Vehicle low-voltage hybrid power supply framework and automobile

Abstract

The invention discloses a vehicle low-voltage hybrid power supply framework and an automobile, a power battery pack comprises at least two battery units which are sequentially connected in series, a power distribution circuit is connected with a first battery pack in the power battery pack through a first bidirectional DCDC circuit, and the power distribution circuit is further connected with a second battery pack in the power battery pack through a second bidirectional DCDC circuit; each of the first battery pack and the second battery pack comprises a part of battery units in the power battery pack, and the power distribution circuit is controlled by the main control circuit, can control the energy transmission direction among the power battery pack, the first battery pack and the second battery pack, and provides different voltages for the first battery pack and the second battery pack respectively. A low-voltage storage battery of the whole vehicle can be omitted, various kinds of low-voltage power distribution of the vehicle can be achieved through the power battery pack, replacement and maintenance of the low-voltage storage battery are not needed, a space for the storage battery does not need to be reserved in the whole vehicle structure, and arrangement and simplification of an electric control system are facilitated.

Description

Technical Field

[0001] This application relates to the field of automotive technology, specifically to a low-voltage hybrid power supply architecture for vehicles and automobiles. Background Technology

[0002] Current vehicle low-voltage power distribution typically employs discrete low-voltage lithium-ion battery technology, using fuse boxes to provide primary power distribution to vehicle loads. A battery management system then manages the low-voltage lithium-ion batteries. However, with the increasing power demands of intelligent new energy vehicles and their chassis systems, the low-voltage system needs to provide both 48V and 12V low-voltage power distribution. Currently, vehicle power supply architectures usually require two independent low-voltage battery sets to provide the corresponding low voltages. This not only results in significant space occupation but also necessitates regular maintenance and replacement of multiple low-voltage batteries, increasing vehicle costs. Summary of the Invention

[0003] In view of the above problems, this application provides a vehicle low-voltage hybrid power supply architecture and automobile, which can solve the problem that the current vehicle power supply architecture requires two independent low-voltage batteries to provide corresponding low voltages, which leads to the need for regular maintenance and replacement of low-voltage batteries, increasing vehicle costs.

[0004] The first aspect of this application provides a low-voltage hybrid power supply architecture for vehicles, including:

[0005] A power battery pack, the power battery pack including a first battery pack and a second battery pack, the first battery pack and the second battery pack including at least one battery cell;

[0006] A first bidirectional DC-DC circuit is connected to the first battery pack;

[0007] A second bidirectional DC-DC circuit is connected to the second battery pack;

[0008] The power distribution circuit connects the first bidirectional DC-DC circuit and the second bidirectional DC-DC circuit;

[0009] The main control circuit is used to control the power distribution circuit, the first bidirectional DC-DC circuit and the second bidirectional DC-DC circuit to adjust the energy transfer direction between the first battery pack, the second battery pack and the power distribution circuit, and the power distribution circuit is controlled by the main control circuit to control the first battery pack and the second battery pack.

[0010] In the technical solution of this application embodiment, the vehicle low-voltage hybrid power supply architecture includes a power battery pack, a first bidirectional DC-DC circuit, a second bidirectional DC-DC circuit, a power distribution circuit, and a main control circuit. The power battery pack includes at least two battery cells connected in series. The power distribution circuit is connected to the first battery pack within the power battery pack via the first bidirectional DC-DC circuit, and is also connected to the second battery pack within the power battery pack via the second bidirectional DC-DC circuit. Both the first and second battery packs include some battery cells from the power battery pack. The power distribution circuit, controlled by the main control circuit, can control the energy transmission direction between the power battery pack, the first battery pack, and the second battery pack, and provide the required voltage to the first and second low-voltage load terminals respectively. Through the power supply architecture of this application, the vehicle's low-voltage battery can be eliminated, and the power battery pack can be used to realize various low-voltage power distributions for the vehicle. There is no need to replace or maintain the low-voltage battery, nor is there a need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0011] In some embodiments, the vehicle low-voltage hybrid power supply architecture further includes:

[0012] A DC-DC circuit is connected between the power battery pack and the power distribution circuit, and is used to convert the high voltage output of the power battery pack into low voltage power output to the power distribution circuit under the control of the main control circuit.

[0013] The power distribution circuit is controlled by the main control circuit, which controls the energy transfer direction between the DC-DC circuit and the first battery pack, as well as the energy transfer direction between the DC-DC circuit and the second battery pack.

[0014] In the technical solution of this application embodiment, the DC-DC circuit, controlled by the main control circuit, can convert the high-voltage electricity output from the power battery pack into low-voltage power and output it to the power distribution circuit. The power distribution circuit, controlled by the main control circuit, controls the low-voltage power provided by the DC-DC circuit to replenish the first battery pack, and can also control the DC-DC circuit to replenish the second battery pack. Furthermore, the power distribution circuit, controlled by the main control circuit, can have the DC-DC circuit provide different voltages to the first low-voltage load terminal and the second low-voltage load terminal respectively, thereby realizing the energy transfer direction between the DC-DC circuit, the first battery pack, the second battery pack, and the power battery pack. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery, and utilizes the power battery pack to achieve multiple low-voltage power distributions for the vehicle. This eliminates the need for low-voltage battery replacement and maintenance, and also eliminates the need to reserve space for batteries within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0015] In some embodiments, the vehicle low-voltage hybrid power supply architecture further includes:

[0016] A battery management circuit, connected to the power battery pack, is used to manage the charging and discharging of the power battery pack.

[0017] In some embodiments, the DC-DC circuit includes:

[0018] The third DC-DC circuit is connected between the power battery pack and the power distribution circuit, and is controlled by the main control circuit to convert the high voltage output from the power battery pack into a first voltage and output it to the power distribution circuit.

[0019] In the technical solution of this application embodiment, the third DC-DC circuit is connected between the power battery pack and the power distribution circuit. The third DC-DC circuit, controlled by the main control circuit, converts the high-voltage electricity output from the power battery pack into a first voltage and outputs it to the power distribution circuit. The power distribution circuit, controlled by the main control circuit, uses the first voltage provided by the third DC-DC circuit to replenish the first battery pack, and can also control the third DC-DC circuit to provide a first voltage to the first low-voltage load terminal. This embodiment eliminates the need for a vehicle-wide low-voltage battery, allowing for multiple low-voltage power distributions within the vehicle using the power battery pack. It eliminates the need for low-voltage battery replacement and maintenance, and also eliminates the need to reserve space for a battery within the vehicle structure, thus facilitating the layout and simplification of the electronic control system.

