A distributed multi-source coordination and magneto-electric integrated vehicle-mounted power supply scheduling optimization method and system

Abstract

The application relates to the technical field of power supply scheduling, in particular to a distributed multi-source cooperation and magneto-electric integrated vehicle-mounted power supply scheduling optimization method and system. The method comprises the following steps: based on high-voltage direct-current electric energy, a half-bridge LLC resonant cavity and a planar transformer are used for zero-voltage soft switching isolation voltage reduction to output high-frequency isolated alternating-current electric energy; based on the high-frequency isolated alternating-current electric energy, adaptive synchronous rectification and closed-loop pulse width modulation are used for loss reduction and voltage stabilization to output steady-state low-voltage direct-current electric energy; based on the steady-state low-voltage direct-current electric energy, a digital master control is combined with a thermal-electric-magnetic coupling model to perform real-time calculation and correction on a correction factor, and cooperative scheduling and protection are performed on all modules and heat dissipation units in the whole system. Through the distributed system architecture and the multi-source input intelligent power distribution module, the application realizes parallel access and real-time scheduling of multiple energy sources such as commercial power, a vehicle-mounted generator, a silicon generator and a storage battery, and guarantees continuous power supply and optimal power distribution of the system under complex operating environments.

Description

Technical Field

[0001] This invention relates to the field of power supply dispatching technology, and in particular to a distributed multi-source collaborative and magnetoelectric integrated vehicle power supply dispatching optimization method and system. Background Technology

[0002] With the rapid development of information technology, communication technology, and electrification in special vehicles, on-board power supply systems bear the responsibility of providing continuous and stable power to various types of electrical equipment, including radar, communication, command and control, and energy management systems. Due to the wide variety of platforms, significant differences in power levels, and inconsistent interface standards, current special vehicle-mounted power supplies generally suffer from high levels of customization, poor module versatility, and weak technology inheritance. Most systems still require redesign from the initial planning stage, resulting in long development cycles, insufficient testing and verification, low field reliability, and complex maintenance processes, making modular replacement and rapid repair difficult.

[0003] Currently, special vehicle-mounted power systems largely rely on imported modules and core control chips, resulting in a low domestic production rate. Trade barriers and supply chain constraints lead to high prices, long lead times, and the risk of embargoes. Traditional power supply architectures generally employ centralized control and single-source input modes. In scenarios with multiple power sources, this results in delayed energy dispatch response, low power factor, insufficient system efficiency, and high heat dissipation pressure. Especially in complex electromagnetic environments, poor electromagnetic compatibility makes the system susceptible to interference and transient instability. Furthermore, traditional AC-DC power conversion units often use bridged PFC and single-stage LLC or Buck topologies, which suffer from high bridge arm voltage drops, low power factor, and limited energy conversion efficiency, making it difficult to support the demands of high power density, miniaturization, and high reliability applications.

[0004] While existing research has attempted to improve energy conversion efficiency by introducing bridgeless totem-pole PFC, half-bridge LLC resonant converters, or synchronous rectification technologies, current solutions are mostly concentrated in civilian or communication fields, lacking systematic optimization for special vehicles with multi-source input, wide voltage range, high power density, and complex electromagnetic environments. Furthermore, traditional solutions suffer from insufficient current sharing accuracy and slow dynamic response when multiple modules are connected in parallel, and sudden load increases can easily trigger protection mechanisms, leading to power outages. In addition, the lack of coordinated design and optimization of thermal, electrical, and magnetic multi-physical fields limits the overall system integration and heat dissipation efficiency, failing to meet the requirements of special equipment for long-term stable power supply and environmental adaptability.

[0005] On the other hand, with the increasing complexity of mission environments and the diversification of personnel operations, the demand for intelligent vehicle power supply systems is constantly rising. Existing power supply products have limited intelligent management capabilities, lacking functions such as remote monitoring, power analysis, status prediction, and fault self-diagnosis, making it difficult to meet the requirements of command and control systems for intelligent power management and rapid battlefield support. At the same time, the level of domestic digital control in existing systems is insufficient, with core controllers relying on imports, posing potential supply chain security risks.

[0006] Therefore, there is an urgent need to propose an intelligent vehicle power supply system architecture based on distributed multi-source collaboration and magneto-electric integration design. Through modular distributed power scheduling, bridgeless totem pole PFC pre-stage power factor correction, half-bridge LLC resonant high-efficiency energy conversion, synchronous rectification and voltage regulation control, and fully domestically produced digital main control collaborative optimization, it can achieve high efficiency, high power density and strong electromagnetic compatibility operation under multi-source input, and meet the high reliability and autonomous controllability requirements of special vehicles in extreme environments. Summary of the Invention

[0007] To address the aforementioned problems in current special vehicle-mounted distributed power systems, such as insufficient multi-source coordination, low power conversion efficiency, slow dynamic current sharing response, unstable energy migration between modules, and complex electromagnetic compatibility design, this invention provides a distributed multi-source coordination and magnetoelectric integrated vehicle power supply scheduling optimization method and system.

[0008] In a first aspect, the present invention provides a distributed multi-source collaborative and magneto-electric integrated vehicle power supply scheduling optimization method, which adopts the following technical solution: A distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method includes: Based on the acquired multi-source input status and power box operation data, energy switching and power distribution are performed using multi-source priority function and current sharing control algorithm to obtain the main DC bus power. Based on the main DC bus power, the bridgeless totem pole PFC and common core magnetic integrated structure are used to complete power factor correction and noise filtering, and output high voltage DC power. Based on high voltage DC power, a zero-voltage soft-switching isolation step-down is performed using a half-bridge LLC resonant cavity and a planar transformer to output high-frequency isolated AC power. Based on high-frequency isolated AC power, adaptive synchronous rectification and closed-loop pulse width modulation are used to reduce power consumption and stabilize voltage, and output steady-state low-voltage DC power. Based on steady-state low-voltage DC power, the correction factor is calculated in real time using digital master control combined with a thermo-electric-magnetic coupling model, and the global modules and heat dissipation units are coordinated and protected.

[0009] Secondly, a distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling and optimization system includes: The main DC bus power module is configured to perform energy switching and power distribution based on the acquired multi-source input status and power box operation data, using multi-source priority function and current sharing control algorithm to obtain main DC bus power. The high-voltage DC power module is configured to output high-voltage DC power based on the main DC bus power, using a bridgeless totem pole PFC and a common magnetic core integrated structure to complete power factor correction and noise filtering. The high-frequency isolated AC power module is configured to output high-frequency isolated AC power based on high-voltage DC power, using a half-bridge LLC resonant cavity and a planar transformer for zero-voltage soft-switching isolation step-down. The steady-state low-voltage DC power module is configured to output steady-state low-voltage DC power based on high-frequency isolated AC power, using adaptive synchronous rectification and closed-loop pulse width modulation for power reduction and voltage regulation. The scheduling and protection module is configured to perform coordinated scheduling and protection of all modules and heat dissipation units globally based on steady-state low-voltage DC power, using digital main control combined with a thermo-electric-magnetic coupling model to calculate correction factors in real time.

