Hybrid power supply circuit and vehicle

Abstract

The invention provides a hybrid power supply circuit and a vehicle, the hybrid power supply circuit comprises a 48V control module and a modulation module, the 48V control module switches the enabling state of an alternating current power supply and the enabling state of the 48V control module through a vehicle-mounted system; the modulation module determines the flow direction of energy according to the action of the vehicle and carries out corresponding direct current conversion, and when the vehicle is charged, the modulation module enables the energy to flow in the forward direction and enables a 12V system of the vehicle; when the vehicle moves, the modulation module enables energy to flow in the forward direction and the reverse direction, and the output voltage of the power battery is converted so that the enabling state of the 48V control module can be guaranteed. By means of the 48V control module and the modulation module, the vehicle is provided with a 48V system, meanwhile, additional voltage conversion devices, high-voltage devices and isolation devices do not need to be added on an original framework, and therefore the system is simpler, the cost is greatly reduced, and meanwhile the safety of the vehicle is guaranteed.

Description

Technical Field

[0001] The present application relates to the technical field of design and application of new energy vehicles, and in particular to a hybrid power supply circuit and a vehicle. Background Art

[0002] The vehicle industry usually adopts 12V-48V-HEV electrical system (HEV is the abbreviation of Hybrid Electric Vehicle, that is, hybrid electric vehicles, generally referring to fuel and batteries providing energy, fuel engines and electric motors providing power), among which, the 48V system is used to power high-power loads, including BSG motors (BSG is the abbreviation of Belt-Driven Starter Generator, the BSG motor is set on the belt, when the vehicle starts, the BSG motor can quickly increase the engine speed, so that the engine passes the low-speed jitter range and then ignites), ISG motors (ISG is the abbreviation of Integrated Starter Generator, the ISG motor is set at the crankshaft end of the engine and integrated with the crankshaft, therefore, the ISG motor can directly apply force to the crankshaft output end of the engine, directly drive the crankshaft to rotate at startup, and ensure that the engine is not started as much as possible in starting and low-speed environments; when power is needed, the ISG motor can greatly improve and help the power) and other high-power loads; the 12V system is used to power low-voltage loads.

[0003] In the application of high-power loads, the system resistance is difficult to reduce to a certain extent. As the electrical power increases, the energy loss of the load increases, and it also brings problems such as heating. In response to this scenario, the 48V system can play a great advantage. First, 48V means a larger operating voltage range. Its normal voltage range is 28V to 52V, the upper limit of the limit voltage is 56V, and the lower limit of the limit voltage is 24V. Therefore, the 48V system can cope with the impact of the power grid in a short time. Secondly, the power loss of the 48V system under equal power is equivalent to one-tenth of the power loss of the 12V system, or even less. Under equal power conditions, the current required by the 48V system is smaller than that of the 12V system, which means that the 48V system can use thinner wires, which can directly reduce the weight of the wiring harness and save space. However, the existing 12V-48V-HEV electrical system usually adopts the coexistence of the 48V system and the 12V system, which is bound to add a set of voltage conversion devices, while adding high-voltage devices and isolation devices, which leads to system complexity and increased costs.

[0004] It should be noted that the above introduction to the technical background is only for the convenience of providing a clear and complete description of the technical solutions of the present application and for the convenience of understanding by those skilled in the art. It cannot be considered that the above technical solutions are well known to those skilled in the art simply because they are described in the background technology section of the present application. Summary of the invention

[0005] Embodiments of the present application provide a hybrid power supply circuit and a vehicle.

[0006] The first embodiment of the present application provides a hybrid power supply circuit, including: a 48V control module and a modulation module, wherein:

[0007] The first end of the 48V control module is connected to the first output end of the AC power supply, and the enabling state of the AC power supply and the enabling state of the 48V control module are switched through the vehicle-mounted system, wherein when the vehicle is charging, the AC power supply enters the enabling state; when the vehicle is moving, the 48V control module enters the enabling state;

[0008] The modulation module is connected between the power battery and the 48V control module, determines the direction of energy flow according to the vehicle movement, and performs corresponding DC conversion. When the vehicle is charging, the modulation module enables energy to flow in the forward direction and enables the vehicle's 12V system; when the vehicle is moving, the modulation module enables energy to flow in the forward and reverse directions, and converts the output voltage of the power battery to ensure the enabled state of the 48V control module.

[0009] A second aspect of the present application provides a vehicle, which includes the hybrid power supply circuit.

[0010] The third aspect of the present application provides a hybrid power supply control method, comprising: switching the enable state of the AC power supply and the enable state of the 48V control module according to the execution conditions of different operation modes, wherein when the vehicle is charging, the AC power supply enters the enable state; when the vehicle is moving, the 48V control module enters the enable state;

[0011] The direction of energy flow is determined according to the switching action, and the corresponding DC conversion operation is performed, wherein, when the vehicle is charging, energy flows forward and enables the vehicle's 12V system; when the vehicle is moving, energy flows forward and reversely, and the output voltage of the power battery is converted to ensure the enabled state of the 48V control module.

