Power supply system for a vehicle and vehicle

Abstract

The embodiment of the application 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, wherein the first direct current converter is connected with the power battery, is used for converting high-voltage electricity output by the power battery into first low-voltage electricity, and inputs the first low-voltage electricity into the first power load; the second circuit comprises a second direct current converter and a second power load, wherein the second direct current converter is connected with the power battery, is used for converting high-voltage electricity output by the power battery into second low-voltage electricity, and inputs the second low-voltage electricity into the second power load, the working power of the second power load is lower than that of the first power load, and the second low-voltage electricity is smaller than the first low-voltage electricity. The application solves the technical problem that the power supply demand of a high-power load in a vehicle cannot be met in the related art.

Description

Technical Field

[0001] This application relates to the field of vehicle technology, and more specifically, to a vehicle power system and a vehicle. Background Technology

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

[0003] In related technologies, the vehicle load is mainly powered through a 12-volt (V) low-voltage electrical system. However, the 12V low-voltage electrical system is gradually becoming a bottleneck in terms of power density, energy efficiency and cost control. Especially when transmitting high power, due to the higher current, the cables must be thicker to reduce resistance and heat generation. This 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] This application provides a power supply system and a vehicle to at least solve the technical problem in the related art that it cannot meet the power supply requirements of high-power loads in vehicles.

[0006] According to one aspect of the embodiments of this application, a power supply system for a vehicle is provided. The system includes: a power battery, a first circuit, and a second circuit. The first circuit includes a first DC-DC converter and a first power load. The first DC-DC converter is connected to the power battery and is used to convert high-voltage electricity output from 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 a first voltage threshold, and the voltage of the first low-voltage electricity is less than a second voltage threshold, where the first voltage threshold is greater than the second voltage threshold. The second circuit includes a second DC-DC converter and a second power load. The second DC-DC converter is connected to the power battery and is used to convert high-voltage electricity from 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 power load is lower than that of the first power load, and the second low-voltage voltage is lower than that of the first low-voltage voltage. The first circuit and the second circuit are connected in parallel via a bidirectional DC-DC converter. The bidirectional DC-DC converter is used, in a first operating state, to convert the first low-voltage voltage of the first circuit to the second low-voltage voltage, or, in a second operating state, to convert the second low-voltage voltage of the second circuit to the first low-voltage voltage. The first operating state indicates the operating state of the bidirectional DC-DC converter when the first circuit has remaining power and the second circuit fails to meet the power supply requirements of the second power load. The second operating state indicates the operating state of the bidirectional DC-DC converter when the second circuit has remaining power and the first circuit fails to meet the power supply requirements 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 terminal of the first field-effect transistor is connected to the output terminal of the first DC-DC converter, and the output terminal of the first field-effect transistor is connected to the input terminal of the first power load, for controlling the conduction state of the first circuit; the input terminal of the second field-effect transistor is connected to the output terminal of the second DC-DC converter, and the output terminal of the second field-effect transistor is connected to the input terminal 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 terminal of which is connected to the output terminal of the first field-effect transistor, and the output terminal of which is connected to the body adjustment motor in the first power load, for controlling 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 that adjusts the body components of the vehicle.

[0009] Furthermore, the first circuit also includes: a high-side motor driver chip, the input terminal of which is connected to the output terminal of the first field-effect transistor, and the output terminal of which is connected to the electronic control unit in the first power load, for providing a first low voltage to the electronic control unit, wherein the electronic control unit is used to output control signals 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 terminal of which is connected to the output terminal of the first field-effect transistor, and the output terminal of which is connected to the thermal management control component and the electric power steering component in the first power load, for disconnecting the connection between the first field-effect transistor and the thermal management control component and the electric power steering component in the event of a first circuit malfunction, 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 further includes: an energy storage battery, a third field-effect transistor, and a third DC-DC converter. The energy storage battery is used to output a first low-voltage power. The input terminal of the third field-effect transistor is connected to the output terminal of the energy storage battery, and the output terminal of the third field-effect transistor is connected to a first power load, for inputting 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 terminal of the third DC-DC converter is connected to the output terminal of the third field-effect transistor, and the output terminal of the third DC-DC converter is connected to a second power load, for converting the first low-voltage power output by the energy storage battery into a second low-voltage power when the second circuit is in a fault state, and inputting the second low-voltage power to the second power load.

[0012] Optionally, the power supply system further includes: a fourth field-effect transistor, the input terminal of which is connected to the first field-effect transistor, and the output terminal of which is connected to the third field-effect transistor, for inputting the remaining power of the first circuit to the energy storage battery when the first circuit is in normal condition and the first circuit has remaining power.

[0013] Furthermore, the power supply system also includes: a power management integrated circuit chip, the input terminal of which is connected to the output terminal of the first field-effect transistor and / or the output terminal of the third field-effect transistor, and the output terminal of which 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 to the electronic control unit.

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

[0015] According to another aspect of the embodiments of this application, a vehicle is also provided, the vehicle including a vehicle power system.

