A vehicle-mounted power supply device, system, method, and vehicle

Abstract

This application provides an on-board power supply device, system, method, and vehicle. The on-board power supply device includes: a power conversion circuit, which includes a DC input terminal and a first DC output terminal. The DC input terminal is used to receive DC power output from a power battery, and the first DC output terminal is used to output a first DC power to a first electrical circuit of the vehicle. The voltage of the first DC power is less than the voltage of the DC power output from the power battery. A switching circuit is used to supply a second DC power output from a low-voltage battery to either the first electrical circuit or a second electrical circuit of the vehicle. The second electrical circuit includes loads that require guaranteed power supply in emergency situations. By reusing the low-voltage battery that provides redundant power to in-vehicle loads, power is continuously supplied to loads requiring guaranteed power supply in emergency situations, thereby improving the vehicle's emergency response capability and safety after an accident.

Description

Technical Field

[0001] This application relates to vehicle technology, and in particular to an on-board power supply device, system, method, and vehicle. Background Technology

[0002] The functional safety and emergency response capabilities of vehicles after a collision have received widespread attention. Therefore, after an accident, it is necessary to ensure the normal operation of a series of critical functions in the vehicle, such as door unlocking, window lowering, and mobile data center (MDC) recording accident video, so as to protect the safety of occupants and support accident analysis.

[0003] To improve the power supply reliability of the system after a collision, current solutions employ supercapacitor power module (CPM) collision unlocking redundancy technology. By using a supercapacitor module as a dedicated power source, it provides power support for functions such as door unlocking after a collision. Due to the high stability and rapid charging / discharging characteristics of supercapacitors, they are less susceptible to failures in the main power system during a collision, thus achieving a high level of functional safety.

[0004] However, CPM has a low energy density and limited energy storage, only sufficient for low-power functions such as door unlocking. For functions with relatively high energy consumption, such as window lowering, MDC data recording, and secondary braking, the limitations of CPM supercapacitors in energy storage make it difficult to provide long-term, stable power output, thus limiting their widespread application in vehicle emergency response systems for various high-energy-consuming safety functions.

[0005] Therefore, there is an urgent need to provide a solution that can stably and reliably power the critical safety functions required after various vehicle accidents under extreme operating conditions. Summary of the Invention

[0006] This application provides an on-board power supply device, system, method, and vehicle that, by reusing a low-voltage battery that provides redundant power to loads inside the vehicle, continuously supplies power to loads that require guaranteed power supply when the vehicle is in an emergency, thereby improving the vehicle's emergency response capability and safety after an accident.

[0007] In a first aspect, this application provides an on-board power supply device, comprising: a power conversion circuit, the power conversion circuit including a DC input terminal and a first DC output terminal, the DC input terminal being used to receive DC power output from a power battery, and the first DC output terminal being used to output first DC power to a first electrical circuit of the vehicle, the voltage of the first DC power being less than the voltage of the DC power output from the power battery; and a switching circuit, the switching circuit being used to supply second DC power output from a low-voltage battery to the first electrical circuit or the second electrical circuit of the vehicle, the second electrical circuit including loads of the vehicle that require power supply in emergency situations.

[0008] The solution provided in this application, by setting up a power conversion circuit and a switching circuit, can achieve redundant power supply to the primary power circuit, effectively preventing functional interruptions and safety hazards caused by single-point failures. Through the cooperation of the low-voltage battery and the switching circuit, it can continue to supply power to the loads in the primary power circuit, such as autonomous driving-related equipment, in the event of a power battery failure, ensuring normal driving safety. In the event of an emergency, it can prioritize the secondary power circuit, such as supplying power to critical equipment like door lock motors, door handle motors, emergency lights, MDC, and braking devices, ensuring the power needs for occupant escape, rescue, and accident analysis, and improving the power supply reliability and functional safety of the entire vehicle under different operating conditions.

[0009] In one possible implementation, the switching circuit includes a first switch and a second switch; one end of the first switch is connected to a first power supply circuit, and the other end of the first switch is connected to a low-voltage battery; one end of the second switch is connected to a second power supply circuit, and the other end of the second switch is connected to a low-voltage battery.

[0010] By setting independent and controllable switching paths between the low-voltage battery and the first and second power circuits, fault isolation between the power circuits can be achieved, effectively preventing fault propagation and improving the reliability and safety of power supply. By controlling the on or off states of the first and second switches, the power supply paths for different loads can be flexibly switched. In abnormal or emergency situations, it can ensure that critical loads in the second power circuit continue to receive power, thereby improving the fault tolerance and emergency response level of the vehicle's power supply system.

[0011] In one possible implementation, if a short circuit occurs in the first power circuit or a power conversion circuit fails, the first switch is turned off and the second switch is turned on, and the second DC power output from the low-voltage battery is supplied to the vehicle's second power circuit through the second switch.

[0012] When the vehicle encounters an emergency, if an abnormality is detected in the first electrical circuit, the first switch will immediately and actively shut it off, thereby limiting the impact of the fault to the first electrical circuit, preventing the fault current from flowing back into the low-voltage battery, preventing the low-voltage battery from being drained, and ensuring that the low-voltage battery can still continuously supply power to the loads in the second electrical circuit through the second switch.

[0013] In one possible implementation, upon detecting a collision signal, the first switch is turned off and the second switch is turned on, allowing the second DC power output from the low-voltage battery to be supplied to the vehicle's second electrical circuit via the second switch.

[0014] By actively switching the power supply path in the event of a collision, priority power supply to critical safety loads in the second power circuit is ensured, while the impact of fault current on the low-voltage battery is avoided, improving the fault tolerance and reliability of the power supply system. The independent configuration of the switching path also enhances the electrical isolation between various power circuits, which helps to improve the overall vehicle functional safety and emergency response performance.

[0015] As one possible implementation, detecting a collision signal includes: detecting a collision signal sent by an airbag controller; or, detecting a collision signal sent by a body control module (BCM); or, detecting a collision signal sent by a vehicle integration unit (VIU).

[0016] It determines whether a collision has occurred based on the sensor signals it receives, and generates a corresponding collision event signal when the preset triggering conditions are met. After receiving the collision signal, it disconnects the first switch and turns on the second switch to prioritize the supply of power from the low-voltage battery to the second power circuit related to occupant safety and accident handling.

