Vehicle low voltage hybrid power supply architecture, automobile

Abstract

The present application discloses a vehicle low-voltage hybrid power supply architecture and a vehicle, wherein a power battery pack includes at least two battery cells connected in series in sequence, a power distribution circuit is connected to a battery pack in the power battery pack via a first bidirectional DCDC circuit, and the power distribution circuit is also connected to the first bidirectional DCDC circuit via a second bidirectional DCDC circuit, the battery pack includes some battery cells in the power battery pack, the power distribution circuit is controlled by a main control circuit and can control the direction of energy transmission between the power battery pack and the battery pack, and respectively provide a first voltage to a first low-voltage load end and a second voltage to a second low-voltage load end. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery pack can be used to realize a variety of low-voltage power distribution of the vehicle, without the need for replacement and maintenance of the low-voltage battery, and without reserving space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a vehicle low-voltage hybrid power supply architecture and a vehicle. Background Art

[0002] Existing low-voltage power distribution for vehicle bodies usually adopts discrete low-voltage lithium-ion battery technology, and implements primary power distribution for vehicle loads based on low-voltage batteries equipped with fuse box products, and then the battery management system manages the low-voltage lithium-ion batteries. With the increasing power requirements of new energy vehicles such as intelligent and chassis systems, the low-voltage system needs to provide 48V and 12V low-voltage power distribution applications. However, the current vehicle power supply architecture usually requires two independent low-voltage batteries to provide corresponding low voltages, which not only occupies a large space in the vehicle, but also requires regular maintenance and replacement of multiple low-voltage batteries, increasing vehicle costs. Summary of the invention

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

[0004] A first aspect of an embodiment of the present application provides a vehicle low-voltage hybrid power supply architecture, including:

[0005] A power battery pack, comprising at least two battery cells connected in series;

[0006] a first bidirectional DCDC circuit, wherein the first bidirectional DCDC circuit is connected to a battery pack, wherein the battery pack includes some battery cells in the power battery pack;

[0007] a second bidirectional DCDC circuit, connected to the first bidirectional DCDC circuit, and configured to convert a first voltage output by the first bidirectional DCDC circuit into a second voltage;

[0008] a power distribution circuit, connecting the first bidirectional DCDC circuit and the second bidirectional DCDC circuit;

[0009] A main control circuit is used to control the distribution circuit, the first bidirectional DCDC circuit and the second bidirectional DCDC circuit to adjust the direction of energy transfer between the battery pack, the power battery pack and the distribution circuit, and the distribution circuit is controlled by the main control circuit to provide the first voltage to the first low-voltage load end and the second voltage to the second low-voltage load end.

[0010] In the technical solution of the embodiment of the present application, the power battery pack includes at least two battery cells connected in series in sequence, the distribution circuit is connected to the battery pack in the power battery pack via a first bidirectional DCDC circuit, and the distribution circuit is also connected to the first bidirectional DCDC circuit via a second bidirectional DCDC circuit. The battery pack includes some battery cells in the power battery pack. The distribution circuit is controlled by the main control circuit and can control the direction of energy transmission between the power battery pack and the battery pack, and provide a first voltage to the first low-voltage load end and a second voltage to the second low-voltage load end respectively. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery pack can be used to realize multiple low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

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

[0012] A DCDC circuit is connected between the power battery pack and the power distribution circuit, and is used to be controlled by the main control circuit to convert the high voltage power output by the power battery pack into a low voltage power supply and output it to the power distribution circuit;

[0013] The power distribution circuit is controlled by the main control circuit to control the energy transfer direction between the DCDC circuit and the battery pack.

[0014] In the technical solution of the embodiment of the present application, the DCDC circuit is controlled by the main control circuit and can convert the high voltage electricity output by the power battery pack into a low voltage power supply and output it to the distribution circuit. The distribution circuit is controlled by the main control circuit to control the low voltage power supply provided by the DCDC circuit to supplement the battery pack, and the distribution circuit can also be controlled by the main control circuit. The DCDC circuit provides different voltages for the first low voltage load end and the second low voltage load end, thereby realizing the energy transfer direction between the DCDC circuit, the battery pack, and the power battery pack. The solution in this embodiment can eliminate the low voltage battery of the whole vehicle, and use the power battery pack to realize a variety of low voltage power distribution of the vehicle. There is no need to replace and maintain the low voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electric control system.

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

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

[0017] In some embodiments, the DCDC circuit comprises:

[0018] The first DCDC module is connected between the power battery pack and the power distribution circuit, and is used to be controlled by the main control circuit to convert the high voltage output by the power battery pack into a first voltage and output it to the power distribution circuit.

[0019] In the technical solution of the embodiment of the present application, the first DCDC module is connected between the battery management circuit and the power distribution circuit. The first DCDC module is controlled by the main control circuit to convert the high voltage output of the power battery pack into a first voltage and output it to the power distribution circuit. The power distribution circuit is controlled by the main control circuit to control the first voltage output by the first DCDC module to supplement the battery pack, and can also control the first DCDC module to provide the first voltage for the first low-voltage load end. The solution in this embodiment can eliminate the low-voltage battery of the whole vehicle, and use the power battery pack to realize a variety of low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electric control system.

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

[0021] The second DCDC module is connected between the power battery pack and the power distribution circuit, and is used to be controlled by the main control circuit to convert the input voltage into a second voltage and output it to the power distribution circuit; the first voltage is greater than the second voltage.

[0022] In the technical solution of the embodiment of the present application, the input end of the second DCDC module is connected to the battery management circuit, and the second DCDC module converts the high voltage output of the power battery pack into a second voltage and outputs it to the distribution circuit. The distribution circuit can be controlled by the main control circuit to forward the second voltage to the second low-voltage load end or the second bidirectional DCDC circuit.

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

[0024] The second DCDC module is connected between the first DCDC module and the power distribution circuit, and is used to be controlled by the main control circuit to convert the input voltage into a second voltage and output it to the power distribution circuit; the first voltage is greater than the second voltage.

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

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

[0027] The first bidirectional switch unit is connected between the first DCDC module and the first bidirectional DCDC circuit, and is controlled by the main control circuit to control the energy transfer direction between the first DCDC module and the first bidirectional DCDC circuit.

