compressor circuit. The power converters such as the resonant converter, the direct current/direct current converter, the compressor inverter and the like in the vehicle-mounted charger are directly connected with the high-voltage power battery. However, the existing product only realizes the physical fusion of multiple components, all components adopt independent control strategies, fusion control is not performed, and the performance of the whole machine is not improved through the mutual coordination of the multiple components.

Fig. 2 is a schematic circuit diagram of an all-in-one power supply device. As shown in fig. 2, the all-in-one power supply device 40 includes a dc conversion circuit 42, an in-vehicle charger circuit 43, and a three-phase inverter circuit 44. The dc conversion circuit 42 is configured to down-convert the dc power output from the power battery 20 to power a low-voltage load, and the dc conversion circuit 42 includes a primary circuit 421, a transformer 422, and a secondary circuit 423 that are sequentially connected. The vehicle-mounted charger circuit 43 is configured to receive power supplied by an ac power source and charge the power battery 20 of the electric vehicle 10, the vehicle-mounted charger circuit 43 includes a resonant conversion circuit 432, the resonant conversion circuit 432 is configured to perform power conversion on the dc power output by the power factor correction circuit 431 and charge the power battery 20, and the resonant conversion circuit 432 includes a primary rectifying circuit 433, a resonant cavity 434, and a secondary rectifying circuit 435. The three-phase inverter circuit 44 is configured to receive power from the power battery 20 and to power a compressor of the electric vehicle 10.

Based on the circuit schematic diagram of the all-in-one power supply device shown in fig. 2, the embodiment of the application provides the all-in-one power supply device 40, the power assembly and the electric vehicle 10 for realizing the multiplexing of the bridge arms, wherein the bridge arms on the high-voltage side are multiplexed as the bridge arms of the direct-current conversion circuit 42, so that the parallel connection of devices with the same specification is realized, the loss of a switching tube is reduced, and the performance of the whole device and the cruising duration of the whole vehicle are improved.

Fig. 3 is a schematic diagram of an integrated power supply device according to an embodiment of the present application, where the integrated power supply device 40 includes a housing 41, and the housing 41 is used for accommodating a circuit board, and the circuit board is used for carrying electrical components of a vehicle-mounted charger circuit 43, a three-phase inverter circuit 44, and a dc conversion circuit 42.

In one embodiment, housing 41 further includes a power battery interface for connecting power battery 20 of electric vehicle 10 and an external interface for connecting an ac load or an ac power source and a load interface for connecting low voltage load 60. The integrated power supply device 40 is configured to receive ac power provided by an ac power source or supply power to an ac load through an external interface, and the integrated power supply device 40 is further configured to charge the power battery 20 or receive power supplied by the power battery 20 through a power battery interface.

Fig. 4 to fig. 7 are schematic circuit structures of an integrated power supply device 40 according to an embodiment of the application. The all-in-one power supply device 40 in fig. 4 includes a first switching unit 45 and a second switching unit 46. The all-in-one power supply device 40 in fig. 5 includes a first switching unit 45, a second switching unit 46, and a third switching unit 47. The all-in-one power supply device 40 in fig. 6 includes a first switching unit 45, a second switching unit 46, and a fourth switching unit 48. The all-in-one power supply device 40 in fig. 7 includes a first switching unit 45, a second switching unit 46, a third switching unit 47, and a fourth switching unit 48.

Referring to fig. 4 to 7, the all-in-one power supply device 40 includes a first switch unit 45 and a second switch unit 46. The first switching unit 45 is used for switching on or off the connection between the midpoint of at least one leg of the primary side circuit 421 and the midpoint of at least one leg of the vehicle-mounted charger circuit 43, and the second switching unit 46 is used for switching on or off the connection between the midpoint of at least one leg of the primary side circuit 421 and the midpoint of at least one leg of the three-phase inverter circuit 44.

The dc conversion circuit 42 is used for being connected to the power battery 20 and the low-voltage load 60, and the dc conversion circuit 42 is used for performing buck conversion on the high-voltage dc power output by the vehicle-mounted charger circuit 43 or the power battery 20 to low-voltage dc power to supply or charge the low-voltage load 60. The dc conversion circuit 42 performs down-conversion by the transformer 422, the transformer 422 includes a primary winding and a secondary winding, the primary circuit 421 of the dc conversion circuit 42 supplies power to the primary winding of the transformer 422, and the secondary circuit 423 of the dc conversion circuit 42 receives power from the secondary winding of the transformer 422. The bridge arm of the primary circuit 421 can realize multi-bridge arm parallel connection by multiplexing the bridge arm of the vehicle-mounted charger circuit 43 or the three-phase inverter circuit 44.

If the direct current conversion circuit 42, the three-phase inverter circuit 44 and the vehicle-mounted charger circuit 43 are respectively and independently controlled, the primary circuit 421 of the direct current conversion circuit 42 uses one or two bridge arms, the matching between the bridge arms is lacking, the loss of the switching tube is larger, and the efficiency is not high. Since the dc conversion circuit 42 needs to operate frequently, and the three-phase inverter circuit 44 and the on-vehicle charger circuit 43 do not normally operate together, the dc conversion circuit 42 can multiplex the bridge arms of the on-vehicle charger circuit 43 or the three-phase inverter circuit 44. The midpoint of at least one bridge arm of the primary side circuit 421 of the direct-current conversion circuit 42 and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit 43 are connected through a first switch unit, and the direct-current conversion circuit 42 realizes multiplexing of the bridge arms of the vehicle-mounted charger circuit 43 through the first switch unit. The midpoint of at least one leg of the primary circuit 421 of the dc-dc conversion circuit 42 and the midpoint of at least one leg of the three-phase inverter circuit 44 are connected by a second switching unit, and the dc-dc conversion circuit 42 implements multiplexing of the legs of the three-phase inverter circuit 44 by the second switching unit.

