High-voltage power distribution circuit

Abstract

The high-voltage power distribution circuit comprises a main control chip, a battery interface and a DC-DC module, the battery interface can be communicated with an external battery, the DC-DC module comprises a high-voltage input end and a low-voltage output end, the high-voltage input end can be communicated with the battery interface, and the low-voltage output end can be communicated with the main control chip. The high-voltage direct current of the battery can be converted into the low-voltage direct current, and the DC-DC module can be automatically awakened and detect the state of the battery according to the preset period after the vehicle is powered off, so that the possible battery safety problem can be found in time, the fault can be quickly handled after the fault occurs, and the influence caused by the fault is reduced.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of vehicle electrical technology, in particular to a high-voltage power distribution circuit. BACKGROUND

[0002] New energy electric vehicles have the advantages of quietness, economy, fast power response, etc. which traditional fuel vehicles do not have, and gradually become the mainstream products in the market. The high-voltage power distribution device (PDU) is a high-voltage power distribution unit in an electric vehicle, and its main functions include battery current distribution, circuit protection, dynamic detection of battery working state, etc. At present, during the power-on of the vehicle, the battery management system (BMS) can provide sufficient safety protection for the battery. However, after the power-off of the vehicle, the protection provided by the system is reduced, and the possible battery safety problems cannot be effectively responded. CONTENT OF THE UTILITY MODEL

[0003] Therefore, the present application provides a high-voltage power distribution circuit.

[0004] The first aspect of the present application provides a high-voltage power distribution circuit applied to a vehicle, comprising:

[0005] a main control chip;

[0006] a battery interface for connecting a battery;

[0007] a DC-DC module, the DC-DC module comprising a high-voltage input end and a low-voltage output end, the high-voltage input end being in communication with the battery interface, the low-voltage output end being in communication with the main control chip, the DC-DC module being used for converting high-voltage direct current of the battery into low-voltage direct current, and for automatically waking up at a preset period and detecting the state of the battery after the power-off of the vehicle.

[0008] Optionally, the shell is provided with a discharge positive interface, the discharge positive interface and the battery interface are in communication to form a discharge positive branch, and a pre-charging circuit is arranged on the discharge positive branch, the pre-charging circuit being used for reducing the inrush current at start-up.

[0009] Optionally, the shell is provided with a discharge negative interface, the discharge negative interface and the battery interface are in communication to form a discharge negative branch, and a pre-charging circuit is arranged on the discharge negative branch, the pre-charging circuit being used for reducing the inrush current at start-up.

[0010] Optionally, the pre-charging circuit comprises a first branch and a second branch, the first branch comprises a discharge relay, the second branch comprises a pre-charging relay and a pre-charging resistor connected in series, and the first branch and the second branch are connected in parallel.

[0011] Optionally, the battery interface is connected to a main power supply circuit, and a main fuse is provided on the main power supply circuit, and the main fuse is used to disconnect the main power supply circuit in the event of an overcurrent fault.

[0012] Optionally, the shell is provided with a charging interface, and the charging interface is connected with the battery interface to form a charging branch. A charging fuse is provided on the charging branch, and the charging fuse is used to disconnect the charging branch in the event of an overcurrent fault.

[0013] Optionally, the battery interface includes a plurality of battery branch interfaces, each of the battery branch interfaces is connected to a shunt line, and a Hall current sensor is provided on each of the shunt lines.

[0014] Optionally, the battery interface includes multiple battery branch interfaces, each of the battery branch interfaces is connected to a shunt line, each of the shunt lines is connected to a bus line, each of the shunt lines is provided with an analog Hall current sensor, and a shunt is provided on the bus line.

[0015] Optionally, a remote communication terminal is further included, which is arranged in the receiving space and is communicatively connected to the main control chip.

[0016] Optionally, the DC-DC module is used to automatically wake up at a preset period and detect the voltage and / or temperature of the battery after the vehicle is powered off.

[0017] Advantages and beneficial effects of this application:

[0018] The high-voltage power distribution circuit provided in the present application includes a main control chip, a battery interface and a DC-DC module. The battery interface can be connected to an external battery. The DC-DC module includes a high-voltage input end and a low-voltage output end. The high-voltage input end can be connected to the battery interface, and the low-voltage output end can be connected to the main control chip. It can convert the high-voltage direct current of the battery into low-voltage direct current. The DC-DC module can also automatically wake up and detect the status of the battery at a preset cycle after the vehicle is powered off. Therefore, it can promptly discover possible battery safety problems, and can quickly deal with them after a fault occurs, reducing the impact of the fault. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only illustrate certain embodiments of the present invention and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without paying any creative work.