[0020] In some embodiments, the DC-DC circuit further includes:

[0021] The fourth DC-DC circuit is connected between the power battery pack and the power distribution circuit, and is used to convert the input voltage into a second voltage and output it to the power distribution circuit under the control of the main control circuit; the first voltage is greater than the second voltage.

[0022] In the technical solution of this application embodiment, the fourth DC-DC circuit is connected between the power battery pack and the power distribution circuit. The fourth DC-DC circuit converts the high voltage output from the power battery pack into a second voltage and outputs it to the power distribution circuit. The power distribution circuit can be controlled by the main control circuit to forward the second voltage to the second low voltage load terminal or the second bidirectional DC-DC circuit.

[0023] In some embodiments, the DC-DC circuit further includes:

[0024] The fourth DC-DC circuit is connected between the third DC-DC circuit and the power distribution circuit, and is controlled by the main control circuit to convert the input voltage into a second voltage and output it to the power distribution circuit; the first voltage is greater than the second voltage.

[0025] In the technical solution of this application embodiment, the input terminal of the fourth DC-DC circuit is connected to the output terminal of the third DC-DC circuit. The third DC-DC circuit is controlled by the main control circuit to convert the high voltage output of the power battery pack into a first voltage. The fourth DC-DC circuit converts the first voltage output by the third DC-DC circuit into a second voltage and outputs it to the power distribution circuit. The power distribution circuit can be controlled by the main control circuit to forward the second voltage to the second low-voltage load terminal or the second bidirectional DC-DC circuit.

[0026] In some embodiments, the power distribution circuit includes:

[0027] The first bidirectional switching unit is connected between the third DC-DC circuit and the first bidirectional DC-DC circuit, and is controlled by the main control circuit to control the energy transfer direction between the third DC-DC circuit and the first bidirectional DC-DC circuit.

[0028] In some embodiments, the power distribution circuit includes:

[0029] The second bidirectional switching unit is connected between the fourth DC-DC circuit and the second bidirectional DC-DC circuit, and is controlled by the main control circuit to control the energy transfer direction between the fourth DC-DC circuit and the second bidirectional DC-DC circuit.

[0030] In some embodiments, the power distribution circuit includes: a first load switch unit connected between the third DC-DC circuit and the first low-voltage load terminal, the first load switch unit being controlled by the main control circuit to control the connection state between the third DC-DC circuit and the first low-voltage load terminal.

[0031] In some embodiments, the power distribution circuit includes: a second load switch unit connected between the fourth DC-DC circuit and the second low-voltage load terminal, the second load switch unit being controlled by the main control circuit to control the connection state between the fourth DC-DC circuit and the second low-voltage load terminal.

[0032] In some embodiments, the DC-DC circuit includes: a multi-winding integrated transformer, a first voltage conversion circuit, a second voltage conversion circuit, and a third voltage conversion circuit;

[0033] The first winding of the multi-winding integrated transformer is connected to the battery management circuit via the first voltage conversion circuit, the second winding of the multi-winding integrated transformer is connected to the power distribution circuit via the second voltage conversion circuit, and the third winding of the multi-winding integrated transformer is connected to the power distribution circuit via the third voltage conversion circuit.

[0034] In the technical solution of this application embodiment, the operating states of the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit are controlled by the main control circuit. The first voltage conversion circuit is connected between the power battery pack and the first winding, the second voltage conversion circuit is connected between the power distribution circuit and the second winding, and the third voltage conversion circuit is connected between the power distribution circuit and the third winding. This allows the power battery pack to simultaneously generate the first voltage and the second voltage via a multi-winding integrated transformer and output them to the power distribution circuit. The power distribution circuit then provides the first voltage to the first low-voltage load terminal and the second voltage to the second low-voltage load terminal. Furthermore, by controlling the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit... The operating state of the three-voltage conversion circuit can determine the primary and secondary side settings of the first, second, and third windings, thereby adjusting the energy transmission direction between each winding. It can not only realize the function of providing low-voltage power distribution to the entire vehicle from the power battery pack, but also match the current transmission direction between the power battery pack, the first battery pack, and the second battery pack according to the vehicle's power demand. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery, and the power battery pack can be used to realize multiple low-voltage power distributions for the vehicle. There is no need to replace or maintain the low-voltage battery, nor is there any need to reserve space for the battery in the vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0035] In some embodiments, the main control circuit is further configured to control the power battery pack to replenish the first battery pack via the DCDC circuit, the power distribution circuit, and the first bidirectional DCDC circuit when the charge of the first battery pack is less than a first preset value.

[0036] In some embodiments, the main control circuit is further configured to control the power battery pack to replenish the second battery pack via the DCDC circuit, the power distribution circuit, and the second bidirectional DCDC circuit when the charge of the second battery pack is less than a second preset value.

[0037] In some embodiments, the main control circuit is further configured to control the DC-DC circuit to provide a first voltage to the first low-voltage load terminal and a second voltage to the second low-voltage load terminal when the battery management circuit outputs high voltage.

[0038] A second aspect of this application provides an automobile, including a vehicle low-voltage hybrid power supply architecture as described in any of the preceding embodiments.

[0039] In the technical solution of this application embodiment, the power distribution circuit is connected to the first battery pack in the power battery pack via a first bidirectional DC-DC circuit, and the power distribution circuit is also connected to the second battery pack in the power battery pack via a second bidirectional DC-DC circuit. Both the first battery pack and the second battery pack include some battery cells in the power battery pack. The power distribution circuit is controlled by the main control circuit and can control the energy transmission direction between the power battery pack, the first battery pack, and the second battery pack, and provide different voltages to the first battery pack and the second battery pack respectively. Through the power supply architecture of this application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery pack can be used to realize multiple low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0040] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0041] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0042] Figure 1 This is a schematic diagram of a first structural design of a vehicle low-voltage hybrid power supply architecture provided in an embodiment of this application;

[0043] Figure 2 This is a schematic diagram of a second structure of the vehicle low-voltage hybrid power supply architecture provided in the embodiments of this application;

[0044] Figure 3 A schematic diagram of a third structure of the vehicle low-voltage hybrid power supply architecture provided in this application embodiment;

[0045] Figure 4 This is a schematic diagram of the fourth structure of the vehicle low-voltage hybrid power supply architecture provided in the embodiments of this application;

[0046] Figure 5 A fifth structural schematic diagram of the vehicle low-voltage hybrid power supply architecture provided in the embodiments of this application;

[0047] Figure 6 A sixth structural schematic diagram of the vehicle low-voltage hybrid power supply architecture provided in the embodiments of this application;

[0048] Figure 7A seventh structural schematic diagram of the vehicle low-voltage hybrid power supply architecture provided in the embodiments of this application;

[0049] Figure 8 This is an eighth structural schematic diagram of the vehicle low-voltage hybrid power supply architecture provided in the embodiments of this application. Detailed Implementation

[0050] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0052] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0053] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The phrase "second connection port" at various locations in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0054] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0055] In the description of the embodiments of this application, the term "multiple frames" refers to two or more (including two).

