Multi-power management system of vehicle and control method of multi-power management system

Abstract

The invention relates to the technical field of electronic appliances, in particular to a multi-power management system of a vehicle and a control method of the multi-power management system. The multi-power-supply management system comprises a first storage circuit, a second storage circuit, a power supply branch and a first field effect transistor, the first storage circuit and the second storage circuit are connected with the power supply branch in parallel, the power supply branch is connected with the first storage circuit through a first switch module, and the power supply branch is connected with the second storage circuit through a second switch module. The first switch module and the second switch module are used for power supply isolation; the first field-effect transistors are arranged on the first storage circuit, the second storage circuit and the power supply branch respectively, and the first field-effect transistors are used for protecting the circuits; wherein the first storage circuit, the second storage circuit and the power supply branch are used for power supply redundancy. The system solves the technical problems that in an automobile power management system, a traditional fuse cannot protect a circuit overload fault, and the protection speed and reliability are low.

Description

Technical Field

[0001] The present invention relates to the technical field of electronic appliances, and in particular to a vehicle multi-power management system and a control method thereof. Background Art

[0002] With the rapid popularization of new energy vehicles and the rapid increase in the installation rate of vehicle assistance / autonomous driving systems, the driving subject has gradually shifted from the driver to the vehicle system. Especially when the intelligent driving system is upgraded to L3 and above assisted driving, in order to ensure that the intelligent driving system is always in a safe operating state, system redundancy design is essential, and power supply redundancy is the basis of all system redundancy.

[0003] Existing generators are typically protected by traditional fuses. New energy vehicles, after transitioning to DC / DC (direct current to direct current) power supplies, have also adopted this protection method. However, fuses are only suitable for protecting against short circuits. Traditional generators have strong overload resistance, which manifests as a voltage drop when overloaded. As passive components, generators do not provide protection themselves. However, as a device with active protection, a DC / DC immediately cuts off output regardless of line overload or short circuit. Traditional fuses provide no protection against system overloads. Furthermore, most new energy vehicles currently still use the traditional parallel power architecture, connecting the DC / DC and battery in parallel via fuses to power the vehicle. This results in low reliability, slow protection, and poor protection effectiveness. Fuse failures require replacement. Summary of the Invention

[0004] The present invention solves the technical problem that traditional fuses in automobile power management systems cannot protect against line overload faults and have slow protection speed and low reliability.

[0005] To solve the above problems, the present invention adopts the following technical solution: a multi-power management system for a vehicle, the multi-power management system including: a first storage circuit, a second storage circuit, a power supply branch and a first field-effect transistor, the first storage circuit, the second storage circuit and the power supply branch are connected in parallel, the first storage circuit is provided with a first switch module, the second storage circuit is provided with a second switch module, the power supply branch and the first storage circuit are connected through the first switch module, the power supply branch and the second storage circuit are connected through the second switch module, the first switch module and the second switch module are used for power supply isolation; the first field-effect transistor is respectively provided on the first storage circuit, the second storage circuit and the power supply branch, and the first field-effect transistor is used to protect the circuit; wherein, the first storage circuit, the second storage circuit and the power supply branch are used for power supply redundancy.

[0006] Compared with the existing technology, the technical effects achieved by adopting this technical solution are: First, the first storage circuit, the second storage circuit and the power supply branch are connected in parallel, and the circuits are connected through the first switch module and the second switch module to achieve power supply isolation. When a power supply fails, the other power supplies can continue to supply power, thereby ensuring the power supply continuity of the entire vehicle; Second, a first field-effect transistor is arranged on the first storage circuit, the second storage circuit and the power supply branch to protect the circuit. By utilizing the high-speed switching characteristics of the field-effect transistor, when the circuit has faults such as overload and short circuit, the field-effect transistor can quickly cut off the fault circuit. Compared with traditional fuses, the protection speed is greatly improved from the original 100ms level to 10µs level, and there is no need to replace it after a fault like traditional fuses, which reduces the after-sales maintenance cost while effectively protecting the power supply and related circuits.

[0007] Furthermore, the multi-power management system further includes: a load end and an electronic fuse, and the first switch module and the second switch module are respectively connected to the load end through the electronic fuse.