[0020] Figure 1 A structural block diagram of a high-voltage power distribution circuit provided in one embodiment of the present application;

[0021] Figure 2 The circuit diagram of the high-voltage distribution circuit is provided for an embodiment of the present application.

[0022] Icon: battery positive interface-101, MSD-102, main fuse-103, pre-charge circuit-104, discharge positive interface-105, charging positive interface-106, discharge negative interface-107, charging negative interface-108, shunt-109, Hall current sensor-110, battery negative interface-111, heating input-112, heating output-113, internal communication interface-114, vehicle communication interface-115, debugging port-116, main control chip-117, remote communication terminal-118, liquid cooling module-119, charging fuse-120, DC-DC module-121. DETAILED DESCRIPTION

[0023] In order to make the purpose, technical scheme and advantages of the embodiments of the present application clearer, the technical scheme in the embodiments of the present application will be described clearly and completely below in conjunction with the drawings in the embodiments of the present application. Obviously, the described embodiments are part of the embodiments of the present application, rather than all the embodiments. The components of the embodiments of the present application described and shown in the drawings herein can be arranged and designed in various different configurations.

[0024] Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed present application, but only represents selected embodiments of the present application. All other embodiments obtained by those of ordinary skill in the art based on the embodiments in the present application without creative labor are within the scope of protection of the present application.

[0025] It should be noted that: similar reference numbers and letters represent similar items in the following drawings, therefore, once an item is defined in one drawing, it does not need to be further defined and explained in subsequent drawings.

[0026] In the description of the present application, it should be noted that the orientations or positional relationships indicated by the terms “center”, “upper”, “lower”, “left”, “right”, “vertical”, “horizontal” and the like are based on the orientations or positional relationships shown in the drawings, or the orientations or positional relationships in which the product of the present application is usually placed during use, and are only for the convenience of describing the present application and simplifying the description, and therefore cannot be understood as indicating or implying that the indicated device or element must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as limiting the present application. In addition, the terms “first”, “second”, “third” and the like are only used for differentiation in description, and cannot be understood as indicating or implying relative importance.

[0027] In the description of the utility model, it is also necessary to explain that, unless otherwise expressly provided and limited, the terms "set", "connect" should be understood broadly, for example, it can be fixedly connected, can also be detachably connected, or integrally connected, can be mechanically connected, can also be electrically connected, can be directly connected, can also be indirectly connected through an intermediate medium, can be the communication inside two elements. For ordinary skilled in the art, the specific meaning of the above terms in the utility model can be understood according to specific circumstances.

[0028] There are many kinds of vehicles, such as logistics vehicles, engineering power vehicles, heavy trucks, passenger cars and the like. With the rise of new energy electric vehicles, various types of vehicles have gradually begun to be electrified. High-voltage power distribution device (PDU) is a high-voltage power distribution unit in electric vehicles, and its main functions include battery current distribution, circuit protection, dynamic detection of battery working state and the like. In the related art, during the power-on of the automobile, the battery management system BMS can provide sufficient safety protection for the battery. After the power-off of the automobile, the protection provided by the system is reduced, and the possible battery safety problems cannot be effectively responded.

[0029] To solve the above problems, the application provides a kind of high-voltage power distribution circuit, high-voltage power distribution circuit can be the circuit inside high-voltage power distribution device, it can be applied to vehicle, can refer to Figure 1 , Figure 1 An embodiment of the high-voltage power distribution circuit provided by the application is shown.

[0030] The high-voltage power distribution device can include a housing, which can provide a receiving space. In an embodiment, the housing can be a cuboid housing, which has a top surface, a side surface and a ground surface, and has a receiving space with a substantially cuboid shape inside. Of course, the housing can also be of other shapes, which are not limited by the application. The receiving space in the housing can be provided with a high-voltage power distribution circuit, which can include a master control chip 117, which can be in communication connection with the automobile end or the battery end, for example, the master control chip can be connected to an internal communication interface 114, and can also be connected to a whole vehicle communication interface 115, and a debugging port 116 can be provided. The high-voltage power distribution circuit further includes a battery interface, through which the high-voltage power distribution device can be in electrical communication with an external power battery.