The connection between the midpoint of at least one leg of the primary side circuit 421 and the midpoint of at least one leg of the vehicle-mounted charger circuit 43 is turned on or off by the first switching unit to control whether the direct-current conversion circuit 42 multiplexes the legs of the vehicle-mounted charger circuit 43, and the connection between the midpoint of at least one leg of the primary side circuit 421 and the midpoint of at least one leg of the three-phase inverter circuit 44 is turned on or off by the second switching unit to control whether the direct-current conversion circuit 42 multiplexes the legs of the three-phase inverter circuit 44. Specifically, when the first switching unit turns on the connection between the midpoint of at least one bridge arm of the primary side circuit 421 and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit 43, the dc conversion circuit 42 multiplexes the bridge arms of the vehicle-mounted charger circuit 43. When the first switching unit disconnects the connection between the midpoint of at least one leg of the primary side circuit 421 and the midpoint of at least one leg of the in-vehicle charger circuit 43, the dc conversion circuit 42 does not multiplex the legs of the in-vehicle charger circuit 43. The dc conversion circuit 42 multiplexes the legs of the three-phase inverter circuit 44 when the second switching unit turns on the connection between the midpoint of at least one leg of the primary circuit 421 and the midpoint of at least one leg of the three-phase inverter circuit 44. The dc conversion circuit 42 does not multiplex the legs of the three-phase inverter circuit 44 when the second switching unit disconnects the connection between the midpoint of at least one leg of the primary circuit 421 and the midpoint of at least one leg of the three-phase inverter circuit 44.

The two ends of the vehicle-mounted charger circuit 43, the three-phase inverter circuit 44 and the direct current conversion circuit 42 are connected with the two ends of the power battery 20, and are both on the high-voltage side, the power levels are similar, and the power devices can use silicon carbide modules with the same specification.

According to the scheme of the application, the bridge arm of the high-voltage side circuit is multiplexed as the bridge arm of the direct-current conversion circuit 42, so that the parallel connection of devices with the same specification is realized, the loss of a switching tube is reduced, and the overall performance of the all-in-one power supply device 40 and the endurance of the whole vehicle are improved.

The electric vehicle 10 has various working scenarios, and the dc conversion circuit 42 can multiplex the working conditions of the bridge arm to make the dc conversion circuit 42 work, and at least one of the vehicle-mounted charger circuit 43 and the compressor does not work.

The operation states of the first switching unit 45 and the second switching unit 46 will be described below in conjunction with various operation scenarios of the electric vehicle 10 and schematic diagrams of the all-in-one power supply device 40 of fig. 4 to 7.

In the first scenario, two of the on-vehicle charger circuit 43 and the compressor are not operated, for example, a driving or parking non-air-conditioning scenario, in which the electric vehicle 10 does not turn on an air conditioner and does not turn on an in-vehicle discharge scenario, and in which the dc conversion circuit 42 is operated alone. The on-board charger circuit 43 does not charge the power battery 20, and the three-phase inverter circuit 44 does not power the compressor.

In one embodiment, during a period when the vehicle-mounted charger circuit 43 is not charging or discharging the power battery 20 and the three-phase inverter circuit 44 is not supplying power to the compressor, the first switching unit 45 is turned off and the second switching unit 46 is turned on, the dc conversion circuit 42 multiplexes at least one leg of the three-phase inverter circuit 44 together for supplying power to the low-voltage load 60, or the first switching unit 45 is turned on and the second switching unit 46 is turned off, and the dc conversion circuit 42 multiplexes at least one leg of the secondary side rectifying circuit 435 together for supplying power to the low-voltage load 60.

When the vehicle-mounted charger circuit 43 and the compressor are not in operation, at least one bridge arm of the secondary side rectification circuit 435 or at least one bridge arm of the three-phase inverter circuit 44 can be multiplexed by the direct current conversion circuit 42, and the first switch unit 45 and the second switch unit 46 are turned on, and the other is turned off to realize bridge arm multiplexing.

In the second scenario, the on-vehicle charger circuit 43 is operated and the compressor is not operated, for example, the driver does not turn on the air conditioner in the vehicle, and the electric vehicle 10 does not turn on the air conditioner at this time, and turns on the charging or discharging in the vehicle. At this time, the on-board charger circuit 43 is used for charging the power battery 20 and the three-phase inverter circuit 44 does not supply power to the compressor, or the on-board charger circuit 43 supplies power to the ac load and the three-phase inverter circuit 44 does not supply power to the compressor.

In one embodiment, during the time that the on-board charger circuit 43 is used to charge the power battery 20 and the three-phase inverter circuit 44 is not powering the compressor, the first switching unit 45 is turned off and the second switching unit 46 is turned on, and the dc conversion circuit 42 multiplexes at least one leg of the three-phase inverter circuit 44 together for powering the low voltage load 60.

When the electric vehicle 10 charges the power battery 20, the vehicle-mounted charger circuit 43 works, and at this time, the bridge arms of the vehicle-mounted charger circuit 43 cannot be multiplexed by the dc conversion circuit 42, the first switch unit 45 disconnects the connection between the midpoint of at least one bridge arm of the primary circuit 421 and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit 43, and the dc conversion circuit 42 does not multiplex the bridge arm of the vehicle-mounted charger circuit 43 to supply power to the low-voltage load 60.

When the electric vehicle 10 is not on, the compressor is not operating, the three-phase inverter circuit 44 does not need to supply power to the windings of the compressor, and at this time, the second switching unit 46 turns on the connection between the midpoint of at least one leg of the primary circuit 421 and the midpoint of at least one leg of the three-phase inverter circuit 44, and the direct-current conversion circuit 42 multiplexes at least one leg of the three-phase inverter circuit 44 together for supplying power to the low-voltage load 60.

In one embodiment, the on-board charger circuit 43 is also configured to convert the dc power output from the power cell 20 to ac power for powering an ac load. In the process that the vehicle-mounted charger circuit 43 supplies power to the alternating-current load and the three-phase inverter circuit 44 does not supply power to the compressor, the first switch unit 45 is turned off and the second switch unit 46 is turned on, and the direct-current conversion circuit 42 multiplexes at least one bridge arm of the three-phase inverter circuit 44 to be commonly used for supplying power to the low-voltage load 60.

When the electric vehicle 10 supplies power to the ac load, the on-board charger circuit 43 works, and at this time, the bridge arms of the on-board charger circuit 43 cannot be multiplexed by the dc conversion circuit 42, the first switch unit 45 disconnects the connection between the midpoint of at least one bridge arm of the primary side circuit 421 and the midpoint of at least one bridge arm of the on-board charger circuit 43, and the dc conversion circuit 42 does not multiplex the bridge arm of the on-board charger circuit 43 to supply power to the low voltage load 60. When the electric vehicle 10 is not on, the compressor is not operated, the three-phase inverter circuit 44 does not need to supply power to the windings of the compressor, and at this time, the second switching unit 46 turns on the connection between the midpoint of at least one leg of the primary circuit 421 and the midpoint of at least one leg of the three-phase inverter circuit 44, and the dc conversion circuit 42 multiplexes at least one leg of the three-phase inverter circuit 44 together for supplying power to the low-voltage load 60.

