Power supply system of vehicle and vehicle

Abstract

The embodiment of the invention provides a power supply system of a vehicle and the vehicle, the system comprises a power battery, a first circuit and a second circuit, the first circuit comprises a first direct current converter and a first power load, the first direct current converter is connected with the power battery and used for converting high voltage output by the power battery into first low voltage, and the first low voltage is connected with the first power load; the first low-voltage power is input to the first power load; the second circuit comprises a second direct-current converter and a second power load, the second direct-current converter is connected with the power battery and used for converting the high-voltage electricity output by the power battery into second low-voltage electricity and inputting the second low-voltage electricity into the second power load, and the working power of the second power load is lower than that of the first power load. The second low voltage is less than the first low voltage. The technical problem that the power supply requirement of a high-power load in a vehicle cannot be met in the related technology is solved.

Description

Technical Field

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

[0002] With the advancement of vehicle electrification and intelligence, vehicles are no longer simply means of transportation, but are gradually evolving into mobile spaces that integrate digitalization, intelligence, comfort, and entertainment facilities. This transformation has led to a gradual increase in high-power loads within vehicles, placing higher demands on vehicle power systems.

[0003] In related technologies, power is mainly supplied to the vehicle's loads through a 12-volt (V) low-voltage electrical system. However, the 12-V low-voltage electrical system has gradually become a bottleneck in terms of power density, energy efficiency and cost control. Especially when transmitting high power, due to the high current, the cables must be thicker to reduce resistance and heat, which not only increases weight and cost, but also limits vehicle performance and energy efficiency.

[0004] There is currently no good solution to the above problems. Summary of the Invention

[0005] The embodiments of the present application provide a vehicle power supply system and a vehicle, so as to at least solve the technical problem in the related art that the power supply demand of high-power loads in the vehicle cannot be met.

[0006] According to one aspect of an embodiment of the present application, a power supply system for a vehicle is provided, which includes: a power battery, a first circuit and a second circuit, the first circuit including a first DC converter and a first power load, wherein the first DC converter is connected to the power battery and is used to convert the high voltage electricity output by the power battery into a first low voltage electricity, and input the first low voltage electricity to the first power load, the voltage of the high voltage electricity is greater than the first voltage threshold, the voltage of the first low voltage electricity is less than the second voltage threshold, and the first voltage threshold is greater than the second voltage threshold; the second circuit includes a second DC converter and a second power load, wherein the second DC converter is connected to the power battery and is used to convert the high voltage electricity of the power battery into a second low voltage electricity, and input the second low voltage electricity to the second power load, and the second The operating power of the power load is lower than the operating power of the first power load, and the second low voltage electricity is lower than the first low voltage electricity; wherein, the first circuit and the second circuit are connected in parallel through a bidirectional DC converter, and the bidirectional DC converter is used to convert the first low voltage electricity of the first circuit into the second low voltage electricity in the first working state, or to convert the second low voltage electricity of the second circuit into the first low voltage electricity in the second working state. The first working state is used to indicate the working state of the bidirectional DC converter when there is residual power in the first circuit and the second circuit fails to meet the power supply demand of the second power load, and the second working state is used to indicate the working state of the bidirectional DC converter when there is residual power in the second circuit and the first circuit fails to meet the power supply demand of the first power load.

[0007] Furthermore, the first circuit also includes a first field-effect transistor, and the second circuit also includes a second field-effect transistor. The input end of the first field-effect transistor is connected to the output end of the first DC converter, and the output end of the first field-effect transistor is connected to the input end of the first power load, for controlling the conduction state of the first circuit; the input end of the second field-effect transistor is connected to the output end of the second DC converter, and the output end of the second field-effect transistor is connected to the input end of the second power load, for controlling the conduction state of the second circuit.

[0008] Furthermore, the first circuit also includes: a half-bridge motor driver chip, the input end of the half-bridge motor driver chip is connected to the output end of the first field-effect transistor, and the output end of the half-bridge motor driver chip is connected to the body adjustment motor in the first power load, which is used to control the switching state of the first field-effect transistor to generate a continuous pulse width modulation signal, wherein the continuous pulse width modulation signal is used to adjust the speed and / or torque of the body adjustment motor, and the body adjustment motor is used to indicate the motor for adjusting the body components of the vehicle.

[0009] Furthermore, the first circuit also includes: a high-side motor driver chip, the input end of the high-side motor driver chip is connected to the output end of the first field-effect transistor, and the output end of the high-side motor driver chip is connected to the electronic control unit in the first power load, for providing a first low voltage power to the electronic control unit, wherein the electronic control unit is used to output a control signal to the first power load other than the electronic control unit in the first power load.

[0010] Furthermore, the first circuit also includes: an electronic fuse, the input end of the electronic fuse is connected to the output end of the first field effect transistor, and the output end of the electronic fuse is connected to the thermal management control component and the electric power steering component in the first power load, and is used to cut off the connection between the first field effect transistor and the thermal management control component and the electric power steering component when the first circuit is abnormal, wherein the thermal management control component is used to control the thermal management system in the vehicle, and the electric power steering component is used to control the steering operation of the vehicle.

[0011] Optionally, the power supply system also includes: an energy storage battery, a third field effect transistor and a third DC converter, the energy storage battery is used to output a first low voltage electricity; the input end of the third field effect transistor is connected to the output end of the energy storage battery, the output end of the third field effect transistor is connected to the first power load, and is used to input the first low voltage electricity output by the energy storage battery to the first power load when the first circuit is in a fault state; the input end of the third DC converter is connected to the output end of the third field effect transistor, the output end of the third DC converter is connected to the second power load, and is used to convert the first low voltage electricity output by the energy storage battery into a second low voltage electricity when the second circuit is in a fault state, and input the second low voltage electricity to the second power load.

[0012] Optionally, the power supply system also includes: a fourth field effect transistor, the input end of the fourth field effect transistor is connected to the first field effect transistor, and the output end of the fourth field effect transistor is connected to the third field effect transistor, and is used to input the remaining power of the first circuit into the energy storage battery when the first circuit is in a normal state and there is remaining power in the first circuit.

[0013] Furthermore, the power supply system also includes: a power management integrated circuit chip, the input end of the power management integrated circuit chip is connected to the output end of the first field effect transistor and / or the output end of the third field effect transistor, and the output end of the power management integrated circuit chip is connected to the electronic control unit in the first power load, for inputting the first low voltage electricity output by the first field effect transistor and / or the first low voltage electricity output by the third field effect transistor into the electronic control unit.

[0014] Furthermore, the second circuit also includes: a low-voltage electrical box, the input end of the low-voltage electrical box is connected to the output end of the second DC converter, and the output end of the low-voltage electrical box is connected to the body domain controller in the second power load, which is used to input the second low voltage electricity to the second power load through the body domain controller, wherein the body domain controller is used to control the second power load in the vehicle.

[0015] According to another aspect of an embodiment of the present application, a vehicle is further provided, comprising a vehicle power supply system.

[0016] In an embodiment of the present application, the power supply system of the vehicle includes: a power battery, a first circuit and a second circuit, wherein the first circuit is used to convert the high voltage electricity of the power battery into a first low voltage electricity and input it to a first power load in the vehicle, and the second circuit is used to convert the high voltage electricity of the power battery into a second low voltage electricity and input it to a second power load in the vehicle. In addition, the first circuit and the second circuit are connected through a bidirectional DC converter, so that when the second low voltage electricity of the second circuit cannot meet the power supply demand of the second power load in the vehicle, but there is residual electricity in the first circuit, the bidirectional DC converter can be controlled to be in a first working state to convert the residual electricity in the first circuit into the second low voltage electricity to meet the power supply demand of the second power load in the vehicle; similarly, when the first low voltage electricity of the first circuit cannot meet the power supply demand of the first power load in the vehicle, but there is residual electricity in the second circuit, the bidirectional DC converter can be controlled to be in a second working state to convert the residual electricity received by the second circuit into the first low voltage electricity to meet the power supply demand of the first power load in the vehicle. That is, the present application achieves flexible management of the power in the vehicle power system by adopting a dual low-voltage architecture of the first circuit and the second circuit, supplemented by a bidirectional DC converter, and can dynamically allocate power between different load demands, ensuring that both high-power loads and low-power loads in the vehicle can operate at the optimal voltage, avoiding power waste, and improving overall energy efficiency, thereby solving the technical problem in related technologies that cannot meet the power supply needs of high-power loads in vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0017] The drawings described herein are used to provide a further understanding of the present application and constitute a part of the present application. The illustrative embodiments of the present application and their descriptions are used to explain the present application and do not constitute an improper limitation on the present application. In the drawings:

[0018] Figure 1 is a schematic diagram of a power supply system for a vehicle according to an embodiment of the present application;

[0019] Figure 2 is a schematic diagram of a first circuit system according to an embodiment of the present application;

[0020] Figure 3is a schematic diagram of another first circuit system according to an embodiment of the present application;

[0021] Figure 4 is a schematic diagram of a first circuit according to an embodiment of the present application;

[0022] Figure 5 is a schematic diagram of another first circuit according to an embodiment of the present application;

[0023] Figure 6 is a schematic diagram of a power supply system according to an embodiment of the present application;

[0024] Figure 7 is a schematic diagram of another power supply system according to an embodiment of the present application;

[0025] Figure 8 is a schematic diagram of another power supply system according to an embodiment of the present application;

[0026] Figure 9 is a schematic diagram of a second circuit according to an embodiment of the present application;

[0027] Figure 10 This is a schematic diagram of the topological structure of a vehicle power supply system according to an embodiment of the present application. DETAILED DESCRIPTION

[0028] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts should fall within the scope of protection of this application.

[0029] It should be noted that the terms "first", "second", etc. in the specification and claims of the present application and the above-mentioned drawings are used to distinguish similar objects and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchangeable where appropriate, so that the embodiments of the present application described herein can be implemented in a sequence other than those illustrated or described herein. In addition, the terms "including" and "having" and any of their variations are intended to cover non-exclusive inclusions, for example, a process, method, system, product or device comprising a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0030] According to an embodiment of the present application, a power supply system for a vehicle is provided. Figure 1is a schematic diagram of a vehicle power supply system according to an embodiment of the present application, such as Figure 1 As shown, the power supply system 100 of the vehicle includes: a power battery 101 , a first circuit 102 and a second circuit 103 .

[0031] The first circuit 102 includes a first DC converter 1021 and a first power load 1022, wherein the first DC converter 1021 is connected to the power battery 101, and is used to convert the high voltage electricity output by the power battery into a first low voltage electricity, and input the first low voltage electricity to the first power load 1022, the voltage of the high voltage electricity is greater than the first voltage threshold, the voltage of the first low voltage electricity is less than the second voltage threshold, and the first voltage threshold is greater than the second voltage threshold.

[0032] In this embodiment, the first circuit converts the high-voltage power of the power battery into a first low-voltage power by introducing a first DC converter, and then provides the first low-voltage power to a first power load in the vehicle. The power battery may be a high-voltage battery, and the high-voltage power output by the power battery may be 800V. The first low-voltage power may be 48V. This is merely an example, and the voltage value of the first low-voltage point is not limited. The first power load may be a high-power load in the vehicle, such as a cooling fan, blower, water pump, window motor, seat motor, electric power steering assembly, electronic brake assembly, etc., without specific limitation.

[0033] The second circuit 103 includes a second DC converter 1031 and a second power load 1032, wherein the second DC converter 1031 is connected to the power battery 101, and is used to convert the high voltage electricity of the power battery into a second low voltage electricity, and input the second low voltage electricity to the second power load 1032. The second power load can be a low power load in the vehicle, that is, the working power of the second power load in the vehicle is less than the working power of the first power load, and the second low voltage electricity is less than the first low voltage electricity. For example, the second low voltage electricity can be 12V. This is only an illustrative example and does not limit the voltage value of the second low voltage electricity.

[0034] In this embodiment, the second circuit converts the high voltage electricity of the power battery into a second low voltage electricity by introducing a second DC converter, and provides the second low voltage electricity to a second power load in the vehicle, wherein the voltage of the second low voltage electricity can be 12V.

[0035] Optionally, the second power load in the vehicle includes but is not limited to: a body domain controller, an information center control module (Instrument Cluster Control Module, abbreviated as ICC), an intelligent driving computing center module, and a power amplifier.

[0036] Optionally, the first circuit 102 and the second circuit 103 are connected in parallel through a bidirectional DC converter 104. The bidirectional DC converter is used to convert the first low voltage electricity of the first circuit into the second low voltage electricity in a first working state, or to convert the second low voltage electricity of the second circuit into the first low voltage electricity in a second working state. The first working state is used to indicate the working state of the bidirectional DC converter when there is residual power in the first circuit and the second circuit fails to meet the power supply requirements of the second power load. The second working state is used to indicate the working state of the bidirectional DC converter when there is residual power in the second circuit and the first circuit fails to meet the power supply requirements of the first power load.

[0037] In this embodiment, the first and second circuits are connected in parallel via a bidirectional DC converter, enabling flexible energy transfer and optimized utilization under different operating conditions. This mechanism enables the power supply system to respond to dynamically changing power demands while maintaining overall efficiency. The bidirectional DC converter can be positioned at the critical circuit interface between the first and second circuits, as needed, to ensure accurate and efficient conversion, both from 48V to 12V and from 12V to 48V. The physical location of the bidirectional DC converter is not specified herein.

[0038] Optionally, when the first circuit has surplus power but the second circuit cannot meet the power supply requirements of the second power load, the bidirectional DC converter will enter the first operating state. For example, the power management system continuously monitors the power status of the first circuit and the second circuit. If it detects that the power supply system of the first circuit has surplus power but the power supply system of the second circuit is insufficient, the operating state of the bidirectional DC converter is adjusted to the first operating state. That is, a portion of the surplus power in the first circuit is converted from the first low-voltage electricity to the second low-voltage electricity. The converted second low-voltage electricity is transmitted to the second circuit to supplement the power of the second circuit and ensure the normal operation of the second power load of the vehicle.

[0039] Optionally, when there is residual power in the second circuit and the first circuit cannot meet the power supply requirements of the first power load, the bidirectional DC converter will enter the second operating state. For example, the power management system continuously monitors the power status of the first circuit and the second circuit. If it detects that the power supply system of the first circuit is insufficiently charged while the power supply system of the second circuit has residual power, the operating state of the bidirectional DC converter is adjusted to the second operating state. That is, a portion of the residual power in the second circuit is converted from the second low-voltage power to the first low-voltage power. The converted second low-voltage power is then transmitted to the first circuit to supplement the power of the first circuit and ensure the normal operation of the first power load of the vehicle.

[0040] In the power supply system for a vehicle provided in this application, the first circuit and the second circuit convert the high voltage electricity of the power battery into the first low voltage electricity and the second low voltage electricity respectively through the first DC converter and the second DC converter, and then supply power to the high-power load and the low-power load in the vehicle respectively, which can ensure that the high-power load and the low-power load in the vehicle have a temperature voltage source. In addition, the first circuit and the second circuit are connected by a bidirectional DC converter, so that the power in the two circuit systems can be dynamically distributed through the bidirectional DC converter, ensuring that the high-power load and the low-power load in the vehicle can maintain normal working conditions under any circumstances, thereby achieving the purpose of improving the energy efficiency of the entire power supply system and enhancing the operating reliability of the vehicle under load conditions.

