Hybrid redundant power supply system and vehicle

Abstract

The embodiment of the invention provides a hybrid redundant power supply system and a vehicle. The system comprises a 12V power supply network, a 48V power supply network and a bidirectional DCDC, the 12V power supply network comprises a low-voltage power distribution unit, the low-voltage power distribution unit is integrated with a 12V safety switch, the 12V safety switch is used for 12V power supply redundant power supply and meets the function safety ASIL-D requirement, the 48V power supply network comprises a medium-voltage power distribution unit, the medium-voltage power distribution unit is integrated with a 48V safety switch, the 48V safety switch is used for 48V power supply redundant power supply, and the bidirectional DCDC is connected with the medium-voltage power distribution unit. And the bidirectional DCDC is connected in series between the 12V power supply network and the 48V power supply network, and is used for mutual standby power supply between the 12V power supply network and the 48V power supply network. On the basis of meeting the power supply requirement, the complexity and the failure rate of the power supply system are reduced, and the expansibility and the compatibility are improved.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a hybrid redundant power supply system and a vehicle. Background Art

[0002] With the high requirements for vehicle electrification, intelligence, comfort, etc., more and more vehicles are equipped with intelligent driving systems. In order to improve load power, electrical efficiency, and reduce costs, more electrical loads are switched to 48V power supply, which puts higher requirements on the compatibility and scalability of electronic and electrical architectures and power architectures. Intelligent driving systems and most electrical appliances still use 12V power supply. Intelligent driving systems at level L3 and above require redundant power supply of the power supply system, that is, 12V redundant power supply, and functional safety level meets ASIL-D. Currently, 48V electrical appliances are mainly high-power devices such as motors, thermal management, and chassis. In particular, chassis applications such as wire-controlled steering and wire-controlled braking also require redundant power supply of the 48V power supply system, that is, 48V redundant power supply, and functional safety level meets ASIL-D.

[0003] To meet the above requirements, the usual design is that the 12V power supply network meets the redundant design through an independent dual power supply, and the 48V power supply network also meets the redundant design through an independent dual power supply. The 12V power supply network and the 48V power supply network meet the functional safety ASIL-D respectively. This design system is complex and has no advantages in weight, cost, layout space, etc., and the system has poor compatibility and insufficient scalability.

[0004] In summary, how to reduce the complexity and failure rate of the power supply system and improve scalability and compatibility while meeting the power supply requirements is a technical problem that urgently needs to be solved in this field. Summary of the invention

[0005] The embodiments of the present application provide a hybrid redundant power supply system and a vehicle, which are used to solve the problem of how to reduce the complexity and failure rate of the power supply system and improve the scalability and compatibility while meeting the power supply requirements.

[0006] In a first aspect, an embodiment of the present application provides a hybrid redundant power supply system, the system comprising: a 12V power supply network, a 48V power supply network and a bidirectional DCDC;

[0007] The 12V power supply network includes a low-voltage power distribution unit, the low-voltage power distribution unit integrates a 12V safety switch, and the 12V safety switch is used for redundant power supply of the 12V power supply to meet the functional safety ASIL-D requirements;

[0008] The 48V power supply network includes a medium voltage distribution unit, the medium voltage distribution unit integrates a 48V safety switch, and the 48V safety switch is used for redundant power supply of the 48V power supply to meet the functional safety ASIL-D requirements;

[0009] The bidirectional DCDC is connected in series between the 12V power supply network and the 48V power supply network, and is used for mutual backup power supply between the 12V power supply network and the 48V power supply network.

[0010] In a possible implementation, the system further includes:

[0011] High voltage battery for outputting 800V or 48V DC;

[0012] A high voltage power distribution unit is used to distribute the current of the high voltage battery to the 12V power supply network and the 48V power supply network.

[0013] In a possible implementation, the 12V power supply network further includes a 12VDCDC and a 12V lithium battery;

[0014] The 12VDCDC is used to convert the high voltage distributed by the high voltage distribution unit into 12V direct current, and is also used for backup power supply;

[0015] The 12V lithium battery is used as the main power source of the 12V power supply network to power low-voltage loads in the vehicle system.

[0016] In a possible implementation, when the vehicle brakes or decelerates, the bidirectional DCDC is also used to feed back energy in the 12V power supply network to the 48V power supply network.

[0017] In a possible implementation manner, the 12V power supply network and the 48V power supply network further include multiple loads, the loads in the 12V power supply network are low-voltage loads, and the loads in the 48V power supply network are medium-voltage loads.

[0018] In a possible implementation manner, each of the multiple loads is respectively connected to a safety switch, and each switch is used to independently control the connection or disconnection of the connected load.

[0019] In a possible implementation manner, the 12V safety switch and / or the 48V safety switch adopts a structure in which a magnetic latching relay and a solid-state switch are connected in parallel.

[0020] In a possible implementation, in a 12V power supply dominant mode, the bidirectional DCDC is used to perform a 48V to 12V step-down transmission.

[0021] In a possible implementation, in a 48V power supply dominant mode, the bidirectional DCDC is used to perform a 12V to 48V boost transmission.

[0022] In a second aspect, an embodiment of the present application provides a vehicle, comprising the hybrid redundant power supply system described in any one of the first aspects.

[0023] The hybrid redundant power supply system provided by the embodiment of the present application includes a 12V power supply network, a 48V power supply network and a bidirectional DCDC. The 12V power supply network includes a low-voltage distribution unit, the low-voltage distribution unit integrates a 12V safety switch, and the 12V safety switch is used for redundant power supply of the 12V power supply to meet the functional safety ASIL-D requirements. The 48V power supply network includes a medium-voltage distribution unit, the medium-voltage distribution unit integrates a 48V safety switch, and the 48V safety switch is used for redundant power supply of the 48V power supply to meet the functional safety ASIL-D requirements. The bidirectional DCDC is connected in series between the 12V power supply network and the 48V power supply network, and is used for mutual backup power supply between the 12V power supply network and the 48V power supply network. On the basis of meeting the power supply requirements, the complexity and failure rate of the power supply system are reduced, and the scalability and compatibility are improved. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present application and, together with the description, serve to explain the principles of the present application.

[0025] Figure 1 A schematic diagram of a power system architecture in the prior art;

[0026] Figure 2 A schematic diagram of the hybrid redundant power supply system architecture provided for this application;

[0027] Figure 3 A schematic diagram of the configuration applicable to the power supply architecture based on 12V power supply provided for this application;

[0028] Figure 4 A schematic diagram of another hybrid redundant power supply system architecture provided for this application;

[0029] Figure 5 This is a schematic diagram of the configuration applicable to the power supply architecture based on 48V power supply provided for this application.

[0030] The above drawings have shown clear embodiments of the present application, which will be described in more detail later. These drawings and text descriptions are not intended to limit the scope of the present application in any way, but to illustrate the concept of the present application to those skilled in the art by referring to specific embodiments. 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, the same numbers in different drawings represent the same or similar elements unless otherwise indicated. The implementations described in the following exemplary embodiments do not represent all implementations consistent with the present application. Instead, they are merely examples of devices and methods consistent with some aspects of the present application as detailed in the appended claims.

[0032] With the high requirements for vehicle electrification, intelligence, comfort, etc., more and more vehicles are equipped with intelligent driving systems. In order to improve load power, electrical efficiency, and reduce costs, more power loads are converted to 48V power supply, which puts higher requirements on the compatibility and scalability of electronic and electrical architecture and power architecture.

[0033] Intelligent driving systems and most electrical appliances still use 12V power supply. Intelligent driving systems at level L3 and above require redundant power supply from the power supply system, that is: 12V redundant power supply, and the functional safety level must meet ASIL-D.

[0034] Currently, 48V electrical appliances are mainly high-power devices such as motors, thermal management and chassis. In particular, chassis-type steer-by-wire and brake-by-wire applications also require redundant power supply from the 48V power supply system, that is, redundant power supply of the 48V power supply, and the functional safety level meets ASIL-D.

[0035] To meet the above requirements, the usual design scheme is as follows:

[0036] The 12V power supply network meets the redundant design through independent dual power supplies, and the 48V power supply network also meets the redundant design through independent dual power supplies. The 12V power supply network and the 48V power supply network meet the functional safety ASIL-D respectively. Such a design system is complex and has no advantages in weight, cost, layout space, etc., and the system has poor compatibility and insufficient scalability.

[0037] In view of the above problems, the present application provides a hybrid redundant power supply system, which achieves the purpose of reducing the complexity and failure rate of the power supply system and improving the scalability and compatibility on the basis of meeting the power supply requirements. Specifically, the existing power supply architecture is designed as a 12V power supply network that meets the redundant design through an independent dual power supply, and the 48V power supply network also meets the redundant design through an independent dual power supply. The 12V power supply network and the 48V power supply network meet the functional safety ASIL-D respectively. Among them, the 12VDCDC1 and the 12V lithium battery 1 in the 12V power supply network meet the functional safety B and form the 12V power supply network 1; the 12VDCDC2 and the 12V lithium battery 2 meet the functional safety B and form the 12V power supply network 2; the two independent 12V power supplies back up each other to meet the functional safety ASIL-D. Two 12VDCDC, two 12V batteries, the power supply network has many components, high cost, heavy weight, and large layout space, which is not conducive to the lightweight of the vehicle, high energy consumption, and affects the cruising range of the whole vehicle. The voltage balancing control of the redundant power supply electrical appliances is complex and the failure rate is high. In the 48V power network, 48VDCDC1 and 48V lithium battery 1 meet functional safety B and form 48V power network 1; 48VDCDC2 and 48V lithium battery 2 meet functional safety B and form 48V power network 2; two independent 48V power supplies back up each other and meet functional safety ASIL-D. Two 48VDCDCs and two 48V batteries have many power network components, high cost, heavy weight, and large layout space, which is not conducive to vehicle lightweighting, high energy consumption, and affect the vehicle's cruising range. The voltage balancing control of redundant power supply appliances is complex and has a high failure rate. The two 12V power supplies and two 48V power supplies are independent of each other, and it is impossible to share DCDC power and battery energy. Each circuit reserves margin when designing DCDC power and battery energy. The margin of four circuits is large, which also increases cost and weight accordingly; and the system has poor compatibility and insufficient scalability. Taking these issues into consideration, the inventor studied whether it is possible to design a new medium- and low-voltage hybrid redundant power supply architecture that can meet the current 12V redundant power supply requirements and 48V redundant power supply requirements and can be expanded to full 48V power supply. Based on this, the technical solution of this application is proposed.

[0038] The technical solution of the present application and how the technical solution of the present application solves the above-mentioned technical problems are described in detail below with specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be repeated in some embodiments. The embodiments of the present application will be described below in conjunction with the accompanying drawings.

[0039] Figure 1 FIG. 1 is a schematic diagram of a power system architecture in the prior art, such as Figure 1As shown, the system architecture includes a high-voltage battery (HV Battery), which is used as the high-voltage energy core of the entire vehicle and outputs 800V DC power, and a high-voltage power distribution unit (HV PDU), which is used for the high-voltage power distribution hub and integrates protection devices such as fuses and contactors. The high-voltage battery (HV Battery) directly powers the high-voltage power distribution unit (HV PDU) and also powers the low-voltage system through a DCDC converter. The voltage is distributed to four independent power networks through the high-voltage power distribution unit (HVPDU), among which the independent power networks include two independent 12V power networks and two independent 48V power networks. The first 12V power network consists of 12V DCDC1 and a 12V lithium battery (12V Li-Battery1), and the second 12V power network consists of 12V DCDC2 and a 12V lithium battery (12V Li-Battery2). Among them, 12VDCDC1 and 12V DCDC2 are used to convert 800V high voltage into 12V low voltage for traditional electrical systems, such as ECU and car lights. The two independent 12V power networks also include a low-voltage distribution unit for distributing power energy to different loads. Similarly, the first 48V power supply network consists of 48V DCDC1 and a 48V lithium battery (48V Li-Battery1), and the second 48V power supply network consists of 48V DCDC2 and a 48V lithium battery (48V Li-Battery2). Among them, 48V DCDC1 and 48V DCDC2 are used to convert 800V high voltage into 48V medium voltage for high-performance loads, such as electronic turbines and active suspensions. The two independent 48V power supply networks also include a medium voltage distribution unit for distributing power energy to different loads.

[0040] The system operation process of the power architecture includes:

[0041] High voltage power supply stage

[0042] High-voltage battery output 800V DC → high-voltage PDU → distributed to:

[0043] High voltage loads (such as drive motors, air conditioning compressors).

[0044] DCDC converter (step down to 12V / 48V).

[0045] Low voltage power distribution stage

[0046] 12V path: DCDC→LV Power Supply→traditional load (instruments, audio).

[0047] 48V path: DCDC → 48V Power Supply → high-performance load (wire-controlled brake, active anti-roll bar).

[0048] Redundancy and energy storage

[0049] The 48V / 12V lithium battery pack is used in the following situations:

[0050] Power supply when the vehicle is turned off (e.g. remote control, sentry mode).

[0051] Stores excess electrical energy during energy recovery (such as braking kinetic energy → 48V battery).

[0052] However, two 48V / 12VDCDCs and two 48V / 12V batteries have many power network components, high cost, heavy weight, and large layout space, which is not conducive to vehicle lightweighting. They have high energy consumption and affect the vehicle's cruising range. The voltage balancing control of redundant power supply appliances is complex and has a high failure rate. In addition, the two 12V power supplies and two 48V power supplies are independent of each other, and it is impossible to share DCDC power and battery energy. Each circuit has a reserve margin when designing DCDC power and battery energy. The four circuits have a large margin, which also increases cost and weight accordingly. In addition, the system has poor compatibility and insufficient scalability.

[0053] Figure 2 A schematic diagram of the hybrid redundant power supply system architecture provided for this application is shown in FIG. Figure 2 As shown, this power supply architecture is suitable for the current power supply architecture that is still mainly powered by 12V. The vehicle still needs 12V power supply for sleep and start-up, and most electrical appliances are powered by 12V.

[0054] The 12V power supply network consists of 12VDCDC, 12V lithium battery, and LVPD. The 12VSwitch of functional safety ASIL-D is integrated on the LVPDU to achieve 12V power supply redundancy and meet the functional safety ASIL-D requirements.

[0055] The 48V power supply network consists of 48VDCDC and MVPD. The 48VSwitch of functional safety ASIL-D is integrated on the MVPDU to achieve 48V power supply redundancy and meet the functional safety ASIL-D requirements.

[0056] A 48V / 12V bidirectional DCDC is connected in series with the 12V power network and the 48V power network to achieve DCDC power and battery energy sharing between 12V and 48V. Figure 1 Compared with the power supply architecture in, it can save two DCDCs (12VDCDC, 48VDCDC) and three batteries (1 12V lithium battery, 2 48V lithium batteries).

[0057] Whether it is 12V wire-controlled steering or 48V wire-controlled steering, the 48V / 12V bidirectional DCDC can achieve DCDC power and battery energy sharing between 12V and 48V, and can meet the limp-home driving requirements of wire-controlled steering.

[0058] in, Figure 2 The power system architecture also includes a high-voltage battery (HV Battery), which serves as the main power source of the system and provides 800V high-voltage direct current, which is directly supplied to the high-voltage power distribution unit (HV PDU) through high-voltage cables. As the high-voltage power distribution hub, the high-voltage power distribution unit (HVPDU) can provide isolation protection and realize the on-off control of the high-voltage circuit through contactors / fuses; it can distribute power to the 12V power network and the 48V power network.

[0059] Optional, bidirectional DCDC specific work originally includes:

[0060] Boost mode (12V→48V): When the 48V load power increases suddenly (such as EPS power steering), the 12V battery pack outputs a maximum of 2kW of power through DCDC.

