Vehicle power distribution device and vehicle

Abstract

The utility model discloses a vehicle power distribution device and a vehicle, the vehicle power distribution device comprises a storage battery, a protection module, a vehicle controller, a first load and a second load, the first voltage grade of the first load is higher than the second voltage grade of the second load, and the voltage grade of the storage battery is the first voltage grade; one end of the protection module is connected with the storage battery, the other end of the protection module is connected with the first load and the vehicle controller, and the protection module supplies power to the first load and the vehicle controller according to the first voltage level; the vehicle controller is connected with the first load and the second load and supplies power to the first load at the first voltage level and supplies power to the second load at the second voltage level. According to the utility model, the power loss can be further reduced, the wire harness scale and the product weight and size can be reduced, the design difficulty can be reduced, and the safety can be improved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle power distribution technology, and in particular to a vehicle power distribution device and a vehicle. Background Technology

[0002] With the advancement of vehicle electrification, more and more new power-consuming electronic drives and functions are being added to vehicles, which places higher demands on the vehicle's power distribution system. Traditional 12V power distribution devices can no longer meet these high demands, so a vehicle power distribution device that can meet these higher requirements is needed. Utility Model Content

[0003] The purpose of this utility model is to provide a vehicle power distribution device and vehicle that can meet higher requirements.

[0004] To achieve the above objectives, on the one hand, this utility model provides a vehicle power distribution device, including a battery, a protection module, a vehicle controller, a first load and a second load, wherein the first voltage level of the first load is higher than the second voltage level of the second load, and the voltage level of the battery is the first voltage level.

[0005] One end of the protection module is connected to the battery, and the other end is connected to the first load and the vehicle controller respectively, and the first load and the vehicle controller are powered by the first voltage level.

[0006] The vehicle controller is connected to the first load and the second load respectively, and supplies power to the first load at the first voltage level and to the second load at the second voltage level.

[0007] Furthermore, the vehicle controller includes a first power conversion module, a first load driver, and a second load driver;

[0008] One end of the first power conversion module is connected to the protection module to convert the first voltage level output by the protection module to the second voltage level; the other end of the first power conversion module is connected to the second load driver and supplies power to the second load driver at the second voltage level; the second load driver is connected to the second load.

[0009] The protection module is also connected to the first load driver, which supplies power to the first load driver at a first voltage level. The first load driver is connected to the first load.

[0010] Furthermore, the vehicle controller also includes a second power conversion module, and the device also includes a third load, the third load having a third voltage level lower than the second voltage level;

[0011] One end of the second power conversion module is connected to the first power conversion module and converts the second voltage level output by the first power conversion module to the third voltage level. The other end of the second power conversion module is connected to the third load and supplies power to the third load at the third voltage level.

[0012] Furthermore, the protection module includes a first protection submodule and a second protection submodule. One end of the first protection submodule is connected to the battery, and the other end is connected to the second protection submodule, which is used to protect and monitor the battery. The second protection submodule is used to absorb the peak voltage output by the battery.

[0013] Furthermore, the first protection submodule is an electronic fuse, used for undervoltage shutdown protection, overcurrent protection, overtemperature shutdown protection of the battery, real-time diagnosis of vehicle current, and wiring harness optimization through time and current configuration curves.

[0014] Furthermore, the device also includes a battery pack and a step-down module. One end of the step-down module is connected to the battery pack, and the other end is connected to the protection module. The step-down module converts the output voltage of the battery pack into a first voltage level.

[0015] Furthermore, the vehicle controller also includes a power management module, a digital detection module, an analog detection module, a processor, multiple communication modules with different communication protocols, and multiple control signal output modules. The power management module, digital detection module, analog detection module, and communication module are all connected to one end of the processor, and the control signal output modules are connected to the other end of the processor. Moreover, the power management module, digital detection module, analog detection module, communication module, and control signal output modules all operate at the first voltage level.

[0016] Furthermore, the device also includes PCB traces connecting each module, wherein the spacing of the PCB traces is ≥0.1mm and the spacing between the pins of each module is ≥0.13mm.

