Vehicle low voltage power supply architecture, automobile

Abstract

The present application discloses a vehicle low-voltage power supply architecture and a vehicle, wherein the vehicle low-voltage power supply architecture includes a DCDC circuit, a power battery pack, a low-voltage power distribution circuit, and a main control circuit, wherein the power battery pack includes at least two battery cells connected in series in sequence, the power battery pack is connected to a first end of the DCDC circuit, the second end of the DCDC circuit is connected to two ends of a battery pack, the battery pack includes some battery cells in the power battery pack, the low-voltage power distribution circuit is connected to a third end of the DCDC circuit, and the main control circuit controls the energy transmission direction between the first end, the second end and the third end of the DCDC circuit. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the low-voltage power distribution of the vehicle can be realized by using the power battery. 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.

Description

Technical Field

[0001] The present application relates to the field of automobile technology, and in particular to a vehicle low-voltage power supply architecture and an automobile. 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. The battery management system then manages the low-voltage lithium-ion batteries.

[0003] However, the current vehicle power supply architecture usually requires two independent sets of batteries to provide high-voltage and low-voltage power respectively. Not only does this occupy a large amount of vehicle space, but the low-voltage batteries also require regular maintenance and replacement, increasing vehicle costs. Utility Model Content

[0004] In view of the above problems, the present application provides a vehicle low-voltage power supply architecture and a vehicle, which can solve the problem that the current vehicle power supply architecture requires regular maintenance and replacement of low-voltage batteries, thereby increasing vehicle costs.

[0005] A first aspect of an embodiment of the present application provides a vehicle low-voltage power supply architecture, including:

[0006] DCDC circuit;

[0007] A power battery pack, comprising at least two battery cells connected in series, wherein the power battery pack is connected to a first end of the DCDC circuit, and a second end of the DCDC circuit is connected to a battery pack, wherein the battery pack comprises some of the battery cells in the power battery pack;

[0008] A low voltage power distribution circuit connected to the third terminal of the DCDC circuit;

[0009] A main control circuit is connected to the DCDC circuit and is used to control the energy transmission direction between the first end, the second end and the third end of the DCDC circuit.

[0010] In the technical solution of the embodiment of the present application, by connecting the first end, the second end and the third end of the DCDC circuit to the power battery pack, the battery pack and the low-voltage distribution circuit respectively, the low-voltage distribution circuit can be simultaneously connected to the power battery pack and the battery pack in the power battery pack via the DCDC circuit, so as to realize the function of providing low-voltage power distribution for the whole vehicle by the power battery pack. Even if the high-voltage output of the whole vehicle is shut off, the energy transmission direction between the first end, the second end and the third end of the DCDC circuit can be controlled by the main control circuit, and the current transmission direction between the power battery pack, the battery pack and the low-voltage distribution circuit can be adjusted. The battery pack in the power battery pack provides the function of low-voltage power distribution for the whole vehicle, and the current transmission direction between the power battery pack, the battery pack and the low-voltage distribution circuit can be matched according to the power demand of the vehicle. The solution in this embodiment eliminates the low-voltage battery of the entire vehicle, and reuses the power battery to realize the low-voltage power distribution of the vehicle. When the battery pack fails, the output voltage of the power battery pack can be converted into low voltage via the DCDC circuit to power the entire 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.

[0011] In some embodiments, the DCDC circuit includes: a multi-winding integrated transformer and at least three voltage conversion circuits;

[0012] The multiple windings of the multi-winding integrated transformer are respectively connected to the power battery pack, the battery pack and the low-voltage power distribution circuit via at least three voltage conversion circuits;

[0013] The working states of at least three of the voltage conversion circuits are controlled by the main control circuit to adjust the energy transmission direction between the power battery pack, the battery group and the low-voltage distribution circuit.

[0014] In the technical solution of the embodiment of the present application, the multiple windings of the multi-winding integrated transformer are respectively connected to the power battery pack, the battery pack and the low-voltage distribution circuit via at least three voltage conversion circuits, and the conversion direction of the voltage conversion circuit can be controlled by the main control circuit to realize the primary winding and the secondary winding setting of the multiple windings of the multi-winding integrated transformer, thereby determining the energy transmission direction between the multiple windings, so that the low-voltage distribution circuit can be connected to the power battery pack and the battery pack in the power battery pack at the same time via one of the windings, so as to realize the function of providing low-voltage power distribution for the whole vehicle by the power battery pack. On the other hand, the current transmission direction between the power battery pack, the battery pack and the low-voltage distribution circuit can be adjusted by adjusting the energy transmission direction between the multiple windings of the multi-winding integrated transformer, so as to achieve the purpose of matching the power demand of the vehicle. Through the solution in this embodiment, the low-voltage battery of the whole vehicle is cancelled, and the low-voltage power distribution of the vehicle is realized by the power battery, 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.

[0015] In some embodiments, the at least three voltage conversion circuits include: a first voltage conversion circuit, a second voltage conversion circuit, and a third voltage conversion circuit;

[0016] The first winding of the multi-winding integrated transformer serves as the first end of the DCDC circuit and is connected to the power battery pack via the first voltage conversion circuit;

[0017] The second winding of the multi-winding integrated transformer serves as the second end of the DCDC circuit and is connected to the battery pack via the second voltage conversion circuit;

[0018] The third winding and the fourth winding of the multi-winding integrated transformer serve as the third end of the DCDC circuit and are connected to the low-voltage distribution circuit via the third voltage conversion circuit; the third winding and the fourth winding are connected in parallel, and the same-name end of the third winding is connected to the opposite-name end of the fourth winding.

[0019] 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 battery pack and the second winding, and the third voltage conversion circuit is connected between the low-voltage distribution circuit and the third winding and the fourth winding. The low-voltage distribution circuit can be simultaneously connected to the power battery pack and the battery pack in the power battery pack via a multi-winding integrated transformer, and the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit are controlled by the main control circuit. Working state, the primary and secondary settings of the first winding, the second winding, the third winding, and the fourth winding can be determined, so as to adjust the direction of energy transmission between each winding, which can not only realize the function of providing low-voltage power distribution for the whole vehicle by the power battery pack, but also can match the current transmission direction between the power battery pack, the battery pack and the low-voltage distribution circuit according to the power demand of the vehicle. 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, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0020] In some embodiments, the first voltage conversion circuit and the second voltage conversion circuit are full-bridge rectifier inverter circuits or half-bridge rectifier inverter circuits; and / or the third voltage conversion circuit is a half-bridge rectifier circuit.

[0021] In the technical solution of the embodiment of the present application, the first voltage conversion circuit and the second voltage conversion circuit can be a full-bridge rectifier inverter circuit or a half-bridge rectifier inverter circuit, and the third voltage conversion circuit can be a half-bridge rectifier circuit. The first voltage conversion circuit is controlled by the main control circuit and can convert the direct current output by the power battery pack into alternating current and output it to the first winding. The second voltage conversion circuit is controlled by the main control circuit and can convert the direct current output by the battery pack into alternating current and output it to the second winding. It can also convert the alternating current induced by the second winding into direct current and output it to the battery pack. The third voltage conversion circuit is controlled by the main control circuit and can convert the alternating current induced by the third winding and the fourth winding into direct current and output it to the low-voltage distribution circuit. The power battery pack and the battery pack in the power battery pack can both supply power to the low-voltage distribution circuit via a multi-winding integrated transformer. 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, the battery pack and the low-voltage distribution circuit according to the power demand of the vehicle. In addition, the scheme in this embodiment cancels the low-voltage battery of the entire 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 structure of the entire vehicle, which is conducive to the layout and simplification of the electronic control system.

[0022] In some embodiments, the first winding is connected to the first voltage conversion circuit via a first resonant inductor unit; and / or

[0023] The second winding is connected to the second voltage conversion circuit via a second resonant inductor unit.

[0024] In some embodiments, the first voltage conversion circuit includes: a first switch unit, a second switch unit, a third switch unit, a fourth switch unit, and a first resonant capacitor unit;

[0025] The first ends of the first switch unit and the third switch unit are connected to the positive terminal of the power battery pack, the second end of the third switch unit and the first end of the fourth switch unit are connected to the first end of the first winding via the first resonant capacitor unit, the second end of the first switch unit and the first end of the second switch unit are connected to the second end of the first winding, and the second ends of the second switch unit and the fourth switch unit are connected to the negative terminal of the power battery pack.