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

[0029] The second bidirectional switch unit is connected between the second DCDC module and the second bidirectional DCDC circuit, and is controlled by the main control circuit to control the energy transfer direction between the second DCDC module and the second bidirectional DCDC circuit.

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

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

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

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

[0034] In the technical solution of the embodiment of the present application, the working states of the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit are controlled by the main control circuit, the first voltage conversion circuit is connected between the power battery pack and the first winding, the second voltage conversion circuit is connected between the distribution circuit and the second winding, and the third voltage conversion circuit is connected between the distribution circuit and the third winding, so that the power battery pack can simultaneously generate the first voltage and the second voltage through the multi-winding integrated transformer and output them to the distribution circuit, and provide the first voltage to the first low-voltage load end and the second voltage to the second low-voltage load end respectively through the distribution circuit, and by controlling the first voltage conversion circuit, The working states of the second voltage conversion circuit and the third voltage conversion circuit can determine the primary and secondary settings of the first winding, the second winding, and the third winding, thereby adjusting the direction of energy transmission between the windings. It can not only realize the function of providing low-voltage power distribution for the entire vehicle by the power battery pack, but also match the current transmission direction between the power battery pack and the battery pack according to the vehicle's power demand. Through the scheme in this embodiment, the low-voltage battery of the entire vehicle can be eliminated, and the power battery pack can be used to realize a variety of low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the vehicle structure, which is conducive to the layout and simplification of the electronic control system.

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

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

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

[0038] A second aspect of an embodiment of the present application provides a vehicle, comprising a vehicle low-voltage hybrid power supply architecture as described in any of the above embodiments.

[0039] In the technical solution of the embodiment of the present application, the battery pack includes some battery cells in the power battery pack, and the distribution circuit is connected to the battery pack in the power battery pack via a first bidirectional DCDC circuit. The distribution circuit is also connected to the first bidirectional DCDC circuit via a second bidirectional DCDC circuit. The distribution circuit is controlled by the main control circuit and can control the direction of energy transmission between the power battery pack and the battery pack, and provide a first voltage to the first low-voltage load end and a second voltage to the second low-voltage load end respectively. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery pack can be used to realize various low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0040] The above description is only an overview of the technical solution of the present application. In order to more clearly understand the technical means of the present application, it can be implemented in accordance with the contents of the specification. In order to make the above and other purposes, features and advantages of the present application more obvious and easy to understand, the specific implementation methods of the present application are listed below. BRIEF DESCRIPTION OF THE DRAWINGS

[0041] Various other advantages and benefits will become apparent to those of ordinary skill in the art by reading the detailed description of the preferred embodiments below. The accompanying drawings are only for the purpose of illustrating the preferred embodiments and are not to be considered as limiting the present application. Moreover, the same reference numerals are used throughout the drawings to represent the same components. In the drawings:

[0042] Figure 1 A schematic diagram of a first structural example of a low-voltage hybrid power supply architecture for a vehicle provided in an embodiment of the present application;

[0043] Figure 2 A second structural schematic diagram of a low-voltage hybrid power supply architecture for a vehicle provided in an embodiment of the present application;

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

[0045] Figure 4 A fourth structural schematic diagram of a low-voltage hybrid power supply architecture for a vehicle provided in an embodiment of the present application;

[0046] Figure 5 A fifth structural schematic diagram of a low-voltage hybrid power supply architecture for a vehicle provided in an embodiment of the present application;

[0047] Figure 6 A sixth structural schematic diagram of a low-voltage hybrid power supply architecture for a vehicle provided in an embodiment of the present application;

[0048] Figure 7A seventh structural schematic diagram of a low-voltage hybrid power supply architecture for a vehicle provided in an embodiment of the present application;

[0049] Figure 8 This is an eighth structural schematic diagram of the vehicle low-voltage hybrid power supply architecture provided in an embodiment of the present application. DETAILED DESCRIPTION

[0050] The following embodiments of the technical solution of the present application are described in detail in conjunction with the accompanying drawings. The following embodiments are only used to more clearly illustrate the technical solution of the present application, and are therefore only used as examples, and cannot be used to limit the scope of protection of the present application.

[0051] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by technicians in the technical field to which this application belongs; the terms used herein are only for the purpose of describing specific embodiments and are not intended to limit this application; the terms "including" and "having" in the specification and claims of this application and the above-mentioned figure descriptions and any variations thereof are intended to cover non-exclusive inclusions.

[0052] In the description of the embodiments of the present application, the technical terms "first", "second", etc. are only used to distinguish different objects, and cannot be understood as indicating or implying relative importance or implicitly indicating the number, specific order or primary and secondary relationship of the indicated technical features. In the description of the embodiments of the present application, the meaning of "multiple" is more than two, unless otherwise clearly and specifically defined.

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

[0054] In the description of the embodiments of the present application, the term "and / or" is only a description of the association relationship of the associated objects, indicating that there may be three relationships. For example, A and / or B can represent: A exists alone, A and B exist at the same time, and B exists alone. In addition, the character " / " in this article generally indicates that the associated objects before and after are in an "or" relationship.

[0055] In the description of the embodiments of the present application, the term "multi-frame" refers to more than two (including two).

[0056] In the description of the embodiments of the present application, the technical terms "center", "longitudinal", "lateral", "length", "width", "thickness", "up", "down", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inside", "outside", "clockwise", "counterclockwise", "axial", "radial", "circumferential", etc. indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, which are only for the convenience of describing the embodiments of the present application and simplifying the description, and do not indicate or imply that the referred device or element must have a specific orientation, be constructed and operated in a specific orientation, and therefore should not be understood as a limitation on the embodiments of the present application.

[0057] In the related art, two independent low-voltage batteries are usually required in the vehicle power supply architecture to provide corresponding low voltages respectively. This not only takes up a large space in the vehicle, but also requires regular maintenance and replacement of multiple low-voltage batteries, increasing vehicle costs.