[0017] Furthermore, the first voltage level is a 48V power supply system, and the second voltage level is a 12V power supply system.

[0018] On the other hand, this utility model also provides a vehicle, including the vehicle power distribution device as described above.

[0019] The technical advantages of this invention are as follows: This invention provides a vehicle power distribution device and a vehicle. The vehicle power distribution device is powered by a battery of a first voltage level. Compared to a 12V battery architecture or a dual-voltage architecture of 12V and 48V batteries, this further reduces power loss, wiring harness size, product weight and volume, and design complexity. Furthermore, the protection module between the battery and the subsequent first load and vehicle controller provides overcurrent protection, undervoltage shutdown protection, overtemperature shutdown protection, short circuit protection, surge protection, etc., to avoid a series of safety issues such as heat loss at contact points due to electric arcing under a 48V load. Attached Figure Description

[0020] The technical solution and other beneficial effects of this utility model will become apparent from the following detailed description of specific embodiments in conjunction with the accompanying drawings.

[0021] Figure 1 One of the structural schematic diagrams of the vehicle power distribution device provided in the embodiments of this utility model;

[0022] Figure 2 A schematic diagram of the structure of the vehicle controller provided in an embodiment of this utility model;

[0023] Figure 3 A schematic diagram of the first protection submodule provided in an embodiment of this utility model;

[0024] Figure 4 This is the second structural schematic diagram of the vehicle power distribution device provided in the embodiment of this utility model;

[0025] Figure 5 The third schematic diagram of the vehicle power distribution device provided in the embodiment of this utility model.

[0026] The components in the attached diagram are labeled as follows:

[0027] 100 - Vehicle power distribution device; 10 - Battery; 20 - Protection module; 30 - Vehicle controller; 40 - First load; 50 - Second load; 60 - Third load; 70 - Battery pack; 80 - Step-down module; 310 - First power conversion module; 320 - Second power conversion module; 330 - First load driver; 340 - Second load driver. Detailed Implementation

[0028] The technical solutions of the present utility model will be clearly and completely described below with reference to the accompanying drawings of the embodiments. Obviously, the described embodiments are only some embodiments of the present utility model, and not all embodiments. All other embodiments obtained by those skilled in the art based on the embodiments of the present utility model without creative effort are within the scope of protection of the present utility model.

[0029] In the description of this utility model, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, features defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this utility model, "a plurality of" means two or more, unless otherwise explicitly specified. The terms "installed," "connected," and "linked" should be interpreted broadly; for example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection, an electrical connection, or a connection that allows for communication; they can refer to a direct connection or an indirect connection through an intermediate medium; they can refer to the internal communication of two components or the interaction between two components. Those skilled in the art can understand the specific meaning of the above terms in this utility model according to the specific circumstances.

[0030] In this invention, unless otherwise explicitly specified and limited, "above" or "below" the second feature can include direct contact between the first and second features, or contact between the first and second features through another feature between them. Furthermore, "above," "over," and "on top" of the second feature includes the first feature directly above or diagonally above the second feature, or simply indicates that the first feature is at a higher horizontal level than the second feature. "Below," "below," and "under" the second feature includes the first feature directly below or diagonally below the second feature, or simply indicates that the first feature is at a lower horizontal level than the second feature.

[0031] The following disclosure provides many different embodiments or examples for implementing various structures of this invention. To simplify the disclosure, specific examples of components and arrangements are described below. These are merely examples and are not intended to limit the scope of the invention. Furthermore, reference numerals and / or letters may be repeated in different examples; such repetition is for simplification and clarity and does not in itself indicate a relationship between the various embodiments and / or arrangements discussed. In addition, examples of various specific processes and materials are provided in this invention, but those skilled in the art will recognize the application of other processes and / or the use of other materials.

[0032] Currently, to meet higher requirements, vehicles are equipped with a dual-voltage architecture using both 12V and 48V batteries. This allows the 12V battery to still meet the needs of low-power devices, while the 48V battery meets the needs of high-power devices. Based on Ohm's law, the current in the 48V battery architecture is one-quarter that in the 12V battery architecture. Correspondingly, power loss can be reduced to one-sixteenth, and the wiring harness size can be reduced due to the lower current, resulting in a reduction in product weight and size. While the dual-voltage architecture of 12V and 48V batteries reduces power loss, wiring harness size, product weight, and size to some extent, there is still room for further improvement. Furthermore, in this dual-voltage architecture, the 48V and 12V loads are connected via CAN, LIN, or hardwired connections. If the 48V load fails to ground, the 48V battery voltage will flow into the 12V load through CAN, LIN, or hardwired connections, often damaging low-voltage module components. Therefore, in the dual-voltage architecture of 12V and 48V batteries, the 48V vehicle wiring harness system and the 12V vehicle wiring harness system are designed separately to minimize the connection between the two. If the wiring cannot be separated, the wiring between the two systems is isolated, which increases the design difficulty.

[0033] Given that there is still room for improvement in power loss, wiring harness size, product weight, and volume, and that the dual-voltage architecture design of 12V and 48V batteries is relatively complex, this utility model provides a vehicle power distribution device and vehicle to overcome the problems of the prior art. The following description, in conjunction with the accompanying drawings, illustrates the vehicle power distribution device and vehicle provided by this utility model.

[0034] See Figures 1 to 5 This utility model embodiment provides a vehicle power distribution device 100, such as... Figure 1 As shown, the vehicle power distribution device 100 includes a battery 10, a protection module 20, a vehicle controller 30, a first load 40, and a second load 50.

[0035] In this device, there are multiple first loads 40 and multiple second loads 50. The first voltage level of the first load 40 is higher than the second voltage level of the second load 50, and the voltage level of the battery 10 is the first voltage level. The second voltage level is 12V, and the first voltage level is a voltage higher than 12V, such as 24V, 36V, 48V, or other voltage levels not exceeding the safe voltage. Preferably, the first voltage level is 48V. In other words, the vehicle power distribution device 100 of this invention only has a battery 10 with the first voltage level. Compared with the voltage architecture of dual batteries 10, it reduces the design difficulty, further reduces power loss, and reduces the size of the wiring harness, the weight and volume of the product.

[0036] It should be noted that the first voltage level refers to the nominal voltage of battery 10. For example, a 48V battery means that the nominal voltage of battery 10 is 48V. In actual charging, the charging voltage range of a 48V battery is usually between 48V and 54V, and it will be slightly lower than 48V during discharge. The second voltage level is also the nominal voltage, and its actual power supply range is 9V-16V. Furthermore, battery 10 can specifically be a lithium battery, lead-acid battery 10, or other vehicle batteries; there are no restrictions on this.

[0037] One end of the protection module 20 is connected to the battery 10, and the other end is connected to the first load 40 and the vehicle controller 30 respectively, supplying power to the first load 40 and the vehicle controller 30 at a first voltage level. Since disconnecting the first load 40 or the second load 50 at 48V voltage in a 48V battery architecture will trigger an electric arc, resulting in large-area heat loss at the contact points, this invention provides a protection module 20 between the battery 10 and the subsequent first load 40 and vehicle controller 30. This protection module 20 can detect the current in the circuit in real time and cut off the current when the current exceeds a preset limit. In addition to the aforementioned overcurrent protection, it can also implement undervoltage shutdown protection, overtemperature shutdown protection, short circuit protection, surge protection, etc., to avoid heat loss at the contact points caused by electric arcs. It should be noted that the protection module 20 plays a protective role between the battery 10 and the subsequent first load 40 and vehicle controller 30, and has no effect on the first voltage level provided by the battery 10. The first load 40 and vehicle controller 30 connected to the protection module 20 are still powered by the first voltage level.

[0038] The vehicle controller 30 is connected to the first load 40 and the second load 50 respectively, supplying power to the first load 40 at a first voltage level and the second load 50 at a second voltage level. For example, the vehicle controller 30 can directly supply power to the 48V first load 40 with 48V, or it can supply power to the 12V second load 50 after converting 48V to 12V. In addition to voltage conversion, the vehicle controller 30 also processes the acquired signals to output control signals such as low-side control signals, high-side control signals, and motor drive signals, using these control signals to control the 48V first load 40. It should be noted that some first loads 40 are directly connected to the protection module 20 and can operate normally at the first voltage level; while some first loads 40 are connected to the vehicle controller 30 and require control by the vehicle controller 30 to operate.

[0039] The vehicle power distribution device 100 provided in this embodiment of the utility model is powered by a first-voltage battery 10. Compared with the architecture of a 12V battery and the dual-voltage architecture of 12V and 48V batteries, it can further reduce power loss, reduce the size of the wiring harness, the weight and volume of the product, and also reduce design difficulty. In addition, the protection module 20 between the battery 10 and the subsequent first load 40 and vehicle controller 30 realizes overcurrent protection, undervoltage shutdown protection, overtemperature shutdown protection, short circuit protection, surge protection, etc. in the vehicle power distribution device 100, so as to avoid a series of safety problems such as heat loss at the contact point caused by electric arc under 48V load.

[0040] In some embodiments of this utility model, such as Figure 2 As shown, the vehicle controller 30 includes a first power conversion module 310, a first load driver 330, and a second load driver 340.

[0041] One end of the first power conversion module 310 is connected to the protection module 20 to convert the first voltage level output by the protection module 20 to the second voltage level; the other end of the first power conversion module 310 is connected to the second load driver 340 and supplies power to the second load driver 340 at the second voltage level, and the second load driver 340 is connected to the second load 50.

[0042] The protection module 20 is also connected to the first load driver 330, and supplies power to the first load driver 330 at a first voltage level. The first load driver 330 is connected to the first load 40.

[0043] In other words, the first power conversion module 310 converts the first voltage level to the second voltage level, thereby enabling the second load driver 340 to be powered at the second voltage level. For example, the first power conversion module 310 converts 48V to 12V, using 12V to power the 12V driver, which then outputs a drive signal supporting 12V operation to the 12V load. For certain 48V first loads 40, which are controlled by the first load driver 330, the first load driver 330, when powered by 48V, outputs a control signal supporting 48V operation to properly control the 48V first load 40.

[0044] The first load 40 can specifically be a high-power load such as vehicle lights, electric water pump, air compressor, window heating device, ADAS controller, electronic parking brake, steering column lock motor, power amplifier, etc. The second load 50 can specifically be a relatively low-power load such as ambient light, headlight, electric rearview mirror, adaptive cruise control radar, etc.

[0045] The vehicle controller 30 can specifically be a body domain controller, instrument controller, ADAS controller, seat controller, etc.

[0046] In some embodiments of this utility model, the vehicle controller 30 further includes a second power conversion module 320, and the vehicle power distribution device 100 further includes a third load 60, the third voltage level of the third load 60 being lower than the second voltage level.

[0047] One end of the second power conversion module 320 is connected to the first power conversion module 310 and converts the second voltage level output by the first power conversion module 310 into the third voltage level. The other end of the second power conversion module 320 is connected to the third load 60 and supplies power to the third load 60 at the third voltage level.

[0048] In this embodiment, the third load 60 refers to a load with lower power, such as an MCU, CAN, or peripheral device, which requires a voltage lower than the second voltage level. That is, the third voltage level is less than 12V, and can be 3.3V, 5V, etc. There is no limitation on this.

[0049] The second power conversion module 320 is used to convert the second voltage level to a third voltage level and supply power to the third load 60 at the third voltage level, so that the third load 60 can operate normally. Specifically, the second power conversion module 320 may be part of a power management module (PMIC), that is, the power management module (PMIC) converts the second voltage level to the third voltage level.

[0050] In some embodiments of this utility model, the protection module 20 includes a first protection submodule and a second protection submodule. One end of the first protection submodule is connected to the battery 10, and the other end is connected to the second protection submodule, for protecting and monitoring the battery 10. The second protection submodule is used to absorb peak voltage output from the battery 10. The first protection submodule is an electronic fuse used for undervