In-vehicle power supply and vehicle

Abstract

The utility model provides an in-vehicle power supply and a vehicle, and belongs to the technical field of vehicles. The in-vehicle power supply comprises a direct-current power supply and at least one electronic fuse. For any electronic fuse, the first end of the electronic fuse is connected with a direct-current power supply, and the second end of the electronic fuse is connected with a first load corresponding to the electronic fuse; when the current flowing through the electronic fuse is greater than the threshold current of the electronic fuse, the electronic fuse is disconnected; and the direct-current power supply is also connected with each second load. As the response time of the electronic fuses is only several milliseconds or even shorter, the electronic fuses are arranged in the power supply paths of the first loads which are prone to short circuit, when a certain first load is short-circuited, the corresponding electronic fuse quickly responds to be disconnected, the short-circuited first load is cut off, and the short-circuited first load is cut off. The output voltage of the direct-current power supply can be effectively prevented from being lowered, the continuity and the stability of power supply of other loads are ensured, and the safety and the reliability of the vehicle are improved.

Description

Technical Field

[0001] The utility model relates to the technical field of vehicles, and in particular to an in-vehicle power supply and a vehicle. Background Art

[0002] With the development of the automobile industry, cars are increasingly involved in our daily life and work. The number of vehicles in my country has reached 345 million. With the popularity of cars, vehicle accidents are also increasing. Therefore, the safety and reliability of cars are of vital importance.

[0003] In the prior art, low-voltage loads in a vehicle are usually powered by a low-voltage power supply. When a car collides, if some loads are short-circuited, the voltage of the low-voltage power supply may be pulled down, resulting in power failure of the door lock controller and the airbag controller, and then the door cannot be unlocked, and the occupants in the car cannot escape. There are certain safety hazards, which reduces the safety and reliability of the vehicle. Utility Model Content

[0004] The embodiment of the utility model provides an in-vehicle power supply and a vehicle to solve the problem in the prior art that when a car collides, the voltage of the low-voltage power supply is pulled down, the door lock cannot be unlocked, and the safety of the vehicle cannot be guaranteed.

[0005] In a first aspect, an embodiment of the utility model provides an in-vehicle power supply, comprising: a DC power supply and at least one electronic fuse; the in-vehicle power supply is used to supply power to each first load and each second load; wherein each first load corresponds to an electronic fuse;

[0006] For any electronic fuse, the first end of the electronic fuse is connected to the output end of the DC power supply, and the second end of the electronic fuse is connected to the first load corresponding to the electronic fuse; the DC power supply supplies power to the first load corresponding to the electronic fuse through the electronic fuse; when the current flowing through the electronic fuse is greater than the threshold current of the electronic fuse, the first end and the second end of the electronic fuse are disconnected, and the connection between the first load corresponding to the electronic fuse and the DC power supply is disconnected;

[0007] The output end of the DC power supply is also connected to each second load for directly supplying power to each second load.

[0008] Optionally, the in-vehicle power supply further includes: at least one thermal fuse; each thermal fuse corresponds to a second load;

[0009] For any thermal fuse, a first end of the thermal fuse is connected to an output end of a DC power supply, and a second end of the thermal fuse is used to supply power to a second load corresponding to the thermal fuse.

[0010] Optionally, the in-vehicle power supply also includes: a super capacitor;

[0011] A first end of the super capacitor is connected to the output end of the DC power supply, and a second end of the super capacitor is grounded;

[0012] Wherein, the capacity of the supercapacitor is greater than the preset capacity.

[0013] Optionally, the in-vehicle power supply further includes: a first switch and a control unit;

[0014] A first end of the first switch is connected to a first end of the supercapacitor, a second end of the first switch is connected to an output end of a DC power supply, and a control end of the first switch is connected to an output end of a control unit;

[0015] The control unit is configured to detect whether each first load has a short circuit, and when detecting that the first load has a short circuit, send a closing instruction to the control end of the first switch; wherein the closing instruction is used to instruct the first switch to close.

[0016] Optionally, the control unit includes: a single chip microcomputer;

[0017] The input end of the single chip microcomputer is used to receive the vehicle collision signal, and the output end of the single chip microcomputer forms the output end of the control unit; the single chip microcomputer is configured to output a closing instruction from the output end of the single chip microcomputer when the vehicle collision signal is received.