[0012] A fourth aspect of the present application provides a chip, including:

[0013] A memory for storing program codes;

[0014] A processor is connected to the memory and is used to read the program code from the memory to execute the hybrid power supply control method.

[0015] The fifth aspect embodiment of the present application provides a non-temporary computer-readable storage medium. When the instructions in the storage medium are executed by the processor of the electronic device, the electronic device can execute the hybrid power supply control method.

[0016] The fifth aspect of the present application provides a computer program product, including a computer program, which implements the hybrid power supply control method when executed by a processor.

[0017] The technical solution provided by the embodiments of the present application brings at least the following beneficial effects:

[0018] The hybrid power supply circuit and vehicle of the present invention, through the 48V control module and the modulation module, enable the vehicle to have a 48V system, while there is no need to add additional voltage conversion devices, high-voltage devices and isolation devices to the original architecture, thereby making the system simpler and significantly reducing costs while ensuring the safety of the vehicle.

[0019] It should be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present application. BRIEF DESCRIPTION OF THE DRAWINGS

[0020] The above and / or additional aspects and advantages of the present application will become apparent and easily understood from the following description of the embodiments in conjunction with the accompanying drawings, in which:

[0021] Figure 1 A schematic diagram of a structure of 48V and 12V in parallel provided in the first example of this application;

[0022] Figure 2 A schematic diagram of a 48V to 12V converter structure provided in the second example of this application;

[0023] Figure 3 A schematic diagram of a 12V to 48V converter structure provided in the second example of this application;

[0024] Figure 4 A schematic diagram of the structure of a hybrid power supply circuit provided in an embodiment of the present application;

[0025] Figure 5 A schematic diagram of a hybrid power supply circuit provided according to an embodiment of the present application when energy flows in a forward direction;

[0026] Figure 6 A first schematic diagram of a hybrid power supply circuit provided according to an embodiment of the present application when energy flows in forward and reverse directions;

[0027] Figure 7 A second schematic diagram of the hybrid power supply circuit provided by the embodiment of the present application when energy flows in forward and reverse directions;

[0028] Figure 8 A hybrid power supply control method provided according to an embodiment of the present application;

[0029] Fig. 9 is a block diagram of the architecture of a chip according to an embodiment of the present application;

[0030] Fig.10 is a structural block diagram of a chip according to an embodiment of the present application. DETAILED DESCRIPTION

[0031] Exemplary embodiments will be described in detail herein, examples of which are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with the embodiments of the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the embodiments of the present application as detailed in the appended claims.

[0032] The terms used in the embodiments of the present application are only for the purpose of describing specific embodiments, and are not intended to limit the embodiments of the present application. The singular forms of "a" and "the" used in the embodiments of the present application and the appended claims are also intended to include plural forms, unless the context clearly indicates other meanings. It should also be understood that the term "and / or" used herein refers to and includes any or all possible combinations of one or more associated listed items.

[0033] It should be understood that, although the terms first, second, third, etc. may be used to describe various information in the embodiments of the present application, these information should not be limited to these terms. These terms are only used to distinguish the same type of information from each other. For example, without departing from the scope of the embodiments of the present application, the first information may also be referred to as the second information, and similarly, the second information may also be referred to as the first information. Depending on the context, the words "if" and "if" as used herein may be interpreted as "at..." or "when..." or "in response to determination".

[0034] The embodiments of the present application are described in detail below, and examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals throughout represent the same or similar elements. The embodiments described below with reference to the accompanying drawings are exemplary and are intended to be used to explain the present application, and should not be construed as limiting the present application.

[0035] It should be noted that the hybrid power supply circuit provided in any embodiment of the present application can be executed alone, or can be executed in combination with possible implementation methods in other embodiments, or can be executed in combination with any technical solution in the related technology.

[0036] The hybrid power supply circuit and vehicle according to the embodiments of the present application will be described below with reference to the accompanying drawings.

[0037] Figure 1 The solution of 48V and 12V in parallel was demonstrated. The 400V or 800V power battery was converted into 48V and 12V voltages respectively through two parallel voltage conversion devices. The 48V voltage was used to power the vehicle's powertrain and chassis system; the 12V voltage was used to power the vehicle's low-voltage loads.

[0038] Figure 2 The 48V to 12V solution was demonstrated. The 400V or 800V power battery first generates a 48V voltage through a 48V voltage conversion module to power the vehicle's powertrain and chassis system; then the 48V voltage is generated into a 12V voltage through a 48V-12V voltage conversion module to power the vehicle's powertrain and chassis system.

[0039] Figure 3 The 12V to 48V solution was demonstrated. The 400V or 800V power battery first generates a 12V voltage through a 12V voltage conversion module to power the vehicle's powertrain and chassis system; then the 12V voltage is converted into a 48V voltage through a 12V-48V voltage conversion module to power the vehicle's powertrain and chassis system.

[0040] Figure 1 , Figure 2 and Figure 3 The solutions all use two sets of voltage conversion devices, and 48V is a high voltage compared to 12V, so it is necessary to add high-voltage devices and isolation devices to prevent 48V and 12V from interfering with each other, which is bound to increase the complexity of the system and increase the cost.