[0008] Compared with the existing technology, the technical effect achieved by adopting this technical solution is: compared with traditional fuses, electronic fuses have fast response characteristics and can quickly cut off the circuit when overcurrent is detected. The response time is usually in the microsecond level. Its reaction speed is faster and it can protect the load and circuit from overcurrent damage more timely.

[0009] Furthermore, the first switch module and the second switch module include a second field effect transistor, and the second field effect transistor is used to control the conduction of the circuit.

[0010] Compared with the existing technology, the technical effect achieved by adopting this technical solution is: the first switch module and the second switch module use the second field-effect transistor to achieve microsecond switching control, and the first storage circuit, the second storage circuit, and the power supply branch are electrically isolated through independent field-effect transistors, avoiding mutual interference between power supplies in the traditional parallel architecture.

[0011] Furthermore, the multi-power management system further includes a current detection module, which is connected to the first field effect transistor and the second field effect transistor respectively, and is used to detect current abnormality.

[0012] Compared with existing technologies, this technical solution achieves the following technical benefits: the current sensing module can monitor the current in the circuit containing the first or second FET in real time. Once it detects that the current in the circuit containing the first or second FET exceeds the normal range, the current sensing module can quickly issue a signal, providing an early warning of circuit failure.

[0013] Furthermore, the current detection module includes a current detection resistor and an amplifier. The current detection resistor is connected to the first field effect transistor and the second field effect transistor respectively. The current detection resistor is connected in parallel with the amplifier. The amplifier is used to amplify the signal on the current detection resistor.

[0014] Compared with the existing technology, the technical effect achieved by adopting this technical solution is: the current detection module detects the current value on the current detection resistor in real time. When a short circuit, overload or other faults occur in the circuit, the current will change significantly. The corresponding voltage signal on the current detection resistor is amplified by the amplifier and sent to the control circuit of the current detection module, thereby controlling the corresponding first field effect transistor or the second field effect transistor to be turned off.

[0015] Furthermore, the multi-power management system further includes a voltage detection module, which is connected to the first field effect transistor and is used to detect voltage anomalies.

[0016] Compared with existing technologies, this technical solution achieves the following technical effects: When the output voltage of the power branch is abnormal, the voltage detection module detects the abnormal voltage signal and immediately shuts off the first field-effect transistor of the power branch. Simultaneously, the first field-effect transistors of the first and second storage circuits are turned on to supply power to the vehicle, ensuring power continuity. When the vehicle is dormant, the voltage detection module detects whether the batteries in the first and second storage circuits are undervoltage. If so, it shuts off the second field-effect transistors of the first and second switch modules, cutting off power to the entire vehicle and preventing damage to the batteries due to excessive discharge.

[0017] The present invention further provides a control method for a vehicle's multi-power management system, which is applied to the multi-power management system in the above technical solution. The control method includes: S1, when the vehicle is dormant, all first field effect transistors are turned off; S2: When the vehicle wakes up and KL30 is powered on, the first field effect transistor of the power supply branch is turned off, and the first field effect transistors of the first storage circuit and the second storage circuit are turned on; S3, when the vehicle starts and KL15 is powered on, all the first field effect tubes are turned on; Among them, KL30 refers to the voltage required when the vehicle wakes up, and KL15 refers to the voltage required when the vehicle starts.

[0018] Compared with the existing technology, the technical effects achieved by adopting this technical solution are as follows: First, when the system is dormant, all first field-effect transistors are turned off, and the body diodes of the first field-effect transistors conduct automatically to provide low-power power to the entire vehicle. If the first storage circuit, the power branch, or the second storage circuit is open or short-circuited at this time, the first field-effect transistor is in the off state, and its characteristics are similar to those of a diode. The power voltage will not be discharged to the outside through the first field-effect transistor. In other words, the first field-effect transistor will isolate the fault, the wiring harness of the input port will not be energized, and the system will be in a safe state. Second, when the vehicle wakes up and KL30 is powered, the first and second storage circuits power the vehicle. When the vehicle starts and KL15 is powered, the vehicle is powered at high voltage, and the three power sources now provide high current power to the vehicle. Through the power input of the first and second storage circuits and the power branch, two completely independent redundant power supplies are realized, and the two power supplies are isolated from each other.