[0018] Optionally, the in-vehicle power supply also includes: an energy storage module;

[0019] The output end of the energy storage module is connected to the output end of the DC power supply.

[0020] Optionally, the energy storage module includes: a battery and a battery management circuit;

[0021] The storage battery is connected to a first end of the battery management circuit, and a second end of the battery management circuit forms an output end of the energy storage module.

[0022] Optionally, the first load is a radiator fan.

[0023] Optionally, the second load is: a door lock controller or an airbag controller.

[0024] In a second aspect, an embodiment of the utility model further provides a vehicle, comprising an in-vehicle power supply in any one of the embodiments provided in the first aspect.

[0025] The embodiment of the utility model provides an in-vehicle power supply and a vehicle; the in-vehicle power supply includes: a DC power supply and at least one electronic fuse; the in-vehicle power supply is used to supply power to each first load and each second load; wherein each first load corresponds to an electronic fuse; for any electronic fuse, the first end of the electronic fuse is connected to the output end of the DC power supply, and the second end of the electronic fuse is connected to the first load corresponding to the electronic fuse; the DC power supply supplies power to the corresponding first load through the electronic fuse; when the current flowing through the electronic fuse is greater than the threshold current of the electronic fuse, the first end and the second end of the electronic fuse are disconnected, and the connection between the first load corresponding to the electronic fuse and the DC power supply is disconnected; the output end of the DC power supply is also connected to each second load, and is used to directly supply power to each second load. Compared with traditional thermal fuses, electronic fuses have extremely fast response speeds, and the response time can reach several milliseconds or less. When there is an overcurrent in the path, it can respond quickly and disconnect. Based on this, in the embodiment of the utility model, for each first load that is prone to short circuit, an electronic fuse is respectively set in the power supply path where each first load is located. When a first load is short-circuited, the current flowing through the electronic fuse is greater than the threshold current of the electronic fuse, and the electronic fuse is disconnected. The short-circuited first load can be quickly cut off through the electronic fuse to prevent it from lowering the output voltage of the DC power supply, thereby effectively ensuring the continuity and stability of the power supply to other loads. For example, when a vehicle collides, the radiator fan is quickly cut off through the electronic fuse after a short circuit, and the door controller can normally supply power to control the door unlocking, which will not cause accidents where people are trapped, effectively improving the safety and reliability of the vehicle. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative labor.

[0027] Figure 1 It is a structural schematic diagram of an in-vehicle power supply provided by an embodiment of the utility model;

[0028] Figure 2 This is a schematic diagram of the structure of another in-vehicle power supply provided by an embodiment of the utility model;

[0029] Figure 3 It is a structural schematic diagram of another in-vehicle power supply provided by an embodiment of the utility model. DETAILED DESCRIPTION

[0030] In order to enable people in the technical field to better understand the present solution, the technical solution in the embodiment of the present solution will be clearly described below in conjunction with the drawings in the embodiment of the present solution. Obviously, the described embodiment is an embodiment of a part of the present solution, not all of the embodiments. Based on the embodiments in the present solution, all other embodiments obtained by ordinary technicians in the field without creative work should fall within the scope of protection of the present solution.

[0031] The term "including" and any other variations in the specification and claims of this solution and the above drawings mean "including but not limited to", and is intended to cover non-exclusive inclusions and is not limited to the examples listed in the text. In addition, the terms "first" and "second" are used to distinguish different objects, not to describe a specific order.

[0032] For new energy vehicles, such as EV (Electric Vehicle) or hybrid vehicles, the radiator fan, airbag controller, body controller (control door locks), etc. are all powered by the same power supply. When a vehicle collides, some loads represented by the radiator are very likely to short-circuit, which will lower the voltage of the entire power supply, thereby affecting the power supply of the airbag controller and the body controller, causing the door locks to fail to open, affecting the escape of people in the car, and seriously affecting the safety and reliability of the vehicle.

