Hybrid power distribution system, method and vehicle for a vehicle

Abstract

This application discloses a hybrid power distribution system, method, and vehicle for a vehicle, including a control module and connected to the control module: a power module for supplying power to a high-voltage load, a low-voltage load, and a battery module; a battery module formed by connecting a first battery unit and a second battery unit in series, wherein the battery module outputs a high-voltage signal to supply power to the high-voltage load, and the second battery unit outputs a low-voltage signal to supply power to the low-voltage load under normal or emergency operating conditions; and an auxiliary converter module connected to the power module and the battery module for performing the following: drawing power from the power module to supply power to the entire battery module; drawing power from the power module to supply power to the second battery unit individually; drawing power from the power module to provide auxiliary power to the low-voltage load; and converting the high-voltage signal output by the battery module into a low-voltage signal to provide auxiliary power to the low-voltage load.

Description

Technical Field

[0001] This application generally relates to the field of vehicle technology, and specifically to a hybrid power distribution system, method, and vehicle for a vehicle. Background Technology

[0002] Traction power supply system is an important component of urban rail transit. Although sufficient safety and reliability are ensured in the early design, construction and operation, it is still inevitable that power supply to urban rail vehicles will be interrupted for a short time or paralyzed for a long time due to factors such as power supply system failure, pantograph-catenary failure, and natural disasters. This will lead to line shutdown and evacuation in the section. In particular, for tunnel lines, it will have a significant impact on the normal operation of the line and the timely evacuation of people.

[0003] To cope with various operating conditions, rail vehicles are typically designed as hybrid vehicles. Currently, hybrid vehicles generally use two batteries: one as a power battery and one as a starting battery, with the two batteries controlled and managed separately. Existing vehicles generally use a single-circuit power supply for both the power battery and the starting battery.

[0004] However, to compensate for the inadequacy of a single power supply, some hybrid vehicles use a power battery converted from a DC / DC converter as a backup power source, connected in parallel with the starting battery to achieve dual power supply. However, in applications using dual power supply, especially for powering the vehicle controller, the requirements for power quality are very high. Existing dual power supply circuits have low response speeds and cannot achieve seamless switching. To ensure response speed, complex circuits are required, which in turn leads to high circuit failure rates and low reliability. Summary of the Invention

[0005] In view of the above-mentioned defects or deficiencies in the prior art, it is desirable to provide a hybrid power distribution system, method and vehicle for a vehicle that can optimize the power distribution system, reduce system complexity and cost and improve system reliability.

[0006] In a first aspect, this application provides a hybrid power distribution system for a vehicle, including a control module and a system connected to the control module:

[0007] The power module is used to supply power to high-voltage loads, low-voltage loads, and battery modules.

[0008] A battery module is formed by connecting the first battery unit and the second battery unit in series. The battery module is used to output a high voltage signal to power a high voltage load, and the second battery unit is used to output a low voltage signal to power a low voltage load.

[0009] An auxiliary converter module, connected to the power supply module and the battery module, is used to perform one of the following:

[0010] Power is drawn from the power module to supply power to the entire battery pack;

[0011] Power is drawn from the power module to supply power to the second battery cell separately;

[0012] The power is drawn from the power module to provide auxiliary power to the low-voltage load; and

[0013] The high-voltage signal output by the battery module is converted into a low-voltage signal to provide auxiliary power to the low-voltage load.

[0014] Optionally, the system further includes a first acquisition module and a second acquisition module connected to the control module. The first acquisition module is used to acquire first battery information of the first battery unit, and the second acquisition module is used to acquire second battery information of the second battery unit.

[0015] Optionally, the control module is used to control the auxiliary converter module to charge the battery module based on the first battery information and the second battery information.

[0016] Optionally, the second end of the first battery cell is connected to the positive terminal of the second battery cell;

[0017] The auxiliary converter module includes a primary winding and a secondary winding. The primary winding is connected to the high-voltage bus. The input terminal of the secondary winding is connected to the total positive terminal of the battery module, the positive terminal of the second battery unit, the high-voltage positive bus, and the low-voltage positive bus. The output terminal of the secondary winding is connected to the output side of the total negative terminal of the battery module, the high-voltage negative bus, and the low-voltage bus.

[0018] Optionally, the power module and the auxiliary converter module form a first charging branch with the battery module via a high-voltage charging contactor; the power module and the auxiliary converter module form a second charging branch with the second battery unit via a low-voltage main positive contactor and a low-voltage charging contactor.

[0019] Optionally, the battery module forms a high-voltage discharge branch with the high-voltage load via a high-voltage positive contactor and a high-voltage negative contactor; the second battery unit forms a low-voltage discharge branch with the low-voltage load via a low-voltage discharge contactor; and the battery module forms an auxiliary charging branch with the second battery unit via the high-voltage positive contactor, the high-voltage negative contactor, the auxiliary converter module, the low-voltage main positive contactor, and the low-voltage charging contactor.

[0020] Optionally, the power supply module, the auxiliary converter module, the low-voltage main positive contactor, the low-voltage discharge contactor, and the low-voltage load form a first low-voltage auxiliary discharge branch;

[0021] The battery module forms a second low-voltage auxiliary discharge branch with the low-voltage load via the high-voltage positive contactor, the auxiliary converter module, the low-voltage main positive contactor, and the low-voltage discharge contactor.

[0022] Optionally, the capacity of the first battery cell is greater than or equal to the ratio of the vehicle's emergency driving energy to the rated voltage of the battery module; the capacity of the second battery cell is greater than or equal to the sum of the capacity of the first battery cell and the ratio of the vehicle's emergency load energy, wherein the emergency load energy ratio is the ratio of the energy required to maintain the vehicle's emergency load for a certain period of time to the capacity of the second battery cell.

[0023] Secondly, this application provides a vehicle including any of the systems described above.

[0024] Thirdly, this application provides a vehicle hybrid power distribution method, employing a system as described above, for distributing power to the vehicle under normal operating conditions and emergency operating conditions, the method comprising:

[0025] Under normal operating conditions, when the charge of the first battery unit is lower than a first preset value, the power module supplies power to the entire battery pack via the auxiliary converter module; the second battery unit is supplied with power separately for low-voltage loads.

[0026] Under normal operating conditions, when the charge of the first battery unit is not lower than the first preset value and the charge of the second battery unit is lower than the second preset value, the power module supplies power to the second battery unit and provides auxiliary power to the low-voltage load through the auxiliary converter module.