[0056] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0057] In related technologies, vehicle power supply architectures typically require two independent low-voltage batteries to provide corresponding low voltages. This not only results in a large space occupation in the vehicle, but also requires regular maintenance and replacement of multiple low-voltage batteries, increasing vehicle costs.

[0058] To address the aforementioned technical problems, this application provides a low-voltage hybrid power supply architecture for vehicles, see [link to relevant documentation]. Figure 1 As shown, the vehicle's low-voltage hybrid power supply architecture includes a power battery pack 100, a first bidirectional DC-DC circuit 210, a second bidirectional DC-DC circuit 220, a power distribution circuit 300, and a main control circuit 400. The power battery pack 100 includes a first battery pack 110 and a second battery pack 120. The first battery pack 110 and the second battery pack 120 include at least one battery cell. The first bidirectional DC-DC circuit 210 is connected to the first battery pack 110, and the second bidirectional DC-DC circuit 220 is connected to the second battery pack 120. The voltages at the terminals of the first battery pack 110 and the second battery pack 120 are different. The power distribution circuit 300 is connected to the first bidirectional DC-DC circuit 210 and the second bidirectional DC-DC circuit 220. The main control circuit 400 is used to control the power distribution circuit 300, the first bidirectional DC-DC circuit 210 and the second bidirectional DC-DC circuit 220 to adjust the energy transfer direction between the first battery pack 110, the second battery pack 120 and the power distribution circuit 300. The power distribution circuit 300 is controlled by the main control circuit 400 for the first battery pack 110 and the second battery pack 120.

[0059] In this embodiment, the power battery pack 100 includes a first battery pack 110 and a second battery pack 120. The power distribution circuit 300 is connected to the first battery pack 110 in the power battery pack 100 via a first bidirectional DC-DC circuit 210. The power distribution circuit 300 is also connected to the second battery pack 120 in the power battery pack 100 via a second bidirectional DC-DC circuit 220. Both the first battery pack 110 and the second battery pack 120 include some battery cells in the power battery pack 100. The power distribution circuit 300 is controlled by the main control circuit 400 and can control the energy transmission direction between the power battery pack 100, the first battery pack 110, and the second battery pack 120, and provide different voltages to the first low-voltage load terminal 510 and the second low-voltage load terminal 520, respectively. The power supply architecture proposed in this application eliminates the need for a vehicle's low-voltage battery and utilizes the power battery pack 100 to achieve multiple low-voltage power distributions for the vehicle. Furthermore, if one set of battery cells malfunctions, another set of battery cells can replace the low-voltage power supply, ensuring the stability of the low-voltage power supply within the vehicle. This eliminates the need for replacing and maintaining the low-voltage battery and also eliminates the need to reserve space for batteries within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0060] In some embodiments, the power battery pack 100 includes a plurality of battery cells connected in series, and a first battery pack 110 and a second battery pack 120 connected in series.

[0061] In some embodiments, the first battery pack 110 and the second battery pack 120 have different battery cells, and the number of battery cells in the first battery pack 110 and the second battery pack 120 is different, and the voltages at the terminals of the first battery pack 110 and the second battery pack 120 are different.

[0062] In some embodiments, the first battery pack 110 and the second battery pack 120 have partially identical battery cells, and the number of battery cells in the first battery pack 110 and the second battery pack 120 is different.

[0063] In some embodiments, the first battery pack 110 and the second battery pack 120 have the same battery cells, and the voltages at the terminals of the first battery pack 110 and the second battery pack 120 are the same.

[0064] In some embodiments, the number of battery cells in the first battery pack 110 is at least twice the number of battery cells in the second battery pack 120.

[0065] In some embodiments, see Figure 2As shown, the vehicle's low-voltage hybrid power supply architecture also includes a DC-DC circuit 600. The DC-DC circuit 600 is connected between the power battery pack 100 and the power distribution circuit 300. The DC-DC circuit 600 is controlled by the main control circuit 400 to convert the high-voltage electricity output from the power battery pack 100 into low-voltage power and output it to the power distribution circuit 300. The power distribution circuit 300 is controlled by the main control circuit 400 to control the energy transfer direction between the DC-DC circuit 600 and the first battery pack 110, as well as the energy transfer direction between the DC-DC circuit 600 and the second battery pack 120.

[0066] In this embodiment, the DC-DC circuit 600, controlled by the main control circuit 400, can convert the high-voltage power output from the power battery pack 100 into low-voltage power and output it to the power distribution circuit 300. The power distribution circuit 300, controlled by the main control circuit 400, controls the low-voltage power provided by the DC-DC circuit 600 to replenish the first battery pack 110, and can also control the DC-DC circuit 600 to replenish the second battery pack 120. Furthermore, the power distribution circuit 300, controlled by the main control circuit 400, can also have the DC-DC circuit 600 provide different voltages to the first low-voltage load terminal 510 and the second low-voltage load terminal 520 respectively, thereby realizing the energy transfer direction between the DC-DC circuit 600, the first battery pack 110, the second battery pack 120, and the power battery pack 100. The solution in this embodiment eliminates the need for a vehicle's low-voltage battery, allowing for the use of the power battery pack 100 to achieve various low-voltage power distributions for the vehicle. This eliminates the need for replacing and maintaining the low-voltage battery, as well as the need to reserve space for a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0067] In some embodiments, a first bidirectional DC-DC circuit 210 is connected between the power battery pack 100 and the power distribution circuit 300, and the first bidirectional DC-DC circuit 210 is used to realize voltage conversion and power isolation between the first battery pack 110 and the power distribution circuit 300; a second bidirectional DC-DC circuit 220 is connected between the battery pack 110 and the power distribution circuit 300, and the second bidirectional DC-DC circuit 220 is used to realize voltage conversion and power isolation between the second battery pack 120 and the power distribution circuit 300.