Scene three, in which the vehicle-mounted charger circuit 43 is not operated and the compressor is operated, for example, in a driving or parking air conditioning scene, the electric vehicle 10 turns on the air conditioner and does not perform charge and discharge. The three-phase inverter circuit 44 is used to power the compressor at this time and the on-board charger circuit 43 does not charge or discharge the power battery 20.

In one embodiment, during the period when the three-phase inverter circuit 44 is used to power the compressor and the on-board charger circuit 43 is not charging or discharging the power battery 20, the first switch unit 45 is turned on and the second switch unit 46 is turned off, and the dc conversion circuit 42 multiplexes at least one leg of the secondary side rectifier circuit 435 together for powering the low voltage load 60.

When the electric vehicle 10 is turned on and the compressor is operated, the three-phase inverter circuit 44 is used for supplying power to the windings of the compressor, and at this time, the bridge arms of the three-phase inverter circuit 44 cannot be multiplexed by the dc conversion circuit 42, the second switch unit 46 disconnects the connection between the midpoint of at least one bridge arm of the primary circuit 421 and the midpoint of at least one bridge arm of the three-phase inverter circuit 44, and the dc conversion circuit 42 does not multiplex the bridge arm of the three-phase inverter circuit 44 to supply power to the low-voltage load 60.

When the electric vehicle 10 does not need to charge or discharge the power battery 20, the vehicle-mounted charger does not work, and at this time, the first switch unit 45 conducts the connection between the midpoint of at least one bridge arm of the primary side circuit 421 and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit 43, and the direct current conversion circuit 42 multiplexes at least one bridge arm of the vehicle-mounted charger circuit 43 together for supplying power to the low voltage load 60.

According to the scheme of the application, when the vehicle-mounted charger does not need to work, the direct current conversion circuit 42 multiplexes the bridge arms of the vehicle-mounted charger circuit 43, realizes parallel connection with devices of the same specification, reduces the loss of a switching tube, and improves the overall performance of the all-in-one power supply device 40 and the endurance of the whole vehicle.

In the fourth scenario, the on-vehicle charger circuit 43 and the compressor circuit are both operated, for example, the driver turns on the air conditioner in the vehicle and charges or discharges the electric vehicle 10, and the electric vehicle 10 turns on the air conditioner and charges or discharges. In this case, the on-board charger circuit 43 is used to charge the power battery 20 and the three-phase inverter circuit 44 is used to power the compressor.

In one embodiment, during the time that the on-board charger circuit 43 is used to charge the power battery 20 and the three-phase inverter circuit 44 is used to power the compressor, both the first switching unit 45 and the second switching unit 46 are turned off.

In one embodiment, the on-board charger circuit 43 is also configured to convert the dc power output from the power cell 20 to ac power for powering an ac load. During the time when the vehicle-mounted charger circuit 43 is supplying an ac load and the three-phase inverter circuit 44 is used to supply power to the compressor, both the first switching unit 45 and the second switching unit 46 are turned off.

When the vehicle-mounted charger circuit 43 and the three-phase inverter circuit 44 both operate, the vehicle-mounted charger circuit 43 is used for charging the power battery 20 or supplying power to an ac load, the three-phase inverter circuit 44 is used for supplying power to the compressor, at this time, neither the bridge arms of the vehicle-mounted charger circuit 43 can be multiplexed by the dc conversion circuit 42, nor the bridge arms of the three-phase inverter circuit 44 can be multiplexed by the dc conversion circuit 42, the first switching unit 45 disconnects the connection between the midpoint of at least one bridge arm of the primary side circuit 421 and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit 43, the second switching unit 46 disconnects the connection between the midpoint of at least one bridge arm of the primary side circuit 421 and the midpoint of at least one bridge arm of the three-phase inverter circuit 44, the dc conversion circuit 42 does not multiplex the bridge arm of the vehicle-mounted charger circuit 43 to supply power to the low voltage load 60, and the bridge arm of the dc conversion circuit 42 does not multiplex the three-phase inverter circuit 44 to supply power to the low voltage load 60. The dc conversion circuit 42 supplies power to the low voltage load 60 through the legs of the primary circuit 421.

According to the scheme of the application, when the vehicle-mounted charger circuit 43 and the three-phase inverter circuit 44 work, the direct current conversion circuit 42 does not multiplex bridge arms and works independently, so that the safety and usability of the power supply device are improved.

It should be appreciated that the compressor need not be operated during most of the time that the onboard charger circuit 43 is charging the power battery 20 or powering an ac load, and that the resonant conversion circuit 432 in the onboard charger circuit 43 need not be operated during most of the travel of the electric vehicle 10, i.e., less time for scenario four to occur. Therefore, a time-sharing multiplexing strategy can be adopted, the direct current conversion circuit 42 time-sharing multiplexes the bridge arms in the three-phase inverter circuit 44 or the bridge arms in the resonant conversion circuit 432, so that the parallel connection of the silicon carbide power devices is realized, the loss of the switching tube is reduced, and the performance and the whole vehicle endurance are improved in most of the time.

Referring to fig. 5, in one embodiment, the all-in-one power supply device 40 further includes a third switching unit 47, where the third switching unit 47 is configured to switch on or off a connection between a midpoint of at least one of two legs of the secondary rectifying circuit 435 and the resonant cavity 434.

The midpoint of at least one leg of the primary side circuit 421 of the dc conversion circuit 42 is connected to the midpoint of one leg of the secondary side rectifying circuit 435 of the vehicle-mounted charger circuit 43 through the first switching unit 45, or the midpoint of at least one leg of the primary side circuit 421 of the dc conversion circuit 42 is connected to the midpoint of two legs of the secondary side rectifying circuit 435 of the vehicle-mounted charger circuit 43 through the first switching unit 45. When the dc conversion circuit 42 multiplexes the bridge arms of the on-board charger circuit 43, the current change in the secondary side rectifier circuit 435 causes the current change in the resonant cavity 434, thereby affecting the on-board charger circuit 43. The third switching unit 47 is used to switch on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434, so as to control the influence of the direct current conversion circuit 42 on the non-working vehicle-mounted charger when multiplexing the legs of the vehicle-mounted charger circuit 43.