[0027] Under normal operating conditions, when the charge of the first battery unit is not lower than a first preset value and the charge of the second battery unit is not lower than a second preset value, the power module supplies power to the low-voltage load through the auxiliary converter module.

[0028] When the charge of the second battery unit is not lower than the third preset value under emergency conditions, the battery module supplies power to the high-voltage load, and the second battery unit supplies power to the low-voltage load.

[0029] In emergency situations, when the charge of the second battery unit is lower than a third preset value, the battery module supplies power to the high-voltage load, the second battery unit supplies power to the low-voltage load, and the battery module supplies auxiliary power to the low-voltage load via the auxiliary converter module.

[0030] The technical solutions provided by the embodiments of this application may include the following beneficial effects:

[0031] The hybrid power distribution system for vehicles provided in this application embodiment enables the vehicle to operate smoothly on both lines with and without external power supply; and it can freely switch between the two power supply modes, achieving a smooth, reliable, and free switching between normal and emergency operating conditions; by providing dual power supply for low-voltage loads in this application embodiment, it can smoothly, reliably, and freely switch between different branches, avoiding the loss of low-voltage power supply after a single point of failure, and improving the safety of the entire vehicle. Attached Figure Description

[0032] Other features, objects, and advantages of this application will become more apparent from the following detailed description of non-limiting embodiments with reference to the accompanying drawings:

[0033] Figure 1 A schematic diagram of the structure of a hybrid power distribution system for a vehicle provided as an embodiment of this application;

[0034] Figure 2 A connection diagram of a hybrid power distribution system for a vehicle provided for an embodiment of this application;

[0035] Figure 3 A flowchart illustrating a hybrid power distribution method for a vehicle provided as an embodiment of this application;

[0036] Figure 4 A schematic diagram of the conduction of the first charging branch provided for an embodiment of this application;

[0037] Figure 5 A schematic diagram of the conduction of the second charging branch provided for an embodiment of this application;

[0038] Figure 6 A schematic diagram of the high-voltage discharge branch provided for an embodiment of this application;

[0039] Figure 7 A schematic diagram of the conduction of a low-voltage discharge branch provided for an embodiment of this application;

[0040] Figure 8 A schematic diagram of the conduction of the first low-voltage auxiliary discharge branch provided for an embodiment of this application;

[0041] Figure 9 A schematic diagram of the conduction of the second low-voltage auxiliary discharge branch provided for an embodiment of this application;

[0042] Figure 10 A schematic diagram of the conduction of the auxiliary charging branch provided in an embodiment of this application. Detailed Implementation

[0043] The present application will now be described in further detail with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are merely illustrative of the invention and not intended to limit it. Furthermore, it should be noted that, for ease of description, only the parts relevant to the invention are shown in the accompanying drawings.

[0044] It should be noted that, unless otherwise specified, the embodiments and features described in this application can be combined with each other. This application will now be described in detail with reference to the accompanying drawings and embodiments.

[0045] Please see details. Figure 1 This application provides a hybrid power distribution system for a vehicle, including a control module 100 and components connected to the control module 100:

[0046] Power module 10 is used to supply power to high-voltage load 20, low-voltage load 30 and battery module 40;

[0047] A battery module 40 is formed by connecting the first battery unit 41 and the second battery unit 42 in series. The battery module 40 is used to supply power to the high-voltage load 20 when outputting a high-voltage signal, and the second battery unit 42 is used to supply power to the low-voltage load 30 when outputting a low-voltage signal.

[0048] An auxiliary converter module 50, connected to the power module 10 and the battery module 40, is used to perform at least one of the following:

[0049] Power is drawn from the power module 10 to supply power to the entire battery module 40;

[0050] Power is drawn from the power module 10 to supply power to the second battery unit 42 separately;

[0051] Power is drawn from the power module 10 to provide auxiliary power to the low-voltage load 30; and

[0052] The high-voltage signal output by the battery module 40 is converted into a low-voltage signal to provide auxiliary power to the low-voltage load 30.

[0053] Power module 10

[0054] In this embodiment, the power module 10 is used to supply power to the high-voltage load 20, the low-voltage load 30 and the battery module 40 under normal operating conditions.

[0055] The power module 10 in this embodiment can be a contact network or workshop power supply unit, such as one or more of a pantograph power supply unit, a conductor rail power supply unit, and a mains power unit. The power supply mode can be AC ​​power, DC power, DC-AC power, AC-DC power, etc. The operating voltage of the power module 10 can be AC ​​power of 380V / 50Hz, 400V / 50Hz, or 440V / 60Hz, or DC power with a voltage range of DC200V-3600V.

[0056] The high-voltage load 20 includes: a cooling fan, a cooling pump, a main air compressor, and an air conditioner, etc. The low-voltage load 30 includes: a terminal, a monitor, a GPS positioning system, audio-visual equipment, cab instruments, a lighting system, and a controller, etc.

[0057] This application uses a 750V pantograph power supply unit as an example for description. In one embodiment of this application, the vehicle includes two operating modes:

[0058] Under normal operating conditions, the vehicle operates in a pantograph-catenary circuit mode, where the pantograph-catenary power supply directly provides 750V DC power to the DC bus of the traction converter module, and the entire vehicle is directly powered by the pantograph-catenary power supply.

[0059] In emergency operation mode, the vehicle is running in pantograph-free route mode, and the system controls the battery module 40 to start the discharge function based on external detection information.

[0060] Battery Module 40

[0061] In this embodiment of the application, the battery module 40 is a battery pack formed by connecting the first battery unit 41 and the second battery unit 42 in series. The battery module 40 is used to output a high voltage signal to power the high voltage load 20 under emergency conditions, and the second battery unit 42 is used to output a low voltage signal to power the low voltage load 30 under normal or emergency conditions.

[0062] It should be noted that in the embodiments of this application, the "battery module 40" is described as a packaged battery formed by the first battery unit 41 and the second battery unit 42. The "first battery unit 41" and the "second battery unit 42" are both independent battery unit structures.

[0063] In this embodiment, the battery module 40 is a battery pack integrating a first battery unit 41 and a second battery unit 42. The battery pack can be directly supplied to the high-voltage load 20. In this application, a voltage tap is provided on the battery pack to connect the voltage of the second battery unit 42 to the low-voltage load 30 for power supply. The positive terminal of the battery module 40 is connected to the high-voltage load 20 for power supply.