[0026] In the technical solution of the embodiment of the present application, the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit can form a full-bridge rectifier inverter circuit. By adjusting the switch duty ratio of the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit, the direct current output by the power battery pack can be converted into alternating current and output to the first winding. The second winding, the third winding, and the fourth winding can all receive the induced current for the secondary winding. Among them, if the voltage difference between the battery pack and other battery packs in the power battery pack exceeds the threshold voltage, the second voltage conversion circuit can convert the alternating current output by the second winding into direct current and output it to the battery pack to balance the battery pack. The third voltage conversion circuit is controlled by the main control circuit and can convert the alternating current output by the third winding and the fourth winding into direct current and output it to the low-voltage distribution circuit. Furthermore, the power battery pack and the battery pack inside the power battery pack can both supply power to the low-voltage distribution circuit via a multi-winding integrated transformer, which can not only realize the function of the power battery pack providing low-voltage power distribution for the entire vehicle, but also can match the current transmission direction between the power battery pack, the battery pack and the low-voltage distribution circuit according to the vehicle's power demand. In addition, the scheme in this embodiment eliminates the low-voltage battery of the entire 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, 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.

[0027] In some embodiments, the second voltage conversion circuit includes: a fifth switch unit, a sixth switch unit, a seventh switch unit, an eighth switch unit, and a second resonant capacitor unit;

[0028] The first end of the fifth switch unit and the first end of the seventh switch unit are connected to the positive end of the battery unit, the second end of the fifth switch unit and the first end of the sixth switch unit are connected to the first end of the second winding via the second resonant capacitor unit, the second end of the seventh switch unit and the first end of the eighth switch unit are connected to the second end of the second winding, and the second end of the sixth switch unit and the second end of the eighth switch unit are connected to the negative end of the battery unit.

[0029] In the technical solution of the embodiment of the present application, the fifth switch unit, the sixth switch unit, the seventh switch unit, and the eighth switch unit can form a full-bridge rectifier inverter circuit. By adjusting the switch duty ratio of the fifth switch unit, the sixth switch unit, the seventh switch unit, and the eighth switch unit, the direct current output by the battery pack can be converted into alternating current and output to the second winding, and the inductive current of the second winding can also generate direct current to supplement the battery pack. The third winding and the fourth winding can both receive the inductive current for the secondary winding, and the third voltage conversion circuit is controlled by the main control circuit and can convert the alternating current output by the third winding and the fourth winding into direct current and output it to the low-voltage distribution circuit. Furthermore, when the whole vehicle does not output high voltage electricity, the first voltage conversion circuit does not work, and the second voltage conversion circuit can use the DC power output by the battery pack to power the low-voltage distribution circuit via a multi-winding integrated transformer, thereby providing the whole vehicle with a low-voltage power distribution function through the energy inside the power battery pack. The scheme in this embodiment eliminates the low-voltage battery of the whole vehicle, and uses the power battery to achieve low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0030] In some embodiments, the third voltage conversion circuit includes a ninth switch unit and a tenth switch unit;

[0031] The first end of the ninth switch unit is connected to the first end of the third winding, the first end of the tenth switch unit is connected to the first end of the fourth winding, the second end of the ninth switch unit and the second end of the tenth switch unit are connected to the negative terminal of the low-voltage distribution circuit, and the second end of the third winding and the second end of the fourth winding are connected to the positive terminal of the low-voltage distribution circuit.

[0032] In the technical solution of the embodiment of the present application, the ninth switch unit and the tenth switch unit can form a half-bridge rectifier circuit. By adjusting the switch duty ratio of the fifth switch unit, the sixth switch unit, the seventh switch unit, and the eighth switch unit, the direct current output by the battery pack can be converted into alternating current and output to the second winding, or the inductive current of the second winding can generate direct current to supplement the battery pack. The third winding and the fourth winding can both receive the inductive current for the secondary winding. The ninth switch unit and the tenth switch unit are controlled by the main control circuit and can convert the alternating current output by the third winding and the fourth winding into direct current and output to the low-voltage distribution circuit. Furthermore, when the whole vehicle does not output high voltage electricity, the first voltage conversion circuit does not work, and the second voltage conversion circuit can use the DC power output by the battery pack to power the low-voltage distribution circuit via a multi-winding integrated transformer, thereby providing the whole vehicle with a low-voltage power distribution function through the energy inside the power battery pack. The scheme in this embodiment eliminates the low-voltage battery of the whole vehicle, and uses the power battery to achieve low-voltage power distribution of the vehicle. There is no need to replace and maintain the low-voltage battery, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0033] In some embodiments, the driving waveforms of the first switch unit and the second switch unit are complementary, and the driving waveforms of the third switch unit and the fourth switch unit are complementary; the phase angles of the driving waveforms of the first switch unit and the fourth switch unit differ by 180 degrees.

[0034] In the technical solution of the embodiment of the present application, the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit can form a full-bridge rectifier inverter circuit. By setting the driving waveforms of the first switch unit and the second switch unit to be complementary, and the driving waveforms of the third switch unit and the fourth switch unit to be complementary, and by adjusting the switch duty ratios of the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit, the direct current output by the power battery pack can be converted into alternating current and output to the first winding. The second winding, the third winding, and the fourth winding can all receive the induced current for the secondary winding, wherein the voltage difference between the battery pack and other battery packs in the power battery pack exceeds the threshold voltage, then the second voltage conversion circuit can convert the alternating current output by the second winding into direct current and output it to the battery pack to balance the battery pack, and the third voltage conversion circuit is controlled by the main control circuit and can convert the alternating current output by the third winding and the fourth winding into direct current and output it to the low-voltage distribution circuit. Furthermore, the power battery pack and the battery pack inside the power battery pack can both supply power to the low-voltage distribution circuit via a multi-winding integrated transformer, which can not only realize the function of the power battery pack providing low-voltage power distribution for the entire vehicle, but also can match the current transmission direction between the power battery pack, the battery pack and the low-voltage distribution circuit according to the vehicle's power demand. In addition, the scheme in this embodiment eliminates the low-voltage battery of the entire 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, 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, a BUCK circuit is further provided between the positive terminal of the low-voltage power distribution circuit and the third voltage conversion circuit.

[0036] In some embodiments, the BUCK circuit includes: a twelfth switch unit, a first voltage stabilizing unit, a third inductor unit, and an eleventh switch unit;

[0037] The first end of the twelfth switch unit is connected to the first end of the fourth winding via the tenth switch unit, the second end of the twelfth switch unit is connected to the second end of the fourth winding via the eleventh switch unit, the cathode of the first voltage stabilizing unit and the first end of the third inductor unit are connected to the second end of the twelfth switch unit, the anode of the first voltage stabilizing unit and the first end of the twelfth switch unit are connected to the negative terminal of the low-voltage distribution circuit, and the second end of the third inductor unit is connected to the positive terminal of the low-voltage distribution circuit.

[0038] In some embodiments, when the DCDC circuit operates in the first operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the twelfth switch unit are turned off, and the second switch unit, the third switch unit, the tenth switch unit, and the eleventh switch unit are turned on.

[0039] In some embodiments, when the DCDC circuit operates in the second operating mode, the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit are turned off, and when the voltage difference across the first winding is greater than a first threshold voltage, the first switch unit and the fourth switch unit are turned on, the eleventh switch unit is turned off, and the twelfth switch unit is turned on.

[0040] In some embodiments, when the DCDC circuit operates in the third operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the eleventh switch unit are turned on, and the second switch unit, the third switch unit, the tenth switch unit, and the twelfth switch unit are turned off.

[0041] In some embodiments, the vehicle low voltage power supply architecture further includes:

[0042] 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.

[0043] In some embodiments, the DCDC circuit comprises:

[0044] A first DCDC module is connected between the power battery pack and the low-voltage power distribution circuit, and is used to achieve isolation and / or voltage conversion between the power battery pack and the low-voltage power distribution circuit;

[0045] The second DCDC module is connected between the battery pack and the low-voltage power distribution circuit, and is used to achieve isolation and / or voltage conversion between the battery pack and the low-voltage power distribution circuit.

[0046] In some embodiments, the low voltage power distribution circuit comprises:

[0047] The first bidirectional switch unit is connected between the first DCDC module and the second DCDC module, and is used to control the energy transmission direction between the first DCDC module and the second DCDC module.

[0048] In some embodiments, the low voltage power distribution circuit comprises:

[0049] The first load switch unit is connected between the first DCDC module and the first power end, and is used to control the connection state between the first DCDC module and the first power end.

[0050] In some embodiments, the low voltage power distribution circuit comprises:

[0051] A second load switch unit, wherein the second load switch unit is connected between the second DCDC module and the second power 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 power end.

[0052] In some embodiments, the main control circuit is also used to control the first DCDC module to convert the first voltage output by the power battery pack into a low-voltage power supply when the power of the battery pack is less than a first preset power, and to supplement power for the battery pack via the low-voltage distribution circuit and the second DCDC module.

[0053] In some embodiments, the main control circuit is also used to control the second DCDC module to be in standby state when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage distribution circuit when the required power of the low-voltage distribution circuit exceeds a preset power threshold.

[0054] In some embodiments, the main control circuit is also used to control the second DCDC module to be in standby state when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the low-voltage power supply output by the low-voltage distribution circuit into a second voltage to replenish the battery pack when the required power of the low-voltage distribution circuit is less than a preset power threshold.