Referring to fig. 6, in one embodiment, the all-in-one power supply device 40 further includes a fourth switching unit 48, and the fourth switching unit 48 is configured to switch on or off a connection between a midpoint of at least one leg of the three-phase inverter circuit 44 and a winding of the compressor.

The midpoint of at least one leg of the primary side circuit 421 of the dc-dc converter circuit 42 is connected to the midpoint of one leg of the three-phase inverter circuit 44 through the second switch unit 46, or the midpoint of at least one leg of the primary side circuit 421 of the dc-converter circuit 42 is connected to the midpoint of two legs of the three-phase inverter circuit 44 through the second switch unit 46, or the midpoint of at least one leg of the primary side circuit 421 of the dc-converter circuit 42 is connected to the midpoint of three legs of the three-phase inverter circuit 44 through the second switch unit 46. When the dc conversion circuit 42 multiplexes the legs of the three-phase inverter circuit 44, if at least two legs of the three-phase inverter circuit 44 operate, the three-phase inverter circuit 44 supplies power to the compressor, thereby affecting the compressor. The connection between the midpoint of at least one leg of the three-phase inverter circuit 44 and the windings of the compressor is turned on or off by the fourth switching unit 48 to control the influence on the compressor when the dc conversion circuit 42 multiplexes the legs of the three-phase inverter circuit 44.

Referring to fig. 7, in one embodiment, the all-in-one power supply device 40 further includes a third switching unit 47 and a fourth switching unit 48, the third switching unit 47 is used for turning on or off a connection between a midpoint of at least one of two legs of the secondary side rectification circuit 435 and the resonant cavity 434, and the fourth switching unit 48 is used for turning on or off a connection between a midpoint of at least one leg of the three-phase inverter circuit 44 and a winding of the compressor.

The operation states of the third switching unit 47 and the fourth switching unit 48 will be described with reference to schematic diagrams of the all-in-one power supply device 40 of fig. 5 to 7.

In one embodiment, the third switching unit 47 is turned on during use of the on-board charger circuit 43 to charge the power battery 20 or to power an ac load. The third switching unit 47 is turned off during the multiplexing of the dc conversion circuit 42 with at least one leg of the secondary side rectifying circuit 435 for supplying power to the low voltage load 60.

In the process that the vehicle-mounted charger circuit 43 is used for charging the power battery 20 or supplying power to the ac load, the secondary side rectifying circuit 435 of the vehicle-mounted charger circuit 43 needs to be connected with the resonant cavity 434, and the third switch unit 47 conducts the connection between the midpoint of at least one of the two bridge arms of the secondary side rectifying circuit 435 and the resonant cavity 434. In the process that the direct current conversion circuit 42 multiplexes at least one leg of the secondary side rectifying circuit 435 together for supplying power to the low voltage load 60, the direct current conversion circuit 42 operates, the vehicle-mounted charger circuit 43 does not operate, and in order to avoid that the current change in the at least one leg of the secondary side rectifying circuit 435 affects the current in the resonant cavity 434, the third switching unit 47 disconnects the connection between the midpoint of at least one leg of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434.

According to the scheme of the application, the third switch unit 47 controls the connection between the secondary side rectification circuit 435 of the vehicle-mounted charger circuit 43 and the resonant cavity 434, so that the influence on the vehicle-mounted charger circuit 43 when the direct current conversion circuit 42 multiplexes the bridge arm of the vehicle-mounted charger circuit 43 is avoided, and the safety and usability of the power supply device are improved.

In one embodiment, during use of the three-phase inverter circuit 44 to power a compressor, the fourth switching unit 48 is turned on. During the multiplexing of the dc conversion circuit 42 with at least one leg of the three-phase inverter circuit 44 for supplying the low voltage load 60 in common, the fourth switching unit 48 is opened.

In the process of using the three-phase inverter circuit 44 to supply power to the compressor, the three-phase inverter circuit 44 is connected to the windings of the compressor, and the fourth switching unit 48 turns on the connection between the bridge arms of the three-phase inverter circuit 44 and the windings of the compressor. In the process that the direct current conversion circuit 42 multiplexes at least one bridge arm of the three-phase inverter circuit 44 together for supplying power to the low voltage load 60, the compressor does not work, and in order to avoid the influence of the current variation in the bridge arm of the three-phase inverter circuit 44 on the compressor, the fourth switch unit 48 disconnects at least one bridge arm of the three-phase inverter circuit 44 from the windings of the compressor.

According to the scheme of the application, the connection between the three-phase inverter circuit 44 and the compressor winding is controlled through the fourth switch unit 48, so that the influence on the compressor when the direct-current conversion circuit 42 multiplexes the bridge arms of the three-phase inverter circuit 44 is avoided, and the safety and usability of the power supply device are improved.

Fig. 8 to 17 are schematic circuit topologies of an integrated power supply device 40 according to an embodiment of the present application. The primary circuit 421 of the dc conversion circuit 42 is divided into a half-bridge circuit and a full-bridge circuit according to the topology difference of the dc conversion circuit 42. The primary side circuit 421 of the dc conversion circuit 42 of the all-in-one power supply device 40 in fig. 8 to 13 is a half-bridge circuit. The primary side circuit 421 of the dc conversion circuit 42 of the all-in-one power supply device 40 in fig. 14 to 17 is a full bridge circuit.

In one embodiment, referring to fig. 8 to 13, the primary side circuit 421 is a half-bridge circuit, and a midpoint of one leg of the primary side circuit 421 is used to connect a midpoint of at least one leg of the secondary side rectifying circuit 435 through the first switching element 45. The midpoint of one leg of the primary side circuit 421 is also used to connect the midpoint of at least one leg of the three-phase inverter circuit 44 through the second switching element 46.

The primary side circuit 421 of the dc conversion circuit 42 is a half-bridge circuit, and one leg of the primary side circuit 421 includes two switching transistor devices connected in series, and a midpoint of the one leg is used to connect a midpoint of at least one leg of the secondary side rectifying circuit 435 through the first switching unit 45, and a midpoint of the one leg is also used to connect a midpoint of at least one leg of the three-phase inverter circuit 44 through the second switching unit 46. The other leg in the primary circuit 421 comprises two capacitors in series.