[0017] As one possible implementation, the collision signal includes at least one of the following: a collision controller area network (CAN) signal, a collision local interconnect network (LIN) signal, or a collision hardwired signal.

[0018] As one possible implementation, when the low-voltage battery charge is lower than a set charge threshold, the first switch is turned off and the second switch is turned on, and the switching circuit is used to provide the second low-voltage DC power output from the low-voltage battery to the vehicle's second power circuit.

[0019] When the low-voltage battery charge is detected to be below a set threshold, the first switch is turned off to prevent the first power circuit from continuing to consume the low-voltage battery charge. The remaining charge is then allocated to the second power circuit, which is related to occupant safety and accident handling, to ensure the vehicle's emergency response capability under abnormal operating conditions in the event of a hazard.

[0020] In one possible implementation, the switching circuit includes multiple efuse chips, the first power-consuming circuit includes multiple first loads, one end of each efuse chip is used to connect to each first load in a one-to-one correspondence, and the other end of each efuse chip is used to connect to a low-voltage battery.

[0021] By configuring an independent efuse chip in each first load of the first power consumption circuit, individual control and fault isolation of the power supply path for that load can be achieved.

[0022] As one possible implementation, in the event of a short circuit in the first load, the first efuse chip corresponding to the first load is used to disconnect the first load from the low-voltage battery.

[0023] When a short circuit or overcurrent fault occurs in a certain first load, the corresponding efuse chip determines the fault status according to the internal monitoring mechanism and controls the efuse chip to shut off the power supply path of that branch, thereby limiting the impact of the fault to the load range and avoiding affecting the low-voltage battery and other loads.

[0024] As one possible implementation, when the vehicle is in normal operation, the first switch is turned on and the second switch is turned off, and the second DC power output from the low-voltage battery is supplied to the vehicle's first power circuit through the first switch.

[0025] Under normal vehicle operation, the first power circuit includes critical electrical equipment related to autonomous driving or vehicle control, which requires continuous and stable power support. To ensure that these loads receive priority power supply under normal operating conditions and to avoid unnecessary power allocation waste, the output of the low-voltage battery is directed to the first power circuit instead of supplying power to the second power circuit.

[0026] In one possible implementation, the power conversion circuit further includes a second DC output terminal, which is used to output a third DC power to the vehicle's second electrical circuit; in the event of a low-voltage battery failure, the first switch is opened, the second switch is opened, and the second DC output terminal outputs the third DC power to the vehicle's second electrical circuit.

[0027] By incorporating a second DC output in the power conversion circuit, backup power can be provided in the event of low-voltage battery failure, ensuring that critical safety loads can still receive power.

[0028] As one possible implementation, the load in the second electrical circuit includes at least one of a door lock motor, a door handle motor, a window motor, a vehicle emergency light, a mobile data center (MDC), and a braking device.

[0029] Secondly, this application provides an on-board power supply system, including a power battery, a low-voltage battery, a first power circuit, a second power circuit, and an on-board power supply device. The on-board power supply device includes: a power conversion circuit, which includes a DC input terminal and a first DC output terminal. The DC input terminal is used to receive DC power output from the power battery, and the first DC output terminal is used to output first DC power to the first power circuit of the vehicle. The voltage of the first DC power is less than the voltage of the DC power output from the power battery. A switching circuit is used to supply second DC power output from the low-voltage battery to the first power circuit or the second power circuit of the vehicle. The second power circuit includes loads that require power supply in emergency situations.

[0030] Thirdly, this application provides a power supply method applied to the vehicle power supply device described in the first aspect. The method includes: controlling a power conversion circuit to convert the DC power output from a power battery into a first DC power output to a first electrical circuit of the vehicle; and controlling a switching circuit to supply the second DC power output from a low-voltage battery to the first electrical circuit or a second electrical circuit of the vehicle.

[0031] Fourthly, this application provides a vehicle that includes the on-board power supply device described in the first aspect.

[0032] Fifthly, this application provides a computer-readable storage medium storing a program or instructions that, when executed, implement the method described in the second aspect.

[0033] Sixthly, this application provides a computer program product including computer program code that, when run on a computer, causes the computer to perform the method described in the second aspect. Attached Figure Description

[0034] Figure 1 This is a schematic diagram of a vehicle.

[0035] Figure 2 A schematic diagram showing the power supply to the door lock motor and the door handle motor;

[0036] Figure 3 Schematic diagram of the vehicle-mounted power supply device Figure 1 ;

[0037] Figure 4 This is a schematic diagram of the power conversion circuit.

[0038] Figure 5 Schematic diagram of the vehicle-mounted power supply device Figure 2 ;

[0039] Figure 6 Schematic diagram of the vehicle-mounted power supply device Figure 3 ;

[0040] Figure 7 Schematic diagram of the vehicle-mounted power supply device Figure 4 ;

[0041] Figure 8 Schematic diagram of the vehicle-mounted power supply device Figure 5 ;

[0042] Figure 9 Schematic diagram of the vehicle-mounted power supply device Figure 6 ;

[0043] Figure 10 Schematic diagram of the vehicle-mounted power supply device Figure 7 ;

[0044] Figure 11 This is a schematic diagram of a power supply method provided in this application. Detailed Implementation

[0045] The technical solutions of the embodiments of this application will be described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B; "and / or" in this document is merely a description of the association 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. "At least one" refers to one or more. For example, "at least one of A and B," similar to "A and / or B," describes the association relationship between related objects, indicating that three relationships can exist. For example, at least one of A and B can represent: A existing alone, A and B existing simultaneously, and B existing alone.

[0046] The prefixes such as "first" and "second" used in this application embodiment are merely for distinguishing different descriptive objects and do not limit the position, order, priority, quantity, or content of the described objects. The use of ordinal numbers and other prefixes used to distinguish descriptive objects in this application embodiment does not constitute a limitation on the described objects. The description of the described objects is given in the claims or the context of the embodiments, and should not constitute unnecessary restrictions due to the use of such prefixes. Furthermore, in the description of this embodiment, unless otherwise stated, "multiple" means two or more.