[0041] The present disclosure provides a hybrid power supply circuit and a vehicle, which will be described below with reference to the accompanying drawings.

[0042] Figure 4 Schematic diagram of a hybrid power supply circuit according to an embodiment of the present application. Figure 4 As shown, the hybrid power supply circuit includes: a 48V control module 10 and a modulation module 20, wherein:

[0043] like Figure 4As shown, the first end of the 48V control module 10 is connected to the first output end of the AC power supply AC, and the enabling state of the AC power supply AC and the enabling state of the 48V control module 10 are switched through the vehicle-mounted system, wherein, when the vehicle is charging, the AC power supply AC enters the enabling state; when the vehicle is moving, the 48V control module 10 enters the enabling state.

[0044] Specifically, as an example, Figure 4 As shown, the 48V control module 10 includes: a first switch unit S1, a second switch unit S2 and a first capacitor C1, wherein: the first end of the first switch unit S1 is connected to the first output end of the AC power source AC; the first end of the second switch unit S2 is connected to the modulation module 20, specifically, the first end of the second switch unit S2 is connected to the third end of the multiplexing unit 20, more specifically, the first end of the second switch unit S2 is connected to the source of the third NMOS tube Q3 in the multiplexing unit 20; the first capacitor C1 is connected between the second end of the first switch unit S1 and the second end of the second switch unit S2. Further, the first switch unit S1 and the second switch unit S2 both include: an isolating switch, a relay and a thyristor; the working voltage range of the first capacitor C1 includes greater than or equal to 48V.

[0045] It should be noted that when the vehicle is charging, the powertrain and chassis system of the vehicle do not work, the first switch unit S1 and the second switch unit S2 are both turned off, the 48V control module 10 is isolated, and energy flows from the AC power supply AC to the power battery. The OBC (On board charger) in the vehicle system is in a forward charging process. Specifically, energy flows from the AC power supply AC through the multiplexing unit (the multiplexing unit includes the PFC function and the BUCK step-down function, and switches the corresponding function according to the flow direction of energy. When the energy flows forward, the multiplexing unit enables the PFC function, where the Power Factor The abbreviation of Power Factor Correction, which is a power factor corrector. It mainly controls the waveform of the input current to synchronize it with the input voltage waveform, improve the power factor, reduce the harmonic content, and can solve the electromagnetic interference and electromagnetic compatibility problems caused by the severe distortion of the current waveform due to the presence of capacitive loads. The power factor refers to the ratio of active power to apparent power, where the apparent power is the total power consumption. The larger the power factor, the higher the power utilization rate. The switching power supply is a capacitor input circuit, and the phase difference between its current and voltage will cause the loss of exchange power) and the resonance unit to charge the power battery. When the vehicle is moving, since the powertrain and chassis system require 48V power supply, the power battery energy passes through the resonance unit at this time, that is, the energy flows in the reverse direction, and the multiplexing unit enables the BUCK step-down function to convert the output voltage of the power battery into the voltage required for the powertrain and chassis system to work.

[0046] It should be further explained that the 48V control module can also be set up in the form of gate-level circuits, combinational logic circuits, etc., and the specific setting forms are not described here one by one; the setting forms of the first switch unit S1 and the second switch unit S2 include but are not limited to isolating switches, relays and thyristors, and silicon carbide devices, gallium nitride devices, etc. can also be used. As long as the switching operation can be performed, any setting form of the first switch unit S1 and the second switch unit S2 is applicable, and is not limited to this embodiment. It should be further explained that the working voltage of the first capacitor C1 is usually guaranteed to be 48V. Since 48V means a larger working voltage range to ensure that it can cope with the impact of the power grid in a short time, its normal voltage range is 28V to 52V, the upper limit of the limit voltage is 56V, and the lower limit of the limit voltage is 24V. Therefore, the working voltage of the first capacitor C1 is usually greater than or equal to 24V.

[0047] like Figure 4 As shown, the modulation module 20 is connected between the power battery and the 48V control module 10, determines the direction of energy flow according to the vehicle movement, and performs corresponding DC conversion. When the vehicle is charging, the modulation module 20 enables energy to flow in the forward direction and enables the vehicle's 12V system; when the vehicle is moving, the modulation module 20 enables energy to flow in the forward and reverse directions, and converts the output voltage of the power battery to ensure the enabled state of the 48V control module 10.

[0048] Specifically, as an example, the modulation module 20 includes a multiplexing unit 21 and a resonance unit 22, wherein:

[0049] like Figure 4 As shown, the first end of the multiplexing unit 21 is connected to the second output end of the AC power supply AC, the second end of the multiplexing unit 21 is connected to the first end of the 48V control module 10, and the third end of the multiplexing unit 21 is connected to the second end of the 48V control module 10. The direction of energy flow is determined according to the vehicle action, wherein when the vehicle is charging, the multiplexing unit 21 enables energy to flow in the forward direction; when the vehicle is moving, the multiplexing unit 21 enables energy to flow in the reverse direction.