[0058] In order to solve the above technical problems, the present application embodiment provides a vehicle low-voltage hybrid power supply architecture, see Figure 1As shown, the vehicle low-voltage hybrid power supply architecture includes a power battery pack 100, a first bidirectional DCDC circuit 210, a second bidirectional DCDC circuit 220, a distribution circuit 300, and a main control circuit 400. The first bidirectional DCDC circuit 210 is used to realize voltage conversion and voltage isolation between the battery pack 110 and the distribution circuit 300, wherein the power battery pack 100 includes battery cells connected in series, and the battery pack 110 includes at least one battery cell in the power battery pack 100. The first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300. The first bidirectional DCDC circuit 210 converts the voltage output by the battery pack 110 into a first voltage to power the distribution circuit 300, and can also convert the low-voltage power output by the distribution circuit 300 into an adaptive voltage to charge the battery pack 110. The second bidirectional DCDC circuit 220 is connected to the first bidirectional DCDC circuit 210. The second bidirectional DCDC circuit 220 can receive the first voltage output by the first bidirectional DCDC circuit 210, and convert the first voltage into a second voltage and output it to the power distribution circuit 300. The second bidirectional DCDC circuit 220 can also convert the low voltage power output by the power distribution circuit 300 into a first voltage and output it to the first bidirectional DCDC circuit 210. Then, the first bidirectional DCDC circuit 210 converts the first voltage output by the second bidirectional DCDC circuit 220 into an adaptation voltage to charge the battery pack 110. The first bidirectional DCDC circuit 210 can be an isolation DCDC circuit, which can realize power isolation between the battery pack 110 and the power distribution circuit 300. The main control circuit 400 is used to control the power distribution circuit 300, the first bidirectional DCDC circuit 210, and the second bidirectional DCDC circuit 220 to realize voltage conversion between the battery pack 110 and the power distribution circuit 300, and can adjust the energy transfer direction between the battery pack 110 and the power distribution circuit 300.

[0059] In this embodiment, the first bidirectional DCDC circuit 210, the second bidirectional DCDC circuit 220, and the distribution circuit 300 are controlled by the main control circuit 400. The power battery pack 100 includes at least two battery cells connected in series in sequence. The distribution circuit 300 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300 and is connected to the battery pack 110 in the power battery pack 100 via the first bidirectional DCDC circuit 210. The distribution circuit 300 is also connected to the battery pack 110 in the power battery pack 100 via the second bidirectional DCDC circuit 220. The battery pack 110 includes some battery cells in the power battery pack 100. The distribution circuit 300 is controlled by the main control circuit 400 and can control the energy transmission direction between the power battery pack 100 and the battery pack 110, and the distribution circuit 300 provides different voltages to the first low-voltage load terminal 510 and the second low-voltage load terminal 520 respectively. Through the power supply architecture of the present application, the low-voltage battery of the entire vehicle can be eliminated, and the power battery pack 100 can be used to realize various low-voltage power distribution of the vehicle. In addition, when an abnormality occurs in a group of battery cells in the power battery pack 100, the battery pack 110 can also replace the low-voltage power supply, thereby ensuring the stability of the low-voltage power supply inside the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0060] In some embodiments, the power distribution circuit 300 may also provide the same low-voltage power supply to the first low-voltage load terminal 510 and the second low-voltage load terminal 520 .

[0061] In some embodiments, see Figure 2 As shown, the vehicle low-voltage hybrid power supply architecture also includes a DCDC circuit 600, which is connected between the power battery pack 100 and the distribution circuit 300. The DCDC circuit 600 is controlled by the main control circuit 400 to convert the high voltage electricity output by the power battery pack 100 into a low voltage power supply and output it to the distribution circuit 300. The distribution circuit 300 is controlled by the main control circuit 400 to control the energy transfer direction between the DCDC circuit 600 and the battery pack 110 and the energy transfer direction between the DCDC circuit 600 and the battery pack 110.

[0062] In the embodiment of the present application, the DCDC circuit 600 is controlled by the main control circuit 400 and can convert the high voltage output of the power battery pack 100 into a low voltage power supply and output it to the distribution circuit 300. The distribution circuit 300 is controlled by the main control circuit 400 to control the low voltage power provided by the DCDC circuit 600 to supplement the battery pack 110. The distribution circuit 300 can also be controlled by the main control circuit 400, and the DCDC circuit 600 provides different voltages for the first low voltage load terminal 510 and the second low voltage load terminal 520, respectively, so as to realize the energy transfer direction between the DCDC circuit 600, the battery pack 110, and the power battery pack 100. Through the scheme in this embodiment, the low voltage battery of the whole vehicle can be eliminated, and the power battery pack 100 can be used to realize a variety of low voltage power distribution of the vehicle, without the need to replace and maintain the low voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electric control system.

[0063] In some embodiments, a first bidirectional DCDC circuit 210 is connected between the power battery pack 100 and the distribution circuit 300. The first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300, and can realize power isolation between the battery pack 110 and the distribution circuit 300; the second bidirectional DCDC circuit 220 is connected between the first bidirectional DCDC circuit 210 and the distribution circuit 300, and the second bidirectional DCDC circuit 220 can output a second voltage to the distribution circuit 300.

[0064] In this embodiment, the first bidirectional DCDC circuit 210 can convert the voltage output by the battery pack 110 into a first voltage and output it to the power distribution circuit 300, and isolate the power distribution circuit 300 from the battery pack 110 to avoid mutual interference between the power distribution circuit 300 and the battery pack 110. The second bidirectional DCDC circuit 220 can convert the first voltage output by the first bidirectional DCDC circuit 210 into a second voltage and output it to the power distribution circuit 300. In this way, the distribution circuit 300 can receive the first voltage output by the first bidirectional DCDC circuit 210 and the second voltage output by the second bidirectional DCDC circuit 220 respectively, and the distribution circuit 300, the first bidirectional DCDC circuit 210, and the battery pack 110 form a power supply link, and the distribution circuit 300, the first bidirectional DCDC circuit 210, the second bidirectional DCDC circuit 220, and the battery pack 110 form another power supply link, so as to realize the function of providing a variety of low-voltage power distribution for the whole vehicle by the power battery pack 100. Even if the high-voltage output of the whole vehicle is turned off, the first bidirectional DCDC circuit 210 and the second bidirectional DCDC circuit 220 can be controlled by the main control circuit 400 to realize the purpose of providing the required low voltage for the whole vehicle by the battery pack 110 in the power battery pack 100. Furthermore, the solution in this embodiment can match the current transmission direction between the power battery pack 100 and the battery group 110 according to the power demand of the vehicle. When the battery group 110 or the battery group 110 fails, the power battery pack 100 can also convert the high voltage electricity into the first voltage and the second voltage via the DCDC circuit 600 to power the entire vehicle. In this way, the low-voltage battery of the entire vehicle can be eliminated, and there is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0065] In some embodiments, the first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300, and the second bidirectional DCDC circuit 220 is used to realize voltage conversion between the first bidirectional DCDC circuit 210 and the distribution circuit 300. In this way, the working states of the first bidirectional DCDC circuit 210 and the second bidirectional DCDC circuit 220 can be controlled by the main control circuit 400, so as to match the current transmission direction between the power battery pack 100, the battery pack 110 and the distribution circuit 300 according to the vehicle's power demand. The scheme in this embodiment eliminates the low-voltage battery of the whole vehicle, and uses the power battery to realize low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0066] In some embodiments, the second bidirectional DCDC circuit 220 can convert the first voltage output by the first bidirectional DCDC circuit 210 into a second voltage and output it to the distribution circuit 300, or it can receive the voltage input by the distribution circuit 300 and convert it into the first voltage, and replenish power for the battery pack 110 via the second bidirectional DCDC circuit 220.

[0067] In some embodiments, see Figure 3 As shown, the vehicle low-voltage hybrid power supply architecture also includes a battery management circuit 700 , which is connected to the power battery pack 100 . The battery management circuit 700 is used to manage the charging and discharging of the power battery pack 100 .

[0068] In some embodiments, see Figure 4 As shown, the DCDC circuit 600 includes a first DCDC module 610 , which is connected between the power battery pack 100 and the distribution circuit 300 . The first DCDC module 610 is controlled by the main control circuit 400 to convert the high voltage output by the power battery pack 100 into a first voltage and output it to the distribution circuit 300 .

[0069] In the embodiment of the present application, the first DCDC module 610 is connected between the power battery pack 100 and the power distribution circuit 300. The first DCDC module 610 is controlled by the main control circuit 400 to convert the high voltage output by the power battery pack 100 into a first voltage and output it to the power distribution circuit 300. The power distribution circuit 300 is controlled by the main control circuit 400 to control the first DCDC module 610 to provide the first voltage to supplement the battery pack 110, and can also control the first DCDC module 610 to supply power to the first low-voltage load terminal 510. The scheme in this embodiment can eliminate the low-voltage battery of the whole vehicle, and use the power battery pack 100 to realize a variety of low-voltage power distribution of the vehicle, without the need to replace and maintain the low-voltage battery, and without reserving space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electric control system.

[0070] In some embodiments, see Figure 5 As shown, the DCDC circuit 600 also includes a second DCDC module 620, which is connected between the power battery pack 100 and the distribution circuit 300. The second DCDC module 620 is controlled by the main control circuit 400 to convert the input voltage into a second voltage and output it to the distribution circuit 300. The first voltage is greater than the second voltage.

[0071] In an embodiment of the present application, the input end of the second DCDC module 620 is connected to the power battery pack 100, and the second DCDC module 620 converts the high voltage output by the power battery pack 100 into a second voltage and outputs it to the distribution circuit 300. The distribution circuit 300 can be controlled by the main control circuit 400 to forward the second voltage to the second low-voltage load end 520 or the second bidirectional DCDC circuit 220.

[0072] In some embodiments, see Figure 6 As shown, the second DCDC module 620 can also be connected between the first DCDC module 610 and the distribution circuit 300. The second DCDC module 620 is controlled by the main control circuit 400 to convert the input voltage into a second voltage and output it to the distribution circuit 300. The first voltage is greater than the second voltage.

[0073] In an embodiment of the present application, the input end of the second DCDC module 620 is connected to the output end of the first DCDC module 610. The first DCDC module 610 is controlled by the main control circuit 400 to convert the high voltage output by the power battery pack 100 into a first voltage. The second DCDC module 620 converts the first voltage output by the first DCDC module 610 into a second voltage and outputs it to the distribution circuit 300. The distribution circuit 300 can be controlled by the main control circuit 400 to forward the second voltage to the second low-voltage load end 520 or the second bidirectional DCDC circuit 220.

[0074] In some embodiments, see Figure 7 As shown, the distribution circuit 300 includes a first bidirectional switch unit 310, which is connected to the first DCDC module 610 and the first bidirectional DCDC circuit 210 to realize voltage conversion between the battery pack 110 and the distribution circuit 300. The first bidirectional switch unit 310 is controlled by the main control circuit 400 to control the energy transfer direction between the first DCDC module 610 and the first bidirectional DCDC circuit 210 to realize voltage conversion between the battery pack 110 and the distribution circuit 300.

[0075] In this embodiment, the first bidirectional switch unit 310 is connected to the first DCDC module 610 and the first bidirectional DCDC circuit 210 to realize voltage conversion between the battery pack 110 and the distribution circuit 300. The first bidirectional switch unit 310 can be controlled by the main control circuit 400 to control the first DCDC module 610 to output the first voltage to the DCDC circuit 600. The first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300. The first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300. It can be controlled by the main control circuit 400 to convert the first voltage into a high voltage to replenish the battery pack 110.

[0076] In some embodiments, the first bidirectional switch unit 310 may include two MOSFETs facing each other. By controlling the switching states of the two MOSFETs facing each other, the energy transmission direction between the first bidirectional DCDC circuit 210 and the first DCDC module 610 may be controlled.

[0077] In some embodiments, see Figure 7 As shown, the first bidirectional switch unit 310 includes a first electronic switch Q1 and a second electronic switch Q2, and the first electronic switch Q1 and the second electronic switch Q2 are arranged opposite to each other.

[0078] In some embodiments, the first electronic switch Q1 and the second electronic switch Q2 are both MOSFETs, and the sources of the first electronic switch Q1 and the second electronic switch Q2 are connected in common, or the drains thereof are connected in common.

[0079] In some embodiments, see Figure 7 As shown, the power distribution circuit 300 includes a second bidirectional switch unit 320, which is connected between the second DCDC module 620 and the second bidirectional DCDC circuit 220. The second bidirectional switch unit 320 is controlled by the main control circuit 400 to control the energy transfer direction between the second DCDC module 620 and the second bidirectional DCDC circuit 220.