[0047] like Figure 1As shown, vehicle 100 may include a perception system 110 and a computing platform 120. The perception system 110 may include one or more sensors for sensing information about the environment surrounding vehicle 100. For example, the perception system 110 may include a positioning system, which may be a Global Positioning System (GPS), a BeiDou system, or another positioning system. As another example, the perception system 110 may include one or more of the following: an inertial measurement unit (IMU), an accelerometer, a lidar, millimeter-wave radar, ultrasonic radar, and a camera device. As yet another example, the perception system 110 may include one or more collision sensors.

[0048] Some or all of the functions of vehicle 100 can be controlled by computing platform 120. Computing platform 120 may include one or more processors, such as processors 121 to 12n (n being a positive integer). A processor is a circuit with signal processing capabilities. In one implementation, the processor can be a circuit with instruction read and execute capabilities, such as a central processing unit (CPU), microprocessor, graphics processing unit (GPU) (which can be understood as a type of microprocessor), or digital signal processor (DSP). In another implementation, the processor can implement certain functions through the logical relationships of hardware circuits. These logical relationships are fixed or reconfigurable. For example, the processor may be a hardware circuit implemented using an application-specific integrated circuit (ASIC) or a programmable logic device (PLD), such as a field-programmable gate array (FPGA). In reconfigurable hardware circuits, the process of the processor loading a configuration document and configuring the hardware circuit can be understood as the process of the processor loading instructions to implement some or all of the functions of the aforementioned units. Furthermore, the processor can also be a hardware circuit designed for artificial intelligence, which can be understood as an ASIC, such as a neural network processing unit (NPU), tensor processing unit (TPU), deep learning processing unit (DPU), etc. In addition, the computing platform 120 may also include a memory for storing instructions. Some or all of the processors 121 to 12n can call the instructions in the memory to implement the corresponding functions.

[0049] Optionally, the structure of the vehicle 100 described above is merely illustrative. In actual applications, various components of the vehicle 100 may be added or removed as needed.

[0050] The vehicle 100 in this application may include: road vehicles, water vehicles, air vehicles, industrial equipment, agricultural equipment, or entertainment equipment, etc. For example, vehicle 100 may be a means of transportation (such as commercial vehicles, passenger cars, motorcycles, flying cars, trains, etc.), industrial vehicles (such as forklifts, trailers, tractors, etc.), engineering vehicles (such as excavators, bulldozers, cranes, etc.), agricultural equipment (such as lawnmowers, harvesters, etc.), amusement equipment, toy vehicles, etc. The embodiments of this application do not specifically limit the type of vehicle.

[0051] Vehicle doors are gradually evolving from mechanical doors to electrically released doors. The difference between mechanical doors and electrically released doors is that, for mechanical doors, after the door is unlocked (i.e., the central locking and child lock are unlocked), rescuers can open the door by pulling the door handle from the outside.

[0052] For electrically released doors, unlocking requires electronic control. This process involves controlling the door lock motor, for example, by triggering the unlocking action through a microswitch or capacitive switch to release the central locking and child locks. During unlocking, power needs to be supplied to the microswitch or capacitive switch so that the pull signal detected at the outer door handle can be transmitted to the vehicle controller (such as VIU). Simultaneously, power also needs to be supplied to the electrically released door motor to perform the unlocking and reset, thereby opening the door.

[0053] In the event of an emergency such as a collision, if the power supply is interrupted, the aforementioned electronic unlocking process cannot proceed normally. In this case, when rescuers pull the exterior door handle, the microswitch cannot send a valid signal due to the power failure, and / or the electric release door motor cannot complete the unlocking and reset operation, ultimately preventing the door from opening and hindering occupant escape or external rescue.

[0054] Figure 2 The diagram illustrates the power supply to the door lock motors and door handle motors. To ensure that at least one door can be opened in the event of a collision, current common electrical architecture solutions include an airbag module (ABM), a body control module (BCM), and a supercapacitor CPM. In the event of a collision, the CPM powers the door lock and door handle motors. The ABM receives data from collision sensors and, based on this data, determines when to deploy the airbags. The ABM then sends a collision signal to the BCM. The BCM can then use this signal to unlock the door lock motors and deploy the door handles (e.g., concealed door handles) to facilitate rescue efforts by people outside the vehicle.

[0055] However, the CPM stores limited electrical energy, only enough to support low-energy functions such as unlocking doors. For more energy-intensive functions, such as controlling power windows, supplying power to the MDC, and providing secondary braking, the supercapacitor cannot provide sufficient power. Thus, after a collision, while the vehicle can ensure that at least one door can be opened for escape or rescue, other critical safety functions, such as automatically lowering windows for ventilation or escape, continuously supplying power to the MDC to ensure uninterrupted accident data recording, and providing secondary braking, may fail to operate properly due to insufficient power. These issues limit the improvement of the vehicle's overall safety performance in emergency situations and cannot fully guarantee the safety needs of the occupants.

[0056] In view of this, embodiments of this application provide an on-board power supply device, system, method, and vehicle. By reusing a low-voltage battery that provides redundant power to loads inside the vehicle, the device continuously supplies power to loads that require guaranteed power supply when the vehicle is in an emergency. This solves problems such as door unlocking failure, hazard lights failure, and MDC power failure caused by main power failure or insufficient energy storage capacity, thereby improving the vehicle's emergency response capability and safety after an accident.

[0057] See Figure 3 As shown, Figure 3 Schematic diagram of the vehicle-mounted power supply device Figure 1 The vehicle power supply device 300 includes a power conversion circuit 301. The power conversion circuit 301 includes a DC input terminal 3011 and a first DC output terminal 3012. The DC input terminal 3011 is used to receive DC power output from the power battery 302. The first DC output terminal 3012 is used to output first DC power to the vehicle's first power circuit 303. The voltage of the first DC power is less than the voltage of the DC power output from the power battery 302.

[0058] The switching circuit 304 is used to supply the second DC power output from the low-voltage battery 305 to the vehicle's first power circuit 303 or the vehicle's second power circuit 306. The second power circuit 306 includes loads that the vehicle needs to ensure power supply in the event of an emergency.

[0059] The power battery 302 can be a high-capacity, high-power storage battery that can provide high-voltage direct current. The storage battery includes at least one of the following types of batteries: lead-acid battery, lithium-ion battery, nickel-metal hydride battery, lithium polymer battery, and nickel-cadmium battery, etc. It should be noted that any device or apparatus that can be used to store and / or release electrical energy can be used as the storage battery of this application. When the electric vehicle is in motion, the power battery 302 can drive the motor to work, and the motor in turn drives the wheels to rotate, thereby realizing the movement of the electric vehicle.