When the primary side circuit 421 is a half-bridge circuit, the dc conversion circuit 42 multiplexes one or both of the legs of the secondary side rectifier circuit 435 of the vehicle-mounted charger circuit 43 according to different arrangement modes of the first switch unit 45. The dc conversion circuit 42 multiplexes one leg or two legs or three legs of the three-phase inverter circuit 44 according to different arrangement modes of the second switching unit 46.

In one example, as shown in fig. 8, the first switching unit 45 and the second switching unit 46 each comprise a single pole double throw switch, wherein a midpoint of one leg of the secondary side rectifying circuit 435 is used to selectively connect a midpoint of one leg of the primary side circuit 421 or one end of the resonant cavity 434 through the first switching unit 45. The midpoint of at least one leg of the three-phase inverter circuit 44 is used to selectively connect the midpoint of one leg of the primary circuit 421 or the windings of the compressor through the second switching unit 46.

The midpoint of the bridge arm of the secondary rectifying circuit 435 of the vehicle-mounted charger circuit 43 is only connected to the midpoint of one bridge arm of the primary circuit 421 or to one end of the resonant cavity 434 at the same time, so that the first switching unit 45 is implemented by a single-pole double-throw switch S1. The common contact of the single-pole double-throw switch S1 is connected to the midpoint of one leg of the secondary rectifying circuit 435, and the two contacts of the single-pole double-throw switch S1 are respectively connected to the midpoint of one leg of the primary circuit 421 and one end of the resonant cavity 434.

The midpoint of at least one leg of the three-phase inverter circuit 44 will be connected at the same time only to the midpoint of one leg of the primary circuit 421 or to the windings of the compressor, so the second switching unit 46 is implemented by another single pole double throw switch S2. The common contact of the single-pole double-throw switch S2 is connected to the midpoint of at least one bridge arm of the three-phase inverter circuit 44, and the two contacts of the single-pole double-throw switch S2 are respectively connected to the midpoint of one bridge arm of the primary circuit 421 and the windings of the compressor.

The first switch unit 45 may implement parallel connection of two legs of the dc conversion circuit 42 through one single-pole double-throw switch S1, and when the single-pole double-throw switch S1 is connected to the right, one leg of the secondary rectifying circuit 435 is connected to one leg of the dc conversion circuit 42 in parallel. When the single pole double throw switch S1 is connected to the left, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 may implement the half-bridge dc conversion circuit 42 by using a single-pole double-throw switch S2, where one leg of the compressor is connected in parallel to one leg of the dc conversion circuit 42 when the single-pole double-throw switch S2 is connected to the left. When the single pole double throw switch S2 is connected to the right, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated separately.

It should be appreciated that the single pole double throw switch of the first switching unit 45 is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434, so that the single pole double throw switch of the first switching unit 45 performs the function of the third switching unit 47, in which case both the first switching unit 45 and the third switching unit 47 are implemented by the single pole double throw switch S1. The single pole double throw switch of the second switching unit 46 is capable of switching on or off the connection between the midpoint of at least one leg of the three-phase inverter circuit 44 and the windings of the compressor, so the single pole double throw switch of the second switching unit 46 performs the function of the fourth switching unit 48, while both the second switching unit 46 and the fourth switching unit 48 are implemented by the single pole double throw switch S2.

According to the scheme of the application, the bridge arm multiplexing of the direct current conversion circuit 42 can be realized by adding two single-pole double-throw switches, the direct current conversion circuit 42 is decoupled from the vehicle-mounted charger circuit 43 and the three-phase inverter circuit 44, the direct current conversion circuit can work independently, the cost is low, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device 40 and the whole vehicle cruising time are improved.

In another example, as shown in fig. 9, the first switching unit 45 includes two single pole single throw switches, and the third switching unit 47 includes two single pole single throw switches. The second switching unit 46 includes a single pole single throw switch.

The first switch unit 45 may implement parallel connection of three legs of the dc conversion circuit 42 through the two single pole double throw switches S3 and S4, and the third switch unit 47 may implement parallel connection of two legs of the dc conversion circuit 42 through the two single pole double throw switches S1 and S2, and when the single pole single throw switch S1 and S2 are turned off and the single pole single throw switch S3 and S4 are turned on, the two legs of the secondary side rectifying circuit 435 are connected in parallel to one leg of the dc conversion circuit 42. When the single pole single throw switch S1 and the single pole single throw switch S2 are closed and the single pole single throw switch S3 and the single pole single throw switch S4 are opened, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 can implement the half-bridge dc conversion circuit 42 by using a single pole single throw switch S5, and when the single pole single throw switch S5 is closed, one bridge arm of the compressor is connected in parallel to one bridge arm of the dc conversion circuit 42. When the single pole single throw switch S5 is turned off, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated separately.

In another example, as shown in fig. 10, the first switching unit 45 includes one single pole single throw switch, and the third switching unit 47 includes two single pole single throw switches. The second switching unit 46 includes two single pole single throw switches.

The first switch unit 45 may implement parallel connection of two legs of the dc conversion circuit 42 through one single-pole single-throw switch S3, and the third switch unit 47 may implement parallel connection of one leg of the dc conversion circuit 42 through two single-pole single-throw switches S1 and S2, where the single-pole single-throw switch S1 and S2 are turned off, and one leg of the secondary rectifier circuit 435 is connected in parallel to one leg of the dc conversion circuit 42 when the single-pole single-throw switch S3 is turned on. When the single pole single throw switch S1 and the single pole single throw switch S2 are closed and the single pole single throw switch S3 is opened, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 can implement the half-bridge dc conversion circuit 42 by using the compressor leg through the two single pole single throw switches S4 and S5, and when the single pole single throw switch S4 and S5 are closed, the two legs of the compressor are connected in parallel to one leg of the dc conversion circuit 42. When the single pole single throw switch S4 and the single pole single throw switch S5 are turned off, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated independently.

In another example, as shown in fig. 11, the first switching unit 45 includes one single pole single throw switch, and the third switching unit 47 includes one single pole single throw switch. The second switching unit 46 includes three single pole single throw switches.

The first switching unit 45 realizes parallel connection of two bridge arms of the direct current conversion circuit 42 through one single-pole single-throw switch S2 and the third switching unit 47 through one single-pole single-throw switch S1, and when the single-pole single-throw switch S1 is turned off and the single-pole single-throw switch S2 is turned on, one bridge arm of the secondary side rectification circuit 435 is connected in parallel to one bridge arm of the direct current conversion circuit 42. When the single pole single throw switch S1 is closed and the single pole single throw switch S2 is opened, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 can implement the half-bridge dc conversion circuit 42 by using the compressor leg through the three single pole single throw switches S3, S4 and S5, and when the single pole single throw switch S3, S4 and S5 are closed, the three legs of the compressor are connected in parallel to one leg of the dc conversion circuit 42. When the single pole single throw switch S3, the single pole single throw switch S4, and the single pole single throw switch S5 are turned off, the direct current conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can operate independently.