[0041] The power supply system of the above-mentioned vehicle of this application is further introduced below.

[0042] As an optional embodiment, the first circuit 102 also includes a first field effect transistor 1023, the input end of the first field effect transistor 1023 is connected to the output end of the first DC converter 1021, and the output end of the first field effect transistor 1023 is connected to the input end of the first power load 1022, for controlling the conduction state of the first circuit.

[0043] As an optional embodiment, the second circuit 103 also includes a second field-effect transistor 1033, the input end of the second field-effect transistor 1033 is connected to the output end of the second DC converter 1031, and the output end of the second field-effect transistor 1033 is connected to the input end of the second power load 1032, for controlling the conduction state of the second circuit.

[0044] In this embodiment, Figure 2 is a schematic diagram of a first circuit system according to an embodiment of the present application, such as Figure 2 As shown, the first field effect transistor 1023 is arranged between the first DC converter 1021 and the first power load 1022. When the first DC converter converts the high voltage electricity of the power battery into the first low voltage electricity suitable for the first power load, the converted electric energy will first reach the first field effect transistor 1023.

[0045] Optionally, the output of the first field-effect transistor 1023 is connected to the input of the first power load. As a switching element, the core function of the first field-effect transistor is to quickly and efficiently control the on-off of the current after receiving an appropriate control signal, thereby achieving precise control of the power supply to the first power load. In other words, the first field-effect transistor can be regarded as a "valve" for power distribution. By adjusting the conduction state of the first circuit, it ensures that the first power load obtains a stable first low-voltage power supply when needed, and can cut off the power supply when not needed, thereby reducing energy waste.

[0046] Optionally, the first field-effect transistor also has a protection function, capable of preventing abnormal conditions such as overcurrent and short circuit from causing damage to the first circuit and the first power load. When it is detected that the current exceeds a preset safety threshold, the first field-effect transistor can immediately cut off the current path to prevent further expansion of the fault, thereby protecting the entire first circuit and the connected first power load from damage.

[0047] Optionally, the second field-effect transistor 1033 functions similarly to the first field-effect transistor 1023 and is used to adjust the conduction state of the second circuit, ensuring that the second power load receives a stable second low-voltage power supply when needed, while being able to cut off power when not needed, thereby reducing energy waste. Similarly, the second field-effect transistor also has a protection function, preventing abnormal conditions such as overcurrent and short circuit from causing damage to the second circuit and the second power load.

[0048] Alternatively, compared to traditional relays or mechanical switches, field-effect transistors (FETs) offer lower energy consumption and faster response times during switching operations, thereby improving overall power system efficiency. Furthermore, the low on-resistance of FETs reduces power losses during transmission, further improving efficiency.

[0049] Optionally, field effect transistors have a high degree of integration and a small size, making them very suitable for integration into a compact layout in the first circuit, which not only saves space but also helps reduce the weight and complexity of the wiring harness, and has a positive impact on overall vehicle design and cost control.

[0050] Optionally, the first field effect transistor in the first circuit and the second field effect transistor in the second circuit are not only the key to power distribution, but also ensure the power supply safety, efficiency and reliability of the first circuit and the second circuit through their switching and protection characteristics.

[0051] As an optional embodiment, the first circuit 102 also includes: a half-bridge motor driver chip 1024, the input end of the half-bridge motor driver chip 1024 is connected to the output end of the first field-effect transistor 1023, and the output end of the half-bridge motor driver chip 1024 is connected to the body adjustment motor in the first power load 1022, for controlling the switching state of the first field-effect transistor 1023 to generate a continuous pulse width modulation signal, wherein the continuous pulse width modulation signal is used to adjust the speed and / or torque of the body adjustment motor, and the body adjustment motor is used to indicate the motor for adjusting the body components of the vehicle.

[0052] In this embodiment, Figure 3 is a schematic diagram of another first circuit system according to an embodiment of the present application, such as Figure 3As shown, the input end of the half-bridge motor driver chip (HB) 1024 is connected to the output end of the first field effect transistor 1023 , and the output end of the half-bridge motor driver chip 1024 is connected to the body regulating motor in the first power load 1022 .

[0053] Optionally, the input of the half-bridge motor driver chip 1024 is connected to the output of the first field-effect transistor 1023, and the output of the half-bridge motor driver chip 1024 directly controls the connected body adjustment motor. This configuration allows the half-bridge motor driver chip to receive and process power signals from the first circuit and precisely adjust the voltage and current supplied to the body adjustment motor by controlling the switching state of the first field-effect transistor. The body adjustment motors may include, but are not limited to, window adjustment motors, seat horizontal adjustment motors, seat vertical adjustment motors, and seat back adjustment motors.

[0054] Optionally, one of the core functions of a half-bridge motor driver IC is to generate a continuous pulse-width modulation (PWM) signal. PWM signals are a technique that modulates average voltage and current by varying the duty cycle of a pulse signal, which is crucial for controlling motor speed and torque. By varying the pulse width of the PWM signal, a half-bridge motor driver IC can precisely control the body control motor, enabling it to operate at varying speeds and torques.

[0055] Optionally, a continuous PWM signal is used to adjust the speed and / or torque of the body control motor. By adjusting the PWM signal's duty cycle—the ratio of the signal's "high" to "low" time—the half-bridge motor driver IC can ensure smooth motor operation over a wide range, from low to high speeds, and provide the required torque under various load conditions. This precise control capability significantly contributes to ensuring motor responsiveness, improving efficiency, and reducing energy waste.

[0056] Optionally, a body adjustment motor, as part of the first power load, is used to adjust vehicle body components. For example, these motors include, but are not limited to, window adjustment motors, seat horizontal adjustment motors, seat vertical adjustment motors, and seat back adjustment motors. The window adjustment motor adjusts the vehicle's windows, the seat horizontal adjustment motor adjusts the vehicle's seat horizontally, the seat vertical adjustment motor adjusts the vehicle's seat vertically, and the seat back adjustment motor adjusts the vehicle's backrest. These motors, controlled by PWM signals from a half-bridge motor driver chip, achieve precise adjustment, enhancing passenger comfort and vehicle convenience.

[0057] Optionally, compared with using the first field-effect transistor alone, by introducing a half-bridge motor driver chip to control the PWM signal, smoother motor speed regulation can be achieved, reducing vibration and noise during the operation of the body adjustment motor, and responding more quickly when the motor starts and stops, thereby improving the overall performance and reliability of the vehicle electrical system.

[0058] The half-bridge motor driver chip in this first circuit can not only improve the operating efficiency and performance of the motor through precise control of the PWM signal, but also realize dynamic power supply to the body adjustment motor by working in conjunction with the first field-effect transistor, ensuring the flexibility and precision of the vehicle when adjusting body components.

[0059] As an optional embodiment, the first circuit 102 also includes: a high-side motor driver chip 1025, the input end of the high-side motor driver chip 1025 is connected to the output end of the first field-effect transistor 1023, and the output end of the high-side motor driver chip 1025 is connected to the electronic control unit in the first power load 1022, for providing a first low voltage power to the electronic control unit, wherein the electronic control unit is used to output a control signal to the first power load other than the electronic control unit in the first power load.

[0060] In this embodiment, Figure 4 is a schematic diagram of a first circuit according to an embodiment of the present application, such as Figure 4 As shown, the input end of the high-side motor driver chip 1025 is connected to the output end of the first field effect transistor 1023 , and the output end of the high-side motor driver chip (High-Side Driver, referred to as HSD) 1025 is connected to the electronic control unit in the first power load 1022 .