[0033] Based on the above problems, refer to Figure 1 , which shows a schematic diagram of the structure of a power supply in a vehicle. Figure 1 The embodiment of the utility model provides an in-vehicle power supply, comprising: a DC power supply 1 and at least one electronic fuse FU1; the in-vehicle power supply is used to supply power to each first load and each second load; wherein each first load corresponds to an electronic fuse FU1;

[0034] For any electronic fuse FU1, the first end of the electronic fuse FU1 is connected to the output end of the DC power supply 1, and the second end of the electronic fuse FU1 is connected to the first load corresponding to the electronic fuse FU1; the DC power supply 1 supplies power to the first load corresponding to it through the electronic fuse FU1; when the current flowing through the electronic fuse FU1 is greater than the threshold current of the electronic fuse FU1, the first end and the second end of the electronic fuse FU1 are disconnected, and the connection between the first load corresponding to the electronic fuse FU1 and the DC power supply 1 is disconnected;

[0035] The output end of the DC power supply 1 is also connected to each second load for directly supplying power to each second load.

[0036] An electronic fuse (Efuse) consists of a field effect transistor, a detection resistor and a control circuit. The control circuit monitors the voltage on the detection resistor. When the voltage on the detection resistor exceeds the design limit, the control circuit disconnects the field effect transistor (FET), cuts off the current path, and the current returns to zero. When an ordinary thermal fuse is overcurrent, the temperature rises and it melts when the preset melting temperature is reached. Its response speed is several hundred milliseconds. The electronic fuse is controlled by a field effect transistor and has a fast response speed of only a few milliseconds, or even microseconds or nanoseconds, which can quickly respond to short circuits. At the same time, ordinary thermal fuses are thermally fused and require sufficient self-heating current to fuse; while electronic fuses do not use self-heating fusing, and the disconnection current is very small. In addition, electronic fuses can self-recover. When the fault disappears, the electronic fuse automatically resumes normal operation.

[0037] Based on the application scenario of this application, this application classifies the loads in the car. Some loads that are prone to short circuit, such as radiator fans, are defined as first loads; some loads that need to be powered, such as airbag controllers and body controllers, are defined as second loads. Based on the characteristics of electronic fuses, refer to Figure 1 For each first load that is prone to short circuit during a collision, an electronic fuse FU1 is set in the path of each first load; when a vehicle collides, if a first load short circuits, the current flowing through the electronic fuse FU1 will rise rapidly. Compared with ordinary thermal fuses, due to the fast disconnection current and response speed of the electronic fuse, when the first load just short-circuits and the current in the path just begins to rise, the electronic fuse FU1 can detect the overcurrent (that is, the current flowing through the electronic fuse FU1 is greater than the threshold current of the electronic fuse FU1) and respond quickly to disconnect, cut off the short circuit fault, and avoid the voltage at the output end of the DC power supply 1 from being pulled down, ensuring the stability and continuity of the power supply of each first load that has not short-circuited and each second load, and ensuring that some necessary functional modules can work normally when some first loads are short-circuited. For example, when the vehicle collides, the door lock controller (second load) is powered normally and the vehicle can be unlocked normally, effectively improving the safety and stability of the vehicle.

[0038] The threshold currents of the electronic fuses FU1 corresponding to the first loads may be the same, and the threshold current may be fine-tuned, and the specific value may be set according to actual application requirements.

[0039] At the same time, since the electronic fuse FU1 is self-recoverable, there is no need to replace the fuse after the short circuit fault is repaired, thereby reducing maintenance costs.

[0040] In the above embodiment, for each first load that is prone to short circuit, an electronic fuse FU1 is provided in the path to quickly cut off the short circuit fault and ensure power supply. For each second load that is not prone to short circuit fault, there is also the possibility of overcurrent.

[0041] In one possible implementation, reference Figure 2 , the in-vehicle power supply may further include: at least one thermal fuse FU2; each thermal fuse FU2 corresponds to a second load;

[0042] For any thermal fuse FU2 , a first end of the thermal fuse FU2 is connected to the output end of the DC power supply 1 , and a second end of the thermal fuse FU2 is used to supply power to a second load corresponding to the thermal fuse FU2 .

[0043] When the current abnormally rises to a certain height and temperature, the thermal fuse will melt itself to cut off the current and protect the circuit safety. Compared with electronic fuses, its timeliness is poorer and the melting current is larger, but its cost is low.