[0080] In this embodiment, the second bidirectional switch unit 320 is connected between the second DCDC module 620 and the second bidirectional DCDC circuit 220. The second bidirectional switch unit 320 can be controlled by the main control circuit 400 to control the second DCDC module 620 to output the second voltage to the second bidirectional DCDC circuit 220. The second bidirectional DCDC circuit 220 can be controlled by the main control circuit 400 to convert the second voltage into a first voltage, and convert the first voltage into a high voltage via the first DCDC module 610 to replenish the battery pack 110.

[0081] In some embodiments, see Figure 7 As shown, the second bidirectional switch unit 320 includes a third electronic switch Q3 and a fourth electronic switch Q4, and the third electronic switch Q3 and the fourth electronic switch Q4 are arranged opposite to each other.

[0082] In some embodiments, the third electronic switch Q3 and the fourth electronic switch Q4 are both MOSFETs, and the sources of the third electronic switch Q3 and the fourth electronic switch Q4 are connected in common, or the drains thereof are connected in common.

[0083] In some embodiments, see Figure 7As shown, the power distribution circuit 300 includes a first load switch unit T1, which is connected between the first DCDC module 610 and the first low-voltage load end 510. The first load switch unit T1 is controlled by the main control circuit 400 to control the connection state between the first DCDC module 610 and the first low-voltage load end 510.

[0084] In this embodiment, the first load switch unit T1 is controlled by the main control circuit 400 to control the connection state between the first DCDC module 610 and the first low-voltage load terminal 510. When the first load switch unit T1 is turned on, the first DCDC module 610 provides the first voltage to the first low-voltage load terminal 510 via the first load switch unit T1. When the first DCDC module 610 stops working, the first bidirectional DCDC circuit 210 is used to realize the voltage conversion between the battery pack 110 and the power distribution circuit 300, and can also convert the voltage of the battery pack 110 into the first voltage, and provide the first voltage to the first low-voltage load terminal 510 via the first load switch unit T1.

[0085] In some embodiments, see Figure 7 As shown, the power distribution circuit 300 includes: a second load switch unit T2, the second load switch unit T2 is connected between the second DCDC module 620 and the second low-voltage load end 520, and the second load switch unit T2 is controlled by the main control circuit 400 to control the connection state between the second DCDC module 620 and the second low-voltage load end 520.

[0086] In some embodiments, the second load switch unit T2 is controlled by the main control circuit 400 to control the connection state between the first DCDC module 610 and the first low-voltage load terminal 510. When the first load switch unit T1 is turned on, the first DCDC module 610 provides the first voltage to the first low-voltage load terminal 510 via the first load switch unit T1. When the first DCDC module 610 stops working, the first bidirectional DCDC circuit 210 converts the voltage of the battery pack 110 into the first voltage, and provides the first voltage to the first low-voltage load terminal 510 via the first load switch unit T1.

[0087] In this embodiment, the first low-voltage load terminal 510 can be connected to the vehicle's internal comfort type loads, such as vehicle air conditioning, seat heating and other functional loads, and the second low-voltage load terminal 520 can be connected to the vehicle's internal safety control type power loads, such as vehicle computer controller, lighting, steering, braking and other functional loads.

[0088] In some embodiments, the first load switch unit T1 may include a multi-way electronic switch, and the multi-way electronic switch is respectively connected to a plurality of first loads.

[0089] In some embodiments, the second load switch unit T2 may include a multi-way electronic switch, and the multi-way electronic switch is respectively connected to a plurality of second loads.

[0090] In this embodiment, the first load may be a functional load such as a vehicle air conditioner, seat heating, etc., and the second load may be a functional load such as a vehicle controller, lighting, steering, braking, etc.

[0091] When the vehicle is started, the first bidirectional switch unit 310 is turned on, and the battery pack 110 outputs a first voltage through the first bidirectional DCDC circuit 210 to power the first low-voltage load terminal 510. The current is output from the first bidirectional DCDC circuit 210 to the first load switch unit T1, thereby powering the controller of the driving safety category inside the vehicle. Then, the main positive relay and the main negative relay in the battery management circuit 700 are closed, and the first DCDC module 610 is started. The first DCDC module 610 converts the high voltage output by the power battery pack 100 into a first voltage and outputs it to the first low-voltage load terminal 510, and the vehicle is powered on.

[0092] In some embodiments, see Figure 8 As shown, the DCDC circuit 600 includes: a multi-winding integrated transformer T0, a first voltage conversion circuit 631, a second voltage conversion circuit 632 and a third voltage conversion circuit 633. The first winding of the multi-winding integrated transformer T0 is connected to the battery management circuit 700 via the first voltage conversion circuit 631, the second winding of the multi-winding integrated transformer T0 is connected to the distribution circuit 300 via the second voltage conversion circuit 632, and the third winding of the multi-winding integrated transformer T0 is connected to the distribution circuit 300 via the third voltage conversion circuit 633.

[0093] In the embodiment of the present application, the working states of the first voltage conversion circuit 631, the second voltage conversion circuit 632, and the third voltage conversion circuit 633 are controlled by the main control circuit 400, the first voltage conversion circuit 631 is connected between the power battery pack 100 and the first winding, the second voltage conversion circuit 632 is connected between the distribution circuit 300 and the second winding, and the third voltage conversion circuit 633 is connected between the distribution circuit 300 and the third winding, so that the power battery pack 100 can simultaneously generate the first voltage and the second voltage through the multi-winding integrated transformer T0 and output them to the distribution circuit 300, and provide the first voltage to the first low-voltage load terminal 510 and the second voltage to the second low-voltage load terminal 520 respectively through the distribution circuit 300, and through By controlling the working states of the first voltage conversion circuit 631, the second voltage conversion circuit 632, and the third voltage conversion circuit 633, the primary and secondary settings of the first winding, the second winding, and the third winding can be determined, thereby adjusting the direction of energy transmission between the windings. This can not only realize the function of the power battery pack 100 providing low-voltage power distribution for the entire vehicle, but also match the current transmission direction between the power battery pack 100 and the battery pack 110 according to the vehicle's power demand. Through the solution in this embodiment, the low-voltage battery of the entire vehicle can be eliminated, and the power battery pack 100 can be used to realize a variety of low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0094] In some embodiments, a three-port DCDC converter is formed by a first voltage conversion circuit 631, a second voltage conversion circuit 632, a third voltage conversion circuit 633 and a multi-winding integrated transformer T0. The power battery pack 100 can be stepped down to obtain a first voltage and a second voltage. By reusing the power battery pack 100, a vehicle power distribution solution without a low-voltage battery can be implemented, and pre-charging relays and pre-charging resistors can be omitted in the vehicle power supply architecture, thereby reducing the cost of the vehicle power supply architecture.