[0050] More specifically, if Figure 4 As shown, the multiplexing unit 21 includes: a multiplexing subunit 211 and a first bridge structure 212, wherein: a first end of the multiplexing subunit 211 is connected to a first output end of the alternating current power source AC; a first end of the first bridge structure 212 is connected to a second output end of the alternating current power source AC, a second end of the first bridge structure 212 is connected to a second end of the multiplexing subunit 211, and a third end of the first bridge structure 212 is connected to a second end of the 48V control module 10.

[0051] More specifically, the multiplexing subunit 211 includes a multiplexing inductor L1. The first bridge structure 212 includes: a first NMOS transistor Q1, a second NMOS transistor Q2, a third NMOS transistor Q3 and a fourth NMOS transistor Q4, wherein: a first end of the multiplexing inductor L1 is connected to a first output end of the AC power source AC; a source of the second NMOS transistor Q2 is connected to a second end of the multiplexing inductor L1, wherein the source of the second NMOS transistor Q2 is characterized as a second end of the multiplexing unit 21; a drain of the first NMOS transistor Q1 is connected to a drain of the second NMOS transistor Q2, and a source of the first NMOS transistor Q1 is connected to a second output end of the AC power source AC, wherein the source of the first NMOS transistor Q1 is characterized as a first end of the multiplexing unit 21, and the drain of the first NMOS transistor Q1 is characterized as a multiplexing unit. The fourth end of the multiplexing unit 21; the drain of the third NMOS tube Q3 is connected to the source of the first NMOS tube Q1, and the source of the third NMOS tube Q3 is connected to the second end of the 48V control module 10, that is, the source of the third NMOS tube Q3 is connected to the first end of the second switch unit S2, wherein the source of the third NMOS tube Q3 is characterized as the third end of the multiplexing unit 21; the drain of the fourth NMOS tube Q4 is connected to the source of the second NMOS tube Q2, and the source of the fourth NMOS tube Q4 is connected to the source of the third NMOS tube Q3, wherein the gate of the first NMOS tube Q1, the gate of the second NMOS tube Q2, the gate of the third NMOS tube Q3 and the gate of the fourth NMOS tube Q4 are all controlled by the vehicle-mounted system.

[0052] It should be noted that when the vehicle is moving, energy flows in the opposite direction, and electric energy is provided by the power battery. The energy flows from the power battery through each level of modules and then flows to the 48V control module 10. A BUCK type buck topology is usually required. This is because the voltage of the power battery is usually greater than or equal to 400V. Therefore, the reuse unit 21 has a BUCK buck property. The parameters of the reused inductor L1 are usually set based on the voltage provided by the resonance unit 22 to the reuse unit 21, the voltage output by the reuse unit 21 to the 48V control module 10, the switching frequency, the ripple factor (generally 30% of the current of the reused inductor L1, where 30% is not absolute, and the ripple factor should be set according to the use environment) and the inductance margin. The specific calculation process will not be repeated here. When the vehicle is charging, energy flows in the forward direction, from the AC power source AC toward the power battery. At this time, the 48V control module 10 is shielded. Therefore, the multiplexing unit 21 performs power factor correction on the charging process, that is, the multiplexing unit 21 has a PFC (Power Factor Correction, i.e., a circuit that improves the power factor of the circuit) property to balance the peak value of the current to reduce input common-mode interference. The specific process will not be described here one by one.

[0053] It should be further explained that the turn-on voltages of the first NMOS tube Q1, the second NMOS tube Q2, the third NMOS tube Q3 and the fourth NMOS tube Q4 are usually less than the turn-on voltage of the power device in the resonant unit 22, which is determined by the properties of the BUCK type buck topology. It should be supplemented that the multiplexing unit 21 can also be set up in the form of a gate level circuit, a combinational logic circuit, etc. The specific setting forms are not described here one by one. As long as the energy flow direction can be determined according to the vehicle action, and the voltage can be reduced and the circuit power factor can be improved, any setting form of the multiplexing unit is applicable, and is not limited to this embodiment.

[0054] like Figure 4 As shown, the resonance unit 22 is connected between the power battery and the third and fourth ends of the multiplexing unit 21, and performs corresponding DC conversion according to the direction of energy flow. When the energy flows in the forward direction, the resonance unit 22 puts the power battery in a charging state and enables the vehicle's 12V system; when the energy flows in the reverse direction, the resonance unit 22 converts the output voltage of the power battery to ensure the enabled state of the 48V control module 10.