[0016] In this embodiment, the vehicle's power system includes a power battery, a first circuit, and a second circuit. The first circuit converts the high-voltage electricity from the power battery into a first low-voltage electricity and inputs it to a first power load in the vehicle. The second circuit converts the high-voltage electricity from the power battery into a second low-voltage electricity and inputs it to a second power load in the vehicle. Furthermore, the first and second circuits are connected via a bidirectional DC-DC converter. Thus, when the second low-voltage electricity from the second circuit cannot meet the power supply requirements of the second power load in the vehicle, but there is remaining power in the first circuit, the bidirectional DC-DC converter can be controlled to operate in a first state to convert the remaining power in the first circuit into the second low-voltage electricity to meet the power supply requirements of the second power load in the vehicle. Similarly, when the first low-voltage electricity from the first circuit cannot meet the power supply requirements of the first power load in the vehicle, but there is remaining power in the second circuit, the bidirectional DC-DC converter can be controlled to operate in a second state to convert the remaining power in the second circuit into the first low-voltage electricity to meet the power supply requirements of the first power load in the vehicle. In other words, by adopting a dual low-voltage architecture of the first and second circuits and supplementing it with a bidirectional DC-DC converter, this application achieves flexible power management in the vehicle power system. It can dynamically allocate power between different load demands, ensuring that both high-power and low-power loads in the vehicle can operate at the optimal voltage, avoiding power waste, improving overall energy efficiency, and thus solving the technical problem in related technologies that cannot meet the power supply requirements of high-power loads in vehicles. Attached Figure Description

[0017] The accompanying drawings, which are included to provide a further understanding of this application and form part of this application, illustrate exemplary embodiments and are used to explain this application, but do not constitute an undue limitation of this application. In the drawings:

[0018] Figure 1 This is a schematic diagram of a vehicle power system according to an embodiment of this application;

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

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

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

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

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

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

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

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

[0027] Figure 10 This is a schematic diagram of the topology of a vehicle power supply system according to an embodiment of this application. Detailed Implementation

[0028] To enable those skilled in the art to better understand the present application, the technical solutions in the embodiments of the present application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present application, and not all embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative effort should fall within the scope of protection of the present application.

[0029] It should be noted that the terms "first," "second," etc., in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of this application described herein can be implemented in orders other than those illustrated or described herein. Furthermore, the terms "comprising" and "having," and any variations thereof, are intended to cover non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

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

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

[0032] In this embodiment, the first circuit introduces a first DC-DC converter to convert the high-voltage electricity from the power battery into a first low-voltage electricity, and provides the first low-voltage electricity to a first power load in the vehicle. The power battery can be a high-voltage battery, and the voltage of the high-voltage electricity output by the power battery can be 800V. The first low-voltage electricity can be 48V. This is merely an example and does not limit the voltage value of the first low-voltage point. The first power load can 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 braking assembly, etc., without specific limitations.

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

[0034] In this embodiment, the second circuit introduces a second DC-DC converter to convert the high-voltage electricity from the power battery into a second low-voltage electricity and provides the second low-voltage electricity to the 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: the body domain controller, the instrument cluster control module (ICC), the intelligent driving computing center module, and the power amplifier.

[0036] Optionally, the first circuit 102 and the second circuit 103 are connected in parallel via a bidirectional DC-DC converter 104. The bidirectional DC-DC converter is used to convert the first low-voltage electricity of the first circuit to the second low-voltage electricity in the first operating state, or to convert the second low-voltage electricity of the second circuit to the first low-voltage electricity in the second operating state. The first operating state is used to indicate the operating state of the bidirectional DC-DC converter when the first circuit has residual power and the second circuit fails to meet the power supply requirements of the second power load. The second operating state is used to indicate the operating state of the bidirectional DC-DC converter when the second circuit has residual power 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-DC converter, enabling flexible energy transfer and optimized utilization under different operating conditions. This mechanism allows the power system to respond to dynamically changing power demands while maintaining overall efficiency. The bidirectional DC-DC converter can be positioned at the critical line interface between the first and second circuits, depending on actual needs, to ensure accurate and efficient conversion whether supplying power from 48V to 12V or from 12V to 48V. The physical location of the bidirectional DC-DC converter is not limited here.

[0038] Optionally, when the first circuit has remaining power while the second circuit fails to meet the power supply requirements of the second power load, the bidirectional DC-DC converter will enter the first operating state. For example, the power management system continuously monitors the power status of the first and second circuits. If it detects that the power supply system of the first circuit has remaining power while the power supply system of the second circuit is insufficient, it will adjust the operating state of the bidirectional DC-DC converter to the first operating state. That is, a portion of the remaining power in the first circuit will be converted from first low-voltage electricity to second low-voltage electricity. The converted second low-voltage electricity will be transmitted to the second circuit to supplement the power of the second circuit and ensure that the second power load of the vehicle can operate normally.

[0039] Optionally, when the second circuit has remaining power while the first circuit fails to meet the power supply requirements of the first power load, the bidirectional DC-DC converter will enter a second operating state. For example, the power management system continuously monitors the power status of the first and second circuits. If it detects that the power supply system of the first circuit is insufficient while the power supply system of the second circuit has remaining power, it adjusts the operating state of the bidirectional DC-DC converter to the second operating state. That is, a portion of the remaining power in the second circuit is converted from second low-voltage electricity to first low-voltage electricity, and the converted second low-voltage electricity is transmitted to the first circuit to supplement the power of the first circuit and ensure that the first power load of the vehicle can operate normally.

[0040] In the vehicle power system provided in this application, the first circuit and the second circuit convert the high-voltage electricity from the power battery into first low-voltage electricity and second low-voltage electricity respectively through a first DC-DC converter and a second DC-DC converter, and then supply power to the high-power load and low-power load in the vehicle respectively, ensuring that both the high-power load and the low-power load in the vehicle have a voltage source with a certain temperature. Moreover, the first circuit and the second circuit are connected through a bidirectional DC-DC converter, which allows for dynamic distribution of electrical energy in the two circuit systems, ensuring that the high-power load and the low-power load in the vehicle can maintain normal operating conditions under any circumstances, thereby improving the energy efficiency of the entire power system and enhancing the operational reliability of the vehicle under load conditions.

[0041] The power system of the vehicle described in this application will be further described below.

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

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

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

[0045] Optionally, the output terminal of the first field-effect transistor 1023 is connected to the input terminal 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 state of the current upon receiving an appropriate control signal, thereby achieving precise control of the power supply to the first power load. That is, the first field-effect transistor can be regarded as a "valve" for power distribution, ensuring that the first power load receives a stable low-voltage power supply when needed, and cutting off the power supply when not needed, thus reducing energy waste, by adjusting the conduction state of the first circuit.

[0046] Optionally, the first field-effect transistor also has a protection function to prevent damage to the first circuit and the first power load caused by abnormal conditions such as overcurrent and short circuit. When the current exceeds a preset safety threshold, the first field-effect transistor can immediately cut off the current path to prevent the fault from spreading further, 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, used to regulate the conduction state of the second circuit, ensuring that the second power load can obtain a stable second low-voltage power supply when needed, and can cut off the power supply when not needed, reducing energy waste. Similarly, the second field-effect transistor also has a protection function, which can prevent abnormal conditions such as overcurrent and short circuit from damaging the second circuit and the second power load.

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

[0049] Alternatively, the high integration and small size of field-effect transistors make them ideal for integration into a compact layout within the first circuit. This not only saves space but also helps reduce the weight and complexity of the wiring harness, which has a positive impact on the 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 key to power distribution, but also ensure the power supply safety, efficiency and reliability of the first and second circuits through their switching and protection characteristics.

[0051] As an optional implementation, the first circuit 102 further includes: a half-bridge motor driver chip 1024, the input terminal of which is connected to the output terminal of the first field-effect transistor 1023, and the output terminal of which 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 that adjusts the body components of the vehicle.

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

[0053] Optionally, the input terminal of the half-bridge motor driver chip 1024 is connected to the output terminal of the first field-effect transistor 1023, and the output terminal of the half-bridge motor driver chip 1024 directly controls the connected body adjustment motor. This configuration means that the half-bridge motor driver chip can 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 motor may include, but is not limited to, a window adjustment motor, a seat leveling adjustment motor, a seat vertical adjustment motor, and a seat back adjustment motor.

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

[0055] Optionally, a continuous PWM signal is used to regulate the speed and / or torque of the vehicle body regulating motor. By adjusting the duty cycle of the PWM signal—that is, the ratio of "high" to "low" time in the signal—the half-bridge motor driver chip enables the motor to operate smoothly over a wide range, from low to high speeds, and to provide the required torque under various load conditions. This precise control capability plays a significant role in ensuring motor responsiveness, improving efficiency, and reducing energy waste.

[0056] Optionally, the body adjustment motor, as part of the first power load, is used to adjust the vehicle's body components. For example, the body adjustment motor includes, but is not limited to: a window adjustment motor, a seat leveling motor, a seat vertical adjustment motor, and a seat back adjustment motor. The window adjustment motor is used to adjust the vehicle's windows, the seat leveling motor is used to adjust the vehicle seat horizontally, the seat vertical adjustment motor is used to adjust the vehicle seat vertically, and the seat back adjustment motor is used to adjust the vehicle's backrest. Through PWM signal control of the half-bridge motor driver chip, these motors can achieve precise adjustment actions, improving passenger comfort and the convenience of vehicle functions.

[0057] Optionally, compared with using the first field-effect transistor alone, by introducing a half-bridge motor driver chip for PWM signal control, smoother motor speed regulation can be achieved, reducing vibration and noise during the operation of the vehicle body regulating motor. At the same time, it can also respond more quickly when the motor starts and stops, improving the overall performance and reliability of the vehicle's electrical system.

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

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

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

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

[0062] Optionally, the high-side driver chip is primarily used to control the first power load connected to the positive terminal of the circuit (relative to ground). In vehicle electrical systems, the high-side driver chip ensures that critical loads such as the ECU can still safely receive power even in the event of a problem with the ground wire or low voltage side, preventing power short circuits or ECU damage caused by ground wire failures.

[0063] Optionally, after receiving the first low-voltage power from the high-side motor drive chip, the ECU can output control signals to other electronic devices in the first power load. These control signals may include commands such as motor start, stop, speed adjustment, and torque control, ensuring that the first power load can perform corresponding actions according to the driver's needs and the vehicle's operating status.

[0064] Optionally, the high-side motor drive chip also has safety functions such as overcurrent, overheat, 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 faults 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 drive chip may also communicate with the ECU to provide information about its operating status, such as current, voltage, and temperature. This information is crucial for the ECU to monitor system health, diagnose faults, and take appropriate protective measures.

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

[0067] As an optional implementation, the first circuit 102 further includes an electronic fuse 1026, the input terminal of which is connected to the output terminal of the first field-effect transistor 1023, and the output terminal of which is connected to the thermal management control component and the electric power steering component in the first power load 1022. The electronic fuse 1026 is used to disconnect the connection between the first field-effect transistor and the thermal management control component and the electric power steering component in the event of a first circuit malfunction. 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 This is a schematic diagram of another first circuit according to an embodiment of this application, such as... Figure 5As shown, the input terminal of the first electronic fuse (E-FUSE) 1026 is connected to the output terminal of the first field-effect transistor 1023, and the output terminal 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 terminal of the electronic fuse 1026 is connected to the output terminal of the first field-effect transistor 1023. This means that the electronic fuse is directly located on the path of the first low-voltage current flowing from the field-effect transistor to the thermal management control component and the electric power steering component. When an abnormality occurs in the first circuit, such as overload, short circuit, or other electrical fault, the electronic fuse can respond immediately, automatically cutting off the power supply to prevent the fault from spreading further and protecting the thermal management control component and the electric power steering component from damage. This rapid protection mechanism is similar to the function of a traditional fuse, but the electronic fuse is implemented through electronic and digital means, resulting in a faster response speed 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 thermal management system within the vehicle, including but not limited to the control of the cooling fan, temperature regulation of the air conditioning system, and battery temperature management. Since the thermal management system is crucial to the stability of vehicle operation, the electronic fuse can promptly disconnect its power connection when the first circuit malfunctions, preventing system overheating or runaway and ensuring the safety of vehicle operation.

[0071] Optionally, the electric power steering component is also a primary power load, using electricity to assist the driver's steering operations and improve driving comfort and safety. When an abnormal current occurs in the primary circuit, the electronic fuse can quickly disconnect the power connection to the electric power steering component, preventing excessive current from causing steering system failure or even more serious safety accidents.

[0072] Optionally, unlike single-use physical fuses, electronic fuses have the ability to monitor and restore their own status. After a fault is cleared, the electronic fuse can re-establish the electrical connection between the first field-effect transistor and the thermal management control component and the electric power steering component, allowing these components to resume normal operation without manual intervention or fuse replacement.

[0073] Alternatively, the integrated design of electronic fuses, compared to traditional mechanical fuses, not only saves space but also reduces the number of components on the circuit board, simplifies the circuit layout, and lowers the overall cost. Furthermore, due to its electronic control, it can work better with other electronic components (such as ECUs, MOSFETs, 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 component and the electric power steering component can be protected in a timely and effective manner when faced with electrical anomalies, thereby maintaining the stability and safety of the entire vehicle electrical system. It also reflects the importance attached to fault recovery and integrated management in the system design.

[0075] As an optional implementation, the power system 100 further includes: an energy storage battery 105, a third field-effect transistor 106, and a third DC-DC converter 107. The energy storage battery 105 is used to output a first low-voltage power. The input terminal of the third field-effect transistor 106 is connected to the output terminal of the energy storage battery 105, and the output terminal of the third field-effect transistor 106 is connected to a first power load, for inputting the first low-voltage power 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 terminal of the third DC-DC converter 107 is connected to the output terminal of the third field-effect transistor 106, and the output terminal of the third DC-DC converter 107 is connected to a second power load 1032, for converting the first low-voltage power output by the energy storage battery 105 into a second low-voltage power when the second circuit 103 is in a fault state, and inputting the second low-voltage power to the second power load 1032.

[0076] In this embodiment, Figure 6 This is a schematic diagram of a power supply system according to an embodiment of this application, such as... Figure 6 As shown, the power system 100 is designed to integrate a set of redundancy and emergency power supply mechanisms, which are intended to enhance the reliability and fault response capability of the system and ensure that critical power loads can continue to be powered even when the main circuit fails, thereby maintaining the basic functions and safety of the vehicle.

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

[0078] Optionally, the third field-effect transistor 106 (typically a MOSFET) serves as both a switch and a protection device. The input of this 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 the off state to prevent the energy storage battery 105 from discharging unnecessarily and to maintain its power reserve. If the first circuit 102 of the main circuit fails, such as due to abnormal voltage, short circuit, or power interruption, the third field-effect transistor 106 will automatically switch to the on state or be controlled by the ECU (Electronic Control Unit), directly transmitting the first low-voltage current 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 even in the event of a main power failure.

[0079] Optionally, the third DC-DC converter 107 is a voltage converter. The input of the third DC-DC converter is connected to the output of the third field-effect transistor 106, and the output 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-DC converter 107 is to convert the first low-voltage electricity from the energy storage battery 105 to a second low-voltage electricity to meet the voltage requirements of the second power load 1032. The first low-voltage electricity can be 48V, and the second low-voltage electricity can be 12V; this is merely an example. The third DC-DC converter 107 adjusts the voltage by boosting or bucking it, ensuring that the second power load 1032 can receive power at the correct voltage level even in the event of a failure in the main circuit (second circuit), thus continuing to operate.

[0080] Optionally, by introducing redundant power supplies and circuit switching mechanisms, the reliability and safety of the power system are greatly improved. In electrified and intelligent vehicles, this backup power supply path is crucial for ensuring that critical components such as autonomous driving systems, airbags, and emergency communication systems can function properly under any circumstances, thus guaranteeing vehicle safety.

[0081] As an optional implementation, the power system 100 further includes a fourth field-effect transistor 108, the input terminal of which is connected to the first field-effect transistor 1023, and the output terminal of which is connected to the third field-effect transistor 106, for inputting the remaining power of the first circuit 102 to the energy storage battery 105 when the first circuit 102 is in a normal state and the first circuit 102 has remaining power.

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

[0083] Optionally, the fourth field-effect transistor 108 (typically a MOSFET) is positioned in the circuit 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 flow from the first circuit 102 of the main circuit (typically a high-voltage converted 48V or 12V circuit) to the energy storage battery 105.

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

[0085] Optionally, the switching logic of the fourth field-effect transistor 108 is typically controlled by the ECU (Electronic Control Unit) or power 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 remaining power and the energy storage battery 105 is not fully charged, the ECU can control the fourth field-effect transistor 108 to turn on, storing this remaining power in the energy storage battery 105. This allows the energy storage battery to be charged when it is idle, so that in the event of a failure in the power battery, or in the first and second circuits, the energy storage battery can be used as a backup power source to supply power to the vehicle's load, thereby optimizing energy management.