[0061] Optionally, the input end of the high-side motor driver chip 1025 is connected to the output end of the first field-effect transistor 1023, which means that the high-side motor driver chip directly receives the first low-voltage electricity converted by the first circuit. The output end of the high-side motor driver chip is connected to the electronic control unit (ECU) to provide the necessary power support to the electronic control unit. The electronic control unit is a control device in the vehicle electronic system, which is used to control and manage the motor and other electronic devices in the first power load, such as the electric power steering system (EPS), the electronic braking system (BWA), etc.

[0062] Optionally, a high-side driver IC is used to control the first power load connected to the positive terminal of the circuit (relative to ground). In a vehicle's electrical system, a high-side driver IC ensures that even if there is a problem with the ground or low-voltage side, critical loads such as the ECU can still receive power safely, preventing power shorts or ECU damage caused by ground faults.

[0063] Optionally, after receiving the first low-voltage power from the high-side motor driver chip, the ECU can output control signals to other electronic devices in the first power load. These control signals may include instructions for starting, stopping, speed adjustment, torque control, etc. of the motor, ensuring that the first power load can perform corresponding actions based on the driver's needs and the vehicle's operating status.

[0064] Optionally, the high-side motor driver chip also has safety functions such as overcurrent, overheating, and short-circuit protection. When an abnormal situation is detected, it can quickly cut off the power supply to the ECU to prevent potential circuit failures or damage from affecting the entire system, thereby improving the stability and safety of the entire first circuit.

[0065] Optionally, in addition to power supply, the high-side motor driver chip may also communicate data with the ECU, providing information about its operating status, such as current, voltage, temperature, etc. This information is crucial for the ECU to monitor system health, perform fault diagnosis, and take appropriate protective measures.

[0066] The high-side motor driver chip in this first circuit not only provides a stable first low-voltage supply to the ECU but also, through its safety protection and communication functions, ensures the ECU's safe and efficient control and management of the electronic equipment in the first power load. It is an indispensable component of the vehicle's electrical system. This configuration ensures efficient operation of the first power load while also ensuring stability and safety under complex operating conditions.

[0067] As an optional embodiment, the first circuit 102 also includes: an electronic fuse 1026, the input end of the electronic fuse 1026 is connected to the output end of the first field effect transistor 1023, and the output end of the electronic fuse 1026 is connected to the thermal management control component and the electric power steering component in the first power load 1022, and is used to cut off the connection between the first field effect transistor and the thermal management control component and the electric power steering component when the first circuit is abnormal, wherein the thermal management control component is used to control the thermal management system in the vehicle, and the electric power steering component is used to control the steering operation of the vehicle.

[0068] In this embodiment, Figure 5 is a schematic diagram of another first circuit according to an embodiment of the present application, such as Figure 5As shown, the input end of the first electronic fuse (E-FUSE) 1026 is connected to the output end of the first field effect transistor 1023, and the output end of the electronic fuse 1026 is connected to the thermal management control component and the electric power steering component in the first power load 1022.

[0069] Optionally, the input of electronic fuse 1026 is connected to the output of first field-effect transistor 1023, meaning the electronic fuse is located directly along the path of the first low-voltage power flowing from the field-effect transistor to the thermal management control assembly and the electric power steering assembly. When an abnormality occurs in the first circuit, such as an overload, short circuit, or other power failure, the electronic fuse can immediately respond by automatically cutting off the power supply, preventing the fault from spreading further and protecting the thermal management control assembly and the electric power steering assembly from damage. This rapid protection mechanism is similar to the function of a traditional fuse, but electronic fuses are implemented electronically and digitally, resulting in faster response and more precise protection.

[0070] Optionally, the thermal management control component is part of the first power load and is used to monitor and regulate the vehicle's thermal management system, including but not limited to cooling fan control, air conditioning system temperature regulation, and battery temperature management. Because the thermal management system is crucial to vehicle operational stability, the electronic fuse can promptly disconnect the power supply to the first circuit when an abnormality occurs, preventing system overheating or loss of control and ensuring safe vehicle operation.

[0071] Optionally, the electric power steering assembly also constitutes the first power load, using electricity to assist the driver's steering operation, improving driving comfort and safety. When an abnormal current flows in the first circuit, an electronic fuse quickly disconnects the power connection to the electric power steering assembly, preventing excessive current from causing steering system failure or even more serious safety incidents.

[0072] Optionally, unlike single-use physical fuses, the electronic fuse is capable of monitoring its own state and restoring its own state. Once the fault is cleared, the electronic fuse can reestablish the electrical connection between the first field-effect transistor and the thermal management control assembly and the electric power steering assembly, allowing the thermal management control assembly and the electric power steering assembly to resume normal operation without requiring manual intervention or fuse replacement.

[0073] Optionally, the integrated design of electronic fuses not only saves space compared to traditional mechanical fuses, but also reduces the number of components on the circuit board, simplifies the circuit layout, and reduces the overall cost. Moreover, since it uses electronic control, it can better cooperate with other electronic components (such as ECU, MOSFET, etc.) to achieve smarter and more efficient power management and fault protection.

[0074] The electronic fuse in this first circuit, through an intelligent safety protection mechanism, ensures that the thermal management control components and electric power steering components are promptly and effectively protected in the face of power anomalies, thereby maintaining the stability and safety of the entire vehicle electrical system. It also reflects the emphasis on fault recovery and integrated management in system design.

[0075] As an optional embodiment, the power supply system 100 also includes: an energy storage battery 105, a third field-effect transistor 106 and a third DC converter 107, the energy storage battery 105 is used to output a first low-voltage electricity; the input end of the third field-effect transistor 106 is connected to the output end of the energy storage battery 105, and the output end of the third field-effect transistor 106 is connected to the first power load, and is used to input the first low-voltage electricity output by the energy storage battery 105 to the first power load 1022 when the first circuit 102 is in a fault state; the input end of the third DC converter 107 is connected to the output end of the third field-effect transistor 106, and the output end of the third DC converter 107 is connected to the second power load 1032, and is used to convert the first low-voltage electricity output by the energy storage battery 105 into a second low-voltage electricity when the second circuit 103 is in a fault state, and input the second low-voltage electricity to the second power load 1032.

[0076] In this embodiment, Figure 6 is a schematic diagram of a power supply system according to an embodiment of the present application, such as Figure 6 As shown, the design of the power supply system 100 integrates a set of redundant and emergency power supply mechanisms to enhance the system's reliability and fault response capabilities, ensuring that critical power loads continue to be powered even when a main circuit fails, thereby maintaining the basic functions and safety of the vehicle.

[0077] Optionally, the energy storage battery 105 may be a battery. This energy storage battery serves as an independent, backup power component in the power system. Its primary design objective is to provide a primary low-voltage supply in the event of a failure or power loss in the primary power system (e.g., a 48V power system output by a high-voltage battery via a DC-DC converter). This design provides a redundant power supply for the ECU, enhancing system reliability and safety. This backup battery typically has a high energy density and a long range to ensure sufficient power support for the vehicle's critical systems in emergency situations.

[0078] Optionally, a third field-effect transistor 106 (typically a MOSFET) serves as a switch and protection function. The input of the third field-effect transistor is directly connected to the output of the energy storage battery 105. During normal operation, the third field-effect transistor 106 is in an off state to prevent the energy storage battery 105 from unintentionally discharging and maintain its power reserve. If the first circuit 102 of the main circuit fails, such as due to a voltage anomaly, a short circuit, or a power outage, the third field-effect transistor 106 switches to an on state through an automatic mechanism or control by an ECU (electronic control unit), directly transmitting the first low-voltage power from the energy storage battery 105 to the first power load 1022, ensuring that critical loads in the first power load can continue to operate in the event of a main power failure.