[0019] Furthermore, S1 includes: detecting the battery voltage within a specified time, and if the battery voltage is less than or equal to an undervoltage threshold, turning off the first switch module and the second switch module.

[0020] Compared with existing technologies, this technical solution achieves the following technical effects: For new energy vehicles, because the engine and starter are eliminated, a large low-voltage starting battery is not required. The capacity of the low-voltage battery will drop significantly, for example, from about 70Ah to about 20Ah for passenger cars and from 180Ah to about 60Ah for trucks. This reduction in battery capacity is more likely to lead to battery depletion. At the same time, traditional battery sensors only have detection functions, not disconnection functions, and cannot fundamentally solve the problem of battery damage caused by depletion. This system detects the battery voltage and actively disconnects the battery output by turning off the first and second switch modules when the battery power is too low, thus preventing battery depletion.

[0021] Furthermore, S3 includes: when the power supply of the power supply branch is powered on, turning on the first field effect transistor of the power supply branch; The battery charging current is detected, and if the battery charging current is less than or equal to a charging threshold, the first field effect transistor of the first storage circuit or the first field effect transistor of the second storage circuit is turned off.

[0022] Compared with the existing technology, this technical solution achieves the following technical effects: First, it detects when the power supply of the power branch is powered on and then turns on the first field-effect transistor of the power branch, preventing voltage instability or surge current in the power supply of the power branch. Second, the power supply of the power branch charges the battery of the first storage circuit or the second storage circuit. When the battery charging current is less than or equal to the charging threshold, the battery charging is terminated. The current threshold is used to accurately determine the charging status, avoiding overcharging that may shorten the battery life or cause safety hazards, thereby extending the battery cycle life.

[0023] Furthermore, S3 includes: detecting the voltage of the power branch through the voltage detection module, when the voltage of the power branch is abnormal, opening the first field effect transistor of the first storage circuit and the first field effect transistor of the second storage circuit, and closing the first field effect transistor of the power branch.

[0024] Compared with the existing technology, the technical effect achieved by adopting this technical solution is: when the power supply of the power branch is abnormal, the second storage circuit and the first storage circuit provide power guarantee for the system, ensuring the continuity and stability of the power supply, reducing the risk of vehicle safety accidents caused by power failure, and improving the safety and reliability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] Figure 1 A schematic diagram showing a system architecture of a multi-power management system for a vehicle in this exemplary embodiment; Figure 2 A flowchart illustrating a method for controlling a multi-power management system for a vehicle according to this exemplary embodiment is shown.

[0026] Description of reference numerals: R1-voltage detection resistor one; R2-voltage detection resistor two; R3-voltage detection resistor three; R4-voltage detection resistor four; R5-voltage detection resistor five; R6-voltage detection resistor six; R7-current detection resistor one; R8-current detection resistor two; R9-current detection resistor three; R10-current detection resistor four; R11-current detection resistor five; Q1-first field-effect transistor of the first storage circuit; Q2-first field-effect transistor of the power supply branch; Q3-first field-effect transistor of the second storage circuit; Q4-second field-effect transistor of the first switch module; Q5-second field-effect transistor of the second switch module; U4-load terminal one; U5-load terminal two; U6-load terminal three; U7-load terminal four; U8-load terminal five; U9-load terminal six. DETAILED DESCRIPTION

[0027] Example embodiments will now be described more fully with reference to the accompanying drawings. However, example embodiments can be implemented in a variety of forms and should not be construed as limited to the examples set forth herein; rather, these embodiments are provided so that the present disclosure will be more comprehensive and complete and will fully convey the concepts of the example embodiments to those skilled in the art. The described features, structures, or characteristics may be combined in any suitable manner in one or more embodiments. In the following description, many specific details are provided to provide a full understanding of the embodiments of the present disclosure. However, those skilled in the art will appreciate that the technical solutions of the present disclosure may be practiced while omitting one or more of the specific details, or that other methods, components, devices, steps, etc. may be employed. In other cases, well-known technical solutions are not shown or described in detail to avoid obscuring various aspects of the present disclosure.