[0061] Step-down mode (48V→12V): When the vehicle is parked, the 48V lithium battery supplies power to the 12V lead-acid battery at a current of 10A.

[0062] Moreover, when the vehicle brakes or decelerates, the bidirectional DCDC is also used to feed energy from the 12V power network back to the 48V power network.

[0063] Among them, the 48V / 12V bidirectional DCDC adopts a four-phase staggered parallel topology to achieve a conversion efficiency of >95%, replacing one traditional 12V / 48V unidirectional DCDC, supporting bidirectional energy flow (48V→12V buck / 12V→48V boost), real-time monitoring of the voltage / current of the two networks, triggering ASIL-D level protection when overloaded, and giving priority to ensuring the energy supply of the wire control system (limp home mode has the highest priority). In application scenarios such as electric vehicles, the bidirectional DCDC converter can realize energy recovery during braking. When the vehicle brakes, the energy generated by the motor is usually wasted. However, through the bidirectional DCDC converter, this part of the energy can be recovered and stored in the battery pack, thereby improving the utilization of energy.

[0064] Likewise, when needed, the energy stored in the battery pack can also be released through the bidirectional DCDC converter for use by other loads.

[0065] The power supply system not only meets the current 12V main power supply demand, including 12V intelligent driving redundant power supply, 12V line control redundant power supply and line control limp demand; and can be expanded to 48V main power supply with less cost and less change, including 48V intelligent driving redundant power supply, 48V line control redundant power supply and line control limp demand; different power supply device combinations can be flexibly configured according to different vehicle configurations ( Figure 3), to achieve optimal performance (efficiency, reliability, etc.) and minimize cost and weight.

[0066] Figure 3 The schematic diagram of the power supply architecture applicable to the 12V power supply provided for this application is as follows: Figure 3 As shown, the c basic performance package (12V single channel) is suitable for economical urban commuter vehicles. It supports L2 ADAS, mechanical braking system, reduces wiring harness usage by 40%, and simplifies the power management module.

[0067] The performance enhancement package (12V redundancy + 48V components) is suitable for high-end smart electric vehicles. It supports redundant power supply for wire-controlled steering (12V×2→48V EPS), a 300% increase in the response speed of the braking system (48V EMB), and dual power supply guarantee for the intelligent driving system (12V main control + 48V sensor).

[0068] The hybrid power pack (48V single channel) is suitable for hybrid models / performance coupes, with a braking energy recovery efficiency of 92% and a turbo electric supercharging with zero delay.

[0069] For example, in a congested following scenario, a single 12V circuit is used. At this time, the 48V domain controller is turned off, and the 12V system independently maintains the AEB function, with static power consumption ≤8W and braking response ≤150ms.

[0070] In the high-speed NOA scenario (redundant architecture), the 12V main control chip + 48V sensor array work together. When a single line is powered off, the other line can take over within 50ms. The peak power of the intelligent driving system can reach 2.8kW (1.2kW for traditional architecture).

[0071] In track mode (48V single channel), the supercapacitor pack provides 200A instantaneous discharge, the wire-controlled braking system builds pressure at a speed of 500bar / s, and the liquid cooling system can maintain extreme working conditions for 30 minutes.

[0072] Figure 4 A schematic diagram of another hybrid redundant power supply system architecture provided for this application is shown in FIG. Figure 4 As shown, the power system architecture is expanded on the power architecture based on 12V power supply. When the vehicle is in sleep or start-up, 48V power supply is required and most electrical appliances are powered by 48V.

[0073] The 12V power supply network consists of 12VDCDC and LVPD. The 12VSwitch of functional safety ASIL-D is integrated on the LVPDU to realize 12V power supply redundancy and meet the functional safety ASIL-D requirements.

[0074] The 48V power supply network consists of 48VDCDC, MVPD, and 48V lithium battery. The 48VSwitch with functional safety ASIL-D is integrated on the MVPDU to achieve 48V power supply redundancy and meet the functional safety ASIL-D requirements.