[0055] In some embodiments, the main control circuit is also used to control the second DCDC module to be in a standby state when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage distribution circuit when the first DCDC module and / or the power battery pack fails.

[0056] A second aspect of an embodiment of the present application provides a vehicle, comprising a vehicle low-voltage power supply architecture as described in any of the above embodiments.

[0057] In the technical solution of the embodiment of the present application, the vehicle low-voltage power supply architecture includes a DCDC circuit, a power battery pack, a low-voltage distribution circuit, and a main control circuit, wherein the power battery pack includes at least two battery cells connected in series in sequence, the power battery pack is connected to the first end of the DCDC circuit, the second end of the DCDC circuit is connected to the two ends of the battery pack, the battery pack includes some battery cells in the power battery pack, the low-voltage distribution circuit is connected to the third end of the DCDC circuit, and the main control circuit controls the energy transmission direction between the first end, the second end and the third end of the DCDC circuit. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the power battery can be used 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.

[0058] 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

[0059] 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:

[0060] Figure 1 A schematic diagram of a first structural example of a low-voltage power supply architecture for a vehicle provided in an embodiment of the present application;

[0061] Figure 2 A second structural diagram of a low-voltage power supply architecture for a vehicle provided in an embodiment of the present application;

[0062] Figure 3 A third structural schematic diagram of a vehicle low-voltage power supply architecture provided in an embodiment of the present application;

[0063] Figure 4 A fourth structural schematic diagram of a vehicle low-voltage power supply architecture provided in an embodiment of the present application;

[0064] Figure 5 A schematic diagram of a driving waveform of a DCDC circuit provided in an embodiment of the present application working in a variable frequency control mode;

[0065] Figure 6 A schematic diagram of a driving waveform of a DCDC circuit provided in an embodiment of the present application working in a phase shift control mode;

[0066] Figure 7A fifth structural diagram of the vehicle low-voltage power supply architecture provided in an embodiment of the present application. DETAILED DESCRIPTION

[0067] The following embodiments of the technical solution of the present application will be 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.

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] In the description of the embodiments of the present application, the term "multi-frame" refers to more than two (including two).

[0073] 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.

[0074] In the related technology, low-voltage power distribution in the vehicle body usually adopts discrete low-voltage lithium-ion battery technology. For example, a fuse box is configured based on lithium-ion batteries to realize power distribution to low-voltage loads in the vehicle. Relays, fuses and other devices are usually used as driving devices and protection devices in the fuse box. However, in the current vehicle power supply, two independent sets of batteries are usually used to provide high-voltage and low-voltage power supply respectively, which not only has the problem of occupying a large space in the vehicle, but also requires regular maintenance and replacement of low-voltage batteries, which increases vehicle costs.

[0075] In order to solve the above technical problems, the present application embodiment provides a vehicle low-voltage power supply architecture, see Figure 1 As shown, the vehicle low-voltage power supply architecture in this embodiment includes: a DCDC circuit 200, a power battery pack 100, a low-voltage power distribution circuit 300, and a main control circuit 400. The power battery pack 100 includes at least two battery cells connected in series. The power battery pack 100 is connected to the first end of the DCDC circuit 200. The second end of the DCDC circuit 200 is connected to the battery pack 110. The battery pack 110 includes some battery cells in the power battery pack 100. The low-voltage power distribution circuit 300 is connected to the third end of the DCDC circuit 200. The main control circuit 400 is connected to the DCDC circuit 200. The main control circuit 400 is used to control the energy transmission direction between the first end, the second end and the third end of the DCDC circuit 200.

[0076] In this embodiment, the energy transmission direction between the first end, the second end, and the third end of the DCDC circuit 200 can be controlled by the main control circuit 400. By connecting the first end, the second end, and the third end of the DCDC circuit 200 to the power battery pack 100, the battery pack 110, and the low-voltage power distribution circuit 300, respectively, the low-voltage power distribution circuit 300 can be simultaneously connected to the power battery pack 100 and the battery pack 110 in the power battery pack 100 via the DCDC circuit 200, so that the power battery pack 100 provides low-voltage power distribution for the entire vehicle. The function of the DCDC circuit 200 can be realized even if the high voltage of the whole vehicle is turned off. The energy transmission direction between the first end, the second end and the third end of the DCDC circuit 200 can be controlled by the main control circuit 400, and the current transmission direction between the power battery pack 100, the battery group 110 and the low-voltage power distribution circuit 300 can be adjusted. The battery group 110 in the power battery pack 100 provides the function of low-voltage power distribution for the whole vehicle, and the current transmission direction between the power battery pack 100, the battery group 110 and the low-voltage power distribution circuit 300 can be matched according to the power demand of the vehicle. The scheme in this embodiment cancels the low-voltage battery of the whole vehicle, reuses the power battery to realize the low-voltage power distribution of the vehicle, and when the battery group 110 fails, the output voltage of the power battery pack 100 can also be converted into low voltage through the DCDC circuit 200 to power the whole 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.

[0077] In some embodiments, see Figure 2 As shown, the DCDC circuit 200 includes a multi-winding integrated transformer T0 and at least three voltage conversion circuits. The multiple windings of the multi-winding integrated transformer T0 are respectively connected to the power battery pack 100, the battery pack 110 and the low-voltage distribution circuit 300 via at least three voltage conversion circuits. The working states of the at least three voltage conversion circuits are controlled by the main control circuit 400 to adjust the energy transmission direction between the power battery pack 100, the battery pack 110 and the low-voltage distribution circuit 300.

[0078] In this embodiment, the multiple windings of the multi-winding integrated transformer T0 are respectively connected to the power battery pack 100, the battery pack 110 and the low-voltage distribution circuit 300 via at least three voltage conversion circuits, and the conversion direction of the voltage conversion circuit can be controlled by the main control circuit 400 to realize the setting of the primary winding and the secondary winding of the multiple windings of the multi-winding integrated transformer T0, thereby determining the energy transmission direction between the multiple windings, so that the low-voltage distribution circuit 300 can be simultaneously connected to the power battery pack 100 and the battery pack 110 in the power battery pack 100 via one of the windings, thereby realizing the function of the power battery pack 100 providing low-voltage power distribution for the entire vehicle. On the other hand, by connecting the multiple windings of the multi-winding integrated transformer T0 to the power battery pack 100, the battery pack 110 and the low-voltage distribution circuit 300 respectively via at least three voltage conversion circuits, two independent DCDC converters can be integrated together, reducing the number of components, reducing costs, and also reducing the volume. The energy transmission direction between the multiple windings of the multi-winding integrated transformer T0 can also be adjusted to adjust the current transmission direction between the power battery pack 100, the battery pack 110 and the low-voltage distribution circuit 300, so as to achieve the purpose of flexibly matching the power demand of the vehicle. 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 electric control system.

[0079] In some embodiments, see Figure 2 As shown, at least three voltage conversion circuits include: a first voltage conversion circuit 210, a second voltage conversion circuit 220, and a third voltage conversion circuit 230. The first winding of the multi-winding integrated transformer T0 (the inductance between the node P1 and the node P2) serves as the first end of the DCDC circuit 200, and the first winding of the multi-winding integrated transformer T0 is connected to the power battery pack 100 via the first voltage conversion circuit 210. The second winding of the multi-winding integrated transformer T0 (the inductance between the node P3 and the node P4) serves as the second end of the DCDC circuit 200, and is connected to the battery pack 110 via the second voltage conversion circuit 220. The third winding (the inductance between the node P5 and the node P6) and the fourth winding (the inductance between the node P6 and the node P7) of the multi-winding integrated transformer T0 serve as the third end of the DCDC circuit 200, and are connected to the low-voltage power distribution circuit 300 via the third voltage conversion circuit 230; the third winding and the fourth winding are connected in parallel, and the same-name end of the third winding is connected to the opposite-name end of the fourth winding.

[0080] In this embodiment, the working states of the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 are controlled by the main control circuit 400. The first voltage conversion circuit 210 is connected between the power battery pack 100 and the first winding, the second voltage conversion circuit 220 is connected between the battery pack 110 and the second winding, and the third voltage conversion circuit 230 is connected between the low-voltage distribution circuit 300 and the third winding and the fourth winding. The low-voltage distribution circuit 300 can be simultaneously connected to the power battery pack 100 and the battery pack 110 in the power battery pack 100 via the multi-winding integrated transformer T0. The first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 are controlled by the main control circuit 400. The working states of the conversion circuit 220 and the third voltage conversion circuit 230 can determine the primary and secondary settings of the first winding, the second winding, the third winding, and the fourth winding, so as to adjust 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 100, but also match the current transmission direction between the power battery pack 100, the battery pack 110 and the low-voltage distribution circuit 300 according to the power demand of the vehicle. The scheme in this embodiment eliminates the low-voltage battery of the entire 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, 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.

[0081] In some embodiments, a three-port DCDC converter composed of a first voltage conversion circuit 210, a second voltage conversion circuit 220, a third voltage conversion circuit 230 and a multi-winding integrated transformer T0 can be used to implement a vehicle power distribution solution without a low-voltage battery, 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.

[0082] In this embodiment, the low-voltage distribution circuit 300 is connected to the third winding and the fourth winding of the multi-winding integrated transformer T0 via the third voltage conversion circuit 230. Not only can the low-voltage distribution circuit 300 be simultaneously connected to the power battery pack 100 and the battery pack 110 in the power battery pack 100 via the multi-winding integrated transformer T0, but also a state switching time of 100 microseconds (us) can be achieved based on the four-winding transformer. The switching rate is much higher than the switching time of 10 microseconds (us) of the relay.

[0083] In some embodiments, the first voltage conversion circuit 210 may be a full-bridge rectifier inverter circuit.

[0084] In some embodiments, the second voltage conversion circuit 220 may be a full-bridge rectifier inverter circuit.

[0085] In this embodiment, the first voltage conversion circuit 210 and the second voltage conversion circuit 220 can be full-bridge rectifier inverter circuits. The first voltage conversion circuit 210 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 210 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. The second voltage conversion circuit 220 is controlled by the main control circuit 400 and can convert the direct current output of the battery pack 110 into alternating current and output it to the second winding. At this time, the second winding can be used as the primary winding of the multi-winding integrated transformer T0. It can also be controlled by the main control circuit 400 to convert the alternating current induced by the second winding into direct current and output it to the battery pack 110. At this time, the second winding can be used as the secondary winding of the multi-winding integrated transformer T0.

[0086] In some embodiments, the first voltage conversion circuit 210 may be a half-bridge rectifier inverter circuit.

[0087] In some embodiments, the second voltage conversion circuit 220 may be a half-bridge rectifier inverter circuit.

[0088] In some embodiments, the third voltage conversion circuit 230 is a half-bridge rectifier circuit.

[0089] In this embodiment, by setting the third voltage conversion circuit 230 as a half-bridge rectifier circuit, the conversion efficiency of the output current of the third winding and the fourth 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 third voltage conversion circuit 230 is controlled by the main control circuit 400 and can convert the alternating current output by the third winding and the fourth winding into direct current and output it to the low-voltage distribution circuit 300. The power battery pack 100 and the battery pack 110 in the power battery pack 100 can both supply power to the low-voltage distribution circuit 300 via the multi-winding integrated transformer T0, which can not only realize the function of providing low-voltage power distribution for the entire 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 low-voltage 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 entire 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 structure of the entire vehicle, which is conducive to the layout and simplification of the electronic control system.

[0090] 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 210. By controlling the working mode of the third voltage conversion circuit 230, 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 210.

[0091] 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 220. By controlling the working mode of the third voltage conversion circuit 230, 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 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 220.

[0092] In some embodiments, see Figure 3 As shown, the first winding is connected to the first voltage conversion circuit 210 via the first resonant inductor unit.

[0093] In some embodiments, see Figure 3 As shown, the second winding is connected to the second voltage conversion circuit 220 via the second resonant inductor unit.

[0094] In this embodiment, 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 210, and both ends of the second winding of the multi-winding integrated transformer T0 are connected to the positive and negative electrodes of the battery pack 110 via the second voltage conversion circuit 220. The third and fourth windings of the multi-winding integrated transformer T0 are connected to the low-voltage power distribution circuit 300 via the third voltage conversion circuit 230. When the power battery pack 100 in the vehicle outputs a high voltage, the third and fourth windings of the multi-winding integrated transformer T0 output low-voltage alternating current, and obtain corresponding direct current via the third voltage conversion circuit 230 to power the low-voltage power distribution circuit 300.

[0095] In some embodiments, the two ends of the second winding of the multi-winding integrated transformer T0 are connected to the positive and negative electrodes of the battery pack 110 via a second voltage conversion circuit 220. The second voltage conversion circuit 220 is a smaller power module whose power can be in the hundreds of watts level. Before the high voltage output of the power battery pack 100 is powered on, it can not only supply power to the vehicle's low-voltage distribution circuit 300, but also pre-charge the closure of the total positive relay K1 of the power battery pack 100.

[0096] In some embodiments, see Figure 3As shown, a filter capacitor C4 is further connected between the positive electrode and the negative electrode of the power battery pack 100 , and the filter capacitor C4 can be used to filter the high voltage output by the power battery pack 100 .

[0097] In some embodiments, see Figure 3 As shown, a filter capacitor C5 is connected between the positive electrode and the negative electrode of the battery pack 110 , and the filter capacitor C5 can be used to filter the low voltage electricity output by the battery pack 110 .

[0098] In some embodiments, see Figure 3 As shown, a thirteenth switch unit Q13 is further provided between the positive electrode of the battery pack 110 and the second voltage conversion circuit 220 , and the thirteenth switch unit Q13 is used to manage the charging and discharging of the battery pack 110 .

[0099] In some embodiments, see Figure 3 As shown, the thirteenth switch unit Q13 may be a bidirectional electronic switch. The thirteenth switch unit Q13 is controlled by the main control circuit 400 and may adjust the current direction between the battery pack 110 and the second voltage conversion circuit 220 .

[0100] In some embodiments, see Figure 3As shown, the first voltage conversion circuit 210 includes: a first switch unit Q1, a second switch unit Q2, a third switch unit Q3, a fourth switch unit Q4, and a first resonant capacitor unit C1; the first ends of the first switch unit Q1 and the third switch unit Q3 are connected to the positive terminal of the power battery pack 100, the second end of the third switch unit Q3 and the first end of the fourth switch unit Q4 are connected to the first end of the first winding via the first resonant capacitor unit C1, the second end of the first switch unit Q1 and the first end of the second switch unit Q2 are connected to the second end of the first winding, and the second ends of the second switch unit Q2 and the fourth switch unit Q4 are connected to the negative terminal of the power battery pack 100. In this embodiment, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 can form a full-bridge rectifier inverter circuit, and by adjusting the switching duty ratio of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4, the direct current output from the power battery pack 100 can be converted into alternating current and output to the first winding. The second winding, the third winding and the fourth winding can all be secondary windings to receive induced current. Among them, if the voltage difference between the battery pack 110 and other battery packs 110 in the power battery pack 100 exceeds the threshold voltage, the second voltage conversion circuit 220 can convert the AC power induced by the second winding output into DC power and output it to the battery pack 110 to balance the battery pack 110. The third voltage conversion circuit 230 is controlled by the main control circuit 400 and can convert the AC power induced by the third and fourth windings output into DC power and output it to the low-voltage distribution circuit 300. Furthermore, the power battery pack 100 and the battery pack 110 in the power battery pack 100 can both supply power to the low-voltage distribution circuit 300 via the multi-winding integrated transformer T0, which 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, the battery pack 110 and the low-voltage distribution circuit 300 according to the vehicle's power demand. In addition, the scheme in this embodiment eliminates the low-voltage battery of the entire 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, nor is there any need to reserve space for the battery in the entire vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0101] In some embodiments, see Figure 3As shown, the second voltage conversion circuit 220 includes: a fifth switch unit Q5, a sixth switch unit Q6, a seventh switch unit Q7, an eighth switch unit Q8, and a second resonant capacitor unit C2; the first end of the fifth switch unit Q5 and the first end of the seventh switch unit Q7 are connected to the positive end of the battery unit, the second end of the fifth switch unit Q5 and the first end of the sixth switch unit Q6 are connected to the first end of the second winding via the second resonant capacitor unit C2, the second end of the seventh switch unit Q7 and the first end of the eighth switch unit Q8 are connected to the second end of the second winding, and the second end of the sixth switch unit Q6 and the second end of the eighth switch unit Q8 are connected to the negative end of the battery unit. In this embodiment, the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8 can form a full-bridge rectifier inverter circuit. By adjusting the switching duty ratio of the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8, the direct current output by the battery pack 110 can be converted into alternating current and output to the second winding, and the induction current of the second winding can also generate direct current to supplement the battery pack 110. The third winding and the fourth winding can both be secondary windings to receive induced currents. The third voltage conversion circuit 230 is controlled by the main control circuit 400 and can convert the AC output by the third winding and the fourth winding into DC and output it to the low-voltage power distribution circuit 300. In addition, when the whole vehicle does not output high voltage electricity, the first voltage conversion circuit 210 does not work, and the second voltage conversion circuit 220 can supply power to the low-voltage power distribution circuit 300 with the DC output of the battery pack 110 via the multi-winding integrated transformer T0, thereby providing the function of low-voltage power distribution for the whole vehicle through the energy inside the power battery pack 100. The scheme in this embodiment cancels 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 electric control system.