[0064] In this application, a battery pack structure supplies power to the high-voltage load 20, while a second battery unit 42 formed by voltage taps can independently supply power to the low-voltage load 30. This avoids the use of two battery packs in the prior art, reduces the complexity of separate battery control and management, and optimizes the switching control system. Furthermore, the high-voltage power supply branch formed by the high-voltage load 20 and the low-voltage power supply branch formed by the low-voltage load 30 can be switched between different power supply branches under different operating conditions via the switching control module 100.

[0065] In this embodiment, the voltage on the power module 10 can be AC ​​power of 380V / 50Hz, 400V / 50Hz, or 440V / 60Hz, or DC power with a voltage range of DC 1500V-3600V. The voltage of the battery module 40 is generally 500V-1000V, and the voltage of the second battery unit 42 is 110V / 100V / 48V / 24V. These can be adjusted depending on the application scenario or vehicle type. This application does not limit this.

[0066] More preferably in this application, the capacity C of the first battery cell is... A The ratio of the vehicle's emergency drive operating energy to the rated voltage of battery module 40, which is greater than or equal to this ratio, can be expressed as:

[0067] C A ≥ Vehicle emergency drive operating energy / (U A +U B ).

[0068] U A U is the rated voltage of the first battery cell. B U is the rated voltage of the second battery cell. A +U B This is the rated voltage of the battery pack.

[0069] The capacity C of the second battery cell B The capacity C of the first battery cell is greater than or equal to that of the first battery cell. A The sum of the emergency load energy ratio and the energy required to maintain the emergency load of the vehicle for a certain period of time, wherein the emergency load energy ratio is the sum of the energy required to maintain the emergency load of the vehicle for a certain period of time and the capacity C of the second battery cell. B The ratio of can be expressed as:

[0070] C B ≥C A +Energy required to sustain emergency load on the entire vehicle for 45 minutes / U B .

[0071] C A U represents the capacity of the first battery cell. BThe rated voltage of the second battery cell is used as an example to limit the emergency load maintenance time to 45 minutes in this application. In other embodiments, this may be adjusted depending on the application scenario or requirements.

[0072] During battery discharge, in this embodiment of the application, the total positive and total negative terminals of the battery module 40 are used to provide a first operating voltage to the high-voltage load 20 of the vehicle, and the input and output terminals of the second battery unit 42 are used to provide a second operating voltage to the low-voltage load 30 of the vehicle.

[0073] During battery charging, in this embodiment of the application, the total positive and total negative terminals of the battery module 40 are connected to the output side of the auxiliary converter module 50, and the voltage of the power module 10 is converted into the first charging voltage of the battery module through the auxiliary converter module 50; the positive terminal of the second battery unit 42 is connected to the output side of the auxiliary converter module 50, and the voltage of the power module 10 is converted into the second charging voltage of the second battery unit 42 through the auxiliary converter module 50.

[0074] In this embodiment, by configuring the battery module 40 with two different voltage standards, the battery pack can supply power to the high-voltage load 20 of the vehicle, while the second battery unit 42 can supply power to the low-voltage load 30 of the vehicle. This allows for application in different emergency scenarios and meets different power supply needs. By supplying power to the high-voltage load 20 through the entire battery pack, energy transfer across the entire battery pack can be achieved, improving battery utilization.

[0075] It is understood that in the embodiments of this application, the second end of the first battery unit 41 and the first end of the second battery unit 42 are electrically connected. For example, the second battery unit 42 provides emergency power to the low-voltage load 30 alone. In other embodiments, the first battery unit 41 and the second battery unit 42 can be interchanged, and the second end of the second battery unit 42 and the first end of the first battery unit 41 are electrically connected. This application is not limited.

[0076] Control Module 100

[0077] In this embodiment, the control module 100 can be a battery management system (BMS), an engine management system (EMS), a vehicle control unit (VCU), etc. Different settings can be configured depending on the application scenario.

[0078] The power distribution system of this application includes a high-voltage bus HS and a low-voltage bus LS. The high-voltage bus HS forms a high-voltage trunk line running through the entire vehicle and connects to a high-voltage power source to supply power to the high-voltage load 20. The low-voltage bus LS forms a low-voltage trunk line running through the entire vehicle and connects to a low-voltage power source to supply power to the low-voltage load 30.

[0079] In this embodiment, the high-voltage power supply can be the power module 10, the battery module 40, or other converted high-voltage DC power supplies; the low-voltage power supply can be a low-voltage DC power supply converted from low voltage.

[0080] For example, in this embodiment of the application, the voltage range on the high-voltage bus HS is DC 1500V-3600V, and the voltage range on the low-voltage bus LS is DC 110V-200V. The voltages on the high-voltage bus HS and the low-voltage bus LS can be further converted to different voltage levels required by the high-voltage load 20 or the low-voltage load 30. For example, the high-voltage load 20 includes a traction motor, and the switching control module 100 is coupled to the traction motor via an inverter. The inverter can convert the high-voltage DC on the DC high-voltage bus HS into high-voltage AC.

[0081] In an embodiment of this application, the control module 100 includes a power distribution unit connected to the high-voltage bus HS, used to switch the power supply mode on the high-voltage bus HS to achieve switching between multiple operating states.

[0082] The power distribution unit includes a three-position switch 70, and the power module 10 is connected to the DC high-voltage bus HS via the three-position switch 70. In this embodiment, a three-position switch 70 is provided on the power distribution unit to achieve dual protection for three position switching modes. However, this application is not limited to this. In different application scenarios, other switching methods can also be used to form dual protection for multiple position switching modes to facilitate switching between different power supply modes.

[0083] For example, the application scenario of the power distribution unit provided in this application embodiment can be on a rail transit train, where the three-position switch 70 is configured to have three working positions: pantograph position, vehicle position, and contact position.

[0084] When the vehicle is powered by the pantograph power supply unit or the rail power supply unit, the three-position switch 70 is in the first contact position; that is, under normal operating conditions, when the train is in operation, the three-position switch 70 is in the pantograph position.

[0085] When the vehicle is powered by the workshop power supply unit, the three-position switch 70 is in the second contact position; when the vehicle is being debugged or repaired in the workshop, the three-position switch 70 is in the workshop position, used to connect the electrical equipment to be debugged to an external power source so that the electrical equipment to be debugged can obtain debugging power provided by the external power source.

[0086] When the vehicle is powered by the battery module 40, the three-position switch 70 is in the third contact position. When the pantograph malfunctions or fails, the vehicle is in emergency operation mode, and the three-position switch 70 is in the contact position to ensure the safety of maintenance personnel and electrical equipment during maintenance or inspection.