[0028] In addition, the accompanying drawings are only schematic illustrations of the present disclosure and are not necessarily drawn to scale. The same reference numerals in the drawings represent the same or similar parts, and thus their repeated description will be omitted.

[0029] The flowcharts shown in the accompanying drawings are merely illustrative and do not necessarily include all steps. For example, some steps may be decomposed, while some steps may be combined or partially combined, so the actual execution order may change according to actual circumstances.

[0030] See also Figure 1 and Figure 2 This embodiment provides a multi-power management system for a vehicle, comprising: a first storage circuit, a second storage circuit, a power supply branch, and a first field-effect transistor. The first storage circuit, the second storage circuit, and the power supply branch are connected in parallel. The first storage circuit is provided with a first switch module, and the second storage circuit is provided with a second switch module. The power supply branch and the first storage circuit are connected via the first switch module, and the power supply branch and the second storage circuit are connected via the second switch module. The first switch module and the second switch module are used for power supply isolation. First field-effect transistors are provided in the first storage circuit, the second storage circuit, and the power supply branch, respectively, and are used for circuit protection. The first storage circuit, the second storage circuit, and the power supply branch are used for power supply redundancy.

[0031] For example, the first storage circuit and the second storage circuit are powered by a low-voltage 12V battery, and the power branch is a DC / DC.

[0032] Since the working characteristics of DC / DC are completely different from those of traditional generators, traditional generators have strong overload capabilities. When overloaded, the voltage is pulled down and there is no need to use fuses for overload protection. When the DC / DC line is overloaded, the output will be cut off, and traditional fuses can hardly play a protective role. This application replaces the traditional fuse with a first field-effect transistor, controls the first field-effect transistor, and turns off the first field-effect transistor in the event of a fault to protect the line.

[0033] For example, the first field-effect transistor uses a unidirectional MOSFET (metal oxide semiconductor field-effect transistor), which has a simple topology, occupies a small PCB area, and reduces costs.

[0034] First, the first storage circuit, the second storage circuit and the power supply branch are connected in parallel, and the power supply isolation is achieved between the circuits through the first switch module and the second switch module. When a power supply fails, the other power supplies can continue to supply power, ensuring the continuity of power supply to the entire vehicle. Second, a first field-effect transistor is set in the first storage circuit, the second storage circuit and the power supply branch to protect the circuit. Utilizing the high-speed switching characteristics of the field-effect transistor, when the circuit encounters faults such as overload and short circuit, the field-effect transistor can quickly cut off the fault circuit. Compared with traditional fuses, the protection speed is greatly improved, from the original 100ms level to 10µs level. Unlike traditional fuses, there is no need to replace them after a fault occurs, which reduces after-sales maintenance costs while effectively protecting the power supply and related circuits.

[0035] Specifically, see Figure 1 The multi-power management system further includes: a load end and an electronic fuse, wherein the first switch module and the second switch module are respectively connected to the load end through the electronic fuse.

[0036] For example, the load side can be divided into two sides. The first side is powered by the first storage circuit and power branch. Load terminal one (U4) is connected to the ECU power supply, load terminal two (U5) is connected to the load control, and load terminal three (U6) is connected to redundant power supply 1. The other side is powered by the second storage circuit and power branch. Load terminal five (U8) is connected to the ECU power supply, load terminal six (U9) is connected to the load control, and load terminal four (U7) is connected to redundant power supply 2. The isolation and redundancy of the first storage circuit, power branch, and second storage circuit ensures continuous power supply and fault isolation for the vehicle.

[0037] To illustrate again, if a serious fault occurs in the circuit of the subsequent stage of the second field effect transistor Q4 of the first switch module, such as the load terminal U4 is damaged due to a fault in the subsequent electrical appliance, and the load terminal U4 is short-circuited, then the load terminal U5 and the load terminal U6 will both lose power. At this time, the second field effect transistor Q4 of the first switch module can detect the fault through the current detection resistor R10. The second field effect transistor Q4 of the first switch module will immediately protect and cut off the power supply of the entire subsequent circuit, thereby ensuring that the subsequent output of the second field effect transistor Q5 of the second switch module is not affected. The second field effect transistor Q5 of the second switch module will continue to power the vehicle steering system through the load terminal U7, thereby achieving dual redundancy of output power distribution.