[0095] In this embodiment, the distribution circuit 300 is connected to the second winding of the multi-winding integrated transformer T0 via the second voltage conversion circuit 632, and the distribution circuit 300 is connected to the third winding of the multi-winding integrated transformer T0 via the third voltage conversion circuit 633, wherein the second winding and the third winding as secondary windings can convert the high voltage electricity of the power battery pack 100 into low voltage electricity, and obtain the first voltage via the second voltage conversion circuit 632 and the second voltage via the third voltage conversion circuit 633 respectively, and can also achieve a state switching time of 100 microseconds (us) based on the multi-winding transformer, and its switching rate is much higher than the switching time of 10 microseconds (us) of the relay.

[0096] In some embodiments, the first voltage conversion circuit 631 may be a full-bridge rectifier inverter circuit.

[0097] In some embodiments, the second voltage conversion circuit 632 may be a full-bridge rectifier inverter circuit.

[0098] In some embodiments, the third voltage conversion circuit 633 may be a full-bridge rectifier inverter circuit.

[0099] In this embodiment, the first voltage conversion circuit 631 and the second voltage conversion circuit 632 can be full-bridge rectifier inverter circuits. The first voltage conversion circuit 631 is controlled by the main control circuit 400 and can convert the direct current output of the power battery pack 100 into alternating current and output it to the first winding of the multi-winding integrated transformer T0. At this time, the first winding can be used as the primary winding of the multi-winding integrated transformer T0. The first voltage conversion circuit 631 can also be controlled by the main control circuit 400 to convert the alternating current output of the first winding of the multi-winding integrated transformer T0 into direct current and output it to the two ends of the power battery pack 100. At this time, the first winding can be used as the secondary winding of the multi-winding integrated transformer T0.

[0100] The second voltage conversion circuit 632 is controlled by the main control circuit 400 and can convert the AC power output by the multi-winding integrated transformer T0 into DC power and output it to the distribution circuit 300. At this time, the second winding can be used as the secondary winding of the multi-winding integrated transformer T0, or it can be controlled by the main control circuit 400 to convert the low-voltage power output by the distribution circuit 300 into AC power and output it to the power battery pack 100 via the second winding, so as to achieve the purpose of pre-charging the power battery pack 100.

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

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

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

[0104] In this embodiment, by setting the second voltage conversion circuit 632 and the third voltage conversion circuit 633 as half-bridge rectifier inverter circuits, the conversion efficiency of the output current of the second winding and the third winding of the multi-winding integrated transformer T0 can be improved, making it more suitable for low voltage and high current application scenarios. In this embodiment, the second voltage conversion circuit 632 is controlled by the main control circuit 400 and can convert the alternating current output by the second winding into direct current and output it to the distribution circuit 300. The third voltage conversion circuit 633 is controlled by the main control circuit 400 and can convert the alternating current output by the third winding into direct current and output it to the distribution circuit 300. It can not only realize the function of providing low-voltage power distribution for the whole vehicle by the power battery pack 100, but also match the current transmission direction between the power battery pack 100, the battery pack 110 and the distribution circuit 300 according to the power demand of the vehicle. In addition, the scheme in this embodiment eliminates the low-voltage battery of the whole vehicle, and uses the power battery to realize the low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0105] In some embodiments, there is no need to set a resonant inductor between the first winding of the multi-winding integrated transformer T0 and the first voltage conversion circuit 631. By controlling the working mode of the third voltage conversion circuit 633, the third winding and the fourth winding of the multi-winding integrated transformer T0 are connected in series, thereby generating a leakage inductance in the first winding of the multi-winding integrated transformer T0, thereby replacing the resonant inductor between the first winding of the multi-winding integrated transformer T0 and the first voltage conversion circuit 631.

[0106] In some embodiments, there is no need to set a resonant inductor between the second winding of the multi-winding integrated transformer T0 and the second voltage conversion circuit 632. By controlling the working mode of the third voltage conversion circuit 633, a leakage inductance is generated in the second winding of the multi-winding integrated transformer T0, thereby replacing the resonant inductor between the second winding of the multi-winding integrated transformer T0 and the second voltage conversion circuit 632.

[0107] In some embodiments, the first winding may be connected to the first voltage conversion circuit 631 via a first resonant inductor unit.

[0108] In some embodiments, the second winding may be connected to the second voltage conversion circuit 632 via a second resonant inductor unit.

[0109] In this embodiment, the first resonant inductor unit and the second resonant inductor unit include at least one resonant inductor, and both ends of the first winding of the multi-winding integrated transformer T0 are connected to the positive and negative electrodes of the power battery pack 100 via the first voltage conversion circuit 631, and both ends of the second winding of the multi-winding integrated transformer T0 are connected to the first load switch unit T1 via the second voltage conversion circuit 632. The third winding of the multi-winding integrated transformer T0 is connected to the second load switch unit T2 via the third voltage conversion circuit 633. When the power battery pack 100 in the vehicle outputs a high voltage, the second winding and the third winding of the multi-winding integrated transformer T0 output low-voltage AC power, and output the first voltage to the first load switch unit T1 via the second voltage conversion circuit 632, and output the second voltage to the second load switch unit T2 via the third voltage conversion circuit 633.

[0110] In some embodiments, both ends of the second winding of the multi-winding integrated transformer T0 are connected to the distribution circuit 300 via a second voltage conversion circuit 632. The second voltage conversion circuit 632 is a smaller power module whose power can be in the hundreds of watts level. Before the high voltage output by the power battery pack 100 is powered on, the second voltage conversion circuit 632 can not only supply power to the vehicle's distribution circuit 300, but also pre-charge the closure of the total positive relay K11 of the power battery pack 100.