[0060] The low-voltage battery 305 can be an energy storage device adapted to the low-voltage electrical system requirements of a vehicle. Its main function is to provide stable low-voltage DC power to support the normal operation of the vehicle's low-voltage loads. The low-voltage battery 305 includes, but is not limited to, at least one of the following battery types: lead-acid battery, lithium-ion battery, nickel-metal hydride battery, and lithium polymer battery.

[0061] To ensure safety, the low-voltage battery 305 can be placed under the seat. This location offers better structural protection, effectively reducing the impact of external shocks on the battery 305 in the event of a collision, thus improving overall vehicle safety. Furthermore, this arrangement optimizes interior space utilization and facilitates battery installation and maintenance. The low-voltage battery 305 can also be reinforced with mounting brackets and a protective housing, and connected to the vehicle's electrical system via high-voltage isolation and circuit protection devices, further ensuring its stability and reliability under various operating conditions.

[0062] The power conversion circuit 301 can be a phase-shifted full bridge (PSFB), half-bridge, or BUCK and BOOST circuit topologies, etc., which can perform power conversion circuits that can boost or buck voltage.

[0063] The power conversion circuit 301 includes at least one switching device, which can be an insulated gate bipolar transistor (IGBT) and its anti-parallel diode, or a metal oxide semiconductor field-effect transistor (MOSFET), etc. This application does not impose excessive limitations on the specific internal structure of the switching device.

[0064] For example, see Figure 4 As shown, Figure 4This is a schematic diagram of a power conversion circuit. The power conversion circuit 301 may include a first capacitor C1, a second capacitor C2, a first switching device Q1, a second switching device Q2, and an inductor L1. The first terminal of the first capacitor C1 is connected to the first terminal of the first switching device Q1. The second terminal of the first switching device Q1 is connected to the first terminal of both the inductor L1 and the first terminal of the second switching device Q2. The third terminal of the first switching device Q1 is used to input a signal controlling its state. The second terminal of the second switching device Q2 is connected to the second terminals of both the first capacitor C1 and the second capacitor C2. The third terminal of the second switching device Q2 is used to input a signal controlling its state. The second terminal of the inductor L1 is connected to the second terminal of the second capacitor C2. The first capacitor C1 and the second capacitor C2 are connected across a DC bus. Voltage adjustment of the output DC power is achieved by controlling the on / off state of the first switching device Q1 and the second switching device Q2.

[0065] The power conversion circuit 301 is mainly used to convert the high-voltage DC power output from the power battery 302 into low-voltage DC power suitable for the low-voltage load of the vehicle. This circuit can adopt a DC-DC converter structure, specifically including a DC input terminal 3011 and at least one first DC output terminal 3012. The DC input terminal 3011 is connected to the power battery 302 to receive its high-voltage DC power output, while the first DC output terminal 3012 is connected to the vehicle's first electrical circuit 303, outputting DC power with a lower voltage that meets the operating requirements of this type of load.

[0066] The power conversion circuit 301 is usually installed in the electrical control box in the front compartment or near the chassis of the vehicle to facilitate electrical connection with the power battery 302, the vehicle's low-voltage power distribution network and key loads. In order to improve the safety and response speed of the system, the power conversion circuit 301 can also communicate with the vehicle controller (such as VCU or BCM) to dynamically adjust the output voltage and current according to the vehicle's operating status.

[0067] In terms of structural design, the power conversion circuit 301 can be composed of an input filtering module, a high-frequency switching module, an isolation transformer (optional), a rectifier module, and an output filtering module. The input filtering module is used to suppress voltage fluctuations and electromagnetic interference from the power battery 302 side. The high-frequency switching module achieves efficient voltage conversion through PWM control. If electrical isolation is required, an isolation transformer is used to insulate the primary and secondary sides, restoring the AC signal to a stable low-voltage DC power supply for the low-voltage load of the vehicle. The overall structure is compact and efficient, and can adapt to the complex working environment of electric vehicles.

[0068] In L3 and above level assisted driving vehicles, the vehicle’s dependence on power supply is significantly increased, especially for some electrical circuits that are closely related to functional safety. Therefore, the first electrical circuit 303 of this application may include loads in the perception system, loads in the decision system, related actuators, etc., and it is necessary to ensure that it operates continuously and stably under various operating conditions. In order to prevent single point failure problems caused by main power failure, vehicles are usually equipped with low-voltage batteries 305 as redundant power sources.

[0069] It should be noted that the first power circuit 303 can include not only key components directly related to autonomous driving, such as perception systems, decision-making systems, and actuators, but also other devices crucial to vehicle safety and functionality. For example, the first power circuit 303 can also power the following devices: communication modules, instrument panels and displays, driver assistance sensors, and navigation systems.

[0070] The communication module ensures the vehicle can effectively interact with the outside world, such as through V2X (Vehicle to Everything) communication, which is crucial for obtaining real-time traffic information and providing early warnings of potential hazards. The dashboard and display screen provide the driver with various driving information, ensuring a clear understanding of the vehicle's status under any circumstances.

[0071] Driver assistance sensors include cameras, radar, ultrasonic sensors, etc. These devices are used to support ADAS (Advanced Driver Assistance Systems) functions, such as adaptive cruise control and automatic emergency braking. Navigation systems are used to ensure positioning and route planning.

[0072] By introducing a power conversion circuit 301, the high-voltage power battery 302 is efficiently converted to low-voltage load. When the power battery 302 is abnormal, the low-voltage battery 305 is used to ensure the continuous power supply of critical electrical circuits, thereby improving redundancy and reliability, especially the functional safety of loads related to autonomous driving.

[0073] When the power supply to the power battery 302 is interrupted or malfunctions, the switching circuit 304 can switch to the power supply path of the low-voltage battery 305 to continue to supply power to the loads related to autonomous driving, thus avoiding system collapse due to the failure of a single power source.

[0074] Furthermore, in an emergency, it is not only necessary to prevent the autonomous driving system from collapsing due to a failure of the power battery 302, but also to prioritize the power supply to the second power circuit 306. These loads typically include equipment directly related to occupant safety, such as door lock motors, door handle motors, window motors, vehicle emergency lights, mobile data center (MDC), and braking devices.