[0079] Optionally, the third DC converter 107 is a voltage converter, the input end of the third DC converter is connected to the output end of the third field effect transistor 106, and the output end of the third field effect transistor is connected to the second power load 1032. When the second circuit 103 fails, the function of the third DC converter 107 is to convert the first low voltage electricity of the energy storage battery 105 into the second low voltage electricity to meet the voltage requirement of the second power load 1032. Among them, the first low voltage electricity can be 48V, and the second low voltage electricity can be 12V, which is only an example here. The third DC converter 107 adjusts the voltage by boosting or bucking to ensure that the second power load 1032 can obtain power at the correct voltage level even in the event of a main circuit (second circuit) failure, so as to continue to operate.

[0080] Optionally, redundant power supplies and circuit conversion mechanisms are introduced to significantly improve the reliability and safety of the power system. In electrified and intelligent vehicles, this backup power path is crucial for ensuring that key components such as autonomous driving systems, airbags, and emergency communication systems can function properly under all circumstances, thus safeguarding vehicle safety.

[0081] As an optional embodiment, the power supply system 100 also includes: a fourth field-effect transistor 108, the input end of the fourth field-effect transistor 108 is connected to the first field-effect transistor 1023, and the output end of the fourth field-effect transistor 108 is connected to the third field-effect transistor 106, and is used to input the remaining power of the first circuit 102 into the energy storage battery 105 when the first circuit 102 is in a normal state and there is remaining power in the first circuit 102.

[0082] In this embodiment, Figure 7 is a schematic diagram of another power supply system according to an embodiment of the present application, such as Figure 7As shown, the input end of the fourth field effect transistor 108 is connected to the first field effect transistor 1023, and the output end of the fourth field effect transistor 108 is connected to the third field effect transistor 106, and is used to input the remaining power of the first circuit 102 into the energy storage battery 105 when the first circuit 102 is in a normal state and there is remaining power in the first circuit 102, so as to realize energy recovery and charging of the backup power supply, thereby further improving the overall energy utilization efficiency and reliability of the power supply system.

[0083] Optionally, the fourth field-effect transistor 108 (typically a MOSFET) is positioned in the circuit so as to be connected between the first field-effect transistor 1023 (located in the main power path) and the third field-effect transistor 106 (connected to the energy storage battery 105). This means that, under normal operating conditions, the fourth field-effect transistor 108 can control the path of energy flowing from the first circuit 102 of the main circuit (typically a 48V or 12V circuit after high-voltage conversion) to the energy storage battery 105.

[0084] Optionally, when the first circuit 102 is in a normal state, that is, the power battery can provide stable and sufficient power, or when there is residual power in the first circuit 102, for example, during regenerative braking of an electric vehicle, this residual power can be controlled by the fourth field-effect transistor 108 and directed to the energy storage battery 105 for charging. This not only helps improve energy utilization and reduce energy waste, but also provides additional power support for the vehicle in the event of a first circuit failure, thereby enhancing the redundancy and safety of the power system.

[0085] Optionally, the on / off logic of the fourth field-effect transistor 108 is typically controlled by an ECU (electronic control unit) or a power supply system based on the state of the first circuit 102 and the charging requirements of the energy storage battery 105. For example, when it is detected that the first circuit 102 has residual power and the energy storage battery 105 is not fully charged, the ECU can control the fourth field-effect transistor 108 to conduct, storing this residual power in the energy storage battery 105, so that the energy storage battery can be charged when the energy storage battery is idle. In the event of a failure in the power battery, or the first circuit and the second circuit, the energy storage battery can be used as a backup power source to supply power to the vehicle's loads, thereby optimizing energy management.

[0086] Optionally, the fourth field effect transistor 108 in the power supply system can not only realize the efficient recovery and utilization of regenerative energy, but also charge the backup power storage battery 105 when the main circuit is operating normally, providing key support for the redundancy and fault safety strategy of the power supply system.

[0087] As an optional embodiment, the power supply system 100 also includes: a power management integrated circuit chip 109, the input end of the power management integrated circuit chip 109 is connected to the output end of the first field effect transistor 1023 and / or the third field effect transistor 106, and the output end of the power management integrated circuit chip 109 is connected to the electronic control unit in the first power load 1022, for inputting the first low voltage electricity output by the first field effect transistor 1023 and / or the first low voltage electricity output by the third field effect transistor 106 to the electronic control unit.

[0088] In this embodiment, Figure 8 is a schematic diagram of another power supply system according to an embodiment of the present application, such as Figure 8 As shown, the power management integrated circuit chip 109 (Power Management Integrated Circuit, abbreviated as PMIC) in the power supply system 100 is a core control and management component, which is used to input the first low voltage electricity of the first circuit and / or the first low voltage electricity of the energy storage battery to the electronic control unit (ECU), ensuring that the electronic control unit can stably receive a voltage level suitable for its operation.

[0089] Optionally, the input of the power management integrated circuit chip is directly connected to the output of the first field-effect transistor and / or the output of the third field-effect transistor. Since the first field-effect transistor is used to control the on / off state of the first circuit, that is, the flow of the first low-voltage point in the first circuit, and the third field-effect transistor is used to control the flow of the first low-voltage electricity output by the energy storage battery, based on this, when the first circuit is in the on state, the PMIC can efficiently transmit the first low-voltage electricity transmitted by the first field-effect transistor to the electronic control unit, ensuring that the vehicle's electronic control unit receives a stable power supply. However, when the first circuit is not conducting or fails, for example, when the power battery stops supplying power, the PMIC automatically or under control switches to a backup path and begins transmitting the first low-voltage electricity output by the energy storage battery to the ECU. This ensures that even if the main power supply fails, the ECU can continue to receive the required power to maintain critical system operation. In other words, the connection between the PMIC, the first field-effect transistor, and the third field-effect transistor forms a flexible and reliable power supply network. It can provide stable and accurate voltage supply to the ECU under any circumstances, whether the main power system is normal or faulty, thereby ensuring that the vehicle's electronic control system is always in the best working state, enhancing the robustness of the entire power system and the safety performance of the vehicle.

[0090] Optionally, the power management IC also features precise voltage and current regulation, ensuring stable and appropriate power levels when delivered to the ECU. This is achieved through internal voltage regulators and voltage controllers, preventing voltage fluctuations from damaging the ECU while ensuring optimal power utilization. Through precise voltage conversion and management, the power management IC not only improves energy efficiency and reduces energy loss caused by voltage mismatches, but also enhances overall system reliability. It ensures that the ECU receives stable and appropriate power even when voltage or current conditions in the primary circuit fluctuate, avoiding potential interruptions or performance degradation in the ECU due to power instability.

[0091] Optionally, the power management integrated circuit (PMIC) also monitors the energy status of the entire power system, including the charge status of the energy storage battery and the health of the main power supply. Upon detecting any fault or anomaly, the PMIC can quickly take action, such as shutting down the faulty path, activating a backup power source, or adjusting the power distribution strategy to minimize the fault's impact on the entire system.

[0092] Optionally, there is a close communication link between the power management integrated circuit chip and the electronic control unit, which not only supplies power to the electronic control unit, but also can receive control instructions sent by the electronic control unit, adjust the power management and distribution strategy according to these instructions, and achieve more refined control of the power system.

[0093] Alternatively, by using an integrated chip design rather than discrete components, a power management integrated circuit (PMIC) can implement complex functions within a small package. This not only helps reduce board space and manufacturing costs, but also reduces the number of connection points in the circuit, improving overall system reliability and durability.