[0031] The high-voltage power distribution circuit further comprises a DC-DC module 121, which can also be referred to as a direct-current-direct-current converter, and the DC-DC module 121 comprises a high-voltage input end and a low-voltage output end. The high-voltage input end can be in communication with the battery interface, and the low-voltage output end can be in communication with the master control chip 117. The DC-DC module 121 can convert the high-voltage direct current of the power battery into low-voltage direct current, so as to provide power for the low-voltage load on the vehicle, for example, to provide power for the master control chip 117, and to provide power for the vehicle-mounted air conditioner and other auxiliary equipment. The DC-DC module 121 can also perform a power-off self-inspection function. The power-off self-inspection function refers to that, after the vehicle is powered off, the DC-DC module 121 can automatically wake up at a preset period and monitor the state of the battery after waking up, for example, to monitor the battery cell voltage, temperature and the like, to ensure parking safety. The high-voltage input end of the DC-DC module 121 can be connected to the battery positive interface 101 and the battery negative interface 111, and a DC-DC fuse can be arranged on the connection line between the DC-DC module 121 and the battery positive interface 101.

[0032] The high-voltage power distribution circuit provided in the application comprises a master control chip, a battery interface and a DC-DC module. The battery interface can be in communication with an external battery. The DC-DC module comprises a high-voltage input end and a low-voltage output end. The high-voltage input end can be in communication with the battery interface, and the low-voltage output end can be in communication with the master control chip. The high-voltage direct current of the battery can be converted into low-voltage direct current. In addition, the DC-DC module can automatically wake up at a preset period and detect the state of the battery after the vehicle is powered off. Therefore, the possible battery safety problems can be found in time, and the influence caused by the failure can be reduced after the failure occurs.

[0033] The high-voltage power distribution circuit can be provided with a discharge interface. The discharge interface comprises a discharge positive interface 105 and a discharge negative interface 107. The battery interface comprises a battery positive interface 101 and a battery negative interface 111. The discharge positive interface 105 can be in communication with the battery positive interface 101 to form a discharge positive branch, and the discharge negative interface 107 can be in communication with the battery negative interface 111 to form a discharge negative branch. In an embodiment, a pre-charging circuit 104 can be arranged on the discharge positive branch and / or the discharge negative branch. In a specific implementation, the pre-charging circuit 104 can be arranged on the discharge positive branch and / or the discharge negative branch according to the high-voltage architecture and BMS capability of different types of vehicles.

[0034] In an electric vehicle drive system, the power battery is closely connected with the motor control. The motor controller contains a large-capacity capacitor inside. When the circuit is closed and the capacitor is not fully charged, the charging current may abnormally increase. Without control, this large current will pose a threat to the power supply, rectifier and other components, and may cause damage, thereby triggering a fault. Therefore, the power supply system of the electric vehicle needs to be designed with a pre-charge circuit 104, which can reduce the impact current at startup and ensure that the motor controller, main relay and other elements are not damaged by the instantaneous large current impact.

[0035] In an embodiment, the pre-charge circuit 104 can include a first branch and a second branch, the first branch including a discharge relay, and the second branch including a pre-charge relay and a pre-charge resistor in series, the first branch and the second branch being in parallel. The working principle of the pre-charge circuit is roughly as follows: At the beginning of the pre-charge process, the DC-DC module 121 remains in a closed state, and the battery management system (BMS) closes the pre-charge relay to charge the capacitor of the main control chip 117. When the pre-charge process is completed, the BMS disconnects the pre-charge relay, closes the main contactor, and starts the DC-DC module 121.

[0036] Considering that the charging and discharging currents of different types of vehicles are different, in order to ensure that the fuse and the relay can cooperate with each other to protect the high-voltage circuit in the event of a fault, in an embodiment, a main fuse 103 can be provided on the power supply main circuit connected by the battery interface. In this way, when an overcurrent fault occurs, the main fuse 103 can melt the power supply main circuit. In another embodiment, a charging fuse 120 can be provided on the charging branch. In this way, when an overcurrent fault occurs, the charging fuse 120 can melt the charging branch.