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

[0087] As an optional implementation, the power system 100 further includes a power management integrated circuit chip 109, the input terminal of which is connected to the output terminal of the first field-effect transistor 1023 and / or the third field-effect transistor 106, and the output terminal of which 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 This is a schematic diagram of another power supply system according to an embodiment of this application, such as... Figure 8 As shown, the power management integrated circuit chip 109 (PMIC) in the power system 100 is a core control and management component used to input the first low voltage power of the first circuit and / or the first low voltage power 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 terminal of the power management integrated circuit (PMIC) chip is directly connected to the output terminal of the first field-effect transistor (FET) and / or the output terminal of the third FET. Since the first FET controls the on / off state of the first circuit (i.e., the flow of the first low-voltage point in the first circuit), and the third FET controls the flow of the first low-voltage electricity output from the energy storage battery, when the first circuit is on, the PMIC can efficiently transmit the first low-voltage electricity from the first FET to the electronic control unit (ECU), ensuring a stable power supply to the vehicle's ECU. However, when the first circuit is not on or malfunctions, for example, when the power battery stops supplying power, the PMIC will automatically or controllably switch to the backup path, starting to deliver the first low-voltage electricity output from the energy storage battery to the ECU, ensuring that even in the event of a main power failure, the ECU can continuously obtain the necessary power to maintain the operation of critical systems. In other words, the connection between the PMIC and the first and third FETs forms a flexible and reliable power supply network. It can provide a stable and precise 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 condition, enhancing the robustness of the entire power system and the vehicle's safety performance.

[0090] Optionally, the power management integrated circuit chip also features precise voltage and current regulation to ensure that power is delivered to the ECU at a stable and appropriate level. This is achieved through internal voltage regulators and voltage controllers to prevent voltage fluctuations from damaging the ECU while ensuring optimal power utilization efficiency. Through precise voltage conversion and management, the power management integrated circuit chip not only improves energy utilization efficiency and reduces energy loss due to voltage mismatch, but also enhances the reliability of the entire system. It ensures that even when the voltage or current conditions of the first circuit change, the ECU receives stable and appropriate power, avoiding ECU malfunction interruption or performance degradation that may result from power instability.

[0091] Optionally, the power management integrated circuit chip is also used to monitor the energy state of the entire power system, including the charging state of the energy storage battery and the health status of the main power supply. Once any fault or anomaly is detected, the power management integrated circuit chip can take swift action, such as cutting off the fault path, activating backup power, or adjusting the power distribution strategy to minimize the impact of the fault on the entire system.

[0092] Optionally, the power management integrated circuit chip has a close communication link with the electronic control unit. It not only supplies power to the electronic control unit, but also receives control commands sent by the electronic control unit. Based on these commands, it adjusts the power management and distribution strategy to achieve more refined control of the power system.

[0093] Alternatively, by employing an integrated chip design instead of discrete components, power management integrated circuit chips can achieve complex functions within a small package. This not only helps reduce board space and manufacturing costs, but also reduces connection points in the circuit, improving the overall system reliability and durability.

[0094] Optionally, the power management integrated circuit chip is responsible for coordinating and regulating the flow of all power in the power system, ensuring that critical ECUs in the primary power load receive a stable, efficient, and secure power supply under any circumstances. This design enhances the power system's responsiveness and adaptability to unexpected situations.

[0095] As an optional implementation, the electric power steering assembly and electronic braking 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 terminal of the electronic fuse is connected to a second field-effect transistor, and the output terminal of the electronic fuse is connected to the electric power steering assembly and electronic braking unit in the first power load. The input terminal of the high-side motor driver chip is connected to the second field-effect transistor, and the output terminal of the electronic fuse is connected to the electric power steering assembly and electronic braking unit.

[0096] Optionally, the electronic fuse and the high-side motor drive chip work together to protect and control the primary power load, especially the circuitry of the electric power steering assembly and the electronic braking unit, ensuring that the power supply can be cut off in a timely manner in case of abnormality, while accurately controlling the power output under normal operating conditions.

[0097] Optionally, the input terminal of the electronic fuse is connected to the output terminal of the second field-effect transistor, meaning that the electronic fuse is a crucial protective device in the power path of the electric power steering assembly and the electronic braking unit. When the power supply in the first circuit is abnormal, such as due to overload, short circuit, or voltage instability, the electronic fuse can respond quickly and automatically disconnect the circuit connection between the second field-effect transistor and the electric power steering assembly and the electronic braking unit. This immediate disconnection mechanism protects the first power load from damage and also avoids potential safety hazards caused by power failures.

[0098] Optionally, the high-side motor drive chip is also connected to the second field-effect transistor for precisely driving and controlling the operation of the electric power steering assembly and the electronic braking unit based on the received first low-voltage current. Since the electric power steering assembly and the electronic braking unit require high-precision power regulation to achieve stable and safe steering and braking operations, the high-side motor drive chip, by receiving the first low-voltage current 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 coordinated operation between the electronic fuse and the high-side motor drive chip not only provides precise power control but also ensures the vehicle's electrical system's self-protection capability in the face of abnormal situations. When the electronic fuse detects a circuit abnormality and cuts off the power supply, the high-side motor drive chip can automatically enter a protection state, stopping the power output to the electric power steering assembly and electronic braking unit until the circuit returns to normal.