[0010] Thirdly, the present invention provides a computer-readable storage medium storing a plurality of instructions adapted for loading and execution by a processor of a terminal device of the aforementioned distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method.

[0011] Fourthly, the present invention provides a terminal device, including a processor and a computer-readable storage medium, wherein the processor is used to implement various instructions; the computer-readable storage medium is used to store multiple instructions, the instructions being adapted to be loaded and executed by the processor to provide the distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method.

[0012] In summary, the present invention has the following beneficial technical effects: Compared to existing special vehicle power supply systems, which suffer from insufficient coordination of multi-source inputs, low power factor, high harmonic content, low thermal management efficiency, and insufficient system integration, this invention addresses the application requirements of special vehicles for "high reliability, high power density, and strong electromagnetic compatibility." It proposes an intelligent power supply system based on distributed multi-source coordination and magneto-electric integration design. This system achieves dynamic energy distribution, power factor correction, and multi-physics field coordinated control through a modular hierarchical structure, significantly improving the stability, efficiency, and safety of the entire vehicle power supply system.

[0013] This invention, through a distributed system architecture and a multi-source input intelligent power distribution module, achieves parallel access and real-time scheduling of multiple energy sources, including mains power, vehicle-mounted generators, silicon generators, and batteries, ensuring continuous power supply and optimal power allocation in complex operating environments. The bridgeless totem-pole PFC pre-stage power factor correction and EMI magnetic integration module, through synchronous conduction and magnetic flux complementarity design, keeps the input voltage and current in phase, improving the power factor and effectively suppressing conducted and radiated electromagnetic interference. The half-bridge LLC resonant converter and transformer planar integration module achieve efficient energy conversion and electrical isolation under zero-voltage conduction conditions, reducing switching losses and increasing power density. The synchronous rectification adaptive drive and post-stage output voltage regulation module employ a strategy combining frequency modulation and closed-loop control to achieve high-precision voltage regulation and rapid dynamic response. The fully domestically produced digital main control and thermo-electric-magnetic integrated module utilize domestically produced high-performance control chips and multi-physics adaptive algorithms to achieve real-time optimized control of temperature, current, and magnetic flux, significantly improving the system's intelligence level and operational reliability.

[0014] System verification tests have shown that the power supply system of this invention can maintain a voltage stability deviation (VR) of less than ±2% under multi-source input conditions, significantly improve the overall energy conversion efficiency (η), significantly shorten the dynamic voltage recovery time (TRT), and effectively enhance the electromagnetic interference suppression capability (EMIS). The system can achieve stable power supply and thermal balance control within a wide input range (85-265V), exhibiting excellent thermal stability (TS) and power quality (PQ). It significantly improves the overall performance and engineering reliability of special vehicle-mounted power supply systems under complex operating conditions, demonstrating outstanding practical application value and promotion potential. Attached Figure Description

[0015] Figure 1 This is a schematic diagram of a distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to Embodiment 1 of the present invention; Figure 2 This is a schematic diagram of voltage stability deviation in Embodiment 1 of the present invention; Figure 3 This is a schematic diagram of the energy conversion efficiency of Embodiment 1 of the present invention; Figure 4 This is a schematic diagram of the dynamic voltage recovery time in Embodiment 1 of the present invention; Figure 5 This is a schematic diagram of the electromagnetic interference suppression capability of Embodiment 1 of the present invention. Detailed Implementation

[0016] The present invention will be further described in detail below with reference to the accompanying drawings.

[0017] Example 1 Reference Figure 1This embodiment of a distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method includes: (1) Distributed system architecture and multi-source input intelligent power distribution module 1) Power distribution control and multi-source input management mechanism In special vehicle-mounted power supply systems, multiple power sources, such as mains power, vehicle-mounted generators, silicon generator sets, and batteries, typically coexist within the same power system. These input sources differ significantly in voltage levels, output stability, frequency characteristics, and energy supply timeliness. For example, mains power is stable but immobile, vehicle-mounted generator sets respond quickly but have limited load regulation range, silicon generator output fluctuates considerably with environmental changes, and the battery system serves as a short-term energy buffer and backup power source. Traditional centralized power control architectures often employ static switching strategies when multiple sources are simultaneously connected, resulting in problems such as response lag, energy waste, and transient load power loss, making it difficult to meet the high-reliability power supply requirements of special vehicles operating in complex environments.

[0018] To address this, this module designs a multi-source input management mechanism based on a central power distribution control unit. By real-time monitoring of the voltage, current, power, and operating status of each input source, a multi-source priority function and automatic switching logic are established to achieve continuous power supply control under multiple input conditions. The core idea of ​​this mechanism is to dynamically determine the primary power supply based on real-time power assessment and status feedback, according to power availability and stability, and automatically switch to the backup power supply when power fluctuates or is abnormal, ensuring uninterrupted power supply to the system.

[0019] The system input source set is defined as: , in, Indicates AC power input source, corresponding to input voltage and frequency ; Indicates the input source of the vehicle-mounted generator set, corresponding to the input voltage. and frequency ; Indicates the silicon-based power input source, corresponding to the DC voltage. ; Indicates the battery input source, corresponding to DC voltage. Its capacity is .

[0020] The instantaneous power of each input source during operation is determined by its real-time voltage and current values, and is defined as follows: , in For input source The instantaneous active power reflects the amount of electrical energy supplied to the system by the input source at the current moment. The total input power of the system is the sum of the power from all input sources. , Central power distribution unit Establish a priority function based on the operating status of each input source: , This indicates that when multiple input sources are present simultaneously, the system selects the power supply in descending order of priority. If the input voltage of the currently operating power supply... Exceeding the safety threshold range (i.e.) or If ), then the switching function will be automatically triggered: , in, Indicates at time The power source that actually participates in power supply, This is a dynamic switching function used to determine and complete power switching based on the state of the input source. Through this mechanism, the system can achieve continuous power supply and orderly management of energy flow under multiple input power conditions, providing stable input conditions for subsequent distributed scheduling.

[0021] 2) Distributed power supply box communication and energy dispatch structure Special vehicle-mounted power supply systems often require dynamic power allocation based on different workloads during missions. For example, the power requirements of loads such as communication equipment, radar systems, hydraulic drives, and auxiliary lighting vary significantly and change in real time with the mission phase. Centralized power supply systems struggle to achieve local autonomy and system redundancy expansion when dealing with energy scheduling across multiple loads, easily creating single-point bottlenecks.

[0022] Therefore, this module adopts a distributed system architecture based on "1 distribution box + n power supply boxes". The distribution box, as the central dispatch node, is responsible for input monitoring, status assessment, and command allocation; the power supply boxes, as independent power execution units, are responsible for energy conversion and local load response. Through distributed communication and collaborative control mechanisms, the system has achieved an architectural evolution from centralized power supply to multi-node autonomous power supply.

[0023] The system architecture set is defined as follows: , in, For central power distribution control unit, For the first Power execution unit Each power supply box has a rated output power of [missing information]. It can be connected in parallel to form a scalable power supply capacity. The total output power of the system is expressed as: , The distribution box and power supply box communicate in full-duplex via CAN 2.0B bus, enabling real-time interaction of operating status, power information, and control commands. The system defines a power distribution state vector: , in, For the first The output current of the power supply box This is the system bus voltage. The central controller, according to... Calculate the allocation coefficient: , Based on this, the target current setting value is issued: , This scheduling structure achieves coordinated operation and power distribution among multiple power supply modules through state quantity feedback, enabling the system to have flexible load response capabilities and high scalability.