[0102] In some embodiments, when the vehicle is not on high voltage, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4 can be set to an off state. At this time, the driving waveforms of the fifth switch unit Q5 and the sixth switch unit Q6 are complementary, and the driving waveforms of the seventh switch unit Q7 and the eighth switch unit Q8 are complementary. The phase angles of the driving waveforms of the fifth switch unit Q5 and the eighth switch unit Q8 differ by 180 degrees. In this way, the low-voltage direct current output by the battery pack 110 can be used to power the low-voltage distribution circuit 300 via the second voltage conversion circuit 220 and the multi-winding integrated transformer T0.

[0103] In some embodiments, the third voltage conversion circuit 230 includes a ninth switch unit Q9 and a tenth switch unit Q10; the first end of the ninth switch unit Q9 is connected to the first end of the third winding, the first end of the tenth switch unit Q10 is connected to the first end of the fourth winding, the second end of the ninth switch unit Q9 and the second end of the tenth switch unit Q10 are connected to the negative terminal of the low-voltage distribution circuit 300, and the second end of the third winding and the second end of the fourth winding are connected to the positive terminal of the low-voltage distribution circuit 300.

[0104] In this embodiment, the ninth switch unit Q9 and the tenth switch unit Q10 can form a half-bridge rectifier circuit. By adjusting the switch duty ratios of the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8, the DC power output by the battery pack 110 can be converted into AC power and output to the second winding, or the induced current of the second winding can generate DC power to supplement the battery pack 110. The third winding and the fourth winding can both receive the induced current for the secondary winding. The ninth switch unit Q9 and the tenth switch unit Q10 are controlled by the main control circuit 400 to perform switch switching, and the AC power induced by the third winding and the fourth winding can be converted into DC power and output to the low-voltage distribution circuit 300. Furthermore, when the whole vehicle does not output high voltage electricity, the first voltage conversion circuit 210 does not work, and the second voltage conversion circuit 220 can use the DC power output by the battery pack 110 to supply power to the low-voltage distribution circuit 300 via the multi-winding integrated transformer T0, thereby providing the function of low-voltage power distribution for the whole vehicle through the energy inside the power battery pack 100. 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, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0105] In some embodiments, the driving waveforms of the first switch unit Q1 and the second switch unit Q2 are complementary, and the driving waveforms of the third switch unit Q3 and the fourth switch unit Q4 are complementary; the phase angles of the driving waveforms of the first switch unit Q1 and the fourth switch unit Q4 differ by 180 degrees.

[0106] In this embodiment, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 can form a full-bridge rectifier inverter circuit. By setting the driving waveforms of the first switch unit Q1 and the second switch unit Q2 to be complementary, and the driving waveforms of the third switch unit Q3 and the fourth switch unit Q4 to be complementary, and by adjusting the switching duty ratios of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4, the direct current output by the power battery pack 100 can be converted into alternating current and output to the first winding. The second winding, the third winding and the fourth winding can all be secondary windings to receive induced current. Among them, if the voltage difference between the battery pack 110 and other battery packs 110 in the power battery pack 100 exceeds the threshold voltage, the second voltage conversion circuit 220 can convert the AC power induced by the second winding output into DC power and output it to the battery pack 110 to balance the battery pack 110. The third voltage conversion circuit 230 is controlled by the main control circuit 400 and can convert the AC power induced by the third and fourth windings output into DC power and output it to the low-voltage distribution circuit 300. Furthermore, the power battery pack 100 and the battery pack 110 in the power battery pack 100 can both supply power to the low-voltage distribution circuit 300 via the multi-winding integrated transformer T0, which 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, the battery pack 110 and the low-voltage distribution circuit 300 according to the vehicle's power demand. In addition, the scheme in this embodiment eliminates the low-voltage battery of the entire 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, nor is there any need to reserve space for the battery in the entire vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0107] In some embodiments, the working principle of the second voltage conversion circuit 220 is the same as that of the first voltage conversion circuit 210, wherein the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8 in the second voltage conversion circuit 220 correspond to the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 in the first voltage conversion circuit 210, respectively. In the same working mode, the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8 in the second voltage conversion circuit 220 can be switched and controlled according to the driving mode of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 in the first voltage conversion circuit 210.

[0108] In some embodiments, the first switch unit Q1 , the second switch unit Q2 , the third switch unit Q3 , and the fourth switch unit Q4 may be MOSFETs or IGBTs.

[0109] In some embodiments, the fifth switch unit Q5 , the sixth switch unit Q6 , the seventh switch unit Q7 , and the eighth switch unit Q8 may be MOSFETs or IGBTs.

[0110] In some embodiments, the first resonant capacitor unit C1 includes at least one resonant capacitor.

[0111] In some embodiments, the second resonant capacitor unit C2 includes at least one resonant capacitor.

[0112] In some embodiments, a BUCK circuit 410 is further provided between the positive terminal of the low voltage power distribution circuit 300 and the third voltage conversion circuit 230 .

[0113] In some embodiments, see Figure 3 As shown, the BUCK circuit 410 includes: an eleventh switch unit Q11, a twelfth switch unit Q12, a first voltage stabilizing unit D1, and a third inductor unit L3; the first end of the twelfth switch unit Q12 is connected to the first end of the fourth winding via the tenth switch unit Q10, the second end of the twelfth switch unit Q12 is connected to the second end of the fourth winding via the eleventh switch unit Q11, the cathode of the first voltage stabilizing unit D1 and the first end of the third inductor unit L3 are connected to the second end of the twelfth switch unit Q12, the anode of the first voltage stabilizing unit D1 and the first end of the twelfth switch unit Q12 are connected to the negative terminal of the low-voltage distribution circuit 300, and the second end of the third inductor unit L3 is connected to the positive terminal of the low-voltage distribution circuit 300.

[0114] In some embodiments, see Figure 3 As shown, the BUCK circuit 410 further includes a third capacitor unit C3, a first end of the third capacitor unit C3 is connected to the positive terminal of the low voltage distribution circuit 300, and a second end of the third capacitor unit C3 is connected to the negative terminal of the low voltage distribution circuit 300.

[0115] In this embodiment, the BUCK circuit 410 is composed of the twelfth switch unit Q12, the first voltage stabilizing unit D1, the third inductor unit L3, and the third capacitor unit C3. When the current output to the low-voltage power distribution circuit 300 is low, the twelfth switch unit Q12 remains off. When the output current increases to the threshold current, the twelfth switch unit Q12 is turned on. When the current output to the low-voltage power distribution circuit 300 is large, the twelfth switch unit Q12 is turned on, realizing synchronous rectification. When the current output to the low-voltage power distribution circuit 300 is small, the twelfth switch unit Q12 is turned off to prevent current backflow, and the voltage output to the low-voltage power distribution circuit 300 can be achieved by adjusting the duty cycle of the eleventh switch unit Q11.

[0116] When the power battery pack 100 and the battery group 110 both output electric energy, before the entire vehicle is powered on, the battery group 110 can be pre-charged by the filter capacitor C4 at both ends of the power battery pack 100. At this time, the voltage and current requirements of each winding of the multi-winding integrated transformer T0 are relatively high. The output current of the battery pack 110 can be closed-loop controlled, and low-voltage constant voltage output can be achieved through the BUCK circuit 410.

[0117] In some embodiments, the main control circuit 400 can detect the output voltage and output current of the power battery pack 100 and the battery group 110, and adjust the switching frequency or duty cycle of each switch unit according to the detection result, so as to meet the working requirements of the power battery pack 100, the battery group 110 and the low-voltage distribution circuit 300. When the power battery pack 100 transmits energy to the battery group 110 and the low-voltage distribution circuit 300, or when the battery group 110 transmits energy to the power battery pack 100 and the low-voltage distribution circuit 300, the switching frequency or duty cycle of each switch unit is controlled by a control strategy of frequency conversion control, phase shift control or a combination of frequency conversion control and phase shift control to adjust the energy conversion efficiency. For example, when the load connected to the low-voltage power distribution circuit 300 increases, the duty cycle of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4 can be reduced. When the load connected to the low-voltage power distribution circuit 300 decreases, the duty cycle of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4 can be reduced. When the main control circuit 400 detects that the current of the primary winding of the multi-winding integrated transformer T0 is greater than the preset threshold current, it means that the load connected to the low-voltage power distribution circuit 300 may be overloaded or short-circuited. At this time, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4 can be controlled to be turned off to achieve overload protection and avoid potential safety hazards to the vehicle.