[0075] Among them, MDC is used to realize the perception, decision-making and control functions related to intelligent driving. In actual implementation, MDC may also be called other names, such as special equipment system (SAS), intelligent driving server ICAS2, ADAS super core, etc.

[0076] Therefore, the switching circuit 304 in this application can switch the power supply path after an emergency event occurs (such as a trigger signal from a collision sensor or body controller), giving priority to directing the output of the low-voltage battery 305 to the second power circuit 306, ensuring that critical safety functions can still operate normally after an accident and redistributing limited power resources.

[0077] The switching circuit 304 can be composed of electronic switches (such as MOSFETs, IGBTs, etc.) for quickly switching power supply paths. The switches can be turned on or off according to control logic, thereby selectively directing power to different power circuits.

[0078] In summary, the solution provided in this application not only achieves redundant power supply for driving-related electrical circuits, effectively preventing risks and safety hazards that may arise from single-point failures, but also ensures the continuous operation of critical equipment involved in occupant escape, external rescue, and accident analysis when the vehicle is in an emergency. This allows the low-voltage battery 305 to play two roles: first, during normal driving, it serves as a backup power source for autonomous driving-related equipment, continuing to supply power to these devices when the power battery 302 fails, thus avoiding driving hazards; second, in emergency situations, it prioritizes power supply to door lock motors, door handle motors, window motors, vehicle emergency lights, mobile data center (MDC), and braking devices, ensuring the vehicle has basic emergency handling capabilities.

[0079] In practical applications, because the load connected to the first power circuit 303 is relatively complex, there is a risk of electrical faults due to short circuits, component failures, or other reasons in the event of an emergency such as a collision. In particular, in the event of a short circuit fault, if effective isolation is not carried out in time, the fault current may flow in reverse into the low-voltage battery 305, causing a sudden drop in power supply voltage, power outage, or even damage, thereby affecting the low-voltage battery 305's ability to supply power to the second power circuit 306.

[0080] To prevent damage to the drive circuit corresponding to the second power supply circuit 306 due to mechanical impact or electrical overload in the event of a vehicle collision, a backup drive circuit is further configured for the second power supply circuit 306 in this embodiment. By setting an independent drive circuit, the operational stability of the second power supply circuit 306 under extreme conditions can be improved, and its anti-interference and anti-impact capabilities can be enhanced. In an emergency, even if the main power supply path or other circuit modules are damaged, the second power supply circuit 306 can still receive power from the low-voltage battery 305 through the aforementioned drive circuit and operate normally, thereby ensuring the realization of critical safety functions such as door unlocking, vehicle emergency lights, and MDC data recording.

[0081] As one possible implementation method, see [link / reference]. Figure 5 As shown, Figure 5 Schematic diagram of the vehicle-mounted power supply device Figure 2 The switching circuit 304 includes a first switch 501 and a second switch 502; one end of the first switch 501 is connected to the first power circuit 303, and the other end of the first switch 501 is connected to the low-voltage battery 305; one end of the second switch 502 is connected to the second power circuit 306, and the other end of the second switch 502 is connected to the low-voltage battery 305.

[0082] Therefore, by setting an independent and controllable switching path between the low-voltage battery 305 and the first power circuit 303 and the second power circuit 306, fault isolation of the power supply to each power circuit can be achieved, thereby improving the power supply reliability and safety of the system.

[0083] In a specific implementation, the first switch 501 and the second switch 502 can be implemented using various power semiconductor devices. The first switch 501 is used to supply power from the low-voltage battery 305 to the first power circuit 303 when the power battery 302 is abnormal. The second switch 502 is used to prioritize supplying power from the low-voltage battery 305 to the second power circuit 306 when an emergency occurs.

[0084] By sending control signals to the first switch 501 and the second switch 502, their on or off states are controlled to achieve switching of power supply paths for different loads.

[0085] This structure enables the low-voltage battery 305 to flexibly power multiple electrical circuits according to different operating conditions, improving redundancy and responsiveness. By setting multiple independently controlled switches, priority power supply to critical loads can be achieved, and the impact of faults can be effectively isolated, improving the functional safety and reliability of the vehicle power supply system.

[0086] Among them, the first switch 501 and the second switch 502 can be high-side drivers (HSDs). Using high-side drivers as switching elements can enable active shutdown after receiving a control signal. The fast response speed makes the shutdown time of each switch less than 10ms, which is conducive to quickly switching the power supply path in the event of power failure or emergency, ensuring the continuous power supply to critical loads. This not only improves the reliability and real-time performance of the switching action, but also enhances the fault isolation capability for abnormal conditions such as short circuits and overcurrents, which helps to improve the safety and stability of the vehicle's power supply.

[0087] When the vehicle encounters an emergency, if an abnormality is detected in the first power circuit 303, the first switch 501 is immediately and actively shut off, thereby limiting the impact of the fault to the first power circuit 303, preventing the fault current from flowing back into the low-voltage battery 305, preventing the low-voltage battery 305 from being pulled down, and ensuring that the low-voltage battery 305 can still continuously supply power to the loads in the second power circuit 306 through the second switch 502.

[0088] Similarly, in the event of a short circuit or other electrical fault in the second power circuit 306, the fault can be isolated inside the second power circuit 306 by controlling the second switch 502 to prevent the fault from spreading to other power supply branches or affecting the normal output of the low-voltage battery 305.

[0089] As one possible implementation, when the vehicle is in normal operation, the first switch 501 is turned on and the second switch 502 is turned off, and the second DC power output from the low-voltage battery 305 is supplied to the vehicle's first power circuit 303 through the first switch 501.

[0090] Under normal vehicle operation, the first power circuit 303 includes key electrical equipment related to autonomous driving or vehicle control, which requires continuous and stable power support. To ensure that these loads receive priority power supply under normal operating conditions and to avoid unnecessary power allocation waste, the output of the low-voltage battery 305 is directed to the first power circuit 303 instead of supplying power to the second power circuit 306.

[0091] The system determines whether the vehicle is in normal driving condition based on its current status (such as operating mode, power status, load demand, etc.). If it is determined to be in normal driving condition, the system controls the first switch 501 to be turned on and the second switch 502 to be turned off, so that the power from the low-voltage battery 305 is supplied only to the first power circuit 303.