[0068] In this embodiment, the first bidirectional DC-DC circuit 210 can convert the voltage output by the first battery pack 110 into a first voltage and output it to the power distribution circuit 300, and isolate the power distribution circuit 300 from the first battery pack 110. The second bidirectional DC-DC circuit 220 can isolate the power distribution circuit 300 from the second battery pack 120, and convert the output voltage of the battery pack 110 into a second voltage and output it to the power distribution circuit 300. This allows the power distribution circuit 300 to be simultaneously connected to the first battery pack 110 and the second battery pack 120 within the power battery pack 100 via the first bidirectional DC-DC circuit 210 and the second bidirectional DC-DC circuit 220, respectively. The first battery pack 110 provides the first voltage to the power distribution circuit 300, and the second battery pack 120 provides the second voltage to the power distribution circuit 300, thereby enabling the power battery pack 100 to provide various low-voltage power distribution functions to the vehicle. Even if the high-voltage output of the vehicle is shut off, the main control circuit 400 can control the first bidirectional DC-DC circuit 210 and the second bidirectional DC-DC circuit 220 to provide the required low voltage to the vehicle via the first battery pack 110 and the second battery pack 120 within the power battery pack 100. Furthermore, the solution in this embodiment can match the current transmission direction between the power battery pack 100, the first battery group 110, and the second battery group 120 according to the vehicle's power demand. When the first battery group 110 or the second battery group 120 fails, the power battery pack 100 can convert the high voltage to the first voltage and the second voltage via the DCDC circuit 600 to power the entire vehicle. This eliminates the need for the vehicle's low-voltage battery, eliminating the need for low-voltage battery replacement and maintenance, and eliminating the need to reserve space for the battery within the vehicle structure. This is beneficial for the layout and simplification of the electronic control system.

[0069] In some embodiments, the first bidirectional DC-DC circuit 210 and the second bidirectional DC-DC circuit 220 can be bidirectional voltage conversion circuits. In this way, the main control circuit 400 can control the working state of the first bidirectional DC-DC circuit 210 and the second bidirectional DC-DC circuit 220, thereby matching the current transmission direction between the power battery pack 100, the first battery group 110, the second battery group 120 and the power distribution circuit 300 according to the vehicle's power demand. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and uses the power battery to achieve low-voltage power distribution for the vehicle. There is no need to replace or maintain the low-voltage battery, nor is there any need to reserve space for the battery in the vehicle structure, which is beneficial to the layout and simplification of the electronic control system.

[0070] In some embodiments, the second bidirectional DC-DC circuit 220 can convert the voltage of the second battery pack 120 into a second voltage and output it to the power distribution circuit 300, or it can receive the voltage input from the power distribution circuit 300 and convert it into an appropriate charging voltage to replenish the second battery pack 120.

[0071] In some embodiments, see Figure 3 As shown, the vehicle's low-voltage hybrid power supply architecture also includes a battery management circuit 700, which is connected to the power battery pack 100 and is used to manage the charging and discharging of the power battery pack 100.

[0072] In some embodiments, see Figure 4 As shown, the DC-DC circuit 600 includes a third DC-DC circuit 610, which is connected between the power battery pack 100 and the power distribution circuit 300. The third DC-DC circuit 610 is controlled by the main control circuit 400 to convert the high voltage output from the power battery pack 100 into a first voltage and output it to the power distribution circuit 300.

[0073] In this embodiment, the third DC-DC circuit 610 is connected between the power battery pack 100 and the power distribution circuit 300. The third DC-DC circuit 610, controlled by the main control circuit 400, converts the high-voltage electricity output from the power battery pack 100 into a first voltage and outputs it to the power distribution circuit 300. The power distribution circuit 300, controlled by the main control circuit 400, uses the first voltage provided by the third DC-DC circuit 610 to replenish the first battery pack 110, and can also control the third DC-DC circuit 610 to supply power to the first low-voltage load terminal 510. This embodiment eliminates the need for a vehicle-wide low-voltage battery, allowing for multiple low-voltage power distributions within the vehicle using the power battery pack 100. It eliminates the need for low-voltage battery replacement and maintenance, and also eliminates the need to reserve space for a battery within the vehicle structure, thus facilitating the layout and simplification of the electronic control system.

[0074] In some embodiments, see Figure 5 As shown, the DC-DC circuit 600 also includes a fourth DC-DC circuit 620. The fourth DC-DC circuit 620 is connected between the power battery pack 100 and the power distribution circuit 300. The fourth DC-DC circuit 620 is controlled by the main control circuit 400 to convert the input voltage into a second voltage and output it to the power distribution circuit 300; the first voltage is greater than the second voltage.

[0075] In this embodiment, the input terminal of the fourth DC-DC circuit 620 is connected to the power battery pack 100. The fourth DC-DC circuit 620 converts the high voltage output from the power battery pack 100 into a second voltage and outputs it to the power distribution circuit 300. The power distribution circuit 300 can be controlled by the main control circuit 400 to forward the second voltage to the second low voltage load terminal 520 or the second bidirectional DC-DC circuit 220.

[0076] In some embodiments, see Figure 6As shown, the DC-DC circuit 600 also includes a fourth DC-DC circuit 620, which is connected between the third DC-DC circuit 610 and the power distribution circuit 300. The fourth DC-DC circuit 620 is controlled by the main control circuit 400 to convert the input voltage into a second voltage and output it to the power distribution circuit 300.

[0077] In this embodiment, the input terminal of the fourth DC-DC circuit 620 is connected to the output terminal of the third DC-DC circuit 610. The third DC-DC circuit 610 is controlled by the main control circuit 400 to convert the high voltage output from the power battery pack 100 into a first voltage. The fourth DC-DC circuit 620 converts the first voltage output by the third DC-DC circuit 610 into a second voltage and outputs it to the power distribution circuit 300. The first voltage is greater than the second voltage. The power distribution circuit 300 can be controlled by the main control circuit 400 to forward the second voltage to the second low-voltage load terminal 520 or the second bidirectional DC-DC circuit 220.

[0078] In some embodiments, see Figure 7 As shown, the power distribution circuit 300 includes a first bidirectional switching unit, which is connected between the third DC-DC circuit 610 and the first bidirectional DC-DC circuit 210. The first bidirectional switching unit is controlled by the main control circuit 400 to control the energy transfer direction between the third DC-DC circuit 610 and the first bidirectional DC-DC circuit 210.

[0079] In this embodiment, the first bidirectional switching unit is connected between the third DC-DC circuit 610 and the first bidirectional DC-DC circuit 210. The first bidirectional switching unit can be controlled by the main control circuit 400 to control the third DC-DC circuit 610 to output a first voltage to the DC-DC circuit 600. The first bidirectional DC-DC circuit 210 is used to realize the voltage conversion between the first battery pack 110 and the power distribution circuit 300. The first bidirectional DC-DC circuit 210 can be controlled by the main control circuit 400 to convert the first voltage into a high voltage to replenish the first battery pack 110.