[0100] Optionally, high-side drive chips are particularly important in vehicle electrical systems because they are typically located on the positive side of the power supply. This ensures that even in the event of a problem on the ground or low-voltage side, the electric power steering assembly and electronic braking unit can be safely isolated, preventing current from flowing to the vehicle body through abnormal paths and avoiding potential circuit faults and safety accidents. In the first circuit, the combined use of electronic fuses and high-side motor drive chips enables rapid fault recovery and system flexibility.

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

[0102] In this embodiment, Figure 9 This is a schematic diagram of a second circuit according to an embodiment of this application, such as... Figure 9 As shown, the input terminal of the low-voltage electrical box 1033 is connected to the output terminal of the second DC-DC converter 1031, and the output terminal 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 domain controller act as a bridge between the second DC-DC converter and the second power load, and as a management center, ensuring that the low-power devices can receive the required power stably, while also enabling centralized control and management of these devices.

[0104] Optionally, the output of the second DC-DC converter is connected to the input of the low-voltage electrical box. Its main purpose is to further distribute and manage 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 used for power distribution, circuit integration, and circuit protection. It receives and processes the power from the second DC-DC converter and then precisely distributes it to second power loads such as the body domain controller.

[0105] Optionally, the low-voltage electrical box is not merely a simple power distribution station, but also possesses sophisticated circuit protection and management functions. Containing multiple relays, fuses, and control logic, it can adjust power output in a timely manner according to different secondary power load demands, protecting the circuit from risks such as overload and short circuits. In the complex electrical environment of a 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, which is the core component for centralized control of the vehicle's low-power electrical appliances. The vehicle domain controller, as part of the vehicle domain control system, manages a range of non-power-related low-power electrical appliances, such as lighting systems, door and window controls, seat adjustments, and entertainment systems. By receiving power from the low-voltage electrical box, the vehicle domain controller can effectively control the operating status of these devices, such as switching, brightness adjustment, and volume control, thereby enhancing the driving experience and the vehicle's intelligence.

[0107] Optionally, the connection between the low-voltage electrical box and the body domain controller not only enables power distribution but also includes the transmission of control signals. The body domain controller, through in-vehicle communication protocols such as CAN and LIN, not only receives power from the low-voltage electrical box but also sends commands to regulate the status of different secondary power loads, forming a closed-loop control system that ensures all electrical equipment can respond to the driver's needs and vehicle operation commands.

[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 the overall safety and efficiency of the system. The low-voltage electrical box ensures stable power distribution, while the vehicle domain controller can intelligently control the operating status of each electrical appliance, reducing unnecessary power waste and enhancing the response speed and accuracy of the appliances.

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

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

[0111] In vehicle electrical systems, while the traditional 12V electrical system is widely used, its inherent design limitations are becoming increasingly apparent when facing the growing demands for electrification and automation. According to the fundamental principles of electricity—the power formula (P=UI)—to achieve high power output with a fixed voltage of 12V, the current must be increased accordingly. However, this increase in current directly leads to increased energy loss, especially in the presence of cable resistance, where energy loss rises significantly following the law of (Q=I^2Rt). This means that when transmitting the same power, a 12V electrical system experiences more significant energy loss compared to a higher voltage platform, resulting in lower efficiency.

[0112] Furthermore, high current places an additional burden on batteries and electrical components, accelerating their aging and impacting the overall reliability and lifespan of the vehicle's electrical system. Traditional 12V electrical architectures, to cope with the heat generated by high current, necessitate thicker cables and more complex heat dissipation designs, which undoubtedly increases vehicle weight, raises costs, and occupies valuable interior space. These factors collectively limit the performance of 12V electrical systems in high-power demand scenarios, making them ill-suited to the power supply needs of the increasing number of high-power devices such as autonomous driving systems, electric supercharging systems, electric power steering, air conditioning systems, and infotainment devices.

[0113] Compared to 12V systems, 48V electrical systems, with their significant performance advantages, have become crucial for supporting the future development of vehicles. 48V systems can deliver four times the power of 12V systems at the same current, greatly alleviating power density and energy efficiency issues. Furthermore, at the same power output, the current is reduced to one-quarter, significantly reducing cable size and weight, saving cable costs, and reducing energy loss. More importantly, 48V systems can directly support high-power loads, meeting the high power requirements of the era of intelligent and electrified vehicles. In other words, with the proliferation of automotive electronic devices and the deepening of electrification, 12V systems face severe challenges in performance and applicability due to power density limitations, low energy efficiency, and high cable costs. Conversely, 48V systems offer significant advantages in power carrying capacity, weight savings, cost control, and direct support for high-power devices.

[0114] Given the significant advantages of 48V power supply in vehicle electrical systems, this application proposes a power topology system designed to effectively overcome the limitations of traditional 12V electrical systems in meeting the ever-increasing power demands of modern vehicles. The power topology system provided in this application employs a hybrid low-voltage circuit architecture of "48V+12V," and a bidirectional DC-DC converter is equipped between the 48V and 12V low-voltage circuits to achieve energy exchange between different electrical systems. Specifically, the 48V low-voltage circuit supplies power to the first power load in the vehicle, and the 12V low-voltage circuit supplies power to the second power load. Furthermore, the introduction of the bidirectional DC-DC converter not only achieves seamless energy conversion between the two low-voltage circuits but also provides high flexibility and redundancy for the entire electrical system. When the 48V system requires additional power, energy can be drawn from the 12V system, and vice versa, ensuring the smooth operation of the entire electrical system under various operating conditions. This intelligent switching mechanism greatly satisfies the diverse power demands of loads in vehicles and improves the overall stability and response speed of the low-voltage electrical system.