[0038] At the same time, electronic fuses use electronic fuses. Compared with traditional fuses, electronic fuses have fast response characteristics and can quickly cut off the circuit when overcurrent is detected. The response time is usually in microseconds. Its reaction speed is faster and it can protect loads and circuits from overcurrent damage more promptly.

[0039] Specifically, see Figure 1 The first switch module and the second switch module include a second field effect transistor, which is used to control the conduction of the circuit.

[0040] For example, the second field effect transistor adopts a unidirectional N-type MOSFET, with the drain connected to the input terminal and the source connected to the output terminal, which further reduces the cost and the occupied area.

[0041] The first switch module and the second switch module use the second field-effect transistor to achieve microsecond switching control, and the first storage circuit, the second storage circuit, and the power supply branch are electrically isolated through independent field-effect transistors, avoiding mutual interference between power supplies in the traditional parallel architecture.

[0042] Specifically, see Figure 1 The multi-power management system further includes a current detection module, which is connected to the first field effect transistor and the second field effect transistor respectively, and is used to detect current abnormalities.

[0043] The current sensing module monitors the current in the circuit containing the first or second FET in real time. Once it detects that the current in the circuit containing the first or second FET exceeds the normal range, the current sensing module quickly issues a signal, providing an early warning of circuit failure.

[0044] Specifically, see Figure 1 The current detection module includes a current detection resistor and an amplifier. The current detection resistor is connected to the first field effect transistor and the second field effect transistor respectively. The current detection resistor is connected in parallel with the amplifier. The amplifier is used to amplify the signal on the current detection resistor.

[0045] For example, the current detection module includes a current detection resistor R7 provided in the first storage circuit, a current detection resistor R8 provided in the power supply branch, a current detection resistor R9 provided in the second storage circuit, a current detection resistor R10 provided in the first switch module, and a current detection resistor R11 provided in the second switch module; and a control circuit and an amplifier connected to each current detection resistor; each current detection resistor detects the current in the loop, sends the signal to the amplifier, and then sends it to the control circuit, the control circuit identifies the fault in the loop, and then turns off the first field effect transistor or the second field effect transistor in the loop, isolates the faulty loop, and continues to power other circuits. There is no need to stop the vehicle for maintenance immediately. The fault can be found and repaired after the vehicle is stopped, which does not affect the normal operation of the vehicle, thereby improving operational reliability and efficiency.

[0046] Specifically, see Figure 1 The multi-power management system further includes a voltage detection module connected to the first field effect transistor, and the voltage detection module is used to detect voltage abnormalities.

[0047] For example, the voltage detection module includes: voltage detection resistor 1 R1 and voltage detection resistor 2 R2 provided in the first storage circuit, voltage detection resistor 3 R3 and voltage detection resistor 4 R4 provided in the power supply branch, and voltage detection resistor 5 R5 and voltage detection resistor 6 R6 provided in the second storage circuit.

[0048] When the output voltage of the power branch is abnormal (i.e., short-circuited, open-circuited, or overvoltage), the voltage detection module detects the abnormal voltage signal and immediately shuts off the first field-effect transistor (FET) Q2 of the power branch. Simultaneously, it turns on the first field-effect transistor (FET) Q1 of the first storage circuit and the first field-effect transistor (FET) Q3 of the second storage circuit to supply power to the vehicle, ensuring power continuity. When the vehicle is dormant, the voltage detection module detects whether the batteries in the first and second storage circuits are undervoltage. If so, it shuts off the second field-effect transistor (FET) Q4 of the first switch module and the second field-effect transistor (FET) Q5 of the second switch module, cutting off power to the entire vehicle and preventing damage to the batteries due to excessive discharge.

[0049] See also Figure 2 The present invention also provides a control method for a vehicle multi-power management system, which is applied to the multi-power management system in the above technical solution. The control method includes: S1, when the vehicle is dormant, all first field effect transistors are turned off; S2: When the vehicle wakes up and KL30 is powered on, the first field effect transistor of the power supply branch is turned off, and the first field effect transistor of the first storage circuit and the first field effect transistor of the second storage circuit are turned on; S3, when the vehicle starts and KL15 is powered on, all the first field effect tubes are turned on; Among them, KL30 refers to the voltage required when the vehicle wakes up, and KL15 refers to the voltage required when the vehicle starts.