[0055] More specifically, if Figure 4As shown, the resonant unit 22 includes: a bus capacitor C2, a primary topology subunit 221, a resonant subunit 222 and a secondary topology subunit 223, wherein: the bus capacitor C2 is connected between the third end and the fourth end of the multiplexing unit 21, that is, the bus capacitor C2 is connected between the drain of the second NMOS tube Q2 and the source of the fourth NMOS tube Q4. More specifically, the range of the bus capacitor working voltage includes greater than or equal to 400V. This is because when energy flows in the reverse direction, the voltage transmitted to the bus capacitor C2 by the power battery through the primary topology subunit 221, the resonant subunit 222 and the secondary topology subunit 223 is usually greater than or equal to 400V; the third end of the primary topology subunit 221 is connected to the third end of the multiplexing unit 21 (that is, the source of the seventh NMOS tube Q7 is connected to the source of the fourth NMOS tube Q4), and the fourth end of the primary topology subunit 221 is connected to the fourth end of the multiplexing unit 21 (that is, the drain of the fifth NMOS tube Q5 is connected to the second NMOS tube Q2 The first end of the resonator unit 222 is connected to the first end of the primary topology subunit 221 (that is, the first end of the resonator unit 222 is connected to the drain of the seventh NMOS tube Q7), and the second end of the resonator unit 222 is connected to the second end of the primary topology subunit 221 (that is, the second end of the resonator unit 222 is connected to the source of the sixth NMOS tube Q6); the first end of the secondary topology subunit 223 is connected to the third end of the resonator unit 222 (that is, the drain of the eleventh NMOS tube Q11 is connected to the third end of the resonator unit 222), the second end of the secondary topology subunit 223 is connected to the fourth end of the resonator unit 222 (that is, the source of the tenth NMOS tube Q10 is connected to the fourth end of the resonator unit 222), and the third and fourth ends of the secondary topology subunit 223 are connected to the power battery (that is, the drain of the tenth NMOS tube Q10 is connected to the positive electrode of the power battery, and the source of the twelfth NMOS tube Q12 is connected to the negative electrode of the power battery).

[0056] Furthermore, if Figure 4As shown, the primary side topology subunit 221 includes: a fifth NMOS tube Q5, a sixth NMOS tube Q6, a seventh NMOS tube Q7 and an eighth NMOS tube Q8, wherein: the drain of the fifth NMOS tube Q5 is connected to the fourth end of the multiplexing unit 21, that is, the drain of the fifth NMOS tube Q5 is connected to the drain of the second NMOS tube Q2, wherein the source of the fifth NMOS tube Q5 is characterized as the first end of the primary side topology subunit 221, and the drain of the fifth NMOS tube Q5 is characterized as the fourth end of the primary side topology subunit 221; the drain of the seventh NMOS tube Q7 is connected to the source of the fifth NMOS tube Q5, and the source of the seventh NMOS tube Q7 is connected to the third end of the multiplexing unit 21, that is, the seventh NMOS tube Q7 is connected to the source of the fifth NMOS tube Q5. The source of the OS transistor Q7 is connected to the source of the fourth NMOS transistor Q4, wherein the source of the seventh NMOS transistor Q7 is characterized as the third end of the primary topology sub-unit 221; the drain of the sixth NMOS transistor Q6 is connected to the drain of the fifth NMOS transistor Q5, wherein the source of the sixth NMOS transistor Q6 is characterized as the second end of the primary topology sub-unit 221; the drain of the eighth NMOS transistor Q8 is connected to the source of the sixth NMOS transistor Q6, and the source of the eighth NMOS transistor Q8 is connected to the source of the seventh NMOS transistor Q7, wherein the gate of the fifth NMOS transistor Q5, the gate of the sixth NMOS transistor Q6, the gate of the seventh NMOS transistor Q7 and the gate of the eighth NMOS transistor Q8 are all controlled by the vehicle-mounted system.

[0057] Furthermore, if Figure 4 As shown, the resonant subunit 222 includes: a second inductor L2, a third capacitor C3 and a transformer T, wherein: a first end of the second inductor L2 is connected to a second end of the primary topology subunit 221, that is, the first end of the second inductor L2 is connected to the source of the sixth NMOS transistor Q6, wherein the first end of the second inductor L2 is characterized as the second end of the resonant subunit 222; a first end of the third capacitor C3 is connected to a first end of the primary topology subunit 221, that is, the first end of the third capacitor C3 is connected to the drain of the seventh NMOS transistor Q7, wherein the first end of the third capacitor C3 is characterized as the first end of the resonant subunit 222; the primary side of the transformer T is connected to the second end of the second inductor L2 and the second end of the third capacitor C3, wherein the first end of the primary side of the transformer T is connected to the second end of the third capacitor C3, and the second end of the primary side of the transformer T is connected to the second end of the second inductor L2, wherein the first end of the secondary side of the transformer T is characterized as the third end of the resonant subunit 222, and the second end of the secondary side of the transformer T is characterized as the fourth end of the resonant subunit 222.

[0058] Furthermore, if Figure 4As shown, the secondary side topology subunit 223 includes: a ninth NMOS transistor Q9, a tenth NMOS transistor Q10, an eleventh NMOS transistor Q11 and a twelfth NMOS transistor Q12, wherein: the drain of the ninth NMOS transistor Q9 is connected to the positive electrode of the power battery, and the source of the ninth NMOS transistor Q9 is connected to the third end of the resonant subunit 222, that is, the source of the ninth NMOS transistor Q9 is connected to the first end of the secondary side of the transformer T; the drain of the eleventh NMOS transistor Q11 is connected to the source of the ninth NMOS transistor Q9, and the source of the eleventh NMOS transistor Q11 is connected to the negative electrode of the power battery; the drain of the tenth NMOS transistor Q10 is connected to the drain of the ninth NMOS transistor Q9, and the source of the tenth NMOS transistor Q10 is connected to the fourth end of the resonant subunit 222; the drain of the twelfth NMOS transistor Q12 is connected to the source of the tenth NMOS transistor Q10, and the source of the twelfth NMOS transistor Q12 is connected to the source of the eleventh NMOS transistor Q11.