In another example, as shown in fig. 12, the first switching unit 45 includes two single pole double throw switches. The second switching unit 46 includes two single pole double throw switches.

The first switch unit 45 may implement parallel connection of three legs of the dc conversion circuit 42 through two single pole double throw switches S1 and S2, and when the single pole double throw switch S1 and S2 are connected to the right, two legs of the secondary rectification circuit 435 are connected in parallel to one leg of the dc conversion circuit 42. When the single pole double throw switch S1 and the single pole double throw switch S2 are connected to the left, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 can implement the half-bridge dc conversion circuit 42 by using the compressor leg through the two single pole double throw switches S3 and S4, and when the single pole double throw switch S3 and S4 are connected to the left, the two legs of the compressor are connected in parallel to one leg of the dc conversion circuit 42. When the single pole double throw switch S3 and the single pole double throw switch S4 are connected to the right, the dc conversion circuit 42 is decoupled from the compressor three-phase inverter circuit 44 and can be operated separately.

It should be appreciated that the single pole double throw switch of the first switching unit 45 is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434, so the first switching unit 45 performs the function of the third switching unit 47, where both the first switching unit 45 and the third switching unit 47 are implemented by a single pole double throw switch S1 and a single pole double throw switch S2. The single pole double throw switch of the second switching unit 46 is capable of switching on or off the connection between the midpoint of at least one leg of the three-phase inverter circuit 44 and the windings of the compressor, so the second switching unit 46 performs the function of the fourth switching unit 48, where both the second switching unit 46 and the fourth switching unit 48 are implemented by the single pole double throw switch S3 and the single pole double throw switch S4.

In another example, as shown in fig. 13, the first switching unit 45 includes two single pole double throw switches. The second switching unit 46 includes three single pole double throw switches.

The second switch unit 46 may implement the half-bridge dc conversion circuit 42 by using three single pole double throw switches S3, S4, and S5, where the three legs of the compressor are connected in parallel to one leg of the dc conversion circuit 42 when the single pole double throw switch S3, S4, and S5 are connected to the left. When the single pole double throw switch S3, the single pole double throw switch S4 and the single pole double throw switch S5 are connected to the right, the direct current conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can work independently.

It should be appreciated that the single pole double throw switch of the first switching unit 45 is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434, so the first switching unit 45 performs the function of the third switching unit 47, where both the first switching unit 45 and the third switching unit 47 are implemented by the single pole double throw switch S1 and the single pole double throw switch S2. The single pole double throw switch of the second switching unit 46 is capable of switching on or off the connection between the midpoint of at least one leg of the three-phase inverter circuit 44 and the windings of the compressor, so the second switching unit 46 performs the function of the fourth switching unit 48, where both the second switching unit 46 and the fourth switching unit 48 are implemented by the single pole double throw switch S3, the single pole double throw switch S4 and the single pole double throw switch S5.

In one embodiment, referring to fig. 14 to 17, the primary circuit 421 is a full-bridge circuit, the primary circuit 421 includes two legs, and a midpoint of one leg of the primary circuit 421 is used to connect to a midpoint of one leg of the vehicle-mounted charger circuit 43 through the first switching unit 45 and to connect to a midpoint of one leg of the three-phase inverter circuit 44 through the second switching unit 46. The midpoint of the other leg of the primary circuit 421 is used to connect the midpoint of the other leg of the vehicle-mounted charger circuit 43 through the first switch unit 45 and connect the midpoint of the other leg of the three-phase inverter circuit 44 through the second switch unit 46.

The primary side circuit 421 of the dc conversion circuit 42 is a full-bridge circuit, and two bridge arms in the primary side circuit 421 each include two switching transistor devices connected in series. The dc conversion circuit 42 multiplexes two arms in the in-vehicle charger circuit 43 or two arms in the three-phase inverter circuit 44. The midpoints of the two legs of the primary circuit 421 are connected to the midpoints of the two legs of the multiplex, respectively. The midpoint of one bridge arm of the primary side circuit 421 is used for being connected to the midpoint of one bridge arm of the vehicle-mounted battery charger circuit 43 through the first switch unit 45, and the midpoint of the other bridge arm of the primary side circuit 421 is used for being connected to the midpoint of the other bridge arm of the vehicle-mounted battery charger circuit 43 through the first switch unit 45. The midpoint of one leg of the primary side circuit 421 is used to connect the midpoint of one leg of the three-phase inverter circuit 44 through the second switching unit 46, and the midpoint of the other leg of the primary side circuit 421 is used to connect the midpoint of the other leg of the three-phase inverter circuit 44 through the second switching unit 46.

In one example, as shown in fig. 14, the first switching unit 45 and the second switching unit 46 each include two single pole double throw switches, and the midpoints of the two legs of the secondary side rectifying circuit 435 are used to selectively connect the midpoints of the two legs of the primary side circuit 421 or the two ends of the resonant cavity 434 through the two single pole double throw switches of the first switching unit 45. The midpoints of the two legs of the three-phase inverter circuit 44 are used to selectively connect the midpoints of the two legs of the primary circuit 421 or the windings of the compressor through the two single pole double throw switches of the second switching unit 46.

The midpoints of the two legs of the secondary rectifying circuit 435 of the vehicle-mounted charger circuit 43 are only connected to the midpoints of the two legs of the primary circuit 421 or to the resonant cavity 434 at the same time, so that the first switching unit 45 is implemented by two single-pole double-throw switches S1 and a single-pole single-throw switch S2.

The midpoints of the two legs of the three-phase inverter circuit 44 are connected to the midpoints of the two legs of the primary circuit 421 or to the windings of the compressor at the same time, so that the second switching unit 46 is implemented by two single-pole double-throw switches S3 and a single-pole single-throw switch S4.