[0080] In some embodiments, the first bidirectional switching unit 310 may include two top-down MOSFETs. By controlling the switching state of the two top-down MOSFETs, the energy transfer direction between the first bidirectional DC-DC circuit 210 and the third DC-DC circuit 610 can be controlled.

[0081] In some embodiments, see Figure 7 As shown, the first bidirectional switching unit 310 includes a first electronic switch Q1 and a second electronic switch Q2, with the first electronic switch Q1 and the second electronic switch Q2 arranged opposite each other.

[0082] In some embodiments, the first electronic switch Q1 and the second electronic switch Q2 are both MOSFETs, and the sources of the first electronic switch Q1 and the second electronic switch Q2 are connected together, or their drains are connected together.

[0083] In some embodiments, see Figure 7 As shown, the power distribution circuit 300 includes a second bidirectional switching unit 320, which is connected between the fourth DC-DC circuit 620 and the second bidirectional DC-DC circuit 220. The second bidirectional switching unit 320 is controlled by the main control circuit 400 to control the energy transfer direction between the fourth DC-DC circuit 620 and the second bidirectional DC-DC circuit 220.

[0084] In this embodiment, the second bidirectional switching unit 320 is connected between the fourth DC-DC circuit 620 and the second bidirectional DC-DC circuit 220. The second bidirectional switching unit 320 can be controlled by the main control circuit 400 to control the fourth DC-DC circuit 620 to output a second voltage to the second bidirectional DC-DC circuit 220. The second bidirectional DC-DC circuit 220 can be controlled by the main control circuit 400 to convert the second voltage into a high voltage to replenish the second battery pack 120.

[0085] In some embodiments, see Figure 7 As shown, the second bidirectional switch unit 320 includes a third electronic switch Q3 and a fourth electronic switch Q4, which are arranged opposite each other.

[0086] In some embodiments, the third electronic switch Q3 and the fourth electronic switch Q4 are both MOSFETs, and the sources of the third electronic switch Q3 and the fourth electronic switch Q4 are connected together, or their drains are connected together.

[0087] In some embodiments, see Figure 7 As shown, the power distribution circuit 300 includes a first load switch unit T1, which is connected between the third DC-DC circuit 610 and the first low-voltage load terminal 510. The first load switch unit T1 is controlled by the main control circuit 400 to control the connection state between the third DC-DC circuit 610 and the first low-voltage load terminal 510.

[0088] In this embodiment, the first load switch unit T1 is controlled by the main control circuit 400 to control the connection state between the third DC-DC circuit 610 and the first low-voltage load terminal 510. When the first load switch unit T1 is turned on, the third DC-DC circuit 610 provides a first voltage to the first low-voltage load terminal 510 via the first load switch unit T1. When the third DC-DC circuit 610 is not working, the first bidirectional DC-DC circuit 210 can also convert the voltage of the first battery pack 110 into the first voltage and provide the first voltage to the first low-voltage load terminal 510 via the first load switch unit T1.

[0089] In some embodiments, see Figure 7 As shown, the power distribution circuit 300 includes: a second load switch unit T2, which is connected between the fourth DC-DC circuit 620 and the second low-voltage load terminal 520. The second load switch unit T2 is controlled by the main control circuit 400 to control the connection state between the fourth DC-DC circuit 620 and the second low-voltage load terminal 520.

[0090] In this embodiment, the second load switch unit T2 is controlled by the main control circuit 400 to control the connection state between the third DC-DC circuit 610 and the first low-voltage load terminal 510. When the first load switch unit T1 is turned on, the third DC-DC circuit 610 provides a first voltage to the first low-voltage load terminal 510 via the first load switch unit T1. When the third DC-DC circuit 610 stops working, the first bidirectional DC-DC circuit 210 can also convert the voltage of the first battery pack 110 into the first voltage and provide the first voltage to the first low-voltage load terminal 510 via the first load switch unit T1.

[0091] In some embodiments, the first low-voltage load terminal 510 can be connected to a vehicle interior comfort type load, such as a vehicle air conditioner, seat heating and other functional loads, and the second low-voltage load terminal 520 can be connected to a vehicle interior safety control type electrical load, such as a vehicle controller, lights, steering, brakes and other functional loads.

[0092] In some embodiments, the first load switching unit T1 may include a multi-channel electronic switch, which is connected to multiple first loads respectively.

[0093] In some embodiments, the second load switching unit T2 may include a multi-channel electronic switch, which is connected to multiple second loads respectively.

[0094] In this embodiment, the first load can be a functional load such as vehicle air conditioning or seat heating, and the second load can be a functional load such as vehicle controller, lights, steering, or brakes.

[0095] In some embodiments, the first load switching unit T1 and the second load switching unit T2 can be MOSFETs or IGBTs.

[0096] When the vehicle starts, the first bidirectional switch unit 310 is turned on, and the first battery pack 110 outputs a first voltage through the first bidirectional DC-DC circuit 210 to power the first low-voltage load terminal 510, thereby powering the vehicle's internal driving safety category controller. Then, the main positive relay and the main negative relay in the battery management circuit 700 are closed, and the third DC-DC circuit 610 is started. The third DC-DC circuit 610 converts the high voltage output from the power battery pack 100 into the first voltage and outputs it to the first low-voltage load terminal 510, thus completing the vehicle's power-on process.

[0097] In some embodiments, see Figure 8 As shown, the DC-DC circuit 600 includes: a multi-winding integrated transformer T0, a first voltage conversion circuit 631, a second voltage conversion circuit 632, and a third voltage conversion circuit 633. The first winding of the multi-winding integrated transformer T0 is connected to the battery management circuit 700 via the first voltage conversion circuit 631, the second winding of the multi-winding integrated transformer T0 is connected to the power distribution circuit 300 via the second voltage conversion circuit 632, and the third winding of the multi-winding integrated transformer T0 is connected to the power distribution circuit 300 via the third voltage conversion circuit 633.