[0059] It should be noted that when energy flows in the forward direction, 48V is shielded, the AC power supply AC is enabled, and the on-board system enables the vehicle's 12V system through the AC power supply AC to power the vehicle's low-voltage loads. The specific operation process will not be described here.

[0060] It should be further explained that the resonator unit 222 can also be configured using gate-level circuits, combinational logic circuits, etc. The specific configuration forms will not be described in detail here. As long as the corresponding DC conversion can be performed according to the direction of energy flow, any resonator unit 222 is applicable and is not limited to this embodiment.

[0061] As an example, Figure 5 As shown, when the vehicle is charging, the vehicle's powertrain and chassis system do not work, the first switch unit S1 and the second switch unit S2 are both disconnected, the 48V control module is cut off, the OBC in the vehicle system is positively charged, and the energy is charged from the AC power supply AC to the power battery through the multiplexing unit and the resonance unit. Since the 48V control module is isolated, the vehicle's V2L (Vehicle to Load, charging other loads with the power battery in the electric vehicle, V2L is to use the electric vehicle as a mobile power source to discharge to a third party) and V2V (Vehicle to Vehicle, which is a vehicle-to-vehicle charging technology that can charge the power battery of another electric vehicle through a charging device, such as through OBC) are not affected. It should be noted that Figure 5 The 48V control modules are all set with dotted lines, indicating that the 48V control modules are isolated.

[0062] As an example, Figure 6 and Figure 7As shown, when the vehicle is moving, the vehicle's powertrain and chassis system are working, and the 48V control module needs to be enabled. At this time, the energy of the power battery reduces the voltage of the bus capacitor C2 in the resonant unit to 48V through some power devices in the multiplexing unit.

[0063] More specifically, if Figure 6 As shown, the first switch unit S1 and the second switch unit S2 in the 48V control module are both closed, the second NMOS tube Q2 in the multiplexing unit participates in the modulation, the first NMOS tube Q1, the third NMOS tube Q3 and the fourth NMOS tube Q4 do not participate in the modulation, the fifth NMOS tube Q5, the sixth NMOS tube Q6, the seventh NMOS tube Q7, the eighth NMOS tube Q8, the ninth NMOS tube Q9, the tenth NMOS tube Q10, the eleventh NMOS tube Q11 and the twelfth NMOS tube Q12 in the resonance unit all participate in the modulation normally, and the energy reaches the bus capacitor C2 from the power battery through the secondary topology subunit, the resonant subunit and the primary topology subunit. At this time, the voltage of the bus capacitor C2 is usually greater than or equal to 400V, and the voltage of the bus capacitor C2 is modulated by the second NMOS tube Q2 to reduce the voltage of the bus capacitor C2 to 48V, and then charged to the first capacitor C1 through the multiplexing inductor L1, so that the working voltage of the first capacitor C1 is maintained at 48V, thereby ensuring the normal operation of the powertrain and chassis system.

[0064] On the other hand, Figure 7 As shown, the first switch unit S1 and the second switch unit S2 in the 48V control module are both closed, the fourth NMOS tube Q4 in the multiplexing unit participates in the modulation, the first NMOS tube Q1, the second NMOS tube Q2 and the third NMOS tube Q3 do not participate in the modulation, the fifth NMOS tube Q5, the sixth NMOS tube Q6, the seventh NMOS tube Q7, the eighth NMOS tube Q8, the ninth NMOS tube Q9, the tenth NMOS tube Q10, the eleventh NMOS tube Q11 and the twelfth NMOS tube Q12 in the resonance unit all participate in the modulation normally, and the energy reaches the bus capacitor C2 from the power battery through the secondary topology subunit, the resonant subunit and the primary topology subunit. At this time, the voltage of the bus capacitor C2 is usually greater than or equal to 400V, and the voltage of the bus capacitor C2 is modulated by the fourth NMOS tube Q4 to reduce the voltage of the bus capacitor C2 to 48V, and then charges the first capacitor C1 through the multiplexing inductor L1, so that the working voltage of the first capacitor C1 is maintained at 48V, thereby ensuring the normal operation of the powertrain and chassis system.

[0065] The present embodiment also provides a vehicle, which includes the hybrid power supply circuit described in the present embodiment. Since the vehicle introduces a 48V system (i.e., a 48V control module), since 48V has lower energy loss than 12V, and the wiring harness used by 48V is thinner than the wiring harness used by 12V, it can greatly save the wiring harness cost and reduce the space occupied by the wiring harness, thereby reducing the weight of the vehicle. Since 48V is realized through a multiplexing unit, and the multiplexing unit can ensure the normal operation of the vehicle's 12V system, the vehicle saves a set of voltage conversion devices and reduces the complexity of the system.