[0037] As mentioned earlier, the battery interface can include a battery positive interface 101 and a battery negative interface 111, the battery positive interface 101 can include a plurality of battery positive sub-interfaces, and the battery negative interface 111 can include a plurality of battery negative sub-interfaces. As shown in Figure 1 Each battery positive sub-interface can be connected to a respective MSD 102 (Manual Service Disconnect, manual service disconnect) and merged on the power supply main circuit. The main fuse 103 can be provided on the power supply main circuit, specifically, one main fuse 103 can be provided on the connection line of each battery positive sub-interface and the MSD 102.

[0038] The high-voltage power distribution circuit may include a charging interface, which is connected to the battery interface to form a charging branch, and a charging fuse 120 may be provided on the charging branch. Similar to the discharge interface, the charging interface includes a charging positive interface 106 and a charging negative interface 108. The charging positive interface 106 may be connected to the battery positive interface 101 to form a charging positive branch, and the charging negative interface 108 may be connected to the battery negative interface 111 to form a charging negative branch. In one example, the charging positive interface 106 may include multiple charging positive branch interfaces, and correspondingly, the charging negative interface 108 may include multiple charging negative branch interfaces. The charging fuse 120 is provided on the charging branch, and the charging fuse 120 may be connected in series on the connection line between each charging positive branch interface and the main power supply circuit. Figure 1 As shown, the charging positive interface 106 may include two charging positive and branch interfaces, and the two charging positive and branch interfaces are respectively connected to the main power supply line, and a charging fuse 120 can be respectively set on the corresponding connection line.

[0039] It should be noted that the branches mentioned in this application are all mounted on the main road, which means that when the electrical component is set on the main road, the electrical component works on all branches, and when the electrical component is set on a specific branch, the electrical component only works on the specific branch.

[0040] For current collection, in one embodiment, a Hall current sensor 110 can be set on the shunt line of each battery tap interface. The Hall current sensor 110 can be a sensor based on CAN bus signal transmission. In another embodiment, an analog Hall current sensor 110 can be set on the shunt line of each battery tap interface, and a shunt 109 can be set on the bus line of each shunt line. Here, the battery tap interface can be a battery positive tap interface or a battery negative tap interface. Figure 1 In the example shown, the battery negative interface 111 includes three battery negative branch interfaces, each of which is connected to the same bus bar through a corresponding shunt line. A Hall current sensor 110 can be installed on the shunt line, and a shunt 109 can be set on the bus bar.

[0041] In scenarios with high charge and discharge currents, it can be difficult to select a suitable shunt 109. To improve current acquisition accuracy, a more accurate Hall effect current sensor 110, which transmits signals via the CAN bus, can be selected. Specifically, a Hall effect current sensor 110, which transmits signals via the CAN bus, can be installed on the shunt line of the battery tap interface. In this case, the total current is the sum of the Hall effect currents, and accuracy can be controlled within 1%. In scenarios with lower charge and discharge currents, an analog Hall effect current sensor 110 can be installed on the shunt line of each battery tap interface, and a shunt 109 can be installed on the bus line of each shunt line. This can reduce costs while maintaining accuracy within 1%.

[0042] In one embodiment, the high-voltage power distribution circuit can also be configured with a remote communication terminal 118. This remote communication terminal 118 can be located in the storage space and communicated with the main control chip 117. This remote communication terminal 118, also known as an on-board T-BOX (Telematic Box), serves as a data collection portal, uploading various vehicle information to the TSP backend, receiving backend instructions, and providing feedback on execution results. The installation of this remote communication terminal 118 enables functions such as remote software upgrades, remote receipt of vehicle data, and remote monitoring and early warning, reducing after-sales maintenance costs and increasing safety and maintainability.

[0043] like Figure 1 As shown, the high-voltage power distribution circuit may further include a heating interface, the heating interface including a heating input port 112 and a heating output port 113, the heating input port 112 being connected to the battery positive port 101 after passing through a heating positive relay and a heating fuse, and the heating output port 113 being connected to the battery negative port 111 after passing through a heating negative relay. The high-voltage power distribution circuit may further include a liquid cooling module, the positive end of the liquid cooling module being connected in series with a TMS fuse and a TMS relay. In addition to the charging fuse 120, a charging positive relay may also be provided on the charging positive branch, and correspondingly, a charging negative relay may also be provided on the charging negative branch. The main control chip 117 may further be provided with a high-voltage interlock input and output terminal, which may be connected to the MSD 102.