[0044] For the second load that is not prone to short circuit, there is still a possibility of short circuit. When the second load is short-circuited, only the impact of the short circuit on the DC power supply 1 is considered, and the requirements for timeliness and fuse current are not high. Based on this, the present application sets a thermal fuse FU2 in the path of each second load to prevent the short circuit of each second load from damaging the DC power supply 1, effectively reducing the circuit cost.

[0045] It should be noted that, if cost is not considered and it is desired to quickly cut off the short circuit fault when a short circuit occurs in the second load, an electronic fuse may be provided in the power supply path of each second load to quickly cut off the short circuit fault.

[0046] In one possible implementation, reference Figure 2 , the in-vehicle power supply may also include: a super capacitor C1;

[0047] A first end of the super capacitor C1 is connected to the output end of the DC power supply 1, and a second end of the super capacitor C1 is grounded;

[0048] The capacity of the supercapacitor C1 is greater than the preset capacity.

[0049] Capacitors are energy storage components. Capacitor voltage and energy are directly related. Since energy cannot change suddenly, capacitor voltage cannot change suddenly either. Supercapacitors are a type of capacitor with extremely large capacity, up to several thousand farads. They can discharge with large currents and are used for short-term power supply.

[0050] Based on this, in the embodiment of the utility model, a supercapacitor C1 is arranged at the output end of the DC power supply 1. When the short circuit fault is not effectively eliminated, due to the presence of the supercapacitor C1, the supercapacitor C1 discharges, and the voltage at the output end of the DC power supply 1 will not be pulled down. It can still supply power to other loads normally in a short time, thereby ensuring the continuity and stability of the power supply.

[0051] For example, when the vehicle collides, the radiator fan short-circuits, but its corresponding electronic fuse FU1 fails to operate, then the supercapacitor C1 discharges, and the output end of the DC power supply 1 normally supplies power to the door lock controller, so that the door lock can be unlocked normally, and the passengers can escape smoothly, thereby improving the safety and reliability of the vehicle.

[0052] The capacity of the supercapacitor C1 is greater than the preset capacity, ensuring that the discharge time is long enough to ensure that each necessary functional module (first load) can continue to work for a certain period of time. For example, the door lock controller can normally unlock the vehicle before the supercapacitor C1 is discharged to its minimum working voltage.

[0053] The above embodiment sets a supercapacitor C1 to further ensure power supply. However, when the in-vehicle power supply is applied to a vehicle, since each load does not need power supply after the vehicle is turned off, if the supercapacitor C1 is always connected to the output end of the DC power supply 1, when the vehicle is turned off, the supercapacitor C1 discharges to power each load, which will cause a waste of electric energy. When the vehicle is started again, the supercapacitor C1 needs to be charged first, and the capacity of the supercapacitor C1 is large, and the charging time is long, which will affect the starting speed of the vehicle.

[0054] Based on the above problems, in a possible implementation mode, refer to Figure 2 , the in-vehicle power supply may also include: a first switch K1 and a control unit;

[0055] A first end of the first switch K1 is connected to a first end of the supercapacitor C1, a second end of the first switch K1 is connected to an output end of the DC power supply 1, and a control end of the first switch K1 is connected to an output end of the control unit;

[0056] The control unit is configured to detect whether each first load has a short circuit, and when a first load short circuit is detected, send a closing instruction to the control end of the first switch K1; wherein the closing instruction is used to instruct the first switch K1 to close.

[0057] Based on the above analysis, the present application sets a first switch K1, and the supercapacitor C1 is connected to the output end of the DC power supply 1 through the first switch K1. When the supercapacitor C1 needs to be stabilized or the supercapacitor C1 needs to be charged, the control unit controls the first switch K1 to be closed; otherwise, the control unit controls the first switch K1 to be disconnected to avoid energy waste and not affect the starting speed of the vehicle; the control unit does not Figure 2 Shown in.

[0058] Based on the above, the control unit is used to control the on and off of the first switch K1 by using a certain control logic.