[0118] In some embodiments, the variable frequency control is an LLC resonant control mode, and the output impedance can be changed by adjusting the switching frequency of each switch unit, thereby controlling the current and voltage output by the voltage conversion circuit. For example, under the LLC resonant control mode, the driving waveforms of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 in the first voltage conversion circuit 210 are as follows: Figure 4 As shown, Vb represents the voltage V between the node S12 and the node S12 S11-S12 , V P6represents the voltage of node P6, TD represents a switching cycle of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4, Ton represents the time when the switch unit is turned on, and the phase angle of the bridge arm is Ton / TD*2π. Among them, the duty cycle of the driving waveform of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4 is close to 50%, the driving waveform of the first switch unit Q1 and the second switch unit Q2 is complementary, the driving waveform of the third switch unit Q3 and the fourth switch unit Q4 is complementary, the first switch unit Q1 and the fourth switch unit Q4 are turned on or off at the same time, the second switch unit Q2 and the third switch unit Q3 are turned on or judged at the same time, and the phase angle of the driving waveform of the first switch unit Q1 and the fourth switch unit Q4 differs by 180 degrees.

[0119] In some embodiments, when the DCDC circuit 200 operates in the first operating mode, the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9 and the twelfth switch unit Q12 are turned off, and the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10 and the eleventh switch unit Q11 are turned on.

[0120] In this embodiment, the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9 and the twelfth switch unit Q12 are turned off, and the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10 and the eleventh switch unit Q11 are turned on. At this time, the voltage between the node S11 and the node S12 is Vb, and the output voltage V P5-P6 is high level, the output voltage V of the fourth winding of the multi-winding integrated transformer T0 P6-P7 It is a high level. Since the ninth switch unit Q9 is turned off, the secondary coil P5-P6 of the multi-winding integrated transformer T0 has no output. The tenth switch unit Q10 is turned on, and the secondary coil P6-P7 of the multi-winding integrated transformer T0 outputs a high level, which is output after being filtered by the third inductor unit L3 and the third capacitor unit C3.

[0121] In some embodiments, when the DCDC circuit 200 operates in the second operating mode, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 are turned off, and when the voltage difference across the first winding is greater than the first threshold voltage, the first switch unit Q1 and the fourth switch unit Q4 are turned on, the eleventh switch unit Q11 is turned off, and the twelfth switch unit Q12 is turned on.

[0122] In this embodiment, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 are turned off, the first resonant inductor unit L1 continues to flow, and a voltage is generated in the direction from the node P1 to the node P2.S11-S12 When it is greater than -Vb, the current flows to the power battery pack 100 through the parasitic body diodes of the first switch unit Q1 and the fourth switch unit Q4. At this time, the first switch unit Q1 and the fourth switch unit Q4 are turned on, realizing soft switching. At the same time, the eleventh switch unit Q11 is turned off, and the twelfth switch unit Q12 is turned on, and the third inductor unit L3 continues to flow to the low-voltage distribution circuit 300 for output.

[0123] In some embodiments, when the DCDC circuit 200 operates in the third operating mode, the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9, and the eleventh switch unit Q11 are turned on, and the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10, and the twelfth switch unit Q12 are turned off.

[0124] In this embodiment, when the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9, and the eleventh switch unit Q11 are turned on, the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10, and the twelfth switch unit Q12 are turned off, V S11-S12 The voltage is -Vb, and the output voltage V of the secondary coil P6-P5 of the multi-winding integrated transformer T0 is P6-P5 is high level, the secondary coil P6-P7 of the multi-winding integrated transformer T0 outputs a voltage V P7-P6 It is a high level. Since the tenth switch unit Q10 is turned off, the fourth winding of the multi-winding integrated transformer T0 has no output. The ninth switch unit Q9 is turned on. The output voltage of the third winding of the multi-winding integrated transformer T0 is a high level and is output after being filtered by the third inductor unit L3 and the third capacitor unit C3.

[0125] In some embodiments, when the first voltage conversion circuit 210 operates in a phase shift control mode (ZVS operating mode), the current and voltage output by the voltage conversion circuit can be controlled by adjusting the phase angles of the two bridge arms of the first voltage conversion circuit 210. In the ZVS operating mode, the driving waveforms of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 in the first voltage conversion circuit 210 are as follows: Figure 5 As shown, Vb represents the voltage V between the node S12 and the node S22 in this mode. S11-S12 , V P6Represents the voltage of the node P6. The duty cycle of the driving waveforms of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3 and the fourth switch unit Q4 is close to 50%, the driving waveforms of the first switch unit Q1 and the second switch unit Q2 are complementary, and the driving waveforms of the third switch unit Q3 and the fourth switch unit Q4 are complementary. The output voltage and output current of the second winding, the third winding and the fourth winding can be adjusted by adjusting the phase angle difference between the first switch unit Q1 and the fourth switch unit Q4.

[0126] In some embodiments, see Figure 6 As shown, the vehicle low-voltage power supply architecture also includes a battery management circuit 500 , which is connected between the power battery pack 100 and the DCDC circuit 200 . The battery management circuit 500 is used to manage the charging and discharging of the power battery pack 100 .

[0127] In some embodiments, the battery management circuit 500 may include a total positive relay K1 and a total negative relay K2. When the total positive relay K1 and the total negative relay K2 are closed, the power battery pack 100 outputs high voltage, the battery group 110 inside the power battery pack 100 has no need for recharging, and the thirteenth switch unit Q13 is turned off. The power battery pack 100 supplies power to the entire vehicle in the charging, driving and parking states. The high voltage output by the power battery pack 100 is transformed in turn by the first voltage conversion circuit 210, the multi-winding transformer and the third voltage conversion circuit 230 to provide a low-voltage power supply for the low-voltage distribution circuit 300.

[0128] In some embodiments, see Figure 7 As shown, the DCDC circuit 200 includes a first DCDC module 240 and a second DCDC module 250 . The first DCDC module 240 is connected between the power battery pack 100 and the low-voltage distribution circuit 300 . The first DCDC module 240 is used to realize voltage conversion between the power battery pack 100 and the low-voltage distribution circuit 300 .

[0129] In some embodiments, the first DCDC module 240 is used to achieve voltage isolation between the power battery pack 100 and the low-voltage distribution circuit 300 , which can prevent the power battery pack 100 on the high-voltage side from negatively affecting the low-voltage distribution circuit 300 on the low-voltage side.

[0130] In some embodiments, the second DCDC module 250 is connected between the battery pack 110 and the low-voltage power distribution circuit 300 , and the second DCDC module 250 is used to implement voltage conversion between the battery pack 110 and the low-voltage power distribution circuit 300 .

[0131] In some embodiments, the second DCDC module 250 is used to achieve voltage isolation between the battery pack 110 and the low-voltage power distribution circuit 300, which can prevent the battery pack 110 on the high-voltage side from negatively affecting the low-voltage power distribution circuit 300 on the low-voltage side.

[0132] In this embodiment, the first DCDC module 240 can convert the high voltage outputted by the power battery pack 100 into a low voltage power supply and output it to the low voltage distribution circuit 300, and the second DCDC module 250 can isolate the low voltage distribution circuit 300 and convert the output voltage of the battery pack 110 into a low voltage and output it to the low voltage distribution circuit 300. In this way, the low voltage distribution circuit 300 can be connected to the power battery pack 100 and the battery pack 110 in the power battery pack 100 through the first DCDC module 240 and the second DCDC module 250 respectively, so as to realize the function of providing low voltage 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 second DCDC module 250 can be controlled by the main control circuit 400 to provide low voltage distribution for the whole vehicle by the battery pack 110 in the power battery pack 100, and the current transmission direction between the power battery pack 100, the battery pack 110 and the low voltage distribution circuit 300 can be matched according to the power demand of the vehicle. The solution in this embodiment eliminates the low-voltage battery of the entire vehicle, and reuses the power battery to realize the low-voltage power distribution of the vehicle. When the battery pack 110 fails, the output voltage of the power battery pack 100 can be converted into a low voltage via the DCDC circuit 200 to power the entire 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.

[0133] In some embodiments, the first DCDC module 240 and the second DCDC module 250 can be bidirectional voltage conversion circuits, so that the working states of the first DCDC module 240 and the second DCDC module 250 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 low-voltage distribution circuit 300 according to the vehicle's power demand. The solution in this embodiment eliminates the low-voltage battery of the entire vehicle, and uses the power battery to achieve 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.

[0134] In some embodiments, the second DCDC module 250 can convert the voltage of the battery pack 110 into a low-voltage power supply and output it to the low-voltage distribution circuit 300, or it can receive the voltage input by the low-voltage distribution circuit 300 and convert it into an adaptive charging voltage to replenish the battery pack 110.

[0135] In some embodiments, the voltage output by the first DCDC module 240 to the low voltage power distribution circuit 300 is the same as the output voltage of the battery pack 110 .

[0136] In some embodiments, the voltage of the low voltage power source output by the first DCDC module 240 and the second DCDC module 250 to the low voltage power distribution circuit 300 may be 12V or 24V.

[0137] In some embodiments, see Figure 7 As shown, the low-voltage power distribution circuit 300 includes a first bidirectional switch unit 310 , which is connected between the first DCDC module 240 and the second DCDC module 250 , and is used to control the energy transmission direction between the first DCDC module 240 and the second DCDC module 250 .