[0066] Figure 8 A flow chart of a hybrid power supply control method provided in an embodiment of the present application. Figure 8 As shown, the method includes but is not limited to the following steps:

[0067] S101, switching the enabled state of the AC power supply and the enabled state of the 48V control module according to the execution conditions of different operating modes, wherein when the vehicle is charging, the AC power supply enters the enabled state; when the vehicle is moving, the 48V control module enters the enabled state.

[0068] S102, determining the direction of energy flow according to the switching action, and performing corresponding DC conversion operations, wherein when the vehicle is charging, energy flows forward and enables the vehicle's 12V system; when the vehicle is moving, energy flows forward and reversely, and the output voltage of the power battery is converted to ensure the enabled state of the 48V control module.

[0069] Fig. 9 It is a block diagram of a chip architecture according to an exemplary embodiment. Fig. 9 The chip shown is only an example and should not bring any limitation to the functions and scope of use of the embodiments of the present application.

[0070] like Fig. 9 As shown, the architecture 1000 of the chip includes a processor 1001, which can perform various appropriate actions and processes according to a program stored in a read-only memory (ROM) 1002 or a program loaded from a memory 1006 to a random access memory (RAM) 1003. In RAM 1003, various programs and data required for the operation of the electronic device 1000 are also stored. The processor 1001, ROM 1002, and RAM 1003 are connected to each other via a bus 1004. An input / output (I / O) interface 1005 is also connected to the bus 1004.

[0071] The following components are connected to the I / O interface 1005: a memory 1006 including a hard disk, etc.; and a communication part 1007 including a network interface card such as a LAN (Local Area Network) card, a modem, etc., and the communication part 1007 performs communication processing via a network such as the Internet; a drive 1008 is also connected to the I / O interface 1005 as needed.

[0072] In particular, according to an embodiment of the present application, the process described above with reference to the flowchart can be implemented as a computer software program. For example, an embodiment of the present application includes a computer program carried on a computer-readable medium, and the computer program includes a program code for executing the method shown in the flowchart. In such an embodiment, the computer program can be downloaded and installed from the network through the communication part 1007. When the computer program is executed by the processor 1001, the above-mentioned functions defined in the method of the present application are executed.

[0073] In an exemplary embodiment, a storage medium including instructions is also provided, such as a memory including instructions, and the instructions can be executed by the processor 1001 of the electronic device 1000 to complete the above method. Optionally, the storage medium can be a non-transitory computer-readable storage medium, for example, the non-transitory computer-readable storage medium can be a ROM, a random access memory (RAM), a CD-ROM, a magnetic tape, a floppy disk, an optical data storage device, etc.

[0074] In the present application, a computer-readable storage medium may be any tangible medium containing or storing a program that may be used by or in combination with an instruction execution system, apparatus, or device. In the present application, a computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, which carries a computer-readable program code. Such propagated data signals may take a variety of forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. A computer-readable signal medium may also be any computer-readable medium other than a computer-readable storage medium, which may send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device. The program code contained on the computer-readable medium may be transmitted using any suitable medium, including but not limited to: wireless, wire, optical cable, RF, etc., or any suitable combination of the above.

[0075] Fig.10 It is a structural block diagram of a chip according to an exemplary embodiment. Fig.10 The structure of the chip shown is only an example and should not limit the functions and scope of use of the embodiments of the present application. Fig.10As shown, the structure 1100 of the chip includes a processor 1101 and a memory 1102. The memory 1102 is used to store program codes, and the processor 1101 is connected to the memory 1102 to read the program codes from the memory 1102 to implement the control method in the above embodiment.

[0076] Optionally, the number of processors 1101 may be one or more.

[0077] Optionally, the chip structure may further include an interface 1103, and the number of the interface 1103 may be multiple. The interface 1103 may be connected to an application program and may receive data from an external device such as a sensor.

[0078] In summary, a hybrid power supply circuit and vehicle of the present invention at least include: a 48V control module and a modulation module, wherein: a first end of the 48V control module is connected to a first output end of an AC power supply, and the enabling state of the AC power supply and the enabling state of the 48V control module are switched through a vehicle-mounted system, wherein, when the vehicle is charging, the AC power supply enters the enabling state; when the vehicle is moving, the 48V control module enters the enabling state; the modulation module is connected between the power battery and the 48V control module, determines the direction of energy flow according to the vehicle movement, and performs corresponding DC conversion, wherein, when the vehicle is charging, the modulation module enables energy to flow in the forward direction and enables the vehicle's 12V system; when the vehicle is moving, the modulation module enables energy to flow in the forward and reverse directions, and converts the output voltage of the power battery to ensure the enabling state of the 48V control module. The hybrid power supply circuit and vehicle of the present invention, through the 48V control module and modulation module, enable the vehicle to have a 48V system, while not needing to add additional voltage conversion devices, high-voltage devices and isolation devices to the original architecture, thereby making the system simpler, greatly reducing costs, and ensuring the safety of the vehicle. Therefore, the present invention effectively overcomes the various shortcomings of the prior art and has a high industrial utilization value.