The first switch unit 45 may implement parallel connection of two legs of the dc conversion circuit 42 through the two single pole double throw switches S1 and the single pole single throw switch S2, and when the single pole double throw switch S1 and the single pole double throw switch S2 are connected to the right, the two legs of the secondary rectification circuit 435 are connected in parallel to the two legs of the dc conversion circuit 42. When the single pole double throw switch S1 and the single pole double throw switch S2 are connected to the left, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 can implement the half-bridge dc conversion circuit 42 by using the compressor legs through the two single pole double throw switches S3 and S4, and when the single pole double throw switch S3 and S4 are connected to the left, the two legs of the compressor are connected in parallel to the two legs of the dc conversion circuit 42. When the single pole double throw switch S3 and the single pole double throw switch S4 are connected to the right, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated separately.

It should be appreciated that the single pole double throw switch of the first switching unit 45 is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434, so that the single pole double throw switch of the first switching unit 45 performs the function of the third switching unit 47, while both the first switching unit 45 and the third switching unit 47 are implemented by the single pole double throw switch S1 and the single pole double throw switch S2. The single pole double throw switch of the second switching unit 46 is capable of switching on or off the connection between the midpoint of at least one leg of the three-phase inverter circuit 44 and the windings of the compressor, so the single pole double throw switch of the second switching unit 46 performs the function of the fourth switching unit 48, while both the second switching unit 46 and the fourth switching unit 48 are implemented by the single pole double throw switch S3 and the single pole double throw switch S4.

According to the scheme of the application, four single-pole double-throw switches are added to realize the bridge arm multiplexing of the direct current conversion circuit 42, the direct current conversion circuit 42 is decoupled from the vehicle-mounted charger circuit 43 and the three-phase inverter circuit 44, the direct current conversion circuit can work independently, the cost is low, the loss of a switching tube is reduced, and the integral performance of the all-in-one power supply device 40 and the whole vehicle cruising range are improved.

In another example, as shown in fig. 15, the first switching unit 45 includes two single pole single throw switches, and the third switching unit 47 includes two single pole single throw switches. The second switching unit 46 includes two single pole double throw switches.

The first switching unit 45 and the third switching unit 47 can implement parallel connection of the legs of the dc conversion circuit 42 through four single pole single throw switches S1, S2, S3, S4, and when the single pole single throw switch S1 and the single pole single throw switch S2 are turned off and the single pole single throw switch S3 and the single pole single throw switch S4 are turned on, the two legs of the secondary rectifying circuit 435 are connected in parallel to the two legs of the dc conversion circuit 42. When the single pole single throw switch S1 and the single pole single throw switch S2 are closed and the single pole single throw switch S3 and the single pole single throw switch S4 are opened, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can operate independently.

The second switch unit 46 can implement the half-bridge dc conversion circuit 42 by using two single-pole double-throw switches S5 and S6, and when the single-pole double-throw switch S5 and the single-pole double-throw switch S6 are connected to the left, the two legs of the compressor are connected in parallel to the two legs of the dc conversion circuit 42. When the single pole double throw switch S5 and the single pole double throw switch S6 are connected to the right, the direct current conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated separately.

It should be appreciated that the single pole double throw switch of the second switching unit 46 is capable of turning on or off the connection between the midpoint of at least one leg of the three-phase inverter circuit 44 and the windings of the compressor, so the single pole double throw switch of the second switching unit 46 performs the function of the fourth switching unit 48, where both the second switching unit 46 and the fourth switching unit 48 are implemented by the single pole double throw switch S5 and the single pole double throw switch S6.

In another example, as shown in fig. 16, the first switching unit 45 includes one single pole double throw switch and one single pole single throw switch. The second switching unit 46 includes two single pole single throw switches.

The first switching unit 45 realizes the parallel connection of two legs of the dc conversion circuit 42 through one single pole double throw switch S1 and one single pole single throw switch S2, the single pole double throw switch S1 is connected to the right, and when the single pole single throw switch S2 is closed, the two legs of the secondary side rectifying circuit 435 are connected in parallel to the two legs of the dc conversion circuit 42. The single pole double throw switch S1 is connected to the left, and when the single pole single throw switch S2 is turned off, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can operate separately.

The second switch unit 46 implements the half-bridge dc conversion circuit 42 by using the compressor legs through the two single pole single throw switches S3 and S4, and when the single pole single throw switches S3 and S4 are closed, the two legs of the compressor are connected in parallel to one leg of the dc conversion circuit 42. When the single pole single throw switch S3 and the single pole single throw switch S4 are turned off, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated independently.

It should be appreciated that the single pole double throw switch of the first switching unit 45 is capable of switching on or off the connection between the midpoint of at least one of the two legs of the secondary side rectifying circuit 435 and the resonant cavity 434, so that the single pole double throw switch of the first switching unit 45 performs the function of the third switching unit 47, where the third switching unit 47 is implemented by the single pole double throw switch S1.

In another example, as shown in fig. 17, the first switching unit 45 includes two single pole single throw switches, and the third switching unit 47 includes one single pole single throw switch. The second switching unit 46 includes two single pole single throw switches.

The first switching unit 45 and the third switching unit 47 realize parallel connection of the two legs of the dc conversion circuit 42 through three single pole single throw switches S1, S2 and S3, and when the single pole single throw switch S1 is turned off and the single pole single throw switch S2 and S3 are turned on, the two legs of the secondary side rectifying circuit 435 are connected in parallel to the two legs of the dc conversion circuit 42. When the single-pole single-throw switch S1 is closed and the single-pole single-throw switch S2 and the single-pole single-throw switch S3 are opened, the resonant conversion circuit 432 is decoupled from the dc conversion circuit 42 and can be operated independently.

The second switch unit 46 implements the half-bridge dc conversion circuit 42 by using the compressor legs through the two single pole single throw switches S4 and S5, and when the single pole single throw switches S4 and S5 are closed, the two legs of the compressor are connected in parallel to one leg of the dc conversion circuit 42. When the single pole single throw switch S4 and the single pole single throw switch S5 are turned off, the dc conversion circuit 42 is decoupled from the three-phase inverter circuit 44 of the compressor, and can be operated independently.

It should be understood that the above examples are only partially switch connections that enable the control effect of the switch unit, in other implementations the switch unit is a combination of one or more switches, and the topology of the one or more switches is capable of achieving the same control effect.

According to the scheme of the application, the bridge arm of the other power converters at the high-voltage side is multiplexed as the bridge arm of the direct-current conversion circuit 42 by adding the devices with low cost, so that the parallel connection of the devices with the same specification is realized, the loss of the switching tube is reduced, and the performance of the whole device and the endurance of the whole vehicle are improved.