[0087] It should be noted that the embodiment of this application exemplifies a three-position switch 70. In different application scenarios, different multi-configuration switches can be selected according to the power supply device of the power module 10, etc., to achieve switching between different working states. This application does not limit this.

[0088] Data acquisition modules 80, 90

[0089] In this embodiment of the application, the system further includes a first acquisition module 80 and a second acquisition module 90 connected to the control module 100. The first acquisition module 80 is used to acquire the first battery information of the first battery unit 41, and the second acquisition module 90 is used to acquire the second battery information of the second battery unit 42.

[0090] The control module 100 is used to control the auxiliary converter module 50 to charge the battery module 40 based on the first battery information and the second battery information.

[0091] It should be noted that, in this embodiment, the exemplary sensor type is a current Hall sensor, which is integrated inside the battery cell. This application does not limit the type and arrangement of the sensor. In other embodiments, the sensor can be used to collect other battery information such as voltage, and the sensor can be located at the cell location, inside the battery pack, or outside the battery pack. Regardless of the arrangement, it falls within the protection scope of this application.

[0092] The state of charge (SOC) of the first battery cell 41 A :

[0093] SOC A =(Cap1) A -∫I2*dt) / Cap0 A

[0094] Cap0 A Cap1 represents the total remaining capacity available when the first battery cell of the battery pack is fully charged.A This represents the remaining capacity of the first battery cell in the battery pack at this moment.

[0095] The state of charge (SOC) of the second battery cell 42 B :

[0096] SOC B =(Cap1) B -∫I1*dt) / Cap0 B

[0097] Cap0 B Cap1 represents the total remaining capacity available when the second battery cell in the battery pack is fully charged. B This represents the remaining capacity of the second battery cell in the battery pack at this moment.

[0098] The battery cell charge mentioned in this application embodiment is characterized by the State of Charge (SOC), which represents the ratio of the charge of the battery after a period of use or long-term disuse to the charge of the battery when it is fully charged. The value ranges from 0 to 1. When SOC = 0, it means that the battery is fully discharged. When SOC = 1, it means that the battery is fully charged.

[0099] In this embodiment, two charging branches are formed by a high-voltage charging contactor KM6 and a low-voltage main positive contactor KM7. The first charging branch is formed by the high-voltage bus HS, the DC-DC converter unit, the high-voltage charging contactor KM6, the first battery unit 41 and the second battery unit 42, and the second charging branch is formed by the high-voltage bus HS, the DC-DC converter unit, the low-voltage main positive contactor KM7 and the second battery unit 42.

[0100] The control module 100 is used to control the auxiliary converter module 50 to convert the voltage of the high-voltage bus HS into the first charging voltage of the battery module based on the first battery information, and to control the high-voltage charging contactor KM6 to be turned on and off based on the first battery information.

[0101] The control module 100 is used to control the auxiliary converter module 50 to convert the voltage of the high-voltage bus HS into the second charging voltage of the battery module based on the second battery information, and to control the low-voltage main positive contactor KM7 to be turned on and off based on the second battery information.

[0102] In actual operation, when the power of the first battery unit 41 is lower than the first preset value, the high-voltage charging contactor KM6 is turned on, and the high-voltage bus HS charges the battery module formed by the first battery unit 41 and the second battery unit 42 in series via the auxiliary converter module 50.

[0103] When the charge of the first battery unit 41 is not lower than the first preset value and the charge of the second battery unit 42 is lower than the second preset value, the low-voltage main positive contactor KM7 is turned on, and the high-voltage bus HS charges the first battery unit 41 through the auxiliary converter module 50.

[0104] It should be noted that when the high-voltage charging contactor KM6 is activated to charge the entire battery module, if the first battery information collected by the first sensor indicates that the first battery cell 41 is fully charged, while the second battery information collected by the second sensor indicates that the second battery cell 42 is not fully charged, the control module 100 controls the high-voltage charging contactor KM6 to close and the low-voltage main positive contactor KM7 to open, controlling the DC-DC converter to continue charging the second battery cell 42, thus achieving power balance.

[0105] It should also be noted that in this embodiment, the charging method of the corresponding single battery or battery module 40 is adjusted in real time according to the current status of the collected parameters and comparison parameters, such as the charging current, charging voltage, constant current mode, constant voltage mode, and pulse mode. Similarly, the first preset value and the second preset value are not limited and can be set according to requirements in different application scenarios.

[0106] In this embodiment, the system can charge the battery pack as a whole or charge the battery cells individually based on the battery cell's power usage. It provides independent charging current through a DC-DC converter, ensuring that the battery cells are not affected by other battery cells or modules during charging, and also do not affect other battery cells or modules. This avoids the phenomenon that the battery module's working life is shortened due to overcharging or over-discharging of its battery cells or modules.

[0107] Auxiliary converter module 50

[0108] In this embodiment, the auxiliary converter module 50 is connected to the power supply module 10 and the battery module 40, and is used to perform one of the following:

[0109] Under normal operating conditions, power is drawn from the power module 10 to supply power to the entire battery module 40.

[0110] Under normal operating conditions, power is drawn from the power module 10 to supply power to the second battery unit 42 separately;

[0111] Under normal operating conditions, power is drawn from the power module 10 to provide auxiliary power to the low-voltage load 30;

[0112] In emergency situations, the high-voltage signal output by the battery module 40 is converted into a low-voltage signal to provide auxiliary power to the low-voltage load 30.

[0113] The auxiliary converter module 50 includes a primary winding 51 and a secondary winding 52. The primary winding 51 is connected to the high-voltage bus HS. The input terminal of the secondary winding 52 is connected to the total positive terminal of the battery module 40, the positive terminal of the second battery unit 42, the high-voltage positive bus, and the low-voltage positive bus LS+. The output terminal of the secondary winding 52 is connected to the total negative terminal of the battery module 40, the high-voltage negative bus HS-, and the output side of the low-voltage bus LS.

[0114] Specifically, the primary winding 51 of the auxiliary converter module 50 is coupled to the high-voltage bus HS via a converter unit. The converter unit includes two parallel active switch groups, each consisting of two series-connected active switches (Q1 / Q2 or Q3 / Q4). Each active switch group forms a bridge arm, and the four active switches (Q1, Q2, Q3, Q4) constitute a full-bridge structure. The input terminal of the primary winding 51 is coupled to the midpoint of the series connection of one of the active switch groups (Q1 / Q2) via a first inductor L1, and the output terminal of the primary winding 51 is coupled to the midpoint of the series connection of the other active switch group (Q3 / Q4) via a first capacitor C1.