[0079] Those skilled in the art will readily appreciate other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses or adaptations of the present invention that follow the general principles of the present invention and include common knowledge or customary techniques in the art that are not disclosed in this application. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present application are indicated by the following claims.

[0080] It should be understood that the present application is not limited to the precise structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present application is limited only by the appended claims.

Claims

1. A hybrid power supply circuit, characterized in that: include: 48V control module and modulation module, including: The first end of the 48V control module is connected to the first output end of the AC power supply, and the enabling state of the AC power supply and the enabling state of the 48V control module are switched through the vehicle-mounted system, wherein when the vehicle is charging, the AC power supply enters the enabling state; when the vehicle is moving, the 48V control module enters the enabling state; The modulation module is connected between the power battery and the 48V control module, determines the direction of energy flow according to the vehicle movement, and performs corresponding DC conversion. When the vehicle is charging, the modulation module enables energy to flow in the forward direction and enables the vehicle's 12V system; when the vehicle is moving, the modulation module enables energy to flow in the forward and reverse directions, and converts the output voltage of the power battery to ensure the enabled state of the 48V control module.

2. The hybrid power supply circuit according to claim 1, characterized in that: The 48V control module includes: a first switch unit, a second switch unit and a first capacitor, wherein: the first end of the first switch unit is connected to the first output end of the AC power supply; the first end of the second switch unit is connected to the modulation module; the first capacitor is connected between the second end of the first switch unit and the second end of the second switch unit.

3. The hybrid power supply circuit according to claim 2, characterized in that: The first switch unit and the second switch unit both include an isolating switch, a relay and a thyristor.

4. The hybrid power supply circuit according to claim 2, characterized in that: The operating voltage range of the first capacitor includes greater than or equal to 48V.

5. The hybrid power supply circuit according to any one of claims 1 to 4, characterized in that: The modulation module includes a multiplexing unit and a resonance unit, wherein: The first end of the multiplexing unit is connected to the second output end of the AC power supply, the second end of the multiplexing unit is connected to the first end of the 48V control module, and the third end of the multiplexing unit is connected to the second end of the 48V control module, so as to determine the flow direction of energy according to the vehicle action; The resonance unit is connected between the power battery and the third end and the fourth end of the reuse unit, and performs corresponding direct current conversion according to the direction of energy flow.

6. The hybrid power supply circuit according to claim 5, characterized in that: The multiplexing unit includes: a multiplexing subunit and a first bridge structure, wherein: the first end of the multiplexing subunit is connected to the first output end of the AC power supply; the first end of the first bridge structure is connected to the second output end of the AC power supply, the second end of the first bridge structure is connected to the second end of the multiplexing subunit, and the third end of the first bridge structure is connected to the second end of the 48V control module.

7. The hybrid power supply circuit according to claim 5, characterized in that: The multiplexing subunit includes a multiplexing inductor.

8. The hybrid power supply circuit according to claim 5, characterized in that: The resonance unit includes: a bus capacitor, a primary topology subunit, a resonant subunit and a secondary topology subunit, wherein: the bus capacitor is connected between the third end and the fourth end of the multiplexing unit; the third end of the primary topology subunit is connected to the third end of the multiplexing unit, and the fourth end of the primary topology subunit is connected to the fourth end of the multiplexing unit; the first end of the resonant subunit is connected to the first end of the primary topology subunit, and the second end of the resonant subunit is connected to the second end of the primary topology subunit; the first end of the secondary topology subunit is connected to the third end of the resonant subunit, the second end of the secondary topology subunit is connected to the fourth end of the resonant subunit, and the third and fourth ends of the secondary topology subunit are connected to the power battery.

9. The hybrid power supply circuit according to claim 8, characterized in that: The operating voltage range of the bus capacitor includes greater than or equal to 400V.

10. A vehicle, characterized in that: The vehicle comprises: a hybrid power supply circuit as described in any one of claims 1-9.

11. A hybrid power supply control method, characterized in that: include: The enabled state of the AC power supply and the enabled state of the 48V control module are switched according to the execution conditions of different operation modes, wherein when the vehicle is charging, the AC power supply enters the enabled state; when the vehicle is moving, the 48V control module enters the enabled state; The direction of energy flow is determined according to the switching action, and the corresponding DC conversion operation is performed, wherein, when the vehicle is charging, energy flows forward and enables the vehicle's 12V system; when the vehicle is moving, energy flows forward and reversely, and the output voltage of the power battery is converted to ensure the enabled state of the 48V control module.

12. A chip, characterized in that: include: A memory for storing program codes; A processor is connected to the memory and is used to read the program code from the memory to execute the hybrid power supply control method as claimed in claim 11.

13. A non-transitory computer-readable storage medium, characterized in that: When the instructions in the storage medium are executed by a processor of an electronic device, the electronic device is enabled to execute the method as claimed in claim 11.

14. A computer program product, characterized in that The invention comprises a computer program, which implements the method of claim 11 when being executed by a processor.

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