[0138] In this embodiment, the first bidirectional switch unit 310 can control the current output by the first DCDC module 240 to flow to the second DCDC module 250, and can also control the current output by the second DCDC module 250 to flow to the first DCDC module 240. For example, when the power of the battery pack 110 is low, the working state of the first bidirectional switch unit 310 can be controlled so that the high voltage output by the power battery pack 100 can be replenished to the battery pack 110 in sequence through the first DCDC module 240, the first bidirectional switch unit 310 and the second DCDC module 250.

[0139] 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 DCDC module 240 and the second DCDC module 250 may be controlled.

[0140] In some embodiments, see Figure 7 As shown, the low-voltage power distribution circuit 300 includes a first load switch unit 320, which is connected between the first DCDC module 240 and the first power end, and is used to control the connection state between the first DCDC module 240 and the first power end.

[0141] In some embodiments, see Figure 7 As shown, the low-voltage power distribution circuit 300 includes a second load switch unit 330, which is connected between the second DCDC module 250 and the second power end. The second load switch unit 330 is controlled by the main control circuit 400 to control the connection state between the second DCDC module 250 and the second power end.

[0142] In this embodiment, the first power end 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 power end 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.

[0143] In some embodiments, see Figure 7 As shown, the first bidirectional switch unit 310 includes a first electronic switch T1 and a second electronic switch T2, and the first electronic switch T1 and the second electronic switch T2 are arranged opposite to each other.

[0144] In some embodiments, the first load switch unit 320 may include a multi-way electronic switch, see Figure 7 As shown, the first load switch unit 320 may include a third electronic switch T3, a fourth electronic switch T4 and a fifth electronic switch T5. The third electronic switch T3, the fourth electronic switch T4 and the fifth electronic switch T5 are connected in parallel, and one end thereof is commonly connected to the first DCDC module 240, and the other end thereof is respectively connected to the first load 610, the second load 620 and the third load 630.

[0145] In some embodiments, the second load switch unit 330 may include a multi-way electronic switch, see Figure 7 As shown, the second load switch unit 330 may include a sixth electronic switch T6 and a seventh electronic switch T7, which are connected in parallel, and one end of which is commonly connected to the second DCDC module 250, and the other end is respectively connected to the fourth load 640 and the fifth load 650.

[0146] In this embodiment, the first load 610, the second load 620, and the third load 630 can be functional loads such as vehicle air conditioning and seat heating, and the fourth load 640 and the fifth load 650 can be functional loads such as vehicle controller, lighting, steering, and braking.

[0147] When the vehicle is started, the first electronic switch T1 and the second electronic switch T2 are turned off, the sixth electronic switch T6 and the seventh electronic switch T7 are turned on, and the battery pack 110 in the power battery pack 100 outputs a low-voltage power supply through the second DCDC module 250 to power the fourth load 640 and the fifth load 650, thereby powering the controller of the driving safety category inside the vehicle, and then closes the main positive relay and the main negative relay in the power management circuit, starts the first DCDC module 240, and then closes the third electronic switch T3, the fourth electronic switch T4 and the fifth electronic switch T5, and the vehicle is powered on.

[0148] In some embodiments, after the vehicle high voltage is powered on, the first DCDC module 240 operates normally, but the second DCDC module 250 is in standby mode. The DCDC circuit 200 mainly provides low voltage power to all low voltage loads connected to the low voltage distribution circuit 300 through the first DCDC module 240.

[0149] In some embodiments, the main control circuit 400 is also used to control the first DCDC module 240 to convert the first voltage output by the power battery pack 100 into a low-voltage power supply when the power of the battery pack 110 is less than a first preset power, and to supplement power for the battery pack 110 via the low-voltage distribution circuit 300 and the second DCDC module 250.

[0150] In this embodiment, after the vehicle high-voltage power-on is completed and starts normal operation, the first DCDC module 240 outputs a low-voltage power supply to power the low-voltage distribution circuit 300. At the same time, the second DCDC module 250 uses the low-voltage power supply output by the first DCDC module 240 as input to charge the battery pack 110 in the power battery pack 100. The battery management system requests voltage and current from the second DCDC module 250 according to the voltage of the battery cells in the power battery pack 100 to realize charging and balancing of the battery pack 110 in the power battery pack 100.

[0151] In some embodiments, the main control circuit 400 is also used to control the second DCDC module 250 to be in a standby state when the first DCDC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DCDC module 250 to convert the second voltage provided by the battery pack 110 into a low-voltage power supply to power the low-voltage distribution circuit 300 when the required power of the low-voltage distribution circuit 300 exceeds a preset power threshold.

[0152] In this embodiment, after the vehicle high voltage is powered on, the first DCDC module 240 operates normally, but the second DCDC module 250 is in standby mode, and low voltage electricity is mainly provided to all low voltage loads through the first DCDC module 240. When the vehicle is driving, the instantaneous power of the low voltage distribution circuit 300 exceeds the rated power of the first DCDC module 240, and the output voltage of the low voltage distribution circuit 300 decreases. For example, when the output voltage of the low voltage distribution circuit 300 is lower than the first threshold voltage, the second DCDC module 250 is triggered to start, and the second DCDC module 250 provides the remaining power.

[0153] In some embodiments, the rated voltage of the low voltage power distribution circuit 300 is 12V, and the first threshold voltage may be 12V-0.3V=11.7V.

[0154] In some embodiments, the main control circuit 400 is also used to control the second DCDC module 250 to be in a standby state when the first DCDC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DCDC module 250 to convert the low-voltage power supply provided by the low-voltage distribution circuit 300 into a second voltage to replenish the battery pack 110 when the required power of the low-voltage distribution circuit 300 is less than a preset power threshold.

[0155] In this embodiment, after the vehicle high voltage is powered on, the first DCDC module 240 works normally, but the second DCDC module 250 is in standby mode, and the vehicle mainly provides low voltage electricity to all low voltage loads through the first DCDC module 240. When the vehicle is driving, when the instantaneous voltage of the low voltage distribution circuit 300 is higher than the second threshold voltage, the second DCDC module 250 is triggered to start, and the second DCDC module 250 is adjusted to the low voltage distribution circuit 300 as input and the battery pack 110 in the power battery pack 100 as output, thereby absorbing the instantaneous overvoltage of the low voltage distribution circuit 300, protecting the low voltage distribution circuit 300, and achieving the purpose of replenishing the battery pack 110.

[0156] In some embodiments, the main control circuit 400 is also used to control the second DCDC module 250 to be in a standby state when the first DCDC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DCDC module 250 to convert the second voltage provided by the battery pack 110 into a low-voltage power supply to power the low-voltage distribution circuit 300 when the first DCDC module 240 fails.

[0157] In some embodiments, the main control circuit 400 is also used to control the second DCDC module 250 to be in standby mode when the first DCDC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DCDC module 250 to convert the second voltage provided by the battery pack 110 into a low-voltage power supply to power the low-voltage distribution circuit 300 when a fault occurs in the battery management circuit 500.

[0158] In some embodiments, when the vehicle is driving normally, when the first DCDC module 240 and the high-voltage circuit (such as a relay, a high-voltage connector, a non-start-stop battery cell, etc.) fail, the second DCDC module 250 can be quickly started and connected to the low-voltage load circuit, and intelligently distribute power through the low-voltage distribution circuit 300 to only supply 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.

[0159] In some embodiments, the output voltage range of the battery pack 110 is 12V-72V.

[0160] In some embodiments, battery pack 110 includes a 12 volt lithium-ion battery or sodium-ion battery, or other rechargeable battery.

[0161] In some embodiments, battery pack 110 includes a 24 volt lithium-ion battery or sodium-ion battery, or other rechargeable battery.

[0162] In some embodiments, battery pack 110 includes a 48 volt lithium-ion battery or a sodium-ion battery, or other rechargeable battery.

[0163] In some embodiments, the battery pack 110 includes a 72V lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0164] In this embodiment, the vehicle low-voltage 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.

[0165] An embodiment of the present application also provides a vehicle management system, which includes a vehicle low-voltage power supply architecture as in any one of the above embodiments.

[0166] An embodiment of the present application also provides a car, which includes a vehicle low-voltage power supply architecture as in any one of the above embodiments.

[0167] In this embodiment, by integrating the vehicle low-voltage power supply architecture of any of the above embodiments into the automobile, the DCDC circuit 200, the low-voltage distribution circuit 300, and the main control circuit 400 can be integrated into one structural component, and the DCDC circuit 200 and the low-voltage 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.