[0115] Optionally, the active switches (Q1, Q2, Q3, Q4) are one or more of the following: N-channel metal-oxide-semiconductor field-effect transistors, N-channel junction field-effect transistors, P-channel metal-oxide-semiconductor field-effect transistors, P-channel junction field-effect transistors, and insulated-gate bipolar transistors (IGBTs).

[0116] The secondary winding 52 includes a first end 01, a second end 02, and a common end 00 located between the first end 01 and the second end 02. The first end 01 of the secondary winding 52 is coupled in series with a first diode VT1, and the second end 02 of the secondary winding 52 is coupled in series with a second diode VT2 to form the input terminal of the secondary winding 52. The first end of the first diode VT1 is connected to the first end of the secondary winding 52, the first end of the second diode VT2 is connected to the second end of the secondary winding 52, and the second end of the first diode VT1 is connected to the second end of the second diode VT1. The common end 00 of the secondary winding 52 forms the output terminal of the secondary winding 52.

[0117] In this embodiment of the application, the input terminal of the secondary winding 52 is coupled to the total positive terminal of the battery module, the positive terminal of the second battery unit 42 and the low-voltage positive bus LS+, and the common terminal of the secondary winding 52 is coupled to the total negative terminal of the battery module and the low-voltage negative bus LS-.

[0118] Optionally, the auxiliary converter module includes a first resonant unit 6261 and a second resonant unit. The first resonant unit 6261 is coupled between the high-voltage bus HS and the converter unit, and the second resonant unit is coupled between the secondary winding 52 and the battery module, and between the secondary winding 52 and the low-voltage load 30.

[0119] In this embodiment of the application, the first resonant unit 6261 includes a second inductor L2 and a second capacitor C2. The first end of the second inductor L2 is coupled to the high voltage positive bus, the second end of the second inductor L2 is coupled to the first end of the converter unit, and the second capacitor C2 is coupled to the second end of the second inductor L2 and the high voltage negative bus HS-.

[0120] The second resonant unit includes a third inductor L3 and a third capacitor C3. The first end of the third inductor L3 is coupled to the input terminal of the secondary winding 52, and the second end of the third inductor L3 is coupled to the total positive terminal of the battery module, the positive terminal of the second battery unit 42, and the low-voltage negative bus LS-. The third capacitor C3 is coupled to the second end of the third inductor L3 and the output terminal of the secondary winding 52.

[0121] It is understood that in this application, the active switch in the converter unit allows the voltage and current to be adjusted as needed in different quadrants. When charging the battery module or supplying power to the low-voltage load 30, the effective duty cycle of the converter unit on the auxiliary converter module when operating at rated voltage can be obtained based on the input voltage of the primary winding 51, the output voltage of the secondary winding 52, and the turns ratio of the auxiliary converter module 50.

[0122] In this embodiment, during the charging process of the battery module or the second battery unit 42, the charging current can be adjusted by controlling the switching frequency of the active switch in the converter unit on the primary winding 51 and adjusting the voltage of the primary winding 51 of the auxiliary converter module. For example, the battery is first subjected to a current-limited charging process. In this stage, the charging time is very short, and the battery's float charging characteristics are used to generate capacitance and clamp the battery voltage. In the initial charging process, to prevent excessive current, an initial charging current-limiting resistor is used to limit the current, and the magnitude of the initial charging current limit can be determined according to the magnitude of the initial charging current of the battery. After the current-limited charging is completed, the mode is switched to constant power charging. In this stage, the auxiliary converter module 50 adjusts the charging power according to the battery information.

[0123] When supplying power to the low-voltage load 30, the switching frequency of the active switch in the converter unit on the primary winding 51 is controlled, the voltage of the primary winding 51 of the auxiliary converter module is adjusted, and the circuit of the secondary winding 52 is controlled to maintain a stable output, so as to supply power to the low-voltage load 30 in a constant power mode. During the power supply process, the power supply power can also be dynamically adjusted by the amount of low-voltage load 30 connected.

[0124] In this embodiment, the induced current on the high-voltage bus HS is output through the second inductor L2, reducing the noise of the primary winding 51. The DC power input from the high-voltage bus HS to the primary winding 51 is smoother through the second capacitor C2. The induced current on the secondary winding 52 is output through the third inductor L3, reducing the noise of the secondary winding 52. The DC current input from the secondary winding 52 to the low-voltage load 30 or the battery module is smoother through the third capacitor C3.

[0125] It should be noted that, in the embodiments of this application, the auxiliary converter module can adapt to a wide range of DC voltages, output DC voltages of different voltage levels over a wide range, input DC power supplies of different voltage levels over a wide range, and feed back DC energy with a wide range of varying constant voltages into the AC grid; it has DC boost, DC buck, DC voltage regulation and DC constant current functions, and is suitable for high DC voltage, large DC current and large capacity requirements.

[0126] For example, in this embodiment, the DC voltage on the high-voltage bus HS can be 720V, the voltage of the battery module is 690V, the voltage of the second battery unit 42 is 110V, and the DC voltage on the low-voltage bus LS is 110V. In specific applications, the voltage and current can be adjusted as needed depending on the application scenario, vehicle type, or battery model. This application does not limit this.

[0127] In this embodiment, the primary winding 51 and secondary winding 52 may further include other current sharing, filtering, resonance, reactance, and protection components to achieve other auxiliary functions. For example, a fuse may be provided on the DC output bus side of the auxiliary converter module. However, this embodiment is not limited to this. In different embodiments, depending on the application scenario, other existing auxiliary converter modules may be used to meet the charging voltage variation requirements of the two charging branches.

[0128] Switch module

[0129] In this embodiment of the application, different charging and discharging branches are formed by setting switching modules between devices. Under the control of the control module 100, switching between different branches can be realized to achieve different power distribution methods.

[0130] The “charging branch” mentioned in the application refers to the circuit in which the power module 10 charges the battery module 40 or the circuit in which the first battery unit 41 charges the second battery unit 42, and the “discharging branch” refers to the circuit in which the power module 10 supplies power to the load or the circuit in which the battery module 40 supplies power to the load.

[0131] In this embodiment of the application, a high-voltage charging contactor KM6 is provided between the input terminal of the secondary winding 52 in the auxiliary converter module 50 and the total positive terminal of the battery module 40, a low-voltage total positive contactor KM7 is provided between the input terminal of the secondary winding 52 in the auxiliary converter module 50 and the positive terminal of the second battery unit 42, and a low-voltage charging contactor KM9 is provided between the low-voltage total positive contactor KM7 and the positive terminal of the second battery unit 42.