[0075] A 48V / 12V bidirectional DCDC is connected in series between the 12V power network and the 48V power network to achieve DCDC power and battery energy sharing between 12V and 48V; it can save two DCDCs (12VDCDC, 48VDCDC) and three batteries (two 12V lithium batteries and one 48V lithium battery).

[0076] The 12V Switch that meets the ASIL-D functional safety level is integrated on the LVPDU to achieve redundant power supply of the 12V power supply. When the main power supply line fails, the redundant power supply mechanism ensures the normal operation of key 12V equipment. For example, during vehicle driving, if the main 12V power supply line is interrupted due to short circuit or open circuit, the 12V Switch can quickly switch to the backup line to ensure the normal power supply of key equipment such as the brake booster pump and the power steering system to prevent safety accidents.

[0077] The MVPDU is integrated with a 48V Switch that meets the functional safety ASIL-D level to achieve redundant power supply for the 48V power supply. When a problem occurs in the main 48V power supply line, the 48V Switch can quickly enable the backup line to ensure the normal operation of high-performance in-vehicle entertainment systems, air conditioning compressors, ADAS equipment, etc., meeting the functional safety ASIL-D requirements.

[0078] 48V / 12V bidirectional DCDC realizes power conversion and battery energy sharing between 12V and 48V. For example, when running at low load, if the 48V lithium battery has excess power, the bidirectional DCDC can convert the 48V power into 12V to power the 12V device; and vice versa.

[0079] By adopting bidirectional DCDC, two independent DCDCs and three batteries are saved, hardware costs and system weight are reduced, and the vehicle's fuel economy or cruising range is improved.

[0080] The power supply system not only meets the 12V power supply requirements, such as 12V intelligent driving redundant power supply and wire control redundant power supply, but is also suitable for 48V power supply scenarios, such as 48V intelligent driving redundant power supply and wire control redundant power supply, to meet the requirements of diversified vehicle electrical systems. According to the vehicle configuration, such as vehicle positioning, power system and functional requirements, the power supply device combination is flexibly configured, the battery capacity, DCDC specifications and distribution unit parameters are optimized, and the optimal balance of performance, cost and weight is achieved. The architecture has good scalability and can be easily expanded to full 48V power supply requirements, providing a forward-looking and adaptive solution for the development of future automotive power systems.

[0081] Whether it is 12V steer-by-wire or 48V steer-by-wire, the 48V / 12V bidirectional DCDC can achieve DCDC power and battery energy sharing between 12V and 48V, and can meet the limp-by-wire driving requirements (if the power source fails, the energy storage level should be able to complete at least 24 figure-8 turns, 6.03km, or about 37min).

[0082] This power supply system can also meet the power supply needs of 12V as the main power supply, including 12V intelligent driving redundant power supply, 12V line control redundant power supply and line control limp demand, and 48V as the main power supply, including 48V intelligent driving redundant power supply, 48V line control redundant power supply and line control limp demand; according to the vehicle configuration, the power supply device combination can be flexibly configured ( Figure 5 ), to achieve optimal performance (efficiency, reliability, etc.), minimize cost and weight. And it can be expanded to full 48V power supply requirements.

[0083] Figure 5 The schematic diagram of the power supply architecture applicable to the 48V power supply provided for this application is as follows: Figure 5 As shown in the above Figure 4 Based on the power system architecture, different power device combinations can be flexibly configured according to different vehicle configurations to achieve optimal performance (efficiency, reliability, etc.) and minimize cost and weight.

[0084] Specifically, for 48V single-circuit power supply:

[0085] 48V L3 and above intelligent driving: This configuration supports L3 and above autonomous driving functions, using wire-controlled steering and braking force systems. The wire-controlled steering system controls steering through electronic signals, providing higher precision and response speed; the wire-controlled braking system controls braking through electronic signals, improving braking efficiency and safety.

[0086] 48V single power supply: Provides a single 48V voltage to power high-power loads such as electric superchargers, active suspension systems, etc. The 48V voltage can meet the power requirements of these high-power devices while improving the overall efficiency of the system.