[0059] Exemplarily, when a first load has an overcurrent, the current flowing through the corresponding electronic fuse FU1 will be relatively large. Therefore, the control unit may be a short-circuit detection circuit, which detects the current flowing through each electronic fuse FU1. When it is detected that at least one electronic fuse FU1 has an overcurrent, the first switch K1 is controlled to close, and the supercapacitor C1 is connected to ensure the power supply of the load. The short-circuit detection circuit may include a current sensor and a comparator, etc. The specific circuit is a conventional technical means in this field and will not be described in detail here.

[0060] For another example, when a first load is short-circuited and the electronic fuse FU1 does not operate, the voltage at the first load end will be quickly pulled down, and the voltage difference on both sides of the electronic fuse FU1 is large. Therefore, the control unit can be an overvoltage detection circuit to detect the voltage difference on both sides of the electronic fuse FU1. When it is detected that the voltage difference on both sides of an electronic fuse FU1 is greater than the preset voltage, it indicates that there is an overcurrent, and the first switch K1 is controlled to be closed, and the supercapacitor C1 is connected to ensure the power supply of the load. The overvoltage detection circuit may include a differential amplifier and a comparator, etc. The specific circuit is a conventional technical means in this field and will not be repeated here.

[0061] It should be noted that when the control unit is an overvoltage detection circuit, when the electronic fuse FU1 operates normally, the electronic fuse FU1 is disconnected and overvoltage occurs on both sides. At this time, the supercapacitor C1 is still connected, but its connection does not affect the normal operation of the circuit, so this situation can be ignored.

[0062] Two embodiments of the control unit are given above, both of which actually detect overcurrent to control the first switch K1 to operate, and the supercapacitor C1 is connected after a short circuit occurs. However, if the electronic fuse FU1 fails to operate and the supercapacitor C1 is not connected in time, each second load will still lose power.

[0063] Based on this, in a possible implementation, the control unit may include: a single chip microcomputer;

[0064] The input end of the single chip microcomputer is used to receive the vehicle collision signal, and the output end of the single chip microcomputer forms the output end of the control unit; the single chip microcomputer is configured to output a closing instruction from the output end of the single chip microcomputer when the vehicle collision signal is received.

[0065] When a vehicle collides, the airbag controller will first send out a collision signal, and the first load short circuit usually occurs when or after the collision signal is sent. Based on this, the control unit in the embodiment of the utility model is formed by a single chip microcomputer, which receives the vehicle collision signal. When the vehicle collision signal is received, the super capacitor C1 is connected before or when the first load short circuits, so that the super capacitor C1 is connected in time to ensure the stability of the load power supply.

[0066] In one possible implementation, reference Figure 3 , the first switch K1 can be a MOS tube.

[0067] The MOS tube has a fast switching speed, and can quickly connect to the super capacitor C1 when receiving a collision signal or detecting overcurrent or overvoltage, so as to stabilize the output voltage of the DC power supply 1. Exemplarily, the first switch K1 can be an NMOS.

[0068] In one possible implementation, reference Figure 2 and Figure 3 , the in-vehicle power supply may also include: an energy storage module 2;

[0069] The output end of the energy storage module 2 is connected to the output end of the DC power supply 1 .

[0070] The embodiment of the utility model is further provided with an energy storage module 2. When the DC power supply 1 fails, the energy storage module 2 can supply power to each first load and each second load, thereby ensuring stable power supply to each load.

[0071] Exemplarily, the energy storage module 2 may be a battery.

[0072] In a possible implementation, the energy storage module 2 may include: a battery and a battery management circuit;

[0073] The storage battery is connected to a first end of the battery management circuit, and a second end of the battery management circuit forms an output end of the energy storage module 2 .

[0074] Since the performance of batteries is not very stable, in order to intelligently manage and maintain batteries, prevent batteries from overcharging and over-discharging, extend the service life of batteries, and monitor the status of batteries, batteries are usually equipped with battery management circuits for effective management of batteries.

[0075] Specifically, the storage battery can be a lithium-ion battery; it has a long life, is light and compact, has a high energy density, can be charged quickly, and is suitable for the application scenarios of this application.

[0076] In one possible implementation, reference Figure 3 , the first load may be a radiator fan.

[0077] The radiator fan is very likely to short-circuit during a collision, so it is classified as the first load so that it can be removed in time when a short circuit occurs. The first load can also be other loads in the cabin that are prone to short circuits.