[0168] In this embodiment, the vehicle low-voltage power supply architecture includes a DCDC circuit 200, a power battery pack 100, a low-voltage distribution circuit 300, and a main control circuit 400, wherein the power battery pack 100 includes at least two battery cells connected in series in sequence, the power battery pack 100 is connected to a first end of the DCDC circuit 200, and a second end of the DCDC circuit 200 is connected to two ends of a battery pack 110, the battery pack 110 includes some battery cells in the power battery pack 100, the low-voltage distribution circuit 300 is connected to a third end of the DCDC circuit 200, and the main control circuit 400 controls the energy transmission direction between the first end, the second end and the third end of the DCDC circuit 200. Through the power supply architecture of the present application, the low-voltage battery of the whole vehicle can be eliminated, and the low-voltage power distribution of the vehicle can be realized by using the power battery. 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.

[0169] 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.

[0170] 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.

[0171] 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.

[0172] 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.

[0173] 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.

[0174] 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 vehicle low-voltage power supply architecture, characterized in that: include: DCDC circuit; A power battery pack, comprising at least two battery cells connected in series, wherein the power battery pack is connected to a first end of the DCDC circuit, and a second end of the DCDC circuit is connected to a battery pack, wherein the battery pack comprises some of the battery cells in the power battery pack; A low voltage power distribution circuit connected to the third terminal of the DCDC circuit; A main control circuit is connected to the DCDC circuit and is used to control the energy transmission direction between the first end, the second end and the third end of the DCDC circuit.

2. The vehicle low-voltage power supply architecture according to claim 1, characterized in that: The DCDC circuit comprises: a multi-winding integrated transformer and at least three voltage conversion circuits; The multiple windings of the multi-winding integrated transformer are respectively connected to the power battery pack, the battery pack and the low-voltage power distribution circuit via at least three voltage conversion circuits; The working states of at least three of the voltage conversion circuits are controlled by the main control circuit to adjust the energy transmission direction between the power battery pack, the battery group and the low-voltage distribution circuit.

3. The vehicle low-voltage power supply architecture according to claim 2, characterized in that: The at least three voltage conversion circuits include: 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 serves as the first end of the DCDC circuit and is connected to the power battery pack via the first voltage conversion circuit; The second winding of the multi-winding integrated transformer serves as the second end of the DCDC circuit and is connected to the battery pack via the second voltage conversion circuit; The third winding and the fourth winding of the multi-winding integrated transformer serve as the third end of the DCDC circuit and are connected to the low-voltage distribution circuit via the third voltage conversion circuit; the third winding and the fourth winding are connected in parallel, and the same-name end of the third winding is connected to the opposite-name end of the fourth winding.

4. The vehicle low-voltage power supply architecture according to claim 3, characterized in that: The first voltage conversion circuit and the second voltage conversion circuit are full-bridge rectifier inverter circuits or half-bridge rectifier inverter circuits; and / or the third voltage conversion circuit is a half-bridge rectifier circuit.

5. The vehicle low-voltage power supply architecture according to claim 3 or 4, characterized in that: The first winding is connected to the first voltage conversion circuit via a first resonant inductor unit; and / or The second winding is connected to the second voltage conversion circuit via a second resonant inductor unit.

6. The vehicle low-voltage power supply architecture according to claim 3 or 4, characterized in that: The first voltage conversion circuit includes: a first switch unit, a second switch unit, a third switch unit, a fourth switch unit, and a first resonant capacitor unit; The first ends of the first switch unit and the third switch unit are connected to the positive terminal of the power battery pack, the second end of the third switch unit and the first end of the fourth switch unit are connected to the first end of the first winding via the first resonant capacitor unit, the second end of the first switch unit and the first end of the second switch unit are connected to the second end of the first winding, and the second ends of the second switch unit and the fourth switch unit are connected to the negative terminal of the power battery pack.

7. The vehicle low-voltage power supply architecture according to claim 6, characterized in that: The second voltage conversion circuit includes: a fifth switch unit, a sixth switch unit, a seventh switch unit, an eighth switch unit, and a second resonant capacitor unit; The first end of the fifth switch unit and the first end of the seventh switch unit are connected to the positive end of the battery unit, the second end of the fifth switch unit and the first end of the sixth switch unit are connected to the first end of the second winding via the second resonant capacitor unit, the second end of the seventh switch unit and the first end of the eighth switch unit are connected to the second end of the second winding, and the second end of the sixth switch unit and the second end of the eighth switch unit are connected to the negative end of the battery unit.

8. The vehicle low-voltage power supply architecture according to claim 7, characterized in that: The third voltage conversion circuit includes a ninth switch unit and a tenth switch unit; The first end of the ninth switch unit is connected to the first end of the third winding, the first end of the tenth switch unit is connected to the first end of the fourth winding, the second end of the ninth switch unit and the second end of the tenth switch unit are connected to the negative terminal of the low-voltage distribution circuit, and the second end of the third winding and the second end of the fourth winding are connected to the positive terminal of the low-voltage distribution circuit.

9. The vehicle low-voltage power supply architecture according to claim 6, characterized in that: The driving waveforms of the first switch unit and the second switch unit are complementary, and the driving waveforms of the third switch unit and the fourth switch unit are complementary; the phase angles of the driving waveforms of the first switch unit and the fourth switch unit differ by 180 degrees.

10. The vehicle low-voltage power supply architecture according to claim 8, characterized in that: A BUCK circuit is also provided between the positive terminal of the low voltage power distribution circuit and the third voltage conversion circuit.

11. The vehicle low-voltage power supply architecture according to claim 10, characterized in that: The BUCK circuit includes: an eleventh switch unit, a twelfth switch unit, a first voltage stabilizing unit, and a third inductor unit; The first end of the twelfth switch unit is connected to the first end of the fourth winding via the tenth switch unit, the second end of the twelfth switch unit is connected to the second end of the fourth winding via the eleventh switch unit, the cathode of the first voltage stabilizing unit and the first end of the third inductor unit are connected to the second end of the twelfth switch unit, the anode of the first voltage stabilizing unit and the first end of the twelfth switch unit are connected to the negative terminal of the low-voltage distribution circuit, and the second end of the third inductor unit is connected to the positive terminal of the low-voltage distribution circuit.

12. The vehicle low-voltage power supply architecture according to claim 11, characterized in that: When the DCDC circuit operates in the first operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the twelfth switch unit are turned off, and the second switch unit, the third switch unit, the tenth switch unit, and the eleventh switch unit are turned on.

13. The vehicle low-voltage power supply architecture according to claim 11, characterized in that: When the DCDC circuit operates in the second operating mode, the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit are turned off, and when the voltage difference across the first winding is greater than a first threshold voltage, the first switch unit and the fourth switch unit are turned on, the eleventh switch unit is turned off, and the twelfth switch unit is turned on.

14. The vehicle low-voltage power supply architecture according to claim 11, characterized in that: When the DCDC circuit operates in the third operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the eleventh switch unit are turned on, and the second switch unit, the third switch unit, the tenth switch unit, and the twelfth switch unit are turned off.

15. The vehicle low-voltage power supply architecture according to any one of claims 1 to 4, characterized in that: The vehicle low-voltage 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.

16. The vehicle low-voltage power supply architecture according to claim 1, characterized in that: The DCDC circuit comprises: A first DCDC module is connected between the power battery pack and the low-voltage power distribution circuit, and is used to achieve isolation and / or voltage conversion between the power battery pack and the low-voltage power distribution circuit; The second DCDC module is connected between the battery pack and the low-voltage power distribution circuit, and is used to achieve isolation and / or voltage conversion between the battery pack and the low-voltage power distribution circuit.

17. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The low voltage power distribution circuit comprises: The first bidirectional switch unit is connected between the first DCDC module and the second DCDC module, and is used to control the energy transmission direction between the first DCDC module and the second DCDC module.

18. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The low voltage power distribution circuit comprises: The first load switch unit is connected between the first DCDC module and the first power end, and is used to control the connection state between the first DCDC module and the first power end.

19. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The low voltage power distribution circuit comprises: A second load switch unit, wherein the second load switch unit is connected between the second DCDC module and the second power 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 power end.

20. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The main control circuit is also used to control the first DCDC module to convert the first voltage output by the power battery pack into a low-voltage power supply when the power of the battery pack is less than a first preset power, and to supplement the power of the battery pack via the low-voltage distribution circuit and the second DCDC module.

21. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The main control circuit is also used to control the second DCDC module to be in a standby state when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage distribution circuit when the required power of the low-voltage distribution circuit exceeds a preset power threshold.

22. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The main control circuit is also used to control the second DCDC module to be in a standby state when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the low-voltage power supply output by the low-voltage distribution circuit into a second voltage to replenish the battery pack when the required power of the low-voltage distribution circuit is less than a preset power threshold.

23. The vehicle low-voltage power supply architecture according to claim 16, characterized in that: The main control circuit is also used to control the second DCDC module to be in a standby state when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage distribution circuit when the first DCDC module and / or the power battery pack fails.

24. A car, characterized in that: Comprising a vehicle low-voltage power supply architecture as described in any one of claims 1-23.

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