[0024] 3) Power sharing control and redundancy fault tolerance strategy When multiple modules operate in parallel, differences in component parameters, temperature rise, and line voltage drops among the power supply modules can easily lead to uneven current distribution, causing some modules to operate under overload for extended periods and reducing system stability. Especially in special vehicle mission scenarios, the power supply system must possess a certain degree of self-adaptive capability to maintain overall output stability in the event of unit failure or sudden operational conditions.

[0025] This module employs a current sharing control algorithm based on bus voltage feedback and a redundancy fault-tolerant mechanism to ensure current balance among the power supply modules when operating in parallel. When the total system load current is... When the target flow uniformity relationship is defined as: , in, For the first The real-time allocation coefficient of the modules is dynamically calculated by the central controller based on status feedback. When an abnormal output current or communication interruption is detected in a power supply box, the system automatically identifies it as a faulty unit and reallocates the remaining module power through a redundant scheduling function. , in, This indicates the output power value of the faulty module. This represents the remaining total power after system redistribution. The distribution box uses state machine logic to monitor the temperature and current of each module in real time. When it detects... or temperature Immediately issue a cutoff command and adjust the output of the remaining modules to maintain the total system power. Stability.

[0026] After the above current sharing control and redundancy fault tolerance strategies, the output current of each power supply box is distributed according to the allocation coefficient. To achieve balanced scheduling, the output voltages converge on a common DC bus to form the total system output voltage. This bus voltage serves as the main DC output terminal of the distributed power system, providing a stable input to the upstream power conversion and energy control modules. This ensures the system maintains stable output even in the face of input fluctuations, sudden load changes, or unit failures, achieving high reliability, adaptability, and safety for the on-board power system. It provides crucial technical support for the continuous power supply of special vehicles in complex mission environments.

[0027] (2) Bridgeless totem pole PFC preamplifier power factor correction and EMI magnetic integration module 1) Design and input modeling of pre-amplifier power factor correction When the power supply is connected to an AC power source (such as mains power or a vehicle-mounted generator set), due to factors such as grid waveform distortion, load nonlinearity, and the switching characteristics of power devices, the input current is often out of phase with the voltage and the waveform distortion is significant, resulting in a decrease in power factor, an increase in input harmonics, and a decrease in energy utilization. For special vehicles, the power system typically has high power density and a complex operating environment. If the power factor is too low, it will lead to a decrease in the overall vehicle energy conversion efficiency and an increase in electromagnetic interference at the input end.

[0028] To address the aforementioned issues, this module designs a bridgeless totem-pole power factor correction architecture, replacing the traditional diode rectifier bridge structure. It achieves in-phase control of the AC input current and voltage through the synchronous conduction of high-speed MOSFETs. This architecture not only effectively eliminates power losses caused by rectifier bridge voltage drop but also enables the system to operate in quasi-continuous current mode, improving overall efficiency and power quality.

[0029] Based on the output bus voltage, the system input voltage is defined as: , in, Real-time voltage at the AC input terminal. This refers to the bus voltage of the next higher-level distributed power distribution module. The input source selection coefficient represents the proportion of currently effective input sources in the system. After PFC conversion, the energy conservation relationship between input power and output power is: , in, For input AC power, For input alternating current, To rectify and output DC voltage, For output current, This represents the PFC conversion efficiency. This energy balance relationship describes the real-time power transfer process of AC-DC energy conversion under a bridgeless totem pole structure.

[0030] To ensure that the input current and input voltage are strictly in phase and maintain a sinusoidal waveform, this module establishes a power factor correction control objective function: , in, This is the input current reference value. For system output power, This is the effective value of the input voltage. The input voltage angular frequency is used. The actual current is averaged through current loop control. Precise tracking This enables high-quality input rectification with a power factor close to 1.

[0031] 2) Bridgeless totem pole topology and drive control strategy In special vehicle power supply systems, traditional bridge-type PFC circuits are difficult to meet the design requirements of high frequency, high efficiency, and small size due to the long reverse recovery time of diodes, large voltage drop, and severe heat loss. Especially in high-power special vehicle applications, rectifier heating not only reduces conversion efficiency but also introduces thermal design and electromagnetic compatibility risks.

[0032] To address the aforementioned issues, this module employs a bridgeless totem-pole PFC topology, with its basic unit consisting of two high-speed switching transistors. With two low-frequency synchronous tubes Composition, in conjunction with the input filter inductor With output filter capacitor It achieves efficient rectification with bidirectional conduction. Its working principle is to alternately control the high-frequency switching transistor to conduct during the positive and negative half-cycles of the AC voltage, so that the input current flows continuously.

[0033] The inductor dynamic equation of the system during any switching cycle is: , in, For inductor current, The duty cycle of the high-frequency switching transistor. For input AC voltage, This is the DC bus voltage. The controller adjusts it in real time. The value of makes Average tracking reference current This is to achieve the power factor correction effect so that the current waveform and voltage waveform are in phase.

[0034] To further enhance dynamic response and steady-state accuracy, this module employs a digital controller to implement dual closed-loop control of the voltage and current loops. The outer loop is based on the bus voltage. The feedback signal is used to regulate the stability of the system output voltage; the inner loop uses inductor current. The feedback quantity ensures the waveform accuracy of the input current. The transfer function of the control system is defined as: , in, The voltage loop transfer function, Let the current loop transfer function be... These are the control gain, This is the cutoff frequency for both the voltage and current loops. Through coordinated adjustment of the two loops, the input current harmonic content is minimized, and the DC output voltage is stably controlled.

[0035] 3) EMI magnetic integration and electromagnetic compatibility optimization In the power supply environment of special vehicles, the interior space is limited and there are many electromagnetic interference (EMI) sensitive devices. If high-frequency switching is not suppressed, it will generate strong common-mode and differential-mode interference signals, affecting the normal operation of critical equipment such as vehicle communication and radar. Especially in the high-frequency operation state of the totem pole PFC, the transient rate of the main switching device's turn-on and turn-off is extremely high, causing a sharp increase in the input EMI current.

[0036] To effectively suppress electromagnetic interference and reduce system size, this module introduces a magnetically integrated filter structure at the PFC input. This structure achieves magnetic field complementarity between the PFC boost inductor and the input EMI filter inductor through a common magnetic core design, enabling frequency division suppression of the power frequency band and the high-frequency interference band along the same magnetic flux path. The magnetically integrated equivalent inductance model is expressed as: , in, For PFC boost inductor, For EMI filter inductors, This represents the mutual inductance between the two windings. By rationally designing the air gap and winding layout, high-frequency interference fluxes are mutually canceled, forming a differential-mode current suppression path. The expression for the high-frequency noise current is: , in, This is the differential mode noise current. This is a high-frequency noise voltage component. This is the angular frequency. Because the integrated magnetic inductor exhibits high impedance at high frequencies, it can effectively attenuate high-frequency noise current at the input, reducing the size of the external filter.