[0132] A high-voltage positive contactor KM8 is installed between the total positive terminal of the battery module and the high-voltage positive bus. A high-voltage negative contactor KM10 is installed between the total negative terminal of the battery module, which is coupled to the output terminal of the secondary winding 52 in the auxiliary converter module 50, and the high-voltage negative bus HS-. A low-voltage discharge contactor KM11 is installed between the positive terminal of the second battery unit 42 and the low-voltage positive bus LS+. An auxiliary converter contactor is installed between the input terminal of the primary winding 51 in the auxiliary converter module 50 and the high-voltage positive bus.

[0133] In this embodiment, the high-voltage charging contactor KM6 and the low-voltage main positive contactor KM7 are reverse-interlocking switches. When the high-voltage charging contactor KM6 is closed, the low-voltage main positive contactor KM7 is open, and vice versa. In this embodiment, the auxiliary converter module 50 can output two different voltage standards. The reverse-interlocking switch prevents control failure, prevents external high voltage from being directly input to the low-voltage load 30, and also avoids the impact on the low-voltage load 30 during switching by the auxiliary converter module. Simultaneously, it effectively prevents partial battery bypass due to control failure, improving the efficient utilization of battery power.

[0134] In this embodiment, the positive terminal of the battery module 40 is coupled to the high-voltage positive bus via a high-voltage positive contactor KM8 and a third diode VT3, and the positive terminal of the second battery unit 42 is coupled to the low-voltage positive bus LS+ via a low-voltage discharge contactor KM11 and a fourth diode VT4. In this application, diodes are placed on the positive terminals of the battery module and the second battery unit 42 to ensure unidirectional current flow between the battery unit and the external power source, preventing overcharging and other malfunctions caused by reverse input of external power to the battery in the event of control failure.

[0135] like Figure 3As shown, this application provides a vehicle hybrid power distribution method, employing a system as described above, for distributing power to the vehicle under normal operating conditions and emergency operating conditions. The method includes:

[0136] S101. Under normal operating conditions, when the charge of the first battery unit 41 is lower than the first preset value, the power module 10 supplies power to the entire battery module pack via the auxiliary converter module 50; the second battery unit 42 supplies power to the low-voltage load 30 separately.

[0137] S102. Under normal operating conditions, when the charge of the first battery unit 41 is not lower than the first preset value and the charge of the second battery unit 42 is lower than the second preset value, the power module 10 supplies power to the second battery unit 42 and provides auxiliary power to the low-voltage load 30 through the auxiliary converter module 50.

[0138] S103. Under normal operating conditions, when the charge of the first battery unit 41 is not lower than the first preset value and the charge of the second battery unit 42 is not lower than the second preset value, the power module 10 supplies power to the low-voltage load 30 through the auxiliary converter module 50.

[0139] S104. When the power of the second battery unit 42 is not lower than the third preset value under emergency conditions, the battery module 40 supplies power to the high-voltage load 20, and the second battery unit 42 supplies power to the low-voltage load 30.

[0140] S105. In emergency situations, when the charge of the second battery unit 42 is lower than the third preset value, the battery module 40 supplies power to the high-voltage load 20, the second battery unit 42 supplies power to the low-voltage load 30, and the battery module 40 supplies auxiliary power to the low-voltage load 30 via the auxiliary converter module 50.

[0141] Charging branch

[0142] In this embodiment, the power module 10 and the auxiliary converter module 50 form a first charging branch with the battery module 40 via the high-voltage charging contactor KM6; the first charging branch is used to enable the power module 10 to charge the battery module under normal operating conditions, such as... Figure 4 As shown.

[0143] The control module 100 controls the auxiliary converter module 50 to convert the voltage on the high-voltage bus HS into the first charging voltage of the battery module based on the first battery information, and controls the high-voltage charging contactor KM6 to be turned on and off based on the first battery information.

[0144] The power module 10 and the auxiliary converter module 50 form a second charging branch with the second battery unit 42 via the low-voltage main positive contactor KM7 and the low-voltage charging contactor KM9. This second charging branch is used to enable the power module 10 to charge the second battery unit 42 independently under normal operating conditions. Figure 5 As shown.

[0145] The control module 100 controls the auxiliary converter module 50 to convert the voltage of the power bus into the second charging voltage of the battery module based on the second battery information, and controls the low-voltage main positive contactor KM7 to be turned on and off based on the second battery information.

[0146] In actual operation, when the power of the first battery unit 41 is lower than the first preset value, the high-voltage charging contactor KM6 is turned on, and the power bus charges the battery module formed by the first battery unit 41 and the second battery unit 42 in series via the auxiliary converter module 50.

[0147] When the charge of the first battery unit 41 is not lower than the first preset value and the charge of the second battery unit 42 is lower than the second preset value, the low-voltage main positive contactor KM7 is turned on, and the power bus charges the first battery unit 41 through the auxiliary converter module 50.

[0148] It should be noted that when the high-voltage charging contactor KM6 is activated to charge the entire battery module, if the first battery information collected by the first sensor indicates that the first battery cell 41 is fully charged, while the second battery information collected by the second sensor indicates that the second battery cell 42 is not fully charged, the control module 100 controls the high-voltage charging contactor KM6 to close and the low-voltage main positive contactor KM7 to open, controlling the DC-DC converter to continue charging the second battery cell 42, thus achieving power balance. Furthermore, it should be noted that in this embodiment, the first and second preset values ​​are not limited and can be set according to requirements in different application scenarios.

[0149] In the embodiments of this application, the state of charge (SOC) value of the battery module is obtained by the control module 100, and when the obtained SOC value is less than the set SOC threshold, the high-voltage charging contactor KM6 is controlled to close so that the high-voltage bus HS supplies power to the battery module through the auxiliary converter module.

[0150] During charging, the control module 100 controls the full-bridge unit to generate a PWM (Pulse Width Modulation) drive signal to match the SOC of the current units on different charging branches. In this embodiment, the control of the PWM drive signal in the auxiliary converter module 50 on the first charging branch is based on the SOC of the first battery unit 41. ABased on this, the control of the PWM drive signal in the auxiliary converter module 50 on the second charging branch is based on the SOC of the second battery cell 42. B Based on.

[0151] Discharge branch

[0152] The power module 10 forms a power supply branch with the high-voltage load 20 via the high-voltage bus HS. The power supply branch is used to enable the power module 10 to supply power to the high-voltage load 20 under normal operating conditions.