[0092] See Figure 6 As shown, Figure 6 Schematic diagram of the vehicle-mounted power supply device Figure 3In one possible implementation, if a short circuit occurs in the first power circuit 303 or a fault occurs in the power conversion circuit 301, the first switch 501 is turned off and the second switch 502 is turned on, and the second DC power output from the low-voltage battery 305 is supplied to the vehicle's second power circuit 306 through the second switch 502.

[0093] In the event of abnormal power supply from the power battery 302 or an electrical fault in the first power circuit 303, failure to isolate the faulty branch in a timely manner may cause the output voltage of the low-voltage battery 305 to drop or even shut down, affecting the normal operation of the safety load in the second power circuit 306. Therefore, by controlling the state of the first switch 501 and the second switch 502, power can be preferentially directed to the high-priority second power circuit 306 to ensure basic functional requirements in emergency situations.

[0094] By continuously monitoring the operating status of the first power consumption circuit 303 and the operation of the power conversion circuit 301, when a short circuit is detected in the first power consumption circuit 303 or a fault occurs in the power conversion circuit 301, the first switch 501 is controlled to open, cutting off the power supply path of that branch. At the same time, the second switch 502 is controlled to open, so that the power output of the low-voltage battery 305 is switched to the second power consumption circuit 306 to ensure its continuous operation.

[0095] The above embodiments realize the switching of power supply paths and fault isolation between different power circuits, ensuring that when the first power circuit 303 experiences a short circuit or the power conversion circuit 301 fails, the low-voltage battery 305 can still supply power to the critical load in the second power circuit 306. In this way, not only is the reliability and flexibility of the power supply device improved, but the fault tolerance capability under emergency conditions is also enhanced, which helps to improve the functional safety and emergency response level of the whole vehicle.

[0096] See Figure 7 As shown, Figure 7 Schematic diagram of the vehicle-mounted power supply device Figure 4 In one possible implementation, when a collision signal is detected, the first switch 501 is turned off and the second switch 502 is turned on, and the second DC power output from the low-voltage battery 305 is supplied to the vehicle's second power circuit 306 through the second switch 502.

[0097] In emergency situations such as vehicle collisions, the vehicle's power supply system may automatically cut off its output due to safety mechanisms. In such cases, relying on the original power supply path will not guarantee the power supply to critical equipment. Furthermore, to prevent fault current from affecting the normal output of the low-voltage battery 305, it is necessary to isolate and control the power supply paths between different electrical circuits.

[0098] If the Body Controller (BCM) or Vehicle Integrated Controller (VIU) receives a trigger signal from the collision sensor, after confirming that a collision event has occurred, it controls the first switch 501 to open, thereby cutting off the power supply to the first power circuit 303 and preventing the fault current from flowing back into the low-voltage battery 305, which could cause a sudden drop in power supply voltage, power outage, or even damage. At the same time, it controls the second switch 502 to open, so that the power output of the low-voltage battery 305 can be supplied to the second power circuit 306, ensuring that the second power circuit 306 can still operate normally when the power supply to the whole vehicle fails.

[0099] By actively switching the power supply path when a collision occurs, priority power supply is provided to the critical safety load in the second power circuit 306, while avoiding the impact of fault current on the low-voltage battery 305. This improves the fault tolerance and reliability of the power supply system. The independent configuration of the switching path also enhances the electrical isolation between various power circuits, which helps to improve the overall vehicle functional safety and emergency response performance.

[0100] As one possible implementation, detecting a collision signal includes: detecting a collision signal sent by an airbag controller; or, detecting a collision signal sent by a body control module (BCM); or, detecting a collision signal sent by a vehicle integration unit (VIU).

[0101] Based on the sensor signals it receives (such as acceleration sensors, pressure sensors, etc.), it determines whether a collision has occurred and generates a corresponding collision event signal when the preset triggering conditions are met. After receiving the collision signal, it disconnects the first switch 501 and turns on the second switch 502 to prioritize the supply of power from the low-voltage battery 305 to the second power circuit 306 related to occupant safety and accident handling. This ensures that functions such as door unlocking, hazard light activation, and MDC data recording can still be performed normally in the event of a high-voltage system failure, thereby improving the functional safety and power supply reliability of the vehicle in emergency situations.

[0102] As one possible implementation, the collision signal includes at least one of the following: a collision controller area network (CAN) signal, a collision local interconnect network (LIN) signal, or a collision hardwired signal. This signal can be generated by the airbag controller (ABM) or other vehicle control units and transmitted to the power supply system controller via a corresponding communication interface to trigger an emergency power supply strategy, ensuring that critical loads still receive power support after a vehicle collision.

[0103] See Figure 8 As shown, Figure 8 Schematic diagram of the vehicle-mounted power supply device Figure 5As one possible implementation, when the charge of the low-voltage battery 305 is lower than a set charge threshold, the first switch 501 is turned off and the second switch 502 is turned on, and the switch circuit 304 is used to provide the second low-voltage DC power output by the low-voltage battery 305 to the second power circuit 306 of the vehicle.

[0104] When the low-voltage battery 305 has a low charge, continuing to supply power to the first power circuit 303 could deplete the low-voltage battery 305, failing to guarantee the power requirements of critical safety functions. Therefore, when the low-voltage battery 305 is detected to be below a set threshold, the first switch 501 is disconnected to prevent the first power circuit 303 from continuing to consume the low-voltage battery 305's charge. The remaining charge is then allocated to the second power circuit 306, which is related to occupant safety and accident handling, to ensure the vehicle's emergency response capability under abnormal operating conditions in the event of a hazard.

[0105] The battery management system (BMS) or power management controller continuously monitors the current charge level of the low-voltage battery 305. When the charge level is detected to be lower than a preset threshold, the first switch 501 is opened to stop supplying power to the first power circuit 303. At the same time, the second switch 502 is opened to switch the output of the low-voltage battery 305 to the second power circuit 306. This achieves reasonable scheduling and priority allocation of the remaining charge of the low-voltage battery 305, avoiding the failure of critical safety functions due to insufficient charge.

[0106] See Figure 9 As shown, Figure 9 Schematic diagram of the vehicle-mounted power supply device Figure 6 In one possible implementation, the switching circuit 304 includes a plurality of efuse chips 901, the first power supply circuit 303 includes a plurality of first loads 902, one end of each efuse chip 901 is used to connect one-to-one with each first load 902, and the other end of each efuse chip 901 is used to connect to the low-voltage battery 305.