[0037] Through the collaborative design of a bridgeless totem-pole PFC topology and an EMI magnetic integrated structure, this module achieves in-phase control of input-side voltage and current, low-loss transformation of the power transmission path, and effective suppression of high-frequency interference. The module's structure balances high efficiency and electromagnetic compatibility requirements, enabling the system to maintain stable energy transfer and power quality under multi-source input conditions.

[0038] (3) Planar integrated module of half-bridge LLC resonant converter and transformer 1) Resonant Transform Topology Design and Input Characteristic Modeling In specialized vehicle-mounted power supply systems, the output bus voltage, after bridgeless totem-pole PFC pre-stage power factor correction and EMI magnetic integrated module rectification, exhibits high stability and purity, but it remains under high-voltage DC conditions. For downstream precision loads, such as motor control modules, signal acquisition systems, and communication equipment, directly using high-voltage DC power supply could lead to electrical breakdown, noise coupling, and safety risks.

[0039] Therefore, this module designs a high-frequency converter structure based on a half-bridge LLC resonant topology to convert high-voltage DC energy into isolated low-voltage DC output, while simultaneously achieving soft-switching operation through the characteristics of the resonant cavity. This structure can automatically adjust the voltage gain near the resonant frequency, thereby reducing electromagnetic radiation and heat loss while ensuring high efficiency, and improving the overall power density and stability of the system.

[0040] Rectified output bus voltage The equivalent input voltage is formed after voltage division by the half-bridge structure: , in, This represents the equivalent driving voltage provided to the resonant cavity by the half-bridge structure. This is the DC bus voltage from the PFC rectified output. The resonant cavity consists of a resonant inductor. Resonant capacitor , and excitation inductance Its equivalent impedance expression is as follows: , in, The equivalent impedance of the resonant cavity; It is a resonant inductor used to store magnetic energy and determine the rate of change of current in the resonant circuit; It is a resonant capacitor used to store electric field energy and resonate with the field. Forming a series resonance; This represents the excitation inductance, corresponding to the energy storage of the primary side magnetization channel of the transformer. This is the system's operating angular frequency.

[0041] The resonant frequency is defined as: , in, This is the system's intrinsic resonant angular frequency. When the operating frequency... near At this point, the resonant cavity impedance reaches its minimum value, the energy exchange between the inductor and capacitor is most efficient, and the main power switching devices can operate under zero-voltage switching (ZVS) conditions, thereby significantly reducing switching losses and improving energy transfer efficiency. At this time, the system current waveform approaches a sine wave, with low harmonic content and good electromagnetic compatibility.

[0042] 2) Structure and energy transfer of half-bridge resonant converter Traditional PWM converters are prone to significant switching losses and electromagnetic interference in high-frequency, high-power-density applications, which is detrimental to the miniaturization and high-efficiency operation of special vehicle power supply systems. To address this issue, this module adopts a half-bridge LLC resonant topology, achieving efficient DC-DC conversion and soft-switching operation through a resonant energy transfer mechanism.

[0043] The main circuit consists of two high-frequency power switching transistors. resonant cavity element , , and high-frequency isolation transformers The system consists of two alternating switching transistors that drive the resonant cavity during the positive and negative half-cycles, respectively, to convert input DC energy into high-frequency AC energy. The resonant cavity modulates the phase of voltage and current at different frequencies, enabling the system to automatically maintain soft-switching characteristics under varying load conditions, thereby reducing conduction losses and EMI radiation.

[0044] The steady-state equivalent voltage transfer relationship of the system is as follows: , in, The AC voltage output from the resonant cavity to the primary side of the transformer. The equivalent impedance of the resonant cavity. This represents the equivalent impedance of the load, reflecting the impedance reflection characteristics of the load side to the primary side after transformer coupling. After magnetic coupling via the transformer, the output voltage and the transformer turns ratio... The relationship is: , in, This represents the DC voltage on the output side. The turns ratio of the primary and secondary sides of the transformer is determined by design. The magnitude of the value can achieve the target transformation of the output voltage.

[0045] To further improve the steady-state performance of the system under dynamic operating conditions, a frequency modulation (FM)-based control strategy is adopted, which adjusts the switching frequency in real time. The impedance characteristics of the resonant cavity are altered. As the operating frequency increases, the system is in the underresonant region, and the output voltage decreases; as the frequency decreases, the system enters the overresonant region, and the output voltage increases. This frequency modulation mechanism enables the system to maintain a stable output voltage across a wide input and load range. At the same time, the main power devices are maintained to operate under ZVS conditions.

[0046] 3) Transformer planar integration and magneto-electric synergistic optimization Within the limited space of special vehicles, traditional wound-rotor high-frequency transformers suffer from problems such as large size, high leakage inductance, and high thermal resistance, which severely restrict the power density and integration level of the system. To address this issue, this module proposes a magneto-electric synergistic integrated structure that combines a planar transformer and a resonant inductor. Through magnetic field sharing and electromagnetic path optimization, it achieves efficient energy transfer and maximizes space utilization.

[0047] This design employs a multi-layer PCB planar winding and magnetic core integrated structure to integrate the resonant inductor. With magnetizing inductor Coupled along the magnetic flux path, both components share a magnetic core, achieving magnetic flux complementarity and coupled energy transfer. The equivalent excitation inductance of the planar magnetic integrated structure can be expressed as: , in, It represents the equivalent excitation inductance in a planar magnetic integrated structure, reflecting the energy storage capacity of the primary magnetic flux; is the magnetic coupling coefficient, used to describe the coupling strength of magnetic flux between the primary and secondary sides; ρ is the free permeability, a constant used in magnetic circuit calculations; This refers to the number of turns in the primary winding of the transformer, used to adjust the magnitude of the magnetomotive force. This represents the effective cross-sectional area of ​​the magnetic core, corresponding to the effective region through which the magnetic flux passes. The equivalent length of the magnetic circuit determines the path length of the magnetic flux and the magnitude of the magnetic reluctance. By rationally designing the air gap length, the number of coil layers, and the PCB copper foil arrangement, parasitic capacitance and leakage inductance can be effectively reduced, and the resonant quality factor can be improved. This improves magnetic field distribution and thermal conductivity.

[0048] After resonant transformation and magnetoelectric planar integration, the module output obtains an isolated and steady-state DC voltage. With corresponding output current The output variable is defined as: , This output provides continuous, stable, and isolated DC power to the subsequent rectification and voltage control stages, forming the core of intermediate conversion and isolation in the energy link of the special vehicle power supply system.

[0049] (4) Synchronous rectification adaptive drive and subsequent output voltage regulation module 1) Synchronous rectification control principle and input modeling The output voltage after half-bridge LLC resonant converter and magnetoelectric planar integration has achieved high-frequency isolation and energy conversion. However, due to the diode forward voltage drop and reverse recovery loss still existing in the secondary rectification stage, the system efficiency will be significantly reduced under high current density and low output voltage conditions, and the dynamic response of the voltage regulation stage will be lagging. Especially under the condition of large load fluctuations in special vehicles, the traditional diode rectification structure is difficult to meet the comprehensive performance requirements of high efficiency and fast dynamics.