[0050] As explained, regardless of whether the vehicle is in sleep mode, starting KL30 or starting KL15, the second FET Q4 of the first switch module and the second FET Q5 of the second switch module remain normally open. When the vehicle is in sleep mode, the two batteries jointly provide low-power, low-current power for the entire vehicle. Because the operating current required by the entire vehicle in sleep mode is extremely small, usually below 50mA, when the first FET Q1 of the first storage circuit and the first FET Q3 of the second storage circuit are turned off, according to Figure 1 In the medium topology, the first FET Q1 of the first storage circuit and the first FET Q3 of the second storage circuit continue to power the system through their body diodes. This results in a voltage drop of approximately 1V. Due to the low current, the heating generated by the FETs is negligible. While the system maintains sufficient vehicle power supply in sleep mode, it also reduces static power consumption.

[0051] At the same time, if the first storage circuit, the power branch, or the second storage circuit becomes open or short-circuited, the first FET is in the off state, similar to a diode. The power supply voltage will not be discharged through the first FET. In other words, the first FET isolates the fault, the wiring harness at that input port will not be energized, and the system will be in a safe state. Furthermore, when the vehicle wakes up and KL30 is powered, the first and second storage circuits provide power to the vehicle. When the vehicle starts KL15, high voltage is applied, and the three power sources provide high current to the vehicle. The power inputs from the first and second storage circuits and the power branch create two completely independent, redundant power supplies, each isolated from the other.

[0052] See also Figure 2 Specifically, S1 includes: detecting the battery voltage within a specified time, and if the battery voltage is less than or equal to an undervoltage threshold, turning off the first switch module and the second switch module.

[0053] New energy vehicles, because they eliminate the engine and starter, do not require a large low-voltage starting battery. Consequently, the capacity of the low-voltage battery drops significantly, for example, from approximately 70Ah to approximately 20Ah for passenger cars and from 180Ah to approximately 60Ah for trucks. This reduction in battery capacity makes it more likely that the battery will run low. Furthermore, traditional battery sensors only have detection functions, not disconnection functions, and cannot fundamentally address the battery damage caused by low battery. This system detects the battery voltage and, when the battery charge is too low, actively disconnects the battery output by shutting down the first and second switch modules, thus preventing battery drain.

[0054] See also Figure 2 Specifically, S3 includes: when the power supply of the power supply branch is powered on, turning on the first field effect transistor Q2 of the power supply branch; The battery charging current is detected. If the battery charging current is less than or equal to a charging threshold, the first field effect transistor Q1 of the first storage circuit or the first field effect transistor Q3 of the second storage circuit is turned off.

[0055] For example, the first field effect transistor is connected to the control circuit, and the charge and discharge current of the battery of the first storage circuit or the second storage circuit is combined to judge the battery power level to avoid overcharging or over-discharging of the battery. When the battery is fully charged, the first field effect transistor is turned off to avoid overcharging of the battery. When the DC / DC is powered off and the battery supplies power to the entire vehicle, if the battery of the first storage circuit is undervoltage, the first field effect transistor Q1 of the first storage circuit and the first field effect transistor Q3 of the second storage circuit can be turned on to allow the battery of the second storage circuit to charge the battery of the first storage circuit, so that the voltages of the two batteries are balanced with each other; when both batteries are undervoltage, the second field effect transistor Q4 of the first switch module and the second field effect transistor Q5 of the second switch module can be turned off to cut off the power supply to the entire vehicle to avoid battery depletion.

[0056] As explained, first, when the power supply of the power branch is powered on, the first field-effect transistor Q2 of the power branch is turned on to prevent voltage instability or inrush current in the power branch. Second, the power supply of the power branch charges the battery of the first storage circuit or the second storage circuit. When the battery charging current is less than or equal to the charging threshold, the battery charging is terminated. Accurately determining the charging status based on the current threshold can avoid overcharging, which can shorten the battery life or cause safety hazards, and extend the battery cycle life.