[0087] 12V L3 and above intelligent driving: While supporting 48V power supply, it also provides 12V voltage for low-power devices such as sensors and control units in higher-level autonomous driving systems. The 12V voltage is compatible with the existing vehicle electrical system, ensuring the normal operation of traditional equipment.

[0088] 12V single channel: provides a single 12V voltage, mainly for the vehicle's conventional electrical equipment such as lighting, entertainment systems, etc.

[0089] 48V single channel + 12V single channel:

[0090] 48V L3 and above intelligent driving: This configuration also supports L3 and above autonomous driving functions, using wire-controlled steering and braking force systems. Compared with the 48V single-circuit power supply, the addition of a 12V single-circuit power supply further enhances the system's compatibility and flexibility.

[0091] 48V single channel + 12V single channel: Provides 48V and 12V single channel voltages simultaneously. 48V voltage is used for high-power loads, and 12V voltage is used for low-power devices. This configuration can meet high-power requirements while ensuring the normal operation of traditional electrical equipment.

[0092] 48V+12V redundant power supply:

[0093] 48V L3 and above intelligent driving: This configuration supports L3 and above autonomous driving functions, uses wire-controlled steering and braking systems, and has redundant power supply capabilities. The redundant design ensures that the system can still operate normally when a power component fails, improving the reliability and safety of the system.

[0094] 48V redundant power supply + 12V single-channel: Provides 48V redundant voltage and 12V single-channel voltage. The 48V redundant power supply uses a dual-channel power supply design to ensure uninterrupted power supply to high-power loads; the 12V single-channel voltage provides a stable power supply for low-power devices. This configuration is particularly suitable for application scenarios with extremely high safety requirements, such as advanced autonomous driving vehicles.

[0095] Exemplary, 48V single-supply example

[0096] Application scenarios: Suitable for vehicles that require high power support but do not require redundant design, such as some hybrid models.

[0097] Specific example: A hybrid SUV adopts a 48V single-circuit power supply architecture. Its 48V battery pack has a capacity of 1.5kWh. It provides a fast and smooth start when the vehicle starts through the 48V starter-generator, while powering the electric supercharger to provide additional boost at low engine speeds to improve power performance. The DC-DC converter converts the 48V voltage into 12V to power 12V devices such as the vehicle's lighting and entertainment systems. In the L3 autonomous driving mode, the 12V wire-controlled steering and braking system uses a 12V power supply to achieve precise steering and braking control, ensuring the safety and reliability of autonomous driving.

[0098] 48V single-channel +12V single-channel redundant power supply example

[0099] Application scenarios: Suitable for vehicles that require high power support and have high compatibility requirements for traditional equipment, such as high-end sedans.

[0100] Specific example: A high-end sedan adopts a 48V single-channel + 12V single-channel redundant power supply architecture. Its 48V battery pack has a capacity of 2kWh, and the 48V starter-generator generates electricity stably during the vehicle's driving process to power high-power loads such as electric superchargers and active suspension systems. The 12V single-channel power supply provides a stable power supply for low-power devices such as the vehicle's sensors and control units. In the L3 autonomous driving mode, the 12V wire-controlled steering and braking system uses a 12V power supply to achieve precise steering and braking control. At the same time, the 48V power supply powers the high-performance computing unit of the autonomous driving system to ensure efficient operation of the system.

[0101] 48V redundant power supply + 12V single-channel example

[0102] Application scenarios: Suitable for application scenarios with extremely high safety requirements, such as advanced autonomous driving vehicles.

[0103] Specific example: A certain advanced autonomous driving vehicle adopts a 48V redundant power supply + 12V single-channel architecture. Its 48V battery pack adopts a dual-channel power supply design to ensure uninterrupted power supply to high-power loads. The 48V starter-generator provides stable power during vehicle startup and driving, powering high-power loads such as electric superchargers and active suspension systems. The 12V single-channel power supply provides stable power for 12V devices such as the vehicle's lighting and entertainment systems. In L3 autonomous driving mode, the 12V wire-controlled steering and braking system uses a 12V power supply to achieve precise steering and braking control. At the same time, the 48V redundant power supply ensures that the high-performance computing unit of the autonomous driving system can obtain stable power under any circumstances, improving the reliability and safety of the system.