[0111] In some embodiments, the main control circuit 400 is also used to control the power battery pack 100 to replenish power for the battery pack 110 via the DCDC circuit 600, the distribution circuit 300 and the first bidirectional DCDC circuit 210 to achieve voltage conversion between the battery pack 110 and the distribution circuit 300 when the power of the battery pack 110 is less than a first preset value.

[0112] In this embodiment, the battery pack 110 includes at least one battery cell. When the power level of the battery pack 110 is less than a first preset value, the DCDC circuit 600 can convert the high voltage output by the power battery pack 100 into a first voltage, and then the distribution circuit 300 outputs the first voltage to the first bidirectional DCDC circuit 210 to achieve voltage conversion between the battery pack 110 and the distribution circuit 300. At this time, the first bidirectional DCDC circuit 210 converts the received first voltage into an adaptive voltage to charge the battery pack 110.

[0113] In some embodiments, the main control circuit 400 is also used to control the power battery pack 100 to replenish power to the battery pack 110 via the DCDC circuit 600, the distribution circuit 300, the second bidirectional DCDC circuit 220, and the first bidirectional DCDC circuit 210 when the power of the battery pack 110 is less than a second preset value.

[0114] In this embodiment, the battery pack 110 includes at least one battery cell. When the power level of the battery pack 110 is less than a first preset value, the distribution circuit 300 can output a second voltage to the second bidirectional DCDC circuit 220. At this time, the second bidirectional DCDC circuit 220 converts the received second voltage into a first voltage, and then converts the received first voltage into an adaptive voltage via the first bidirectional DCDC circuit 210 to charge the battery pack 110.

[0115] In some embodiments, the main control circuit 400 is also used to control the DCDC circuit 600 to provide a first voltage to the first low-voltage load terminal 510 when the battery management circuit 700 outputs high voltage electricity, and the DCDC circuit 600 provides a second voltage to the second low-voltage load terminal 520.

[0116] In some embodiments, see Figure 7 As shown, the battery management circuit 700 may include a total positive relay K11 and a total negative relay K12. When the total positive relay K11 and the total negative relay K12 are closed, the power battery pack 100 outputs high voltage, and the power battery pack 100 provides low voltage power to the entire vehicle when the vehicle is charging, driving, and parking.

[0117] In some embodiments, see Figure 7 As shown, the battery management circuit 700 may include a pre-charge relay K21 and a pre-charge resistor R0, which are connected in series and then connected in parallel with the main positive relay K11.

[0118] In some embodiments, the first voltage outputted by the first bidirectional DCDC circuit 210 to the power distribution circuit 300 may be 48V.

[0119] In some embodiments, the second voltage outputted by the second bidirectional DCDC circuit 220 to the power distribution circuit 300 may be 12V.

[0120] In some embodiments, after the vehicle high-voltage power-on is completed and starts normal operation, the DCDC circuit 600 converts the high-voltage electricity output by the power battery pack 100 into a first voltage and outputs it to the distribution circuit 300. The distribution circuit 300 supplies power to the first low-voltage load terminal 510 according to the first voltage. The DCDC circuit 600 converts the high-voltage electricity output by the power battery pack 100 into a second voltage and outputs it to the distribution circuit 300. The distribution circuit 300 supplies power to the second low-voltage load terminal 520 according to the second voltage. The battery management system requests voltage and current from the first bidirectional DCDC circuit 210 according to the voltage of the battery cells in the power battery pack 100 to realize charging and balancing of the battery group 110 in the power battery pack 100.

[0121] In some embodiments, when the vehicle is driving normally, when the first DCDC module 610 or the high-voltage circuit (such as a relay, a high-voltage connector, a non-start-stop battery cell, etc.) fails, the first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300, and the first bidirectional DCDC circuit 210 and the second bidirectional DCDC circuit 220 can be quickly started and connected to the low-voltage load circuit. The first bidirectional DCDC circuit 210 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300, and converts the voltage of the battery pack 110 into a first voltage and distributes it intelligently through the distribution circuit 300, and only supplies power to the vehicle's safety loads, such as brakes, steering, warning lights, etc., to ensure the user's basic steering and side parking safety operations.

[0122] In some embodiments, when the vehicle is driving normally, when the second DCDC module 620 or the high-voltage circuit (such as a relay, a high-voltage connector, a non-start-stop battery cell, etc.) fails, the second bidirectional DCDC circuit 220 converts the first voltage output by the first bidirectional DCDC circuit 210 into a second voltage and intelligently distributes power through the distribution circuit 300, only supplying power to the vehicle's safety loads, such as brakes, steering, warning lights, etc., to ensure the user's basic steering and side parking safety operations.

[0123] In some embodiments, the output voltage range of the battery pack 110 is 12V-72V.

[0124] In some embodiments, battery pack 110 includes a 12 volt lithium-ion battery or sodium-ion battery, or other rechargeable battery.

[0125] In some embodiments, battery pack 110 includes a 24 volt lithium-ion battery or sodium-ion battery, or other rechargeable battery.

[0126] In some embodiments, battery pack 110 includes a 48 volt lithium-ion battery or a sodium-ion battery, or other rechargeable battery.

[0127] In some embodiments, the battery pack 110 includes a 72V lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0128] In this embodiment, the vehicle low-voltage hybrid power supply architecture in the embodiment of the present application can be applied to new energy vehicles, wherein the output voltage of the battery pack 110 in the power battery pack 100 does not exceed 72V.

[0129] An embodiment of the present application also provides a vehicle management system, which includes a vehicle low-voltage hybrid power supply architecture as in any one of the above embodiments.

[0130] An embodiment of the present application also provides a car, which includes a vehicle low-voltage hybrid power supply architecture as in any one of the above embodiments.

[0131] In this embodiment, by integrating the vehicle low-voltage hybrid power supply architecture of any of the above embodiments into the automobile, the DCDC circuit 600, the distribution circuit 300, and the main control circuit 400 can be integrated into one structural component, and the DCDC circuit 600 and the distribution circuit 300 reuse the same controller, thereby optimizing the electrical architecture of the vehicle management system, simplifying the relevant components of the entire vehicle, and greatly reducing the cost of the entire vehicle.