[0094] Optionally, a power management integrated circuit (PMIC) coordinates and monitors the flow of all power within the power system, ensuring a stable, efficient, and secure power supply to critical ECUs in the primary power load under all circumstances. This design enhances the power system's responsiveness and adaptability to emergencies.

[0095] As an optional embodiment, the electric power steering assembly and the electronic brake unit in the first power load are also connected to the first field-effect transistor via a high-side motor driver chip and an electronic fuse. For example, the input end of the electronic fuse is connected to the second field-effect transistor, and the output end of the electronic fuse is connected to the electric power steering assembly and the electronic brake unit in the first power load. The input end of the high-side motor driver chip is connected to the second field-effect transistor, and the output end of the electronic fuse is connected to the electric power steering assembly and the electronic brake unit.

[0096] Optionally, the electronic fuse and the high-side motor driver chip jointly protect and control the first power load, especially the circuit system of the electric power steering component and the electronic brake unit, to ensure that the power supply can be cut off in time when an abnormal situation occurs, while accurately controlling the power output under normal operating conditions.

[0097] Optionally, the input of the electronic fuse is connected to the output of the second field-effect transistor, making it a crucial protective device in the power path of the electric power steering assembly and the electronic brake unit. If a power supply anomaly in the first circuit, such as an overload, short circuit, or voltage instability, occurs, the electronic fuse quickly disconnects the second field-effect transistor from the electric power steering assembly and the electronic brake unit. This immediate disconnection protects the first power load from damage while also mitigating potential safety hazards caused by power failures.

[0098] Optionally, the high-side motor driver chip is also connected to the second field-effect transistor and is used to precisely drive and control the operation of the electric power steering assembly and the electronic brake unit based on the received first low-voltage power. Because the electric power steering assembly and the electronic brake unit require high-precision power regulation to achieve stable and safe steering and braking operations, the high-side motor driver chip, by receiving the first low-voltage power from the first low-voltage battery or energy storage battery, can adjust the magnitude and duration of the current to ensure that these first power loads operate in the most efficient manner.

[0099] Optionally, the electronic fuse and high-side motor driver IC work together to provide precise power control and ensure the vehicle's electrical system protects itself from abnormal conditions. When the electronic fuse detects a circuit anomaly and cuts off power, the high-side motor driver IC automatically enters a protection state, halting power to the electric power steering assembly and electronic brake unit until the circuit returns to normal.

[0100] Alternatively, high-side driver ICs are particularly important in vehicle electrical systems because they are typically located on the positive side of the power supply. They ensure that even if a problem occurs with the ground or low-voltage side, the electric power steering assembly and electronic brake unit remain safely isolated, preventing current from flowing through abnormal paths to the vehicle body, potentially avoiding circuit failures and safety incidents. In the first circuit, the combination of electronic fuses and high-side motor driver ICs enables rapid fault recovery and system flexibility.

[0101] As an optional embodiment, the second circuit 103 further includes: a low-voltage electrical box 1033, the input end of the low-voltage electrical box is connected to the output end of the second DC converter 1031, and the output end of the low-voltage electrical box 1033 is connected to the body domain controller in the second power load, which is used to input the second low voltage electricity to the second power load through the body domain controller, wherein the body domain controller is used to control the second power load in the vehicle.

[0102] In this embodiment, Figure 9 is a schematic diagram of a second circuit according to an embodiment of the present application, such as Figure 9 As shown, the input end of the low-voltage electrical box 1033 is connected to the output end of the second DC converter 1031 , and the output end of the low-voltage electrical box 1033 is connected to the vehicle body domain controller in the second power load.

[0103] Optionally, the low-voltage electrical box and the vehicle body domain controller act as a bridge and management center connecting the second DC converter and the second power load, ensuring that the low-power devices can stably receive the required power, while also realizing centralized control and management of these devices.

[0104] Optionally, the output of the second DC converter is connected to the input of a low-voltage electrical box. This is primarily for further distribution and management of the second low-voltage power (typically 12V DC) converted from the high-voltage or first circuit. The low-voltage electrical box is a key component in the vehicle's electrical system, responsible for power distribution, circuit integration, and circuit protection. It receives and processes power from the second DC converter and then accurately distributes it to secondary power loads, such as the vehicle body domain controller.

[0105] Optionally, the low-voltage electrical box is more than just a simple power distribution station; it also incorporates complex circuit protection and management capabilities. Enclosed within this box are multiple relays, fuses, and control logic, enabling it to adjust power output based on the needs of different secondary power loads, protecting the circuits from risks like overloads and short circuits. Within the complex electrical environment of the vehicle, the low-voltage electrical box ensures that each secondary power load receives an appropriate and safe power supply.

[0106] Optionally, the output of the low-voltage electrical box is connected to the vehicle domain controller (BDC), a key component in achieving centralized control of the vehicle's low-power electrical components. As part of the vehicle domain control system, the BDC manages a range of non-power-related low-power electrical components, such as lighting, door and window controls, seat adjustments, and entertainment systems. By receiving power from the low-voltage electrical box, the BDC effectively controls the operating status of these devices, such as turning them on and off, adjusting brightness, and controlling volume, thereby enhancing the driving experience and the vehicle's intelligence.

[0107] Optionally, the connection between the low-voltage electrical box and the vehicle domain controller not only distributes power but also transmits control signals. Using in-vehicle communication protocols such as CAN and LIN, the vehicle domain controller not only receives power from the low-voltage electrical box but also sends commands to regulate the status of various secondary power loads, forming a closed-loop control system that ensures all electrical devices respond to driver needs and vehicle operation instructions.

[0108] Optionally, through the synergy between the low-voltage electrical box and the vehicle domain controller, the second circuit can effectively manage the second power load, improving overall system safety and efficiency. The low-voltage electrical box ensures stable power distribution, while the vehicle domain controller intelligently controls the operating status of each appliance, reducing unnecessary power waste while enhancing the appliance's responsiveness and accuracy.

[0109] In the second circuit, the connection between the low-voltage electrical box and the vehicle body domain controller is not only used for power distribution, but also for intelligent control and protection of the second power load, which improves the response speed and safety of electrical equipment.

[0110] The above technical solutions of the embodiments of the present application are further introduced below with reference to the preferred embodiments of the present invention.

[0111] In vehicle electrical systems, although traditional 12V electrical systems are widely used in vehicles, their inherent design limitations have begun to emerge in the face of growing electrification and automation needs. According to the basic principle of electricity - the electric power formula (P = UI), when the voltage is fixed at 12V, in order to achieve high power output, the current must be increased accordingly. However, the increase in current is directly related to the increase in energy loss, especially in the presence of cable resistance, the energy loss follows the law of (Q = I^2Rt) and increases significantly. This means that when transmitting the same power, the 12V electrical system will experience more significant energy loss and low efficiency compared to higher voltage platforms.

[0112] In addition, high currents place an additional burden on batteries and electrical appliances, accelerating the aging of these devices and affecting the overall reliability and service life of the vehicle's electrical system. To cope with the heat generation problem under high currents, traditional 12V electrical architectures have to use thicker cables and more complex heat dissipation designs, which undoubtedly increases the vehicle's weight and costs while taking up valuable interior space. The above factors together limit the performance of the 12V electrical system in high-power demand scenarios, making it difficult to adapt to the power supply needs of an increasing number of high-power devices such as autonomous driving, electric drive boosting, electric power steering, air conditioning systems, and infotainment equipment.