[0078] In one possible implementation, reference Figure 3 The second load may be: a door lock controller or an airbag controller.

[0079] The door lock controller (which may be a body controller) and the airbag controller may be classified as the second load, and their power supply needs to be ensured.

[0080] Specifically, refer to Figure 3 The door lock controller can be a body controller. When the vehicle collides, the radiator fan is short-circuited, and its corresponding electronic fuse FU1 quickly melts, eliminating the short-circuit fault, and the body controller is powered normally. When a collision occurs, the airbag controller sends a collision signal, and the body controller receives the collision signal and controls the door lock to open, so that the occupants can escape smoothly. At the same time, when the airbag controller sends a collision signal, the first switch K1 is closed and the supercapacitor C1 is connected, further ensuring the stability of the power supply of the body controller.

[0081] Corresponding to the above embodiments, an embodiment of the utility model further provides a vehicle, comprising the in-vehicle power supply provided by any of the above embodiments, and having the advantages of any of the above in-vehicle power supplies, which will not be described in detail here.

[0082] The above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that the technical solutions described in the aforementioned embodiments may still be modified, or some of the technical features may be replaced by equivalents. However, 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 invention.

Claims

1. A power supply in a vehicle, characterized in that: include: A DC power supply and at least one electronic fuse; the in-vehicle power supply is used to supply power to each first load and each second load; wherein each first load corresponds to an electronic fuse; For any electronic fuse, the first end of the electronic fuse is connected to the output end of the DC power supply, and the second end of the electronic fuse is connected to the first load corresponding to the electronic fuse; the DC power supply supplies power to the first load corresponding to the electronic fuse through the electronic fuse; when the current flowing through the electronic fuse is greater than the threshold current of the electronic fuse, the first end and the second end of the electronic fuse are disconnected, and the connection between the first load corresponding to the electronic fuse and the DC power supply is disconnected; The output end of the DC power supply is also connected to each second load for directly supplying power to each second load.

2. The in-vehicle power supply according to claim 1, characterized in that: The in-vehicle power supply also includes: at least one thermal fuse; each thermal fuse corresponds to a second load; For any thermal fuse, a first end of the thermal fuse is connected to the output end of the DC power supply, and a second end of the thermal fuse is used to supply power to a second load corresponding to the thermal fuse.

3. The in-vehicle power supply according to claim 1, characterized in that: The in-vehicle power supply also includes: a super capacitor; The first end of the super capacitor is connected to the output end of the DC power supply, and the second end of the super capacitor is grounded; Wherein, the capacity of the supercapacitor is greater than a preset capacity.

4. The in-vehicle power supply as claimed in claim 3, characterized in that: The in-vehicle power supply also includes: a first switch and a control unit; A first end of the first switch is connected to a first end of the supercapacitor, a second end of the first switch is connected to an output end of the DC power supply, and a control end of the first switch is connected to an output end of the control unit; The control unit is configured to detect whether each first load has a short circuit, and when a first load short circuit is detected, send a closing instruction to the control end of the first switch; wherein the closing instruction is used to instruct the first switch to close.

5. The in-vehicle power supply according to claim 4, characterized in that: The control unit comprises: a single chip microcomputer; The input end of the single chip microcomputer is used to receive a vehicle collision signal, and the output end of the single chip microcomputer forms the output end of the control unit; the single chip microcomputer is configured to output the closing instruction from the output end of the single chip microcomputer when the vehicle collision signal is received.

6. The in-vehicle power supply according to any one of claims 1 to 5, characterized in that: The in-vehicle power supply also includes: an energy storage module; The output end of the energy storage module is connected to the output end of the DC power supply.

7. The in-vehicle power supply according to claim 6, characterized in that: The energy storage module includes: a battery and a battery management circuit; The storage battery is connected to a first end of the battery management circuit, and a second end of the battery management circuit forms an output end of the energy storage module.

8. The in-vehicle power supply according to any one of claims 1 to 5, characterized in that: The first load is a radiator fan.

9. The in-vehicle power supply according to any one of claims 1 to 5, characterized in that: The second load is: a door lock controller or an airbag controller.

10. A vehicle, characterized in that: The vehicle-mounted power supply comprises the in-vehicle power supply as claimed in any one of claims 1 to 9.

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