[0098] In this embodiment, the operating states of the first voltage conversion circuit 631, the second voltage conversion circuit 632, and the third voltage conversion circuit 633 are controlled by the main control circuit 400. The first voltage conversion circuit 631 is connected between the power battery pack 100 and the first winding, the second voltage conversion circuit 632 is connected between the power distribution circuit 300 and the second winding, and the third voltage conversion circuit 633 is connected between the power distribution circuit 300 and the third winding. This allows the power battery pack 100 to simultaneously generate the first voltage and the second voltage via the multi-winding integrated transformer T0 and output them to the power distribution circuit 300. The power distribution circuit 300 then provides the first voltage to the first low-voltage load terminal 510 and the second voltage to the second low-voltage load terminal 520. Furthermore, by controlling the first voltage conversion circuit 631, the second voltage conversion circuit 632, and the third voltage conversion circuit 633, the operating states of the first voltage conversion circuit 631, the second voltage conversion circuit 632, and the third voltage conversion circuit 633 are controlled by the main control circuit 400. 1. The operating states of the second voltage conversion circuit 632 and the third voltage conversion circuit 633 can determine the primary and secondary side settings of the first winding, the second winding, and the third winding, thereby adjusting the energy transmission direction between each winding. This not only enables the power battery pack 100 to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack 100, the first battery pack 110, and the second battery pack 120 according to the vehicle's power demand. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery, allowing for the elimination of the vehicle's low-voltage battery and the use of the power battery pack 100 to achieve various low-voltage power distributions for the vehicle. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0099] In some embodiments, a three-port DC-DC converter is formed by the first voltage conversion circuit 631, the second voltage conversion circuit 632, the third voltage conversion circuit 633, and the multi-winding integrated transformer T0. The first voltage and the second voltage can be obtained by stepping down the power battery pack 100. By reusing the power battery pack 100, a vehicle power distribution scheme without low-voltage batteries can be realized. Furthermore, the pre-charge relay and pre-charge resistor can be eliminated in the vehicle power supply architecture, thereby reducing the cost of the vehicle power supply architecture.

[0100] In this embodiment, the power distribution circuit 300 is connected to the second winding of the multi-winding integrated transformer T0 via the second voltage conversion circuit 632, and the power distribution circuit 300 is connected to the third winding of the multi-winding integrated transformer T0 via the third voltage conversion circuit 633. The second and third windings, as secondary windings, can convert the high voltage of the power battery pack 100 into low voltage, and obtain the first voltage via the second voltage conversion circuit 632 and the second voltage via the third voltage conversion circuit 633, respectively. It can also achieve a state switching time of 100 microseconds (µs) based on the multi-winding transformer, and its switching rate is much higher than the 10 microseconds (µs) switching time of the relay.

[0101] In some embodiments, the first voltage conversion circuit 631 can be a full-bridge rectifier-inverter circuit.

[0102] In some embodiments, the second voltage conversion circuit 632 can be a full-bridge rectifier-inverter circuit.

[0103] In some embodiments, the third voltage conversion circuit 633 can be a full-bridge rectifier-inverter circuit.

[0104] In this embodiment, the first voltage conversion circuit 631 and the second voltage conversion circuit 632 can be full-bridge rectifier-inverter circuits. The first voltage conversion circuit 631, controlled by the main control circuit 400, can convert the DC power output from the power battery pack 100 into AC power and output it to the first winding of the multi-winding integrated transformer T0. At this time, the first winding can be used as the primary winding of the multi-winding integrated transformer T0. The first voltage conversion circuit 631 can also be controlled by the main control circuit 400 to convert the AC power output from the first winding of the multi-winding integrated transformer T0 into DC power and output it to both ends of the power battery pack 100. At this time, the first winding can be used as the secondary winding of the multi-winding integrated transformer T0.

[0105] The second voltage conversion circuit 632, controlled by the main control circuit 400, can convert the AC power output from the multi-winding integrated transformer T0 into DC power and output it to the power distribution circuit 300. At this time, the second winding can be used as the secondary winding of the multi-winding integrated transformer T0, or it can be controlled by the main control circuit 400 to convert the low-voltage power output from the power distribution circuit 300 into AC power and output it to the power battery pack 100 through the second winding, so as to achieve the purpose of pre-charging the power battery pack 100.

[0106] In some embodiments, the first voltage conversion circuit 631 can be a half-bridge rectifier-inverter circuit.

[0107] In some embodiments, the second voltage conversion circuit 632 can be a half-bridge rectifier-inverter circuit.

[0108] In some embodiments, the third voltage conversion circuit 633 can be a half-bridge rectifier-inverter circuit.

[0109] In this embodiment, by setting the second voltage conversion circuit 632 and the third voltage conversion circuit 633 as half-bridge rectifier-inverter circuits, the conversion efficiency of the output current of the second and third windings of the multi-winding integrated transformer T0 can be improved, and it can be made more suitable for low-voltage and high-current application scenarios. In this embodiment, the second voltage conversion circuit 632, controlled by the main control circuit 400, can convert the AC power induced by the second winding into DC power and output it to the power distribution circuit 300. The third voltage conversion circuit 633, controlled by the main control circuit 400, can convert the AC power induced by the third winding into DC power and output it to the power distribution circuit 300. This not only enables the power battery pack 100 to provide low-voltage power distribution to the vehicle, but also matches the current transmission direction between the power battery pack 100, the first battery pack 110, the second battery pack 120, and the power distribution circuit 300 according to the vehicle's power demand. Furthermore, the solution in this embodiment eliminates the need for the vehicle's low-voltage battery, using the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0110] In some embodiments, a resonant inductor may not be required between the first winding of the multi-winding integrated transformer T0 and the first voltage conversion circuit 631. By controlling the operating modes of the second voltage conversion circuit 632 and the third voltage conversion circuit 633, leakage inductance is generated in the first winding of the multi-winding integrated transformer T0, thereby replacing the resonant inductor between the first winding of the multi-winding integrated transformer T0 and the first voltage conversion circuit 631.

[0111] In some embodiments, a resonant inductor may not be required between the second winding of the multi-winding integrated transformer T0 and the second voltage conversion circuit 632. By controlling the operating mode of the third voltage conversion circuit 633, the third and fourth windings of the multi-winding integrated transformer T0 are connected in series, thereby generating leakage inductance in the second winding of the multi-winding integrated transformer T0, which replaces the resonant inductor between the second winding of the multi-winding integrated transformer T0 and the second voltage conversion circuit 632.

[0112] In some embodiments, the first winding may be connected to the first voltage conversion circuit 631 via the first resonant inductor unit.

[0113] In some embodiments, the second winding may be connected to the second voltage conversion circuit 632 via the second resonant inductor unit.

[0114] In this embodiment, the two ends of the first winding of the multi-winding integrated transformer T0 are connected to the positive and negative terminals of the power battery pack 100 via a first voltage conversion circuit 631. The two ends of the second winding of the multi-winding integrated transformer T0 are connected to the first load switching unit T1 via a second voltage conversion circuit 632. The third winding of the multi-winding integrated transformer T0 is connected to the second load switching unit T2 via a third voltage conversion circuit 633. When the power battery pack 100 in the vehicle outputs a high voltage, the second and third windings of the multi-winding integrated transformer T0 output a low-voltage alternating current, and output a first voltage to the first load switching unit T1 via the second voltage conversion circuit 632, and output a second voltage to the second load switching unit T2 via the third voltage conversion circuit 633.