[0153] The battery module 40 forms a high-voltage discharge branch with the high-voltage load 20 via the high-voltage positive contactor KM8 and the high-voltage negative contactor KM10; this high-voltage discharge branch is used to enable the battery module 40 to supply power to the high-voltage load 20 in emergency situations, such as... Figure 6 As shown.

[0154] The control module 100 controls the high-voltage positive contactor KM8 and the high-voltage negative contactor KM10 to turn on and off based on the power supply status of the power module 10. When the power module 10 is disconnected from the system, it enters emergency mode, and the control module 100 controls the high-voltage positive contactor KM8 and the high-voltage negative contactor KM10 to turn on to supply power to the high-voltage load 20. When the power module 10 is connected to the system, it enters normal mode, and the control module 100 controls the high-voltage positive contactor KM8 and the high-voltage negative contactor KM10 to turn off, supplying power to the high-voltage load 20 through the power module 10.

[0155] The second battery unit 42 forms a low-voltage discharge branch with the low-voltage load 30 via the low-voltage discharge contactor KM11. This low-voltage discharge branch is used to enable the second battery unit 42 to supply power to the low-voltage load 30 under normal and emergency operating conditions. Figure 7 As shown.

[0156] The power supply module 10, the auxiliary converter module 50, and the low-voltage load 30 form a first low-voltage auxiliary discharge branch via the low-voltage main positive contactor KM7 and the low-voltage discharge contactor KM11. This first low-voltage auxiliary discharge branch is used to enable the power supply module 10 to supply power to the low-voltage load 30 under normal operating conditions. Figure 8 As shown.

[0157] In this embodiment, the low-voltage load 30 is powered by a dual-path power supply under normal operating conditions. When the first battery unit 41 has sufficient power, the high-voltage charging contactor KM6 is disconnected, i.e., the first charging branch is disconnected. The auxiliary converter module 50 converts the point source voltage on the high-voltage bus HS into a low DC voltage on the low-voltage bus LS, and the low-voltage main positive contactor KM7 is turned on. When the second battery unit 42 needs to be charged, the low-voltage charging contactor KM9 is turned on (the second charging branch is turned on) to charge the second battery unit 42. When the second battery unit 42 does not need to be charged, the low-voltage charging contactor KM9 is disconnected.

[0158] In this embodiment, under normal operating conditions, the low-voltage discharge contactor KM11 is turned on, and the low-voltage load 30 is powered by a dual-path supply through the low-voltage discharge branch and the first low-voltage auxiliary discharge branch, thus forming a stable low-voltage load power supply.

[0159] In emergency situations, the low-voltage load 30 also receives dual power supply. During an emergency, the low-voltage discharge contactor KM11 is activated, and the second battery unit 42 supplies power to the low-voltage load 30. Because there are many low-voltage loads 30 loaded on the vehicle, the second battery unit 42 may experience battery depletion due to prolonged parking. Dual power supply provides a more stable power supply to the low-voltage load 30.

[0160] The battery module 40, via the high-voltage positive contactor KM8, the auxiliary converter contactor, the auxiliary converter module 50, the low-voltage main positive contactor KM7, and the low-voltage discharge contactor KM11, forms a second low-voltage auxiliary discharge branch with the low-voltage load 30. This second low-voltage auxiliary discharge branch is used to enable the battery module to supply power to the low-voltage load 30 in emergency situations, such as... Figure 9 As shown.

[0161] In emergency situations, the control module 100, based on the second battery information, controls the auxiliary converter module 50 to convert the high voltage of the battery module 40 to a low voltage, supplying power to the low-voltage load 30 through the second low-voltage auxiliary discharge branch to form a stable power supply. For example, when the charge of the second battery cell 42 is low, the control module 100 controls the low-voltage main positive contactor KM7 to conduct, and the auxiliary converter module 50 converts the high voltage of the battery on the high-voltage bus HS to a low voltage, supplying auxiliary power to the low-voltage load 30 through the second low-voltage auxiliary discharge branch.

[0162] The control module 100 is also used to disconnect the second low-voltage auxiliary discharge branch based on the first battery information. For example, when the charge of the first battery cell 41 is low, the control module 100 controls the low-voltage main positive contactor KM7 to disconnect.

[0163] The battery module 40, via the high-voltage positive contactor KM8, high-voltage negative contactor KM10, auxiliary converter module 50, low-voltage main positive contactor KM7, and low-voltage charging contactor KM9, forms an auxiliary charging branch with the second battery unit 42. This auxiliary charging branch is used to enable the battery module to supply power to the second battery unit 42 in emergency situations.

[0164] In emergency situations, the control module 100, based on the second battery information, controls the auxiliary converter module 50 to convert the high voltage of the battery module 40 to a low voltage, supplying power to the second battery unit 42 through the auxiliary charging branch. For example, when the charge of the second battery unit 42 is low, the low-voltage main positive contactor KM7 and the low-voltage charging contactor KM9 are turned on to charge the second battery unit 42 through the auxiliary charging branch.

[0165] It should be noted that the embodiments in this application exemplarily illustrate the connection methods and control principles of each charging branch and discharging branch. In different embodiments, the charging mode and discharging mode can be selected according to different application devices or application scenarios. This application does not limit this.

[0166] In this embodiment, under both normal and emergency operating conditions, the two power supplies for the low-voltage load 30 do not interfere with each other and can be switched quickly, greatly reducing the cost of the power switching scheme and the mutual interference between high and low voltage power supplies. This application can realize dual power supply to the low-voltage load 30, so that when one power supply branch fails or is undervoltage, the backup branch can be used to supply power seamlessly, ensuring the stability of the load's power consumption.

[0167] The hybrid power distribution system for vehicles provided in this application embodiment enables the vehicle to operate smoothly on both lines with and without external power supply; and it can freely switch between the two power supply modes, achieving a smooth, reliable, and free switching between normal and emergency operating conditions; in this application embodiment, by providing dual power supply to the low-voltage load 30, it can smoothly, reliably, and freely switch between different branches, avoiding the loss of low-voltage power supply after a single point of failure, and improving the safety of the entire vehicle.

[0168] This application also provides a vehicle including any of the systems described above.

[0169] Those skilled in the art will understand that all or part of the steps in the various methods of the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, including read-only memory (ROM), random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), onetime programmable read-only memory (OTPROM), electrically erasable programmable read-only memory (EEPROM), compact disc read-only memory (CD ROM) or other optical disc storage, disk storage, magnetic tape storage, or any other computer-readable medium capable of carrying or storing data.