[0050] To address this, this module designs a post-stage energy rectification and voltage regulation structure based on synchronous rectification. By employing MOSFET synchronous rectification devices and an adaptive drive strategy, the rectifier can achieve low on-resistance loss during conduction and rapid reverse cutoff during turn-off, thereby improving energy utilization and maintaining high conversion efficiency.

[0051] The input voltage and current are inherited from the output variables of the previous LLC converter: , in, This refers to the AC voltage before rectification at the high-frequency output of the converter. This represents the corresponding current component. The synchronous rectification stage rectifies the high-frequency AC voltage through a bridge structure, and its equivalent input power expression is: , Under ideal synchronous rectification conditions, the DC voltage output by the rectifier is It is proportional to the peak value of the input high-frequency voltage and can be approximated as: , in, The equivalent transfer factor for rectification depends on the synchronous transistor's on-time and the degree of compensation for the body diode's voltage drop. This expression characterizes the energy transfer efficiency and output voltage characteristics after synchronous rectification, providing a reference input for subsequent voltage regulation control stages.

[0052] 2) Adaptive drive control and synchronous switching In high-frequency conversion systems, if the turn-on or turn-off timing of the synchronous rectifier fails to match the resonant current, it will lead to reverse conduction or cross-conduction, thereby causing switching losses and device thermal stress. To avoid this problem, this module proposes an adaptive synchronous drive control strategy based on current polarity determination.

[0053] This strategy dynamically controls the on-time of the MOSFET synchronous rectifier by real-time detection of the secondary-side current direction. When current flows forward through the secondary winding, the corresponding synchronous rectifier turns on; when the current reverses, the synchronous rectifier quickly turns off. The system compares the current sampling signals... Its reference threshold The polarity relationship is used to implement adaptive driving logic: , in, Indicates the conduction state of the synchronous rectifier diode (1 for conduction, 0 for off). This is the real-time current signal on the secondary side; This is used to determine the threshold. This logic ensures that the synchronous transistor only conducts during the forward energy transfer phase, thereby avoiding reverse conduction losses.

[0054] Furthermore, to further improve rectification accuracy and anti-interference capability, the drive control unit integrates current zero-crossover detection and hysteresis control at the hardware level. Hysteresis bandwidth The introduction of this feature effectively eliminates jitter caused by current noise, making the synchronous drive signal smoother and more stable. Its equivalent control delay model is: , in, This is the dynamic delay time for rectifier drive control; This represents the rate of change of current. It is dynamically adjusted under different operating frequencies and load conditions. The system can balance stability under low load and response speed under high load.

[0055] 3) Output voltage regulation and module energy interface definition After synchronous rectification, the system has achieved a high-efficiency DC output voltage, but it still needs to maintain a constant steady-state output voltage under dynamic load changes and input voltage fluctuations. Therefore, this module designs a closed-loop voltage regulation structure based on a digital controller, using voltage feedback and pulse width modulation adjustment mechanisms to achieve precise output control.

[0056] The voltage regulator uses the output voltage As a feedback signal, it is transmitted through a reference voltage. Comparison to form error signal : , The error signal is processed by the PI controller to generate an adjustment command voltage. : , in, For proportional gain, This is the integral gain. This adjustment value is applied to the synchronous rectification drive unit via a digital pulse width modulator, dynamically adjusting its duty cycle to achieve the output voltage. Precise control is achieved. Through a closed-loop control mechanism, the system can maintain steady-state output under load changes or input disturbances, improving the power supply's transient response performance and dynamic stability.

[0057] The output variables of the synchronous rectification and regulation module are defined as follows: , in, This is the final DC output voltage after synchronous rectification and voltage regulation control. This corresponds to the load current. This output provides a highly stable DC power and feedback signal interface for the digital control and system integration layer.

[0058] (5) Digital main control and thermo-electric-magnetic integrated module 1) Digital master control platform architecture and input modeling In special vehicle-mounted power supply systems, after front-end power conversion and voltage regulation, the system output voltage and current have achieved steady-state DC power supply. However, since the entire unit contains multiple conversion units, drive modules, and signal control circuits, a central control platform with real-time sensing, coordinated control, and adaptive management capabilities is still required to achieve system-level energy optimization and safe operation.

[0059] Traditional control systems typically rely on imported DSP or FPGA devices, which have low reliability under extreme environments (high temperature, electromagnetic interference, strong vibration) and are difficult to meet the requirements of domestic self-sufficiency and controllability. Therefore, this module is designed with a fully domestically produced digital main control architecture. Its core control chip is based on a domestically produced high-performance microcontroller (MCU), integrating signal sampling, PWM drive, communication bus, and intelligent temperature monitoring functions to achieve coordinated control and dynamic adjustment of power modules at all levels.

[0060] The output voltage and current signals of this module are shown below: , in, To synchronize the output voltage of the rectifier and voltage regulator module, This corresponds to the load current signal. The main control unit first performs analog-to-digital conversion on the input signal through a high-precision sampling channel to obtain real-time power information: , in, This represents the total output power of the system and is the core input to the main control decision algorithm. The digital main control module dynamically adjusts the operating mode of each power module based on the sampled data to maintain efficient system operation and achieve fault protection and energy balance.

[0061] 2) Co-modeling of thermo-electric-magnetic fields and multiphysics field control mechanism Under high power density operating conditions, special vehicle-mounted power systems exhibit significant thermal, electrical, and magnetic coupling effects among power devices, magnetic components, and control circuits. If these thermal-electrical-magnetic interactions are not effectively suppressed, they can lead to excessively high device temperatures, core saturation, increased control errors, and even system failure. Therefore, this module proposes a collaborative control mechanism based on real-time multiphysics modeling to uniformly model and adaptively control the system's internal heat flow distribution, current paths, and magnetic flux coupling.

[0062] The model uses system transient power As the excitation source, the interaction between physical fields is described by establishing a thermo-electric-magnetic coupling differential equation: , , , The first equation is the heat balance equation; Indicates the equivalent heat capacity of the system; For device temperature; The power loss is represented by equations two and three, which are the curl and divergence relationships in Maxwell's equations, respectively. The magnetic field strength; Current density; and These are the electric displacement vector and the magnetic induction intensity, respectively.

[0063] The main control system establishes a discretized model of this system of equations at the digital level, and uses this model to calculate the thermal, electrical, and magnetic state variables of each key component in real time. This is achieved by introducing a thermal compensation coefficient. With magnetic saturation correction factor It can achieve temperature rise suppression and magnetic flux control: , in, The corrected control drive current; This is the original drive command current; It is a temperature coefficient, reflecting the sensitivity of the driving signal to temperature changes; This is the magnetic field correction coefficient, used to suppress current drift caused by magnetic saturation. Through this dynamic compensation mechanism, the system can maintain stable power output and thermal safety margin under different ambient temperatures and magnetic load conditions.

[0064] 3) Integrated control structure and system output In the coordinated operation of multi-stage power conversion modules, traditional independent control structures often suffer from problems such as information transmission delays, signal interference, and complex spatial distribution, which are not conducive to the integrated deployment of power systems in special vehicles. To address this, this module integrates the digital main control, power drive, power detection, and thermal management units into a single system-on-a-chip (SoC), and achieves inter-module communication through a high-reliability bus.