[0115] In some embodiments, the two ends of the second winding of the multi-winding integrated transformer T0 are connected to the power distribution circuit 300 via the second voltage conversion circuit 632. The second voltage conversion circuit 632 is a small power module with a power of up to 100 watts. Before the high voltage output of the power battery pack 100 is applied, the second voltage conversion circuit 632 can not only supply power to the vehicle's power distribution circuit 300, but also precharge the closing of the main positive relay K11 of the power battery pack 100.

[0116] In some embodiments, the main control circuit 400 is further configured to control the power battery pack 100 to replenish the first battery pack 110 via the DCDC circuit 600, the power distribution circuit 300 and the first bidirectional DCDC circuit 210 when the power of the first battery pack 110 is less than a first preset value.

[0117] In this embodiment, the first battery pack 110 includes at least one battery cell. When the charge of the first battery pack 110 is less than a first preset value, the power distribution circuit 300 can output a first voltage to the first bidirectional DC-DC circuit 210. At this time, the first bidirectional DC-DC circuit 210 converts the received first voltage into an adaptive voltage to charge the first battery pack 110.

[0118] In some embodiments, the main control circuit 400 is further configured to control the power battery pack 100 to replenish the second battery pack 120 via the DCDC circuit 600, the power distribution circuit 300 and the second bidirectional DCDC circuit 220 when the power of the second battery pack 120 is less than a second preset value.

[0119] In this embodiment, the second battery pack 120 includes at least one battery cell. When the power of the second battery pack 120 is less than a second preset value, the power distribution circuit 300 can output a second voltage to the second bidirectional DC-DC circuit 220. At this time, the second bidirectional DC-DC circuit 220 converts the received second voltage into an adaptive voltage to charge the second battery pack 120.

[0120] In some embodiments, the main control circuit 400 is further configured to control the DC-DC circuit 600 to provide a first voltage to the first low-voltage load terminal 510 and a second voltage to the second low-voltage load terminal 520 when the battery management circuit 700 outputs high voltage.

[0121] In some embodiments, see Figure 7 As shown, the battery management circuit 700 may include a main positive relay K11 and a main negative relay K12. When the main positive relay K11 and the main negative relay K12 are closed, the power battery pack 100 outputs high voltage, and the vehicle is powered by the power battery pack 100 in the charging, driving and parking states.

[0122] In some embodiments, see Figure 7 As shown, the battery management circuit 700 may include a precharge relay K21 and a precharge resistor R0. The precharge relay K21 and the precharge resistor R0 are connected in series and then connected in parallel with the main positive relay K11.

[0123] In some embodiments, the first voltage output from the first bidirectional DC-DC circuit 210 to the power distribution circuit 300 can be 48V.

[0124] In some embodiments, the second voltage output from the second bidirectional DC-DC circuit 220 to the power distribution circuit 300 can be 12V.

[0125] In some embodiments, the main control circuit 400 is further configured to control the DC-DC circuit 600 to convert the high voltage output from the power battery pack 100 into a first voltage when the charge of the first battery pack 110 is less than a first preset value, and to replenish the first battery pack 110 via the power distribution circuit 300.

[0126] In this embodiment, after the vehicle's high-voltage power-on is completed and normal operation begins, the DC-DC circuit 600 converts the high-voltage electricity output from the power battery pack 100 into a first voltage to supply power to the first low-voltage load terminal 510 in the power distribution circuit 300. The DC-DC circuit 600 also converts the high-voltage electricity output from the power battery pack 100 into a second voltage to supply power to the second low-voltage load terminal 520 in the power distribution circuit 300. The battery management system requests voltage and current from the first bidirectional DC-DC circuit 210 based on the voltage of the battery cells in the first battery pack 110, thereby achieving charging and balancing of the first battery pack 110 in the power battery pack 100.

[0127] In some embodiments, when the vehicle is in normal operation, if the third DC-DC circuit 610 or the high-voltage circuit (e.g., relay, high-voltage connector, non-start-stop battery cell, etc.) malfunctions, the first bidirectional DC-DC circuit 210 can quickly start and connect to the low-voltage load circuit. The first bidirectional DC-DC circuit 210 converts the voltage of the first battery pack 110 into a first voltage and intelligently distributes the power through the power distribution circuit 300, providing power only for the vehicle's safe loads, such as braking, steering, and warning lights, ensuring the user's basic steering and safe parking operations.

[0128] In some embodiments, when the vehicle is in normal operation, if the fourth DC-DC circuit 620 or the high-voltage circuit (e.g., relay, high-voltage connector, non-start-stop battery cell, etc.) malfunctions, the second bidirectional DC-DC circuit 220 converts the voltage of the second battery pack 120 into a second voltage and intelligently distributes the power through the power distribution circuit 300. The second low-voltage load terminal 520 can only supply power to the vehicle's safety loads, such as braking, steering, and warning lights, ensuring the user's basic steering and safe parking operations.

[0129] In some embodiments, the output voltage range of the first battery pack 110 is 24V-72V.

[0130] In some embodiments, the second battery pack 120 includes a 12-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0131] In some embodiments, the second battery pack 120 includes a 24-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0132] In some embodiments, the second battery pack 120 includes a 48-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0133] In some embodiments, the second battery pack 120 includes a 72V lithium-ion battery or sodium-ion battery, or other rechargeable battery.

[0134] In some embodiments, the first battery pack 110 includes a 24-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0135] In some embodiments, the first battery pack 110 includes a 48-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0136] In some embodiments, the first battery pack 110 includes a 72V lithium-ion battery or sodium-ion battery, or other rechargeable batteries.

[0137] In this embodiment, the vehicle low-voltage hybrid power supply architecture in this application embodiment can be applied to new energy vehicles, wherein the output voltage of the battery pack 110 in the power battery pack 100 does not exceed 72V.

[0138] This application also provides a vehicle management system, which includes a vehicle low-voltage hybrid power supply architecture as described in any of the above embodiments.

[0139] This application also provides a vehicle that includes a vehicle low-voltage hybrid power supply architecture as described in any of the above embodiments.

[0140] In this embodiment, by integrating the vehicle low-voltage hybrid power supply architecture of any of the above embodiments into the vehicle, the DC-DC circuit 600, the power distribution circuit 300, and the main control circuit 400 can be integrated into a single structural component, and the DC-DC circuit 600 and the power distribution circuit 300 can reuse the same controller, thereby optimizing the electrical architecture of the vehicle management system, simplifying the relevant components of the vehicle, and greatly reducing the overall vehicle cost.