[0170] It should be understood that although the terms first, second, etc., may be used herein to describe various units, these units should not be limited by these terms. These terms are only used to distinguish one unit from another. For example, a first unit may be referred to as a second unit, and similarly, a second unit may be referred to as a first unit, without departing from the scope of the exemplary embodiments of this application.

[0171] It should be understood that the term "and / or" that may appear in this document is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can mean: A exists alone, B exists alone, and A and B exist simultaneously. The term " / and" that may appear in this document describes another relationship between related objects, indicating that two relationships can exist. For example, A / and B can mean: A exists alone, and A and B exist alone. In addition, the character " / " that may appear in this document generally indicates that the related objects before and after it are in an "or" relationship.

[0172] It should be understood that when a unit is referred to as "connected," "linked," or "coupled" to another unit in this document, it can be directly connected or coupled to another unit, or an intermediate unit may exist. Conversely, when a unit is referred to as "directly connected" or "directly coupled" to another unit in this document, it indicates that no intermediate unit exists. Furthermore, other words used to describe relationships between units should be interpreted in a similar manner (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).

[0173] It should be understood that the terminology used herein is for describing particular embodiments only and is not intended to limit the exemplary embodiments of this application. Where used herein, the singular forms “a,” “an,” and “the” are intended to include the plural forms unless the context clearly indicates otherwise. It should also be understood that when the terms “comprising,” “including,” “containing,” and / or “including” are used herein, they specify the presence of the stated features, integers, steps, operations, units, and / or components, and do not exclude the presence or addition of one or more other features, quantities, steps, operations, units, components, and / or combinations thereof.

[0174] The present invention has been described through the above embodiments; however, it should be understood that the above embodiments are for illustrative purposes only and are not intended to limit the present invention to the described embodiments. Those skilled in the art will understand that many variations and modifications can be made based on the teachings of the present invention, and all such variations and modifications fall within the scope of protection claimed by the present invention.

Claims

1. A hybrid power distribution system for a vehicle, characterized by, Includes a control module and components connected to the control module: The power module is used to supply power to high-voltage loads, low-voltage loads, and battery modules. A battery module is formed by connecting a first battery unit and a second battery unit in series. The battery module is used to output a high-voltage signal to power a high-voltage load, and the second battery unit is used to output a low-voltage signal to power a low-voltage load. The second terminal of the first battery unit is connected to the positive terminal of the second battery unit. An auxiliary converter module, connected to the power supply module and the battery module, includes a primary winding and a secondary winding to achieve: Power is drawn from the power module to supply power to the entire battery pack; Power is drawn from the power module to supply power to the second battery cell separately; The power is drawn from the power module to provide auxiliary power to the low-voltage load; and The high-voltage signal output by the battery module is converted into a low-voltage signal and used to provide auxiliary power to the low-voltage load; The primary winding is connected to the high-voltage busbar, and the input end of the secondary winding is connected to the total positive terminal of the battery module, the positive terminal of the second battery unit, the high-voltage positive busbar, and the low-voltage positive busbar; the output end of the secondary winding is connected to the total negative terminal of the battery module, the high-voltage negative busbar, and the output side of the low-voltage busbar.

2. The system of claim 1, wherein, It also includes a first acquisition module and a second acquisition module connected to the control module. The first acquisition module is used to acquire the first battery information of the first battery unit, and the second acquisition module is used to acquire the second battery information of the second battery unit.

3. The system of claim 2, wherein, The control module is used to control the auxiliary converter module to charge the battery module based on the first battery information and the second battery information.

4. The system of claim 1, wherein, The power module and the auxiliary converter module form a first charging branch with the battery module via a high-voltage charging contactor; the power module and the auxiliary converter module form a second charging branch with the second battery unit via a low-voltage main positive contactor and a low-voltage charging contactor.

5. The system of claim 1, wherein, The battery module forms a high-voltage discharge branch with the high-voltage load via a high-voltage positive contactor and a high-voltage negative contactor; the second battery unit forms a low-voltage discharge branch with the low-voltage load via a low-voltage discharge contactor; the battery module forms an auxiliary charging branch with the second battery unit via the high-voltage positive contactor, the high-voltage negative contactor, the auxiliary converter module, the low-voltage main positive contactor, and the low-voltage charging contactor.

6. The system of claim 5, wherein, The power supply module, the auxiliary converter module, the low-voltage main positive contactor, the low-voltage discharge contactor, and the low-voltage load form a first low-voltage auxiliary discharge branch; The battery module forms a second low-voltage auxiliary discharge branch with the low-voltage load via the high-voltage positive contactor, the auxiliary converter module, the low-voltage main positive contactor, and the low-voltage discharge contactor.

7. The system of claim 1, wherein, The capacity of the first battery cell is greater than or equal to the ratio of the vehicle's emergency driving energy to the rated voltage of the battery module; the capacity of the second battery cell is greater than or equal to the sum of the capacity of the first battery cell and the ratio of the vehicle's emergency load energy, wherein the emergency load energy ratio is the ratio of the energy required to maintain the vehicle's emergency load for a certain period of time to the rated voltage of the second battery cell.

8. A vehicle characterized by comprising: Includes the system as described in any one of claims 1-7.

9. A hybrid power distribution method for a vehicle, characterized by, The system described in any one of claims 1-7 is used to distribute power to a vehicle under normal and emergency operating conditions, the method comprising: Under normal operating conditions, when the charge of the first battery unit is lower than a first preset value, the power module supplies power to the entire battery pack via the auxiliary converter module; the second battery unit is supplied with power separately for low-voltage loads. Under normal operating conditions, when the charge of the first battery unit is not lower than the first preset value and the charge of the second battery unit is lower than the second preset value, the power module supplies power to the second battery unit and provides auxiliary power to the low-voltage load through the auxiliary converter module. Under normal operating conditions, when the charge of the first battery unit is not lower than a first preset value and the charge of the second battery unit is not lower than a second preset value, the power module supplies power to the low-voltage load through the auxiliary converter module. When the charge of the second battery unit is not lower than the third preset value under emergency conditions, the battery module supplies power to the high-voltage load, and the second battery unit supplies power to the low-voltage load. In emergency situations, when the charge of the second battery unit is lower than a third preset value, the battery module supplies power to the high-voltage load, the second battery unit supplies power to the low-voltage load, and the battery module supplies auxiliary power to the low-voltage load via the auxiliary converter module.

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