The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any person skilled in the art will readily recognize that variations or substitutions are within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.

Claims

1. An all-in-one power supply device for realizing bridge arm multiplexing, which is characterized by comprising:

The vehicle-mounted charger circuit is used for receiving an alternating current power supply to supply power and charging a power battery of the electric vehicle, and comprises a resonance conversion circuit which is used for carrying out power conversion on direct current output by the power factor correction circuit and charging the power battery, and comprises a primary side rectifying circuit, a resonant cavity and a secondary side rectifying circuit;

The three-phase inverter circuit is used for receiving the power battery power supply and supplying power for a compressor of the electric vehicle;

the direct-current conversion circuit is used for performing buck conversion on direct current output by the power battery to supply power to a low-voltage load and comprises a primary side circuit, a transformer and a secondary side circuit which are sequentially connected;

The switching device comprises a first switching unit and a second switching unit, wherein the first switching unit is used for conducting or disconnecting the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the vehicle-mounted charger circuit, and the second switching unit is used for conducting or disconnecting the connection between the midpoint of at least one bridge arm of the primary side circuit and the midpoint of at least one bridge arm of the three-phase inverter circuit.

2. The all-in-one power supply device according to claim 1, further comprising a third switching unit for turning on or off a connection between a midpoint of at least one of two legs of the secondary side rectifying circuit and the resonant cavity.

3. The all-in-one power supply device according to claim 1 or 2, further comprising a fourth switching unit for turning on or off a connection between a midpoint of at least one leg of the three-phase inverter circuit and a winding of the compressor.

4. The all-in-one power supply device of any one of claims 1-3, wherein the first switching unit is turned off and the second switching unit is turned on during the period when the on-board charger circuit is configured to charge the power battery and the three-phase inverter circuit is not configured to power the compressor, and the dc conversion circuit multiplexes at least one leg of the three-phase inverter circuit together for use in powering the low voltage load.

5. The all-in-one power supply device according to any one of claims 1 to 4, wherein the on-board charger circuit is further configured to convert direct current output by the power battery into alternating current to supply power to an alternating current load;

In the process that the vehicle-mounted charger circuit supplies power for the alternating current load and the three-phase inverter circuit does not supply power for the compressor, the first switch unit is disconnected and the second switch unit is conducted, and the direct current conversion circuit multiplexes at least one bridge arm of the three-phase inverter circuit and is commonly used for supplying power for the low-voltage load.

6. The all-in-one power supply device according to any one of claims 1 to 3, wherein the first switch unit is turned on and the second switch unit is turned off during a period when the three-phase inverter circuit is used to supply power to the compressor and the vehicle-mounted charger circuit is not charging and discharging the power battery, and the dc conversion circuit multiplexes at least one bridge arm of the secondary side rectifying circuit together to supply power to the low voltage load.

7. The all-in-one power supply device according to any one of claims 2 to 6, wherein the third switching unit is turned on in a process in which the on-board charger circuit is used to charge a power battery or supply the ac load;

and in the process that the direct current conversion circuit multiplexes at least one bridge arm of the secondary side rectifying circuit and is commonly used for supplying power to the low-voltage load, the third switch unit is disconnected.

8. The all-in-one power supply device according to any one of claims 3 to 6, wherein the fourth switching unit is turned on in a process in which the three-phase inverter circuit is used to power the compressor;

And in the process that the direct current conversion circuit multiplexes at least one bridge arm of the three-phase inverter circuit and is commonly used for supplying power to the low-voltage load, the fourth switch unit is disconnected.

9. The all-in-one power supply device according to any one of claims 1 to 8, wherein the first switching unit and the second switching unit are both turned off in a process in which the on-board charger circuit is used to charge the power battery and the three-phase inverter circuit is used to power the compressor.

10. The all-in-one power supply device according to any one of claims 1 to 8, wherein the on-board charger circuit is further configured to convert direct current output by the power battery into alternating current to supply power to an alternating current load;

In the process that the vehicle-mounted charger circuit supplies power for the alternating current load and the three-phase inverter circuit is used for supplying power for the compressor, the first switch unit and the second switch unit are disconnected.

11. The all-in-one power supply of any one of claims 1-8, wherein the primary circuit is a half-bridge circuit, a midpoint of one leg of the primary circuit being configured to:

The midpoint of at least one bridge arm of the secondary side rectifying circuit is connected through the first switch unit;

And the midpoint of at least one bridge arm of the three-phase inverter circuit is connected through the second switch unit.

12. The all-in-one power supply of claim 9, wherein the first and second switching units each comprise a single pole double throw switch, wherein:

the midpoint of one bridge arm of the secondary side rectifying circuit is used for being selectively connected with the midpoint of one bridge arm of the primary side circuit or one end of the resonant cavity through the first switch unit;

the midpoint of at least one bridge arm of the three-phase inverter circuit is used for selectively connecting the midpoint of one bridge arm of the primary side circuit or the winding of the compressor through the second switch unit.

13. The all-in-one power supply according to any one of claims 1-8, wherein the primary circuit is a full bridge circuit, the primary circuit comprising two legs,

The midpoint of one bridge arm of the primary side circuit is used for being connected with the midpoint of one bridge arm of the vehicle-mounted charger circuit through the first switch unit and is connected with the midpoint of one bridge arm of the three-phase inverter circuit through the second switch unit;

The midpoint of the other bridge arm of the primary side circuit is used for being connected with the midpoint of the other bridge arm in the vehicle-mounted charger circuit through the first switch unit and is connected with the midpoint of the other bridge arm of the three-phase inverter circuit through the second switch unit.

14. The multiple-in-one power supply of claim 13, wherein the first and second switch units each comprise two single pole double throw switches,

The midpoints of the two bridge arms of the secondary side rectifying circuit are selectively connected with the midpoints of the two bridge arms of the primary side circuit or the two ends of the resonant cavity through the two single-pole double-throw switches of the first switch unit;

The midpoints of the two bridge arms of the three-phase inverter circuit are selectively connected with the midpoints of the two bridge arms of the primary side circuit or the winding of the compressor through the two single-pole double-throw switches of the second switch unit.

15. A powertrain comprising a drive motor and an all-in-one power supply as claimed in any one of claims 1 to 14 for receiving power from a power battery to drive the drive motor.

16. An electric vehicle comprising four wheels, a power cell, and the powertrain of claim 15 for receiving power from the power cell to drive the four wheels.