[0104] 48V+12V redundant power supply example

[0105] Application scenarios: Suitable for application scenarios with extremely high requirements for safety and reliability, such as fully autonomous vehicles.

[0106] Specific example: A fully autonomous driving vehicle adopts a 48V+12V redundant power supply architecture. Both its 48V battery pack and 12V battery pack adopt a dual-power supply design to ensure uninterrupted power supply to high-power loads and low-power devices. The 48V starter-generator provides a stable power supply during vehicle startup and driving, powering high-power loads such as electric superchargers and active suspension systems. The 12V redundant power supply provides a stable power supply for low-power devices such as the vehicle's sensors and control units. In L3 autonomous driving mode, the 12V wire-controlled steering and braking system achieves precise steering and braking control through a 12V power supply. At the same time, the 48V redundant power supply ensures that the high-performance computing unit of the autonomous driving system can obtain a stable power supply under any circumstances, improving the reliability and safety of the system.

[0107] Finally, it should be noted that those skilled in the art will readily conceive of other embodiments of the present invention after considering the specification and practicing the invention disclosed herein. The present invention is intended to cover any variations, uses or adaptations of the present invention, which follow the general principles of the present invention and include common knowledge or customary technical means in the art not disclosed by the present invention, are not limited to the precise structure described above and shown in the drawings, and may be modified and changed in various ways without departing from the scope thereof. The scope of the present invention is limited only by the appended claims.

Claims

1. A hybrid redundant power supply system, characterized in that: The system includes: a 12V power supply network, a 48V power supply network and a bidirectional DCDC; The 12V power supply network includes a low-voltage power distribution unit, the low-voltage power distribution unit integrates a 12V safety switch, and the 12V safety switch is used for redundant power supply of the 12V power supply to meet the functional safety ASIL-D requirements; The 48V power supply network includes a medium voltage distribution unit, the medium voltage distribution unit integrates a 48V safety switch, and the 48V safety switch is used for redundant power supply of the 48V power supply to meet the functional safety ASIL-D requirements; The bidirectional DCDC is connected in series between the 12V power supply network and the 48V power supply network, and is used for mutual backup power supply between the 12V power supply network and the 48V power supply network.

2. The system according to claim 1, characterized in that The system further comprises: High voltage battery for outputting 800V or 48V DC; A high voltage power distribution unit is used to distribute the current of the high voltage battery to the 12V power supply network and the 48V power supply network.

3. The system according to claim 2, characterized in that The 12V power supply network also includes 12VDCDC and 12V lithium battery; The 12VDCDC is used to convert the high voltage distributed by the high voltage distribution unit into 12V direct current, and is also used for backup power supply; The 12V lithium battery is used as the main power source of the 12V power supply network to power low-voltage loads in the vehicle system.

4. The system according to claim 1, characterized in that When the vehicle brakes or decelerates, the bidirectional DCDC is also used to feed back energy in the 12V power supply network to the 48V power supply network.

5. The system according to claim 1, characterized in that The 12V power supply network and the 48V power supply network also include multiple loads, the loads in the 12V power supply network are low-voltage loads, and the loads in the 48V power supply network are medium-voltage loads.

6. The system according to claim 5, characterized in that Each of the multiple loads is connected to a safety switch respectively, and each switch is used to independently control the connection or disconnection of the connected load.

7. The system according to claim 1, characterized in that The 12V safety switch and / or the 48V safety switch adopts a structure in which a magnetic latching relay and a solid-state switch are connected in parallel.

8. The system according to claim 1, characterized in that In the 12V power supply dominant mode, the bidirectional DCDC is used to perform 48V to 12V step-down transmission.

9. The system according to claim 1, characterized in that In the 48V power supply dominant mode, the bidirectional DCDC is used to perform 12V to 48V boost transmission.

10. A vehicle, characterized in that: A hybrid redundant power supply system comprising any one of claims 1 to 9.

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