[0107] An electronic fuse (EF) chip is an integrated semiconductor switching device with programmable control capabilities and multiple protection functions, such as overcurrent protection, short circuit protection, and voltage clamping. Its function is similar to that of a traditional fuse, and it has advantages such as fast response speed, resettableness, and support for dynamic control.

[0108] By configuring an independent efuse chip 901 in each first load 902 in the first power circuit 303, individual control and fault isolation of the power supply path for that load can be achieved. When a short circuit or overcurrent fault occurs in a certain first load 902, the corresponding efuse chip 901 can automatically disconnect the connection between that branch and the low-voltage battery 305 without affecting the normal operation of other loads, thereby improving the reliability and safety of power supply.

[0109] In one possible implementation, in the event of a short circuit in the first load 902, the first efuse chip 901 corresponding to the first load 902 is used to disconnect the first load 902 from the low-voltage battery 305.

[0110] If a short circuit fault occurs in a load and is not isolated in time, it may cause the low-voltage battery 305 to fail, affecting the normal operation of other loads. Therefore, when an abnormal load is detected, the power supply path of the faulty branch is actively cut off by the efuse chip 901.

[0111] Each first load 902 is connected to the low-voltage battery 305 via an independent efuse chip 901. When a short circuit or overcurrent fault occurs in a first load 902, the corresponding efuse chip 901 determines the fault status based on its internal monitoring mechanism and automatically shuts off the power supply to that branch, thereby limiting the impact of the fault to that load and preventing it from affecting the low-voltage battery 305 and other loads. In addition, the efuse chip 901 can also send a fault status signal to the vehicle controller so that the power management system can record the relevant events in a timely manner.

[0112] See Figure 10 As shown, Figure 10 Schematic diagram of the vehicle-mounted power supply device Figure 7 In one possible implementation, the power conversion circuit 301 further includes a second DC output terminal 3013, which is used to output a third DC power to the vehicle's second power circuit 306. In the event of failure of the low-voltage battery 305, the first switch 501 is opened, the second switch 502 is opened, and the second DC output terminal 3013 outputs the third DC power to the vehicle's second power circuit 306.

[0113] Under certain abnormal operating conditions, such as when the low-voltage battery 305 fails to output power normally due to aging, short circuit or connection failure, if no alternative power supply path is configured, the second power circuit 306 related to occupant safety and accident handling may lose power support, affecting the overall vehicle functional safety and emergency response capability.

[0114] By providing a second DC output terminal 3013 in the power conversion circuit 301, backup power can be provided when the low-voltage battery 305 fails, ensuring that critical safety loads can still receive power.

[0115] In addition to having a first DC output terminal 3012 that outputs first DC power to the first power-consuming circuit 303, the power conversion circuit 301 also integrates a second DC output terminal 3013 for outputting third DC power to the second power-consuming circuit 306. This third DC power is directly provided by the power battery 302 after conversion by the power conversion circuit 301, without relying on the low-voltage battery 305.

[0116] When the low-voltage battery 305 is detected to be in a failure state (such as voltage below a set threshold, communication interruption, or current output limitation), the controller controls the first switch 501 and the second switch 502 to disconnect to isolate the impact of the low-voltage battery 305 on the system; at the same time, the second DC output terminal 3013 of the power conversion circuit 301 continues to work to provide a continuous and stable third DC power to the second power consumption circuit 306.

[0117] Thus, even if the low-voltage battery 305 fails, this application can still supply power to critical safety loads through the second DC output terminal 3013 of the power conversion circuit 301, avoiding the loss of important functions due to the failure of a single power source. Through the multi-output design, independent power supply and dynamic switching between different power circuits are realized, improving the stability and safety of power supply. It is suitable for driver assistance systems, and can still ensure the availability of functions such as door unlocking, emergency lighting, and data recording when the main power supply path is abnormal, meeting the power supply requirements in high-safety-level scenarios. Actively disconnecting the relevant switches when the low-voltage battery 305 fails helps to prevent the fault from spreading and facilitates subsequent diagnosis and recovery.

[0118] Based on the same concept, this application provides an on-board power supply system, including a power battery, a low-voltage battery, a first power circuit, a second power circuit, and an on-board power supply device. The on-board power supply device includes: a power conversion circuit, which includes a DC input terminal and a first DC output terminal. The DC input terminal is used to receive DC power output from the power battery, and the first DC output terminal is used to output first DC power to the first power circuit of the vehicle. The voltage of the first DC power is less than the voltage of the DC power output from the power battery. A switching circuit is used to supply second DC power output from the low-voltage battery to the first power circuit or the second power circuit of the vehicle. The second power circuit includes loads that require power supply in emergency situations.

[0119] The above combination Figures 3 to 10 The apparatus provided in the embodiments of this application has been described in detail below, in conjunction with... Figure 11 This application introduces a power supply method provided in an embodiment, the method comprising:

[0120] S1101, the control power conversion circuit converts the DC power output from the power battery into a first DC power output to the vehicle's first power circuit.

[0121] S1102, the control switch circuit supplies the second DC power output from the low-voltage battery to the vehicle's first power circuit or the vehicle's second power circuit.

[0122] In some possible implementations, S1102 can be further refined as follows: in the event of a short circuit in the first power circuit or a power conversion circuit failure, the first switch is disconnected, the second switch is turned on, and the second DC power output from the low-voltage battery is supplied to the vehicle's second power circuit through the second switch.

[0123] In some possible implementations, upon detection of a collision signal, the first switch is turned off and the second switch is turned on, allowing the second DC power output from the low-voltage battery to be supplied to the vehicle's second electrical circuit via the second switch.

[0124] In some possible implementations, when the low-voltage battery charge is below a set charge threshold, the first switch is turned off and the second switch is turned on, and the switching circuit is used to supply the second low-voltage DC power output from the low-voltage battery to the vehicle's second power circuit.

[0125] In some possible implementations, when the vehicle is in normal operation, the first switch is turned on and the second switch is turned off, and the second DC power output from the low-voltage battery is supplied to the vehicle's first power circuit through the first switch.

[0126] In some possible implementations, the power conversion circuit also includes a second DC output terminal, which is used to output a third DC power to the vehicle's second electrical circuit; in the event of low-voltage battery failure, the first switch is opened, the second switch is opened, and the second DC output terminal outputs the third DC power to the vehicle's second electrical circuit.