[0141] In this embodiment, the power battery pack 100 includes at least two battery cells connected in series. The power distribution circuit 300 is connected to the first battery pack 110 in the power battery pack 100 via a first bidirectional DC-DC circuit 210. The power distribution circuit 300 is also connected to the second battery pack 120 in the power battery pack 100 via a second bidirectional DC-DC circuit 220. Both the first battery pack 110 and the second battery pack 120 include some of the battery cells in the power battery pack 100. The power distribution circuit 300 is controlled by the main control circuit 400 and can control the energy transmission direction between the power battery pack 100, the first battery pack 110, and the second battery pack 120, and provide different voltages to the first battery pack 110 and the second battery pack 120 respectively. Through the power supply architecture of this application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery pack 100 can be used to realize multiple low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0142] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0143] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0144] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the electronic device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0145] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0146] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0147] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

1. A low-voltage hybrid power supply architecture for vehicles, characterized in that, include: A power battery pack, the power battery pack including a first battery pack and a second battery pack, the first battery pack and the second battery pack including at least one battery cell; A first bidirectional DC-DC circuit is connected to the first battery pack; A second bidirectional DC-DC circuit is connected to the second battery pack; The power distribution circuit connects the first bidirectional DC-DC circuit and the second bidirectional DC-DC circuit; The main control circuit is used to control the power distribution circuit, the first bidirectional DC-DC circuit and the second bidirectional DC-DC circuit to adjust the energy transfer direction between the first battery pack, the second battery pack and the power distribution circuit, and the power distribution circuit is controlled by the main control circuit to supply power to the first low-voltage load terminal and the second low-voltage load terminal.

2. The vehicle low-voltage hybrid power supply architecture according to claim 1, characterized in that, The vehicle low-voltage hybrid power supply architecture also includes: A DC-DC circuit is connected between the power battery pack and the power distribution circuit, and is used to convert the high voltage output of the power battery pack into low voltage power output to the power distribution circuit under the control of the main control circuit. The power distribution circuit is controlled by the main control circuit, which controls the energy transfer direction between the DC-DC circuit and the first battery pack, as well as the energy transfer direction between the DC-DC circuit and the second battery pack.

3. The vehicle low-voltage hybrid power supply architecture according to claim 1, characterized in that, The vehicle low-voltage hybrid power supply architecture also includes: A battery management circuit, connected to the power battery pack, is used to manage the charging and discharging of the power battery pack.

4. The vehicle low-voltage hybrid power supply architecture according to claim 2, characterized in that, The DC-DC circuit includes: The third DC-DC circuit is connected between the power battery pack and the power distribution circuit, and is controlled by the main control circuit to convert the high voltage output from the power battery pack into a first voltage and output it to the power distribution circuit.

5. The vehicle low-voltage hybrid power supply architecture according to claim 4, characterized in that, The DC-DC circuit also includes: The fourth DC-DC circuit is connected between the power battery pack and the power distribution circuit, and is used to convert the input voltage into a second voltage and output it to the power distribution circuit under the control of the main control circuit; the first voltage is greater than the second voltage.

6. The vehicle low-voltage hybrid power supply architecture according to claim 4, characterized in that, The DC-DC circuit also includes: The fourth DC-DC circuit is connected between the third DC-DC circuit and the power distribution circuit, and is controlled by the main control circuit to convert the input voltage into a second voltage and output it to the power distribution circuit; the first voltage is greater than the second voltage.

7. The vehicle low-voltage hybrid power supply architecture according to claim 4, characterized in that, The power distribution circuit includes: The first bidirectional switching unit is connected between the third DC-DC circuit and the first bidirectional DC-DC circuit, and is controlled by the main control circuit to control the energy transfer direction between the third DC-DC circuit and the first bidirectional DC-DC circuit.

8. The vehicle low-voltage hybrid power supply architecture according to claim 5 or 6, characterized in that, The power distribution circuit includes: The second bidirectional switching unit is connected between the fourth DC-DC circuit and the second bidirectional DC-DC circuit, and is controlled by the main control circuit to control the energy transfer direction between the fourth DC-DC circuit and the second bidirectional DC-DC circuit.

9. The vehicle low-voltage hybrid power supply architecture according to claim 4, characterized in that, The power distribution circuit includes: a first load switch unit, which is connected between the third DC-DC circuit and the first low-voltage load terminal. The first load switch unit is controlled by the main control circuit to control the connection state between the third DC-DC circuit and the first low-voltage load terminal.

10. The vehicle low-voltage hybrid power supply architecture according to claim 5 or 6, characterized in that, The power distribution circuit includes a second load switch unit, which is connected between the fourth DC-DC circuit and the second low-voltage load terminal. The second load switch unit is controlled by the main control circuit to control the connection state between the fourth DC-DC circuit and the second low-voltage load terminal.

11. The vehicle low-voltage hybrid power supply architecture according to claim 2, characterized in that, The DC-DC circuit includes: a multi-winding integrated transformer, a first voltage conversion circuit, a second voltage conversion circuit, and a third voltage conversion circuit; The first winding of the multi-winding integrated transformer is connected to the battery management circuit via the first voltage conversion circuit, the second winding of the multi-winding integrated transformer is connected to the power distribution circuit via the second voltage conversion circuit, and the third winding of the multi-winding integrated transformer is connected to the power distribution circuit via the third voltage conversion circuit.

12. The vehicle low-voltage hybrid power supply architecture according to any one of claims 2-11, characterized in that, The main control circuit is also used to control the power battery pack to replenish the first battery pack via the DCDC circuit, the power distribution circuit and the first bidirectional DCDC circuit when the power of the first battery pack is less than a first preset value.

13. The vehicle low-voltage hybrid power supply architecture according to any one of claims 2-11, characterized in that, The main control circuit is also used to control the power battery pack to replenish the second battery pack via the DCDC circuit, the power distribution circuit and the second bidirectional DCDC circuit when the power of the second battery pack is less than the second preset value.

14. The vehicle low-voltage hybrid power supply architecture according to any one of claims 2-11, characterized in that, The main control circuit is also used to control the DCDC circuit to provide a first voltage to the first low-voltage load terminal and a second voltage to the second low-voltage load terminal when the battery management circuit outputs high voltage.

15. A car, characterized in that, The vehicle includes a vehicle low-voltage hybrid power supply architecture as described in any one of claims 1 to 14.

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