[0044] The high-voltage power distribution circuit provided in the present application includes a main control chip, a battery interface and a DC-DC module. The battery interface can be connected to an external battery. The DC-DC module includes a high-voltage input end and a low-voltage output end. The high-voltage input end can be connected to the battery interface, and the low-voltage output end can be connected to the main control chip. It can convert the high-voltage direct current of the battery into low-voltage direct current. The DC-DC module can also automatically wake up and detect the status of the battery at a preset cycle after the vehicle is powered off. Therefore, it can promptly discover possible battery safety problems, and can quickly deal with them after a fault occurs, reducing the impact of the fault.

[0045] As long as there are no conflicts or contradictions in the technical features provided in the above embodiments, those skilled in the art can combine the various technical features according to actual circumstances to form various embodiments. While this application is limited in length and does not describe the various embodiments in detail, it is understood that the various embodiments also fall within the scope of the embodiments disclosed in this application.

[0046] The above embodiments only express several implementation ways of the present application, and the description is relatively specific and detailed, but it should not be understood as a limitation to the patent scope of the application. It should be pointed out that for ordinary skilled persons in the art, several modifications and improvements can be made without departing from the concept of the present application, which all belong to the protection scope of the present application. Therefore, the protection scope of the patent of the present application should be subject to the appended claims.

Claims

1. A high-voltage power distribution circuit, used in a vehicle, characterized in that: include: A shell, providing a receiving space; Main control chip; Battery interface, used to connect the battery; A DC-DC module includes a high-voltage input terminal and a low-voltage output terminal, wherein the high-voltage input terminal is connected to the battery interface, and the low-voltage output terminal is connected to the main control chip. The DC-DC module is used to convert the high-voltage direct current of the battery into low-voltage direct current, and is used to automatically wake up and detect the status of the battery at a preset period after the vehicle is powered off.

2. The high-voltage power distribution circuit according to claim 1, characterized in that: The shell is provided with a discharge positive interface, and the discharge positive interface and the battery interface are connected to form a discharge positive branch. A pre-charge circuit is provided on the discharge positive branch, and the pre-charge circuit is used to reduce the impact current during startup.

3. The high-voltage power distribution circuit according to claim 1, characterized in that: The shell is provided with a discharge negative interface, and the discharge negative interface and the battery interface are connected to form a discharge negative branch. A pre-charge circuit is provided on the discharge negative branch, and the pre-charge circuit is used to reduce the impact current during startup.

4. The high-voltage power distribution circuit according to claim 2 or 3, characterized in that: The pre-charge circuit includes a first branch and a second branch, the first branch includes a discharge relay, the second branch includes a pre-charge relay and a pre-charge resistor connected in series, and the first branch and the second branch are connected in parallel.

5. The high-voltage power distribution circuit according to any one of claims 1 to 4, characterized in that: The battery interface is connected to a main power supply circuit, and a main fuse is provided on the main power supply circuit. The main fuse is used to disconnect the main power supply circuit in the event of an overcurrent fault.

6. The high-voltage power distribution circuit according to any one of claims 1 to 4, characterized in that: The housing is provided with a charging interface, which is connected to the battery interface to form a charging branch. A charging fuse is provided on the charging branch, and the charging fuse is used to disconnect the charging branch in the event of an overcurrent fault.

7. The high-voltage power distribution circuit according to any one of claims 1 to 4, characterized in that: The battery interface includes a plurality of battery branch interfaces, each of the battery branch interfaces is connected to a shunt line, and a Hall current sensor is provided on each of the shunt lines.

8. The high-voltage power distribution circuit according to any one of claims 1 to 4, characterized in that: The battery interface includes a plurality of battery branch interfaces, each of the battery branch interfaces is connected to a shunt line, each of the shunt lines is connected to a bus bar, each of the shunt lines is provided with an analog Hall current sensor, and a shunt is provided on the bus bar.

9. The high-voltage power distribution circuit according to any one of claims 1 to 4, characterized in that: It also includes a remote communication terminal, which is arranged in the receiving space and is communicatively connected with the main control chip.

10. The high-voltage power distribution circuit according to any one of claims 1 to 4, characterized in that: The DC-DC module is used to automatically wake up at a preset period after the vehicle is powered off and detect the voltage and / or temperature of the battery.

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