[0057] Specifically, see Figure 2 S3 includes: detecting the voltage of the power branch through the voltage detection module, when the voltage of the power branch is abnormal, opening the first field effect transistor Q1 of the first storage circuit and the first field effect transistor Q3 of the second storage circuit, and closing the first field effect transistor Q2 of the power branch.

[0058] When the power supply of the power branch is abnormal, the second storage circuit and the first storage circuit provide power protection for the system, ensuring the continuity and stability of the power supply, reducing the risk of vehicle safety accidents caused by power failure, and improving the safety and reliability of the vehicle.

[0059] Although the present invention is disclosed as above, the present invention is not limited thereto. Any person skilled in the art can make various changes and modifications without departing from the spirit and scope of the present invention. Therefore, the scope of protection of the present invention should be based on the scope defined by the claims.

Claims

1. A multi-power management system for a vehicle, characterized in that: The multi-power management system includes: a first storage circuit, a second storage circuit, and a power supply branch, wherein the first storage circuit and the second storage circuit are connected in parallel with the power supply branch; the first storage circuit is provided with a first switch module, and the second storage circuit is provided with a second switch module; the power supply branch and the first storage circuit are connected via the first switch module, and the power supply branch and the second storage circuit are connected via the second switch module; the first switch module and the second switch module are used for power supply isolation; a first field effect transistor, the first field effect transistor being respectively provided in the first storage circuit, the second storage circuit and the power supply branch, and the first field effect transistor being used for protecting the circuit; The first storage circuit, the second storage circuit and the power supply branch are used for power supply redundancy.

2. The multi-power management system according to claim 1, characterized in that: The multi-power management system further includes: a load end and an electronic fuse, and the first switch module and the second switch module are respectively connected to the load end through the electronic fuse.

3. The multi-power management system according to claim 1, characterized in that: The first switch module and the second switch module include a second field effect transistor, and the second field effect transistor is used to control the conduction of the circuit.

4. The multi-power management system according to claim 3, characterized in that: The multi-power management system further includes a current detection module, which is connected to the first field effect transistor and the second field effect transistor respectively, and is used to detect current abnormality.

5. The multi-power management system according to claim 4, characterized in that: The current detection module includes a current detection resistor and an amplifier. The current detection resistor is connected to the first field effect transistor and the second field effect transistor respectively. The current detection resistor is connected in parallel with the amplifier. The amplifier is used to amplify the signal on the current detection resistor.

6. The multi-power management system according to claim 3 or 4, characterized in that: The multi-power management system further includes a voltage detection module, which is connected to the first field effect transistor and is used to detect voltage abnormalities.

7. A control method for a vehicle's multi-power management system, characterized in that: Applied to the multi-power management system according to any one of claims 1 to 6, the control method comprises: S1, when the vehicle is dormant, turning off all the first field effect transistors; S2, when the vehicle wakes up and powers on KL30, the first field effect transistor of the power supply branch is turned off, and the first field effect transistors of the first storage circuit and the second storage circuit are turned on; S3, when the vehicle is started and KL15 is powered on, all the first field effect transistors are turned on; The KL30 voltage refers to the voltage required when the vehicle is awakened, and the KL15 voltage refers to the voltage required when the vehicle is started.

8. The control method according to claim 7, characterized in that: The step S1 includes: detecting the battery voltage within a specified time, and if the battery voltage is less than or equal to an undervoltage threshold, turning off the first switch module and the second switch module.

9. The control method according to claim 7, characterized in that: The S3 includes: When the power supply of the power branch is powered on, turning on the first field effect transistor of the power branch; The battery charging current is detected, and if the battery charging current is less than or equal to a charging threshold, the first field effect transistor of the first storage circuit or the first field effect transistor of the second storage circuit is turned off.

10. The control method according to claim 9, characterized in that: The vehicle's multi-power management system also includes a voltage detection module, and S3 includes: detecting the voltage of the power branch through the voltage detection module, and when the voltage of the power branch is abnormal, opening the first field effect transistor of the first storage circuit and the first field effect transistor of the second storage circuit, and closing the first field effect transistor of the power branch.

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