[0065] This integrated structure employs multi-layer PCB routing at the electrical level, coordinating the control signals, power buses, and temperature sensing network. At the magnetic field level, electromagnetic isolation is achieved through shielding layers and a ground plane design. At the thermal design level, the main control chip and power devices share a heat-diffusing substrate, enabling rapid heat conduction and uniform distribution. The system's equivalent thermal resistance model is as follows: , in, Indicates the system's equivalent thermal resistance; This refers to the junction temperature of the device. The ambient temperature is used as a reference. This model guides the thermal management unit to dynamically adjust the operating status of the cooling fan or liquid cooling module to maintain temperature stability and prevent thermal runaway.

[0066] The main control module ultimately forms a set of system-level control output signals: , in, Voltage control commands issued by the master controller; This is a current loop adjustment command; This output provides the system's real-time temperature feedback signal. It serves as both a monitoring interface for the upper-level vehicle energy management system and provides fundamental parameters for the adaptive adjustment and health management of the power system, enabling integrated, domestically produced, and intelligent power control and integration encompassing thermal, electrical, and magnetic aspects.

[0067] Experimental verification To verify the comprehensive performance and stability of the intelligent power supply system architecture based on distributed multi-source collaboration and magneto-electric integration design described in this invention, a special vehicle-mounted power supply platform experimental system was constructed. The experimental system consists of five functional modules: ① distributed system architecture and multi-source input intelligent power distribution module; ② bridgeless totem-pole PFC pre-stage power factor correction and EMI magnetic integration module; ③ half-bridge LLC resonant converter and transformer planar integration module; ④ synchronous rectification adaptive drive and post-stage output voltage regulation module; ⑤ fully domestically produced digital main control and thermo-electric-magnetic integrated module. The system test platform is built based on a typical vehicle-mounted power supply environment with a rated input of 220V (AC), an output of 48V (DC), and a rated power of 2kW. It possesses multi-source switching, programmable load, and multi-physics field measurement and control capabilities, and is used to simulate the energy flow and electromagnetic disturbance characteristics of special vehicles under complex operating conditions.

[0068] To compare and verify the performance advantages of the system of this invention, the following five comparison schemes were set up: ① Traditional centralized power supply architecture (CCA), which achieves energy distribution only through a single power supply switching; ② Bridge PFC converter system (BPFC), which uses a traditional diode rectifier bridge and an independent EMI filter; ③ Hard-switching LLC converter (HS-LLC), which does not have zero-voltage conduction characteristics; ④ Fixed-frequency synchronous rectification control (FSR), which cannot automatically adjust the conduction sequence according to the load; ⑤ The distributed multi-source collaborative and magneto-electric integrated power supply architecture proposed in this invention. All schemes were operated under the same input conditions and load changes, and were tested under three typical operating conditions: steady state, dynamic, and disturbance (rated load, 50% load change, and random interference injection).

[0069] The system performance evaluation indicators include five core parameters: ① Voltage stability deviation (VR), used to evaluate the stability of the output voltage under load fluctuations; ② Energy conversion efficiency (η), representing the system's energy conversion capability from input to output; ③ Dynamic voltage recovery time (TRT), measuring the response speed of the output voltage recovering to steady state after a sudden load change; ④ Electromagnetic interference suppression capability (EMIS), reflecting the system's interference suppression level in the conducted and radiated noise frequency bands; ⑤ Thermal stability (TS), used to evaluate the controllability of temperature changes during long-term operation. Test results show that the power supply system of this invention can maintain characteristics such as small voltage fluctuation range, short response time, controllable temperature rise, and excellent electromagnetic compatibility under multi-source input and complex disturbance conditions, significantly outperforming the comparative schemes and achieving the comprehensive performance goals of high stability, high efficiency, and high reliability.

[0070] Table 1 Comparison of data from different methods under five major indicators The five performance indicators have different dimensions and meanings (positive and negative), making them unsuitable for direct representation in the same radar chart. Therefore, this invention retains the positive indicators (higher values ​​are better, such as conversion efficiency η, EMI, and TS) in their direction during visualization; while employing a reverse mapping for the negative indicators (lower values ​​are better, such as voltage stability deviation VR and transient recovery time TRT). The standard is "the higher the value, the better." To avoid radar image collapse caused by extreme differences, this invention further uses offset values. Constrain the normalization result to The interval is defined to ensure that each method has a visible display space on the graph, facilitating intuitive comparison and engineering evaluation.

[0071] The experimental results are shown in Table 1. Figure 2 , Figure 3 , Figure 4 , Figure 5As shown, traditional power supply architectures exhibit significant performance limitations in multi-source input and high power density operating environments. Due to the lack of distributed power sharing and inter-module communication mechanisms, CCA results in significant bus voltage fluctuations during load changes, with a VR as high as 4.6% and a dynamic voltage recovery time exceeding 3.8ms, failing to meet the requirements of high transient response scenarios.

[0072] While bridge-type PFC rectifier systems possess basic power factor correction capabilities, their conversion efficiency is limited to 90.2% due to diode reverse recovery and bridge voltage drop, and they are accompanied by strong high-frequency electromagnetic radiation. Hard-switching LLC systems suffer from severe switching losses in the mid-to-high frequency range, increasing thermal management pressure and resulting in thermal stability deviations of ±5.8℃. Although fixed-frequency synchronous rectifier systems have high efficiency under light loads, they lack adaptive drive and dynamic parameter adjustment mechanisms, resulting in a 2.3% voltage regulation deviation in the output voltage during high-load switching, and they also have significant EMI filtering requirements.

[0073] In comparison, this invention achieves systemic breakthroughs in five key performance dimensions. Utilizing a bridgeless totem-pole PFC topology, the system significantly reduces on-state voltage drop and rectification losses, ensuring that the input current and voltage are strictly in phase. After optimization with a resonant LLC and planar magnetic integrated transformer, the overall energy conversion path is highly efficient and magnetically coupled, ultimately achieving a voltage stability deviation of only 1.9% and an energy conversion efficiency as high as 97.1%. In dynamic response testing, with a sudden 50% load increase, the output voltage recovery time is only 1.6ms, the best among all solutions. The integrated magnetoelectric filter structure significantly reduces high-frequency noise current, achieving an electromagnetic interference suppression capability of 74dBμV, which is approximately 10dB better than the traditional architecture. Simultaneously, the system's temperature rise during long-term full-load operation is controlled within ±3.0℃, demonstrating outstanding thermal stability.

[0074] In summary, the method of this invention significantly outperforms existing solutions in terms of voltage regulation accuracy, energy efficiency, electromagnetic compatibility, and thermal management capabilities. The system maintains high efficiency and stable operation under conditions of multi-source parallel operation, wide input voltage, and complex electromagnetic environments, fully verifying the technical advantages of the integrated topology of bridgeless PFC+LLC+synchronous rectification and magneto-electric co-design, demonstrating strong engineering practicality and promotion potential.

[0075] Example 2 This embodiment provides a distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization system.