[0132] In this embodiment, the power battery pack 100 includes at least two battery cells connected in series in sequence. The distribution circuit 300 is used to realize voltage conversion between the battery pack 110 and the distribution circuit 300 via the first bidirectional DCDC circuit 210. The distribution circuit 300 is also connected to the battery pack 110 in the power battery pack 100 via the second bidirectional DCDC circuit 220 and the first bidirectional DCDC circuit 210. The battery pack 110 includes some battery cells in the power battery pack 100. The distribution circuit 300 is controlled by the main control circuit 400 and can control the energy transmission direction between the power battery pack 100 and the battery pack 110, and respectively provide a first voltage to the first low-voltage load terminal 510 and a second voltage to the second low-voltage load terminal 520. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery pack 100 can be used to realize multiple low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, and there is no need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0133] Those skilled in the art can clearly understand that for the convenience and simplicity of description, only the division of the above-mentioned functional units and modules is used as an example for illustration. In actual applications, the above-mentioned functions can be distributed and completed by different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into a processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. In addition, the specific names of the functional units and modules are only for the convenience of distinguishing each other, and are not used to limit the scope of protection of this application. The specific working process of the units and modules in the above-mentioned system can refer to the corresponding process in the aforementioned method embodiment, which will not be repeated here.

[0134] In the above embodiments, the description of each embodiment has its own emphasis. For parts that are not described or recorded in detail in a certain embodiment, reference can be made to the relevant descriptions of other embodiments.

[0135] In the embodiments provided in the present application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the electronic device embodiments described above are merely schematic. For example, the division of modules or units is only a logical function division, and there may be other division methods in actual implementation, such as multiple units or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be an indirect coupling or communication connection through some interfaces, devices or units, which can be electrical, mechanical or other forms.

[0136] The units described as separate components may or may not be physically separated, and the components shown as units may or may not be physical units, that is, they may be located in one place or distributed on multiple network units. Some or all of the units may be selected according to actual needs to achieve the purpose of the solution of this embodiment.

[0137] In addition, each functional unit in each embodiment of the present application may be integrated into one processing unit, or each unit may exist physically separately, or two or more units may be integrated into one unit. The above-mentioned integrated unit may be implemented in the form of hardware or in the form of software functional units.

[0138] The above embodiments are only used to illustrate the technical solutions of the present application, rather than to limit them. Although the present application has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent replacements for some of the technical features therein. These modifications or replacements do not deviate the essence of the corresponding technical solutions from the spirit and scope of the technical solutions of the embodiments of the present application, and should all be included in the protection scope of the present application.

Claims

1. A low-voltage hybrid power supply architecture for a vehicle, characterized in that: include: A power battery pack, comprising at least two battery cells connected in series; a first bidirectional DCDC circuit, wherein the first bidirectional DCDC circuit is connected to a battery pack, wherein the battery pack includes some battery cells in the power battery pack; a second bidirectional DCDC circuit, connected to the first bidirectional DCDC circuit, and configured to convert a first voltage output by the first bidirectional DCDC circuit into a second voltage; a power distribution circuit, connecting the first bidirectional DCDC circuit and the second bidirectional DCDC circuit; A main control circuit is used to control the distribution circuit, the first bidirectional DCDC circuit and the second bidirectional DCDC circuit to adjust the direction of energy transfer between the battery pack, the power battery pack and the distribution circuit, and the distribution circuit is controlled by the main control circuit to provide the first voltage to the first low-voltage load end and the second voltage to the second low-voltage load end.

2. The vehicle low-voltage hybrid power supply architecture according to claim 1, characterized in that: The vehicle low-voltage hybrid power supply architecture further includes: A DCDC circuit is connected between the power battery pack and the power distribution circuit, and is used to be controlled by the main control circuit to convert the high voltage power output by the power battery pack into a low voltage power supply and output it to the power distribution circuit; The power distribution circuit is controlled by the main control circuit to control the energy transfer direction between the DCDC circuit and the battery pack.

3. The vehicle low-voltage hybrid power supply architecture according to claim 2, characterized in that: The vehicle low-voltage hybrid power supply architecture further includes: The battery management circuit is connected between the power battery pack and the DCDC circuit, and is used to manage the charging and discharging of the power battery pack.

4. The low-voltage hybrid power supply architecture for vehicles according to claim 2, characterized in that: The DCDC circuit comprises: The first DCDC module is connected between the power battery pack and the power distribution circuit, and is used to be controlled by the main control circuit to convert the high voltage output by the power battery pack into a first voltage and output it to the power distribution circuit.

5. The low-voltage hybrid power supply architecture for vehicles according to claim 2, characterized in that: The DCDC circuit further includes: A second DCDC module is connected between the power battery pack and the power distribution circuit. The second DCDC module is controlled by the main control circuit to convert the input voltage into a second voltage and output it to the power distribution circuit. The first voltage is greater than the second voltage.

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

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

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

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

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

11. The vehicle low-voltage hybrid power supply architecture according to claim 3, characterized in that: The DCDC circuit comprises: a multi-winding integrated transformer, a first voltage conversion circuit, a second voltage conversion circuit and a third voltage conversion circuit; The first winding of the multi-winding integrated transformer is connected to the battery management circuit via the first voltage conversion circuit, the second winding of the multi-winding integrated transformer is connected to the distribution circuit via the second voltage conversion circuit, and the third winding of the multi-winding integrated transformer is connected to the distribution circuit via the third voltage conversion circuit.

12. The vehicle low-voltage hybrid power supply architecture according to any one of claims 2-7, 9, and 11, characterized in that: The main control circuit is also used to control the power battery pack to supplement power to the battery pack via the DCDC circuit, the power distribution circuit and the first bidirectional DCDC circuit when the power of the battery pack is less than a first preset value.

13. The vehicle low-voltage hybrid power supply architecture according to any one of claims 2-7, 9 and 11, characterized in that: The main control circuit is also used to control the power battery pack to replenish power to the battery pack via the DCDC circuit, the power distribution circuit, the second bidirectional DCDC circuit, and the first bidirectional DCDC circuit when the power of the battery pack is less than a first preset value.

14. The vehicle low-voltage hybrid power supply architecture according to claim 3, characterized in that: The main control circuit is also used to control the DCDC circuit to provide a first voltage to the first low-voltage load end and to provide a second voltage to the second low-voltage load end when the battery management circuit outputs high voltage electricity.

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

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