[0113] Compared to 12V systems, 48V electrical systems, with their significant performance advantages, are key to supporting the future of vehicles. 48V systems not only deliver four times the power of 12V systems at the same current, significantly alleviating power density and energy efficiency challenges, but also, with the current reduced to one-fourth for the same power output, significantly reducing cable size and weight, saving cable costs and reducing energy losses. More importantly, 48V systems can directly support primary power loads, meeting the high power demands of the intelligent, electrified vehicle era. With the proliferation of electronic devices and the increasing degree of electrification in automobiles, the effectiveness and applicability of 12V systems face significant challenges due to power density limitations, low energy efficiency, and high cable costs. In contrast, 48V systems offer significant advantages in power handling capacity, weight savings, cost control, and direct support for high-power devices.

[0114] Given the significant advantages of 48V power in vehicle electrical systems, this application proposes a power supply topology system designed to effectively overcome the limitations of traditional 12V electrical systems in response to the ever-increasing power demands of modern vehicles. The power supply topology system proposed in this application utilizes a "48V + 12V" hybrid low-voltage circuit architecture, and a bidirectional DC-DC converter is deployed between the 48V and 12V low-voltage circuits to enable energy exchange between the different electrical systems. The 48V low-voltage circuit is used to power a first power load in the vehicle, while the 12V low-voltage circuit is used to power a second power load in the vehicle. Furthermore, the introduction of the bidirectional DC-DC converter not only enables seamless energy transfer between the two low-voltage circuits but also provides a high degree of flexibility and redundancy for the entire electrical system. When the 48V system requires additional power, it can draw energy from the 12V system, and vice versa, ensuring smooth operation of the entire electrical system under various operating conditions. This intelligent switching mechanism greatly meets the power demands of the diverse loads in the vehicle and improves the overall stability and responsiveness of the low-voltage electrical system.

[0115] Figure 10 is a schematic diagram of a topological structure of a vehicle power supply system according to an embodiment of the present application, such as Figure 10As shown, the power system of the vehicle includes: a high-voltage battery, a high-voltage converter to 48V DC-DC, a high-voltage converter to 12V DC-DC, a 48V battery, a 48V converter to 12V DC-DC, a 12V electrical box, a 48V load (including: a cooling fan (CFAN), a blower, a water pump, a left front window motor, a seat horizontal adjustment motor, a seat up and down adjustment motor, a seat back adjustment motor, an electric power steering (EPS), an electronic brake assembly (BWA), a 12V load, a 12V electrical box, a metal-oxide semiconductor field-effect transistor (MOSFET), an electronic fuse (E-FUSE), a half-bridge motor driver chip (HB), a high-side motor driver chip (HSD), a power management integrated circuit (PMIC), Ethernet (ETH), a controller area network flexible data rate (CANFD) communication, and a LIN communication power amplifier module (EAMP).

[0116] Alternatively, as Figure 10 As shown, 1-30 are circuit loops; 31 is Ethernet (ETH); 32 is the key module communication network (CANFD1); 33 is the low-voltage power management system communication network (CANFD2); 34 is the high-voltage system communication network (CANFD3); 35 is LIN communication (LIN1); 36 is MOSFET; 37 is the half-bridge driver chip (HB); 38 is the power management integrated circuit chip (PMIC / DC-DC); 39 is the high-side motor driver chip (HSD); and 40 is the electronic fuse (E-FUSE).

[0117] like Figure 10 As shown in the figure, the 48V vehicle power topology coexists with the 12V grid. This means that a 48V power supply and loads are introduced on top of the traditional 12V grid, and the two are powered independently. The 48V circuit primarily powers high-power loads such as cooling fans, blowers, water pumps, power windows, power seats, electric power steering, and electronic brakes, while other low-voltage loads in the vehicle continue to use the traditional 12V load power supply method.

[0118] Optionally, the output of the high-voltage battery is divided into two paths. One path is connected to the HV / 48V DCDC. Its input voltage limit is greater than 800V, and the voltage output must be stable at 48±1%V. The adjustable output voltage must cover the 48V target range. The power is calculated according to the load demand, and 3KW is selected to meet the design requirements. The HV / 48V DCDC converts the output voltage of the power battery to a low voltage 48V and then connects to the MOSFET tube to accurately control the current on and off through the gate voltage. Figure 10 As shown in the figure, the 48V voltage output from the HV / 48V DC-DC circuit is connected to HBs 1-9, HSDs 10-11, and E-Fuses 12-16, powering 48V loads. Branch 1 connects to the thermal management controller (TDU), branches 2 and 3 connect to the window motors to control window lifts; branches 4, 5, 6, and 7 connect to the power seats to control fore / aft adjustment; branches 8 and 9 connect to the seatbacks to control fore / aft adjustment; branches 10 and 11, through the HSD, provide ECU power reserve and electric power steering wake-up signals, respectively; branch 12 connects to the HV / 48V DC-DC circuit to power its ECU, branch 13 is reserved for ECU power, branch 14 connects to the 48V cooling fan, branch 15 connects to the 48V thermal management controller, and branch 16 connects to the electric power steering (EPS1).

[0119] Alternatively, the HB is an integrated power management device specifically designed to control a half-bridge topology consisting of two power MOSFETs. Its core function is to precisely coordinate the on / off timing and state switching of the upper and lower transistors through logic signals. The HSD is an integrated power control device primarily used for load management in 12V / 48V low-voltage systems, providing features such as real-time open / short / overtemperature alarms, PWM frequency modulation control, and CAN / LIN communication between the BCM and ECU. It supports power supply-side circuit control design, blocking the current path when disconnected to prevent leakage and establishing a complete circuit when on to ensure precise power output regulation. The integrated MOSFET, logic control, and protection circuitry enable precise load management and safety protection. The E-FUSE, based on intelligent protection for power semiconductor MOSFETs, monitors current and temperature in real time to achieve millisecond-level on / off control with an accuracy of ±5%. It replaces traditional physical fuses to power 48V loads such as window motors, power seats, electric power steering, cooling fans, blowers, water pumps, and electronic brakes, or to provide redundant power supply circuits.

[0120] The optional HV / 48V DC / DC output grounds the 48V voltage through a MOSFET, with another path connected to the PMIC38. This enables intelligent power distribution management for 12V / 24V low-voltage loads in the vehicle operating temperature range of -40°C to 125°C. The PMIC38 uses its integrated DC-DC converter to step down the voltage and provide power to the MCU. ETH 31, CANFD 32-34, and LIN network 35 all communicate with the MCU. CANFD channel 1 connects to the FL_CANFD_DK key module communication segment, CANFD channel 2 connects to the FL_CAN_BD communication segment, and CANFD channel 3 connects to the FL_CANFD_EP high-voltage system communication segment. CANFD improves data transmission rate and capacity to meet the real-time requirements of low-voltage power grid systems. In addition, the window Hall input signals (left front window Hall A input, right front window Hall B), seat Hall input signals (left front seat height adjustment HALL input, left front seat level adjustment HALL input, left front seat backrest adjustment HALL input), seat analog input signals and driver's window switch analog input signals (left front seat height & level adjustment input AI, left front seat cushion & backrest adjustment input and driver's side switch - control left front window input AI) are input to the MCU, and the actuator is used to adjust the windows and seats.

[0121] Alternatively, as Figure 10 As shown, the other path of the high-voltage battery's positive output is connected to an HV / 12V DC-DC converter with an input voltage of 200V-850V and an output accuracy of 12±1%. The power is calculated based on the load demand, and 3kW is selected to meet the design requirements. The HV / 12V DC-DC converter converts the power battery voltage to a low-voltage 12V, which then powers the 12V electrical box. The 12V electrical box then distributes power to the parallel-connected left and right front body domains, the ICC information computing center, the intelligent driving computing center, and the power amplifier. The body domain and computing center are then connected to their respective traditional 12V loads to complete the circuit.