[0127] This application also provides a computer program product, which includes computer program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0128] This application also provides a computer-readable medium storing program code that, when run on a computer, causes the computer to perform the methods described in the above embodiments.

[0129] This application also provides a chip, which includes a circuit for performing the methods described in the above embodiments.

[0130] In implementation, each step of the above method can be completed by integrated logic circuits in the processor's hardware or by instructions in software. The method disclosed in the embodiments of this application can be directly implemented by a hardware processor, or by a combination of hardware and software modules within the processor. The software modules can reside in random access memory, flash memory, read-only memory, programmable read-only memory, power-on erasable programmable memory, registers, or other mature storage media in the art. This storage medium is located in memory, and the processor reads information from the memory and, in conjunction with its hardware, completes the steps of the above method. To avoid repetition, detailed descriptions are omitted here.

[0131] It should be understood that in the embodiments of this application, the memory may include read-only memory and random access memory, and provides instructions and data to the processor.

[0132] It should also be understood that, in the various embodiments of this application, the order of the above-mentioned processes does not imply the order of execution. The execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application.

[0133] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0134] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0135] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of 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 through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0136] 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.

[0137] In addition, 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.

[0138] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0139] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle-mounted power supply device, characterized in that, The vehicle-mounted power supply device includes: A power conversion circuit includes a DC input terminal and a first DC output terminal. The DC input terminal is used to receive DC power output from the power battery, and the first DC output terminal is used to output first DC power to the first electrical circuit of the vehicle. The voltage of the first DC power is less than the voltage of the DC power output from the power battery. A switching circuit is used to supply a second DC power output from a low-voltage battery to a first electrical circuit or a second electrical circuit of the vehicle, wherein the second electrical circuit includes loads that the vehicle needs to ensure power supply in the event of an emergency.

2. The vehicle-mounted power supply device according to claim 1, characterized in that, The switching circuit includes a first switch and a second switch; One end of the first switch is connected to the first power circuit, and the other end of the first switch is connected to the low-voltage battery. One end of the second switch is connected to the second power circuit, and the other end of the second switch is connected to the low-voltage battery.

3. The vehicle-mounted power supply device according to claim 2, characterized in that, In the event of a short circuit in the first power circuit or a fault in the power conversion circuit, the first switch is turned off and the second switch is turned on, and the second DC power output by the low-voltage battery is supplied to the second power circuit of the vehicle through the second switch.

4. The vehicle-mounted power supply device according to claim 2 or 3, characterized in that, Upon detection of a collision signal, the first switch is deactivated and the second switch is activated, allowing the second DC power output from the low-voltage battery to be supplied to the vehicle's second electrical circuit via the second switch.

5. The vehicle-mounted power supply device according to claim 4, characterized in that, The detected collision signal includes: The collision signal sent by the airbag controller was detected; or, The collision signal sent by the Body Control Controller (BCM) was detected; or, The collision signal sent by the vehicle integration unit (VIU) was detected.

6. The vehicle-mounted power supply device according to claim 4 or 5, characterized in that, The collision signal includes at least one of the following: collision controller LAN CAN signal, collision local interconnect network LIN signal, or collision hardwire signal.

7. The vehicle-mounted power supply device according to any one of claims 2-6, characterized in that, When the charge of the low-voltage battery is lower than a set charge threshold, the first switch is turned off and the second switch is turned on. The switching circuit is used to provide the second low-voltage DC power output by the low-voltage battery to the second power circuit of the vehicle.

8. The vehicle-mounted power supply device according to any one of claims 1-7, characterized in that, The switching circuit includes multiple efuse chips, and the first power circuit includes multiple first loads. One end of each efuse chip is used to connect to each first load in a one-to-one correspondence, and the other end of each efuse chip is used to connect to a low-voltage battery.

9. The vehicle-mounted power supply device according to claim 8, characterized in that, In the event of a short circuit in the first load, the first efuse chip corresponding to the first load is used to disconnect the first load from the low-voltage battery.

10. The vehicle-mounted power supply device according to any one of claims 1-9, characterized in that, When the vehicle is in normal operation, the first switch is turned on and the second switch is turned off, and the second DC power output by the low-voltage battery is supplied to the first power circuit of the vehicle through the first switch.

11. The vehicle-mounted power supply device according to any one of claims 2-10, characterized in that, The power conversion circuit also includes a second DC output terminal, which is used to output a third DC power to the vehicle's second electrical circuit. In the event of a low-voltage battery failure, the first switch is disconnected, the second switch is disconnected, and the second DC output terminal outputs a third DC power to the vehicle's second electrical circuit.

12. The vehicle-mounted power supply device according to any one of claims 1-11, characterized in that, The load in the second power circuit includes at least one of the following: door lock motor, door handle motor, window motor, vehicle emergency light, mobile data center (MDC), and braking device.

13. A vehicle-mounted power supply system, characterized in that, It includes a power battery, a low-voltage battery, a first power circuit, a second power circuit, and an on-board power supply device, wherein the on-board power supply device includes: A power conversion circuit includes a DC input terminal and a first DC output terminal. The DC input terminal is used to receive DC power output from the power battery, and the first DC output terminal is used to output first DC power to the first electrical circuit of the vehicle. The voltage of the first DC power is less than the voltage of the DC power output from the power battery. A switching circuit is used to supply a second DC power output from a low-voltage battery to a first electrical circuit or a second electrical circuit of the vehicle, wherein the second electrical circuit includes loads that the vehicle needs to ensure power supply in the event of an emergency.

14. A power supply method, characterized in that, Applied to the vehicle-mounted power supply device according to any one of claims 1-12, the method includes: The power conversion circuit is controlled to convert the DC power output from the power battery into a first DC power output to the first electrical circuit of the vehicle; The switching circuit controls the second DC power output from the low-voltage battery to supply the vehicle's first power circuit or the vehicle's second power circuit.

15. A vehicle, characterized in that, The vehicle includes an on-board power supply device as described in any one of claims 1-12.

16. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a program or instructions that, when executed, implement the method as described in claim 14.

17. A computer program product, characterized in that, Includes computer program code that, when run on a computer, causes the computer to perform the method as described in claim 14.

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