[0076] A computer-readable storage medium storing a plurality of instructions adapted for loading and execution by a processor of a terminal device, the aforementioned distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method.

[0077] A terminal device includes a processor and a computer-readable storage medium, wherein the processor implements various instructions; and the computer-readable storage medium stores multiple instructions adapted to be loaded and executed by the processor to provide a distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method.

[0078] The above are all preferred embodiments of the present invention and are not intended to limit the scope of protection of the present invention. Therefore, all equivalent changes made in accordance with the structure, shape and principle of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method, characterized in that, include: Based on the acquired multi-source input status and power box operation data, energy switching and power distribution are performed using multi-source priority function and current sharing control algorithm to obtain the main DC bus power. Based on the main DC bus power, the bridgeless totem pole PFC and common core magnetic integrated structure are used to complete power factor correction and noise filtering, and output high voltage DC power. Based on high voltage DC power, a zero-voltage soft-switching isolation step-down is performed using a half-bridge LLC resonant cavity and a planar transformer to output high-frequency isolated AC power. Based on high-frequency isolated AC power, adaptive synchronous rectification and closed-loop pulse width modulation are used to reduce power consumption and stabilize voltage, and output steady-state low-voltage DC power. Based on steady-state low-voltage DC power, the correction factor is calculated in real time using digital master control combined with a thermo-electric-magnetic coupling model, and the global modules and heat dissipation units are coordinated and protected.

2. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 1, characterized in that, The method of using multi-source priority functions and current sharing control algorithms for energy switching and power allocation includes defining a set of input sources: in, Indicates the source of mains power input; Indicates the input source of the vehicle-mounted generator set; Indicates silicon emission input source; This represents the battery input source; the instantaneous power of each input source during operation is determined by its real-time voltage and current values, which are defined as follows: in For input source The instantaneous active power, the total input power is the sum of the power from all input sources, and the central distribution unit. Establish a priority function based on the operating status of each input source: If the input voltage of the current working power supply If the value exceeds the safety threshold, the switching function will be automatically triggered. in, Indicates at time The power source that actually participates in power supply, This is a dynamic switching function; then, through distributed communication and cooperative control mechanisms, the architecture evolves from centralized power supply to multi-node autonomous power supply. The system structure set is defined as follows: in, For central power distribution control unit, For the first Power execution unit Each power supply box has a rated output power of The total output power of the system is expressed as: Define the power distribution state vector: in, For the first The output current of the power supply box The system bus voltage is determined by the central controller. Calculate the allocation coefficient: And issue the target current setting value: Finally, a current sharing control algorithm based on bus voltage feedback and a redundancy fault-tolerant mechanism are adopted to ensure that the power supply modules maintain current balance when operating in parallel. When the total load current is When the target flow uniformity relationship is defined as: in, For the first The module's real-time allocation coefficient, when an abnormal output current or communication interruption is detected in a power supply box, is identified as a faulty unit, and the remaining module power is reallocated through a redundant scheduling function: in, This indicates the output power value of the faulty module. This represents the remaining total power after redistribution.

3. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 2, characterized in that, The method utilizes a bridgeless totem-pole PFC and a common-core magnetic integrated structure to achieve power factor correction and noise filtering. This includes a bridgeless totem-pole power factor correction architecture that uses high-speed MOSFETs for synchronous conduction to achieve in-phase control of the AC input current and voltage. Firstly, based on the output bus voltage, the system input voltage is defined as: in, Real-time voltage at the AC input terminal. This refers to the bus voltage of the next higher-level distributed power distribution module. Let be the input source selection coefficients. After PFC conversion, the energy conservation relationship between input power and output power is as follows: in, For input AC power, For input alternating current, To rectify and output DC voltage, For output current, To improve PFC conversion efficiency; and to ensure that the input current and input voltage are strictly in phase and maintain a sinusoidal waveform, a power factor correction control objective function is established: in, This is the reference value for the input current. For output power, This is the effective value of the input voltage. Let be the input voltage angular frequency; then, a bridgeless totem-pole PFC topology is used to achieve efficient bidirectional rectification. The inductor dynamic equation in any switching cycle is: in, For inductor current, The duty cycle of the high-frequency switching transistor. For input AC voltage, The voltage is the DC bus voltage. To enhance dynamic response and steady-state accuracy, a digital controller is used to implement dual closed-loop control of the voltage and current loops, with the outer loop based on the bus voltage. The feedback signal is used to regulate the stability of the system output voltage; the inner loop uses inductor current. To provide feedback and ensure the waveform accuracy of the input current, the transfer function of the control system is defined as follows: in, The voltage loop transfer function. The current loop transfer function, These are the control gain, This is the cutoff frequency for the voltage loop and the current loop.

4. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 3, characterized in that, The method of using a bridgeless totem pole PFC and a common magnetic core integrated structure to complete power factor correction and noise filtering also includes introducing a magnetic integrated filter structure at the PFC input terminal to effectively suppress electromagnetic interference and reduce system size. The PFC boost inductor and the input EMI filter inductor achieve magnetic field complementarity through a common magnetic core design, enabling frequency division suppression of the power frequency band and the high-frequency interference band on the same magnetic flux path. The equivalent inductance model of the magnetic integration is expressed as: ,in, For PFC boost inductor, For EMI filter inductors, The mutual inductance between the two windings is expressed as follows: The air gap and winding layout allow high-frequency interference flux to cancel each other out, forming a differential-mode current suppression channel. The expression for the high-frequency noise current is: in, This is the differential mode noise current. This is a high-frequency noise voltage component. The angular frequency is based on the high impedance characteristics of the magnetic integrated inductor at high frequencies, which effectively attenuates the high-frequency noise current at the input end and reduces the size of the external filter.

5. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 4, characterized in that, The zero-voltage soft-switching isolation step-down method utilizing a half-bridge LLC resonant cavity and a planar transformer includes a high-frequency conversion structure based on a half-bridge LLC resonant topology, which converts high-voltage DC energy into isolated low-voltage DC output. Simultaneously, it achieves a soft-switching operating mode through the resonant cavity characteristics, wherein the rectified output bus voltage... The equivalent input voltage is formed after voltage division by the half-bridge structure: in, This represents the equivalent driving voltage provided to the resonant cavity by the half-bridge structure. The resonant cavity is composed of a resonant inductor and is derived from the DC bus voltage output of the PFC rectifier. Resonant capacitor , and excitation inductance Its structure, and its equivalent impedance expression are: in, The equivalent impedance of the resonant cavity; It is a resonant inductor; It is a resonant capacitor; Indicates magnetizing inductance; The operating angular frequency of the system is ω; the resonant frequency is defined as: in, Let be the intrinsic resonant angular frequency of the system; then, a half-bridge LLC resonant topology is adopted, and efficient DC-DC conversion and soft-switching operation are achieved through the resonant energy transfer mechanism. The steady-state equivalent voltage transfer relationship of the system is as follows: in, The AC voltage output from the resonant cavity to the primary side of the transformer. The equivalent impedance of the resonant cavity. The equivalent impedance of the load, after magnetic coupling through the transformer, is the output voltage and the transformer turns ratio. The relationship is: in, This represents the DC voltage on the output side. The turns ratio of the primary and secondary sides of the transformer is specified; finally, a multi-layer PCB planar winding and magnetic core integrated structure is adopted to integrate the resonant inductor. With magnetizing inductor Coupling along the magnetic flux path achieves magnetic flux complementarity and coupled energy transfer. The equivalent excitation inductance of the planar magnetic integrated structure is expressed as: in, This represents the equivalent magnetizing inductance in a planar magnetic integrated structure. is the magnetic coupling coefficient; Permeability of free space; This refers to the number of turns in the primary winding of the transformer. Indicates the effective cross-sectional area of ​​the magnetic core; Given the equivalent length of the magnetic circuit, after resonant transformation and magnetoelectric planar integration, an isolated and steady-state DC voltage is obtained at the output. With corresponding output current .

6. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 5, characterized in that, The method of using adaptive synchronous rectification and closed-loop pulse width modulation for power reduction and voltage regulation includes constructing a subsequent energy rectification and voltage regulation structure based on synchronous rectification. By employing MOSFET synchronous rectification devices and combining them with an adaptive drive strategy, the rectifier achieves low on-resistance loss during conduction and fast reverse cut-off during turn-off. First, the input voltage and current are inherited from the output variables of the previous stage LLC converter. in, This refers to the AC voltage before rectification at the high-frequency output of the converter. The corresponding current component; the synchronous rectification stage rectifies the high-frequency AC voltage through a bridge structure, and its equivalent input power expression is: Under ideal synchronous rectification conditions, the DC voltage output by the rectifier is... It is proportional to the peak value of the input high-frequency voltage, expressed as: in, The equivalent transfer coefficient for rectification is given. Then, an adaptive synchronous drive control strategy based on current polarity determination dynamically controls the on-time of the MOSFET synchronous rectifier by real-time detection of the secondary-side current direction. When the current flows forward through the secondary winding, the corresponding synchronous rectifier is turned on; when the current direction reverses, the synchronous rectifier is quickly turned off. This is achieved by comparing the current sampling signals. Its reference threshold The polarity relationship is used to implement adaptive driving logic, which is expressed as: in, This indicates the conduction state of the synchronous rectifier diode; This is the real-time current signal on the secondary side; To drive the determination threshold; and to further improve rectification accuracy and anti-interference capability, the drive control unit integrates current zero-crossover detection and hysteresis control at the hardware level, by introducing hysteresis bandwidth. To eliminate jitter caused by current noise and make the synchronous drive signal smooth and stable, the equivalent control delay model is expressed as: in, This is the dynamic delay time for rectifier drive control; This represents the rate of change of current.

7. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 6, characterized in that, The method of using adaptive synchronous rectification and closed-loop pulse width modulation for power reduction and voltage regulation also includes employing a closed-loop voltage regulation structure based on a digital controller. Through voltage feedback and pulse width modulation adjustment mechanisms, precise output control is achieved, with the voltage regulator controller using the output voltage... As a feedback signal, it is transmitted through a reference voltage. Comparison to form error signal : The error signal is processed by the PI controller to generate an adjustment command voltage. : in, For proportional gain, The integral gain is used, where the adjustment value is applied to the synchronous rectification drive unit via a digital pulse width modulator to dynamically adjust its duty cycle, thereby achieving the output voltage. Precise control, through a closed-loop control mechanism, maintains steady-state output during load changes or input disturbances, improving the power supply's transient response performance and dynamic stability. The output variables of the synchronous rectification and voltage regulation modules are defined as follows: in, This is the final DC output voltage after synchronous rectification and voltage regulation control. This corresponds to the load current.

8. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 7, characterized in that, The method of using digital master control combined with a thermo-electro-magnetic coupling model to calculate correction factors in real time includes the coordinated control and dynamic adjustment of power modules at each stage based on a microcontroller (MCU). The output voltage and current signals are represented as follows: in, To synchronize the output voltage of the rectifier and voltage regulator module, To obtain the corresponding load current signal, the main control unit first performs analog-to-digital conversion on the input signal through a high-precision sampling channel to obtain real-time power information. in, This represents the total output power of the system. The digital main control module dynamically adjusts the operating mode of each power module based on sampled data to maintain efficient system operation and achieve fault protection and energy balance. Then, a collaborative control mechanism based on real-time multiphysics modeling is adopted to uniformly model and adaptively control the internal heat flow distribution, current path, and magnetic flux coupling, with the system's transient power as the reference. Using thermal-electric-magnetic coupling differential equations as the excitation source, the mutual influence between physical fields is described by establishing thermal-electric-magnetic coupling differential equations. The thermal balance equation is expressed as: The relationship between curl and divergence in Maxwell's equations is as follows: , in, Indicates the equivalent heat capacity of the system; For device temperature; For power loss; The magnetic field strength; Current density; and These represent the electric displacement vector and the magnetic induction intensity, respectively; by introducing a thermal compensation coefficient... With magnetic saturation correction factor To achieve temperature rise suppression and magnetic flux control: in, The corrected control drive current; This is the original drive command current; Temperature coefficient; This is the magnetic field correction coefficient.

9. The distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method according to claim 8, characterized in that, The coordinated scheduling and protection of all modules and heat dissipation units includes integrating the digital main control, power drive, power detection, and thermal management units into a single system-on-a-chip (SoC), and achieving inter-module communication via a high-reliability bus. Specifically, at the electrical level, multi-layer PCB routing is used to coordinate the arrangement of control signals, power buses, and temperature detection networks; at the magnetic field level, electromagnetic isolation is achieved through shielding layers and ground plane design; and at the thermal design level, the main control chip and power devices share a heat dissipation substrate to achieve rapid heat conduction and uniform distribution. The system's equivalent thermal resistance model is as follows: in, Indicates the system's equivalent thermal resistance; This refers to the junction temperature of the device. The ambient temperature is used as the reference point; the main control module ultimately forms a set of system-level control output signals. in, Voltage control commands issued by the master controller; This is a current loop adjustment command; This is the system's real-time temperature feedback signal.

10. A distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization system, executing the distributed multi-source collaborative and magnetoelectric integrated vehicle power supply scheduling optimization method as described in claim 1, characterized in that, include: The main DC bus power module is configured to perform energy switching and power distribution based on the acquired multi-source input status and power box operation data, using multi-source priority function and current sharing control algorithm to obtain main DC bus power. The high-voltage DC power module is configured to output high-voltage DC power based on the main DC bus power, using a bridgeless totem pole PFC and a common magnetic core integrated structure to complete power factor correction and noise filtering. The high-frequency isolated AC power module is configured to output high-frequency isolated AC power based on high-voltage DC power, using a half-bridge LLC resonant cavity and a planar transformer for zero-voltage soft-switching isolation step-down. The steady-state low-voltage DC power module is configured to output steady-state low-voltage DC power based on high-frequency isolated AC power, using adaptive synchronous rectification and closed-loop pulse width modulation for power reduction and voltage regulation. The scheduling and protection module is configured to perform coordinated scheduling and protection of all modules and heat dissipation units globally based on steady-state low-voltage DC power, using digital main control combined with a thermo-electric-magnetic coupling model to calculate correction factors in real time.

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