[0122] Optional 48V low-voltage batteries include lithium iron phosphate (LiFePO4), ternary lithium batteries, and lead-acid batteries. 8.4Ah LiFePO4 cells (1P14S) are preferred for use in 48V cell modules. The positive terminal of the battery passes through a MOSFET, one end of which is connected to the PMIC 38 built into the regional controller for redundant power supply, which then powers the MCU. The other end is directly connected to the E-FUSE, HSD, and a 48V-12V 300W low-power DC-DC converter. The E-FUSE is connected in parallel to the 48V load EPS2 and electronic brake, providing power for them. The HSD is connected similarly to support wake-up. The 48V-12V 300W DC-DC converter is integrated into the regional controller to power 12V loads that cannot be powered off. Branch 21 connects to the NFC, UBW (Digital Key Module), and BNCM (Onboard Position Calculation Module) via the E-FUSE, ready to receive key signals at any time. This integrated DC-DC converter remains operational and provides power regardless of the vehicle's state. Branch 22 connects to the 12V electrical box via the E-FUSE, providing redundant 12V power to ensure 12V loads continue to operate even when the vehicle is operating at high voltage. In this state, the vehicle's only 48V battery provides power. When the battery is low and unable to provide sufficient power to the loads, branches 23 or 224 activate the high-voltage / 12V DC-DC converter or high-voltage / 48V DC-DC converter, restoring high voltage to the corresponding circuit loads and charging the 48V battery, preventing overdischarge that could cause vehicle power outages and battery damage. Branch 25 detects the position, speed, and direction of the motor rotor and implements anti-pinch functionality. It precisely controls the Hall effect sensor connected to the window motor, a magnetic sensor based on the Hall effect, to raise and lower the main window, enabling synchronized multi-window operation.

[0123] Alternatively, the coexistence of 48V and 12V low-voltage power grids balances the compatibility requirements of legacy equipment with the efficiency advantages of new technologies, optimizing cost, weight, and performance through modular power management. This transitional architecture is particularly suitable for electric and hybrid vehicles.

[0124] It should be noted that the user information (including but not limited to user device information, user personal information, etc.) and data (including but not limited to data used for analysis, stored data, displayed data, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties, and the collection, use and processing of relevant data must comply with the relevant laws, regulations and standards of relevant countries and regions, and provide corresponding operation entrances for users to choose to authorize or refuse.

[0125] The above is only a preferred embodiment of the present application. It should be pointed out that for ordinary technicians in this technical field, several improvements and modifications can be made without departing from the principles of the present application. These improvements and modifications should also be regarded as the scope of protection of the present application.

Claims

1. A vehicle power supply system, characterized in that: include: power battery, a first circuit and a second circuit, The first circuit includes a first DC converter and a first power load, wherein the first DC converter is connected to the power battery and is configured to convert high voltage electricity output by the power battery into a first low voltage electricity, and input the first low voltage electricity into the first power load, wherein the voltage of the high voltage electricity is greater than a first voltage threshold, the voltage of the first low voltage electricity is less than a second voltage threshold, and the first voltage threshold is greater than the second voltage threshold; The second circuit includes a second DC converter and a second power load, wherein the second DC converter is connected to the power battery and is used to convert the high voltage electricity output by the power battery into a second low voltage electricity, and input the second low voltage electricity to the second power load, the operating power of the second power load is lower than the operating power of the first power load, and the second low voltage electricity is lower than the first low voltage electricity; In which, the first circuit and the second circuit are connected in parallel through a bidirectional DC converter. The bidirectional DC converter is used to convert the first low-voltage electricity of the first circuit into the second low-voltage electricity in a first working state, or to convert the second low-voltage electricity of the second circuit into the first low-voltage electricity in a second working state. The first working state is used to indicate the working state of the bidirectional DC converter when there is residual power in the first circuit and the second circuit fails to meet the power supply demand of the second power load. The second working state is used to indicate the working state of the bidirectional DC converter when there is residual power in the second circuit and the first circuit fails to meet the power supply demand of the first power load.

2. The system according to claim 1, wherein: The first circuit further includes a first field effect transistor, and the second circuit further includes a second field effect transistor. The input end of the first field effect transistor is connected to the output end of the first DC converter, and the output end of the first field effect transistor is connected to the input end of the first power load, for controlling the conduction state of the first circuit; The input end of the second field effect transistor is connected to the output end of the second DC converter, and the output end of the second field effect transistor is connected to the input end of the second power load, for controlling the conduction state of the second circuit.

3. The system according to claim 2, characterized in that The first circuit further includes: a half-bridge motor driver chip, The input end of the half-bridge motor driver chip is connected to the output end of the first field-effect transistor, and the output end of the half-bridge motor driver chip is connected to the body adjustment motor in the first power load, and is used to control the switching state of the first field-effect transistor to generate a continuous pulse width modulation signal, wherein the continuous pulse width modulation signal is used to adjust the speed and / or torque of the body adjustment motor, and the body adjustment motor is a motor for adjusting the body components of the vehicle.

4. The system according to claim 2, wherein: The first circuit further includes: a high-side motor driver chip, The input end of the high-side motor driver chip is connected to the output end of the first field-effect transistor, and the output end of the high-side motor driver chip is connected to the electronic control unit in the first power load, for providing the first low voltage power to the electronic control unit, wherein the electronic control unit is used to output a control signal to the first power load other than the electronic control unit in the first power load.

5. The system according to claim 2, wherein: The first circuit further includes: an electronic fuse, The input end of the electronic fuse is connected to the output end of the first field-effect transistor, and the output end of the electronic fuse is connected to the thermal management control component and the electric power steering component in the first power load. The electronic fuse is used to cut off the connection between the first field-effect transistor and the thermal management control component and the electric power steering component when the first circuit is abnormal. The thermal management control component is used to control the thermal management system in the vehicle, and the electric power steering component is used to control the steering operation of the vehicle.

6. The system according to claim 2, wherein: The power supply system further includes: an energy storage battery, a third field effect transistor and a third DC converter. The energy storage battery is used to output the first low voltage electricity; The input end of the third field effect transistor is connected to the output end of the energy storage battery, and the output end of the third field effect transistor is connected to the first power load, so as to input the first low voltage power output by the energy storage battery to the first power load when the first circuit is in a fault state; The input end of the third DC converter is connected to the output end of the third field-effect transistor, and the output end of the third DC converter is connected to the second power load, and is used to convert the first low-voltage electricity output by the energy storage battery into the second low-voltage electricity when the second circuit is in a fault state, and input the second low-voltage electricity to the second power load.

7. The system according to claim 6, characterized in that The power supply system further includes: a fourth field effect transistor, The input end of the fourth field-effect transistor is connected to the first field-effect transistor, and the output end of the fourth field-effect transistor is connected to the third field-effect transistor, and is used to input the remaining power of the first circuit into the energy storage battery when the first circuit is in a normal state and there is remaining power in the first circuit.

8. The system according to claim 6, wherein: The power supply system further includes: a power management integrated circuit chip, The input end of the power management integrated circuit chip is connected to the output end of the first field effect transistor and / or the output end of the third field effect transistor, and the output end of the power management integrated circuit chip is connected to the electronic control unit in the first power load, for inputting the first low voltage electricity output by the first field effect transistor and / or the first low voltage electricity output by the third field effect transistor into the electronic control unit.

9. The system according to any one of claims 1 to 8, characterized in that The second circuit also includes: a low-voltage electrical box, The input end of the low-voltage electrical box is connected to the output end of the second DC converter, and the output end of the low-voltage electrical box is connected to the body domain controller in the second power load, so as to input the second low-voltage electricity into the second power load through the body domain controller, wherein the body domain controller is used to control the second power load in the vehicle.

10. A vehicle, characterized in that: The vehicle comprises a system according to any one of claims 1 to 9.

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