[0115] Figure 10 This is a schematic diagram of the topology of a vehicle power system according to an embodiment of this application, such as... Figure 10As shown, the vehicle's power system includes: a high-voltage battery, a high-voltage to 48V DC-DC converter, a high-voltage to 12V DC-DC converter, a 48V battery, a 48V to 12V DC-DC converter, a 12V electrical box, 48V loads (including: a cooling fan (CFAN), a blower, a water pump, a left front window motor, a seat leveling motor, a seat height adjustment motor, a seat back adjustment motor, an electric power steering (EPS), an electronic brake-by-wire assembly (BWA), 12V loads, 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), Controller Area Network Flexible Data Rate (CANFD) communication, and a LIN communication power amplifier module (EAMP).

[0116] Optionally, such 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, the 48V vehicle power supply topology coexists with the 12V power grid. That is, a 48V power supply and loads are introduced on the basis of the traditional 12V power grid, and the two are powered independently. The 48V circuit mainly 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 still use the traditional 12V load power supply method.

[0118] Optionally, the high-voltage battery output is divided into two paths. One path connects to an HV / 48V DC-DC converter with an input voltage limit greater than 800V and an output voltage stability of 48±1%V. The adjustable output voltage must cover the target range of 48V. Power is calculated based on load requirements, and a 3kW converter is selected to meet the design requirements. The HV / 48V DC-DC converter converts the battery's output voltage to a low 48V and connects to a MOSFET, precisely controlling the current flow through the gate voltage. Figure 10 As shown, the 48V output voltage from the HV / 48V DC-DC converter is connected to HB 1-9, HSD 10-11, and E-FUSE 12-16 via a MOSFET to power the 48V load. Specifically, branch 1 connects to the thermal management controller (TDU); branches 2 and 3 connect to the window motors to control window operation; branches 4, 5, 6, and 7 connect to the power seats to control seat tilt and aft adjustment; branches 8 and 9 connect to the seat back to control backrest tilt adjustment; branches 10 and 11, via the HSD, provide power reserves for the ECU and power steering activation, respectively; branch 12 connects to the HV / 48V DC-DC converter to power its ECU; branch 13 is reserved for ECU power supply; branch 14 connects to the 48V cooling fan; branch 15 connects to the 48V thermal management controller; and branch 16 connects to the power steering (EPS1).

[0119] Optionally, HB is an integrated power management device specifically designed to control a half-bridge topology circuit composed of two power switching MOSFETs. Its core function is to precisely coordinate the on / off timing and state switching of the upper and lower transistors through logic signals. HSD is an integrated power controller primarily used in load management of 12V / 48V low-voltage systems, such as real-time alarms for open circuit / short circuit / over-temperature, PWM frequency modulation control, and CAN / LIN communication between the BCM and ECU. It provides support for power supply-side circuit control design, blocking the current path to prevent leakage when disconnected, and establishing a complete loop to ensure precise power output adjustment when on. It achieves precise load management and safety protection by integrating MOSFETs, logic control, and protection circuits. E-FUSE, based on intelligent protection of power semiconductor MOSFETs, achieves millisecond-level circuit on / off control with an accuracy of ±5% by real-time monitoring of current and temperature. 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 reserve redundant power supply circuits.

[0120] Optionally, the 48V output voltage of the HV / 48V DC-DC converter is connected to the PMIC38 via a MOSFET, enabling intelligent power distribution management for 12V / 24V vehicle low-voltage loads operating at temperatures from -40℃ to 125℃. The PMIC38 provides power to the MCU after its internal integrated DC-DC step-down converter. ETH 31, CANFD 32-34, and LIN network 35 can all communicate with the MCU. CANFD channel 1 connects to the FL_CANFD_DK key module communication network segment, CANFD channel 2 connects to the FL_CAN_BD communication network segment, and CANFD channel 3 connects to the FL_CANFD_EP high-voltage system communication network segment. CANFD is used to improve data transmission rate and capacity to meet the high 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 side 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 to work with the actuator to adjust the windows and seats.

[0121] Optionally, such as Figure 10 As shown, another path of the high-voltage battery's positive output is connected to an HV / 12V DC-DC converter. The input voltage is 200V-850V, and the output accuracy is 12±1% V. Based on the power calculation according to the load requirements, a 3KW converter is selected to meet the design requirements. The HV / 12V DC-DC converter converts the power battery voltage to a low-voltage 12V to power the 12V electrical box. After being distributed by the 12V electrical box, it powers the left front vehicle area, right front vehicle area, ICC information computing center, intelligent driving computing center, and power amplifier, which are connected in parallel. The vehicle area and computing center are connected to their respective traditional 12V loads to form a complete circuit.

[0122] Optionally, the 48V low-voltage battery type includes lithium iron phosphate batteries, ternary lithium batteries, and lead-acid batteries, with the preferred 48V battery module made of 8.4Ah lithium iron phosphate cells 1P14S. The positive terminal of the battery passes through a MOSFET, one path of which connects to the PMIC 38 built into the area controller to form 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 the electronic brake, providing power; the HSD is connected similarly, providing wake-up support; the 48V-12V 300W DC-DC converter is integrated inside the area controller, its function being to power the 12V load that cannot be interrupted at all times. Branch 21 connects to the NFC, UBW (Digital Key Module), and BNCM (Vehicle Location Calculation Module) modules via E-FUSE, always ready to receive key signals. This integrated DC-DC converter remains operational and supplies power regardless of the vehicle's status. Branch 22 connects to the 12V electrical box via E-FUSE, providing redundant 12V power to ensure the 12V load can continue operating even when the vehicle is under high voltage. In this state, the vehicle relies solely on the 48V battery for power. When the battery is low and unable to provide sufficient power to the load, branch 23 or 224 activates the HV / 12V DC-DC or HV / 48V DC-DC converter, restoring high voltage to the corresponding circuit load and charging the 48V battery, preventing over-discharge that could cause power outages and battery damage. Branch 25 is used to detect changes in the motor rotor's position, speed, and direction, and to implement the anti-pinch function. It precisely controls the HSD-connected window motor Hall sensor, a magnetic sensing device based on the Hall effect, which controls the main window's height, enabling simultaneous multi-window operation.

[0123] Alternatively, by coexisting with 48V and 12V low-voltage power grids, the compatibility requirements of traditional equipment and the high efficiency advantages of new technologies are balanced, and cost, weight, and performance are optimized 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, data stored, data displayed, etc.) involved in this application are all information and data authorized by the user or fully authorized by all parties. Furthermore, the collection, use and processing of the relevant data must comply with the relevant laws, regulations and standards of the relevant countries and regions, and corresponding operation portals are provided for users to choose to authorize or refuse.

[0125] The above description is only a preferred embodiment of this application. It should be noted that for those skilled in the art, several improvements and modifications can be made without departing from the principle of this application, and these improvements and modifications should also be considered within the scope of protection of this application.

Claims

1. A power supply system for a vehicle, characterized in that, include: Power battery, first circuit and second circuit, The first circuit includes a first DC-DC converter and a first power load, wherein the first DC-DC converter is connected to the power battery and is used to convert the high voltage output by the power battery into a first low voltage and input the first low voltage to the first power load. The voltage of the high voltage is greater than a first voltage threshold, the voltage of the first low voltage 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-DC converter and a second power load. The second DC-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 that of the first power load, and the second low-voltage electricity is less than that of the first low-voltage electricity. The first circuit and the second circuit are connected in parallel via a bidirectional DC-DC converter. The bidirectional DC-DC converter is used to convert the first low-voltage electricity of the first circuit to the second low-voltage electricity in a first operating state, or to convert the second low-voltage electricity of the second circuit to the first low-voltage electricity in a second operating state. The first operating state indicates the operating state of the bidirectional DC-DC converter when the first circuit has remaining power and the second circuit fails to meet the power supply requirements of the second power load. The second operating state indicates the operating state of the bidirectional DC-DC converter when the second circuit has remaining power and the first circuit fails to meet the power supply requirements of the first power load. The power system further includes: an energy storage battery, a third field-effect transistor, and a third DC-DC converter. The energy storage battery is used to output the first low-voltage electricity. The input terminal of the third field-effect transistor is connected to the output terminal of the energy storage battery, and the output terminal of the third field-effect transistor is connected to the first power load. It 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 terminal of the third DC-DC converter is connected to the output terminal of the third field-effect transistor, and the output terminal of the third DC-DC converter is connected to the second power load. It 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.

2. The system according to claim 1, characterized in that, The first circuit further includes a first field-effect transistor, and the second circuit further includes a second field-effect transistor. The input terminal of the first field-effect transistor is connected to the output terminal of the first DC-DC converter, and the output terminal of the first field-effect transistor is connected to the input terminal of the first power load, for controlling the conduction state of the first circuit; The input terminal of the second field-effect transistor is connected to the output terminal of the second DC-DC converter, and the output terminal of the second field-effect transistor is connected to the input terminal of the second power load, which is used to control the conduction state of the second circuit.

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

4. The system according to claim 2, characterized in that, The first circuit also includes: a high-side motor driver chip. The input terminal of the high-side motor driver chip is connected to the output terminal of the first field-effect transistor, and the output terminal 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 control signals to the first power load other than the electronic control unit in the first power load.

5. The system according to claim 2, characterized in that, The first circuit also includes: an electronic fuse, The input terminal of the electronic fuse is connected to the output terminal of the first field-effect transistor, and the output terminal of the electronic fuse is connected to the thermal management control component and the electric power steering component in the first power load. It is used to disconnect the connection between the first field-effect transistor and the thermal management control component and the electric power steering component in the event of a fault in the first circuit. 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 1, characterized in that, The power supply system also includes: a fourth field-effect transistor, The input terminal of the fourth field-effect transistor is connected to the first field-effect transistor, and the output terminal of the fourth field-effect transistor is connected to the third field-effect transistor. This is used to input the remaining power of the first circuit to the energy storage battery when the first circuit is in a normal state and the first circuit has remaining power.

7. The system according to claim 1, characterized in that, The power system also includes: a power management integrated circuit chip, The input terminal of the power management integrated circuit chip is connected to the output terminal of the first field-effect transistor and / or the output terminal of the third field-effect transistor, and the output terminal 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 output by the first field-effect transistor and / or the first low voltage output by the third field-effect transistor to the electronic control unit.

8. The system according to any one of claims 1 to 7, characterized in that, The second circuit also includes: a low-voltage electrical box. The input terminal of the low-voltage electrical box is connected to the output terminal of the second DC-DC converter, and the output terminal of the low-voltage electrical box is connected to the vehicle body domain controller in the second power load, for inputting the second low-voltage electricity to the second power load through the vehicle body domain controller, wherein the vehicle body domain controller is used to control the second power load in the vehicle.

9. A vehicle, characterized in that, The vehicle includes the system described in any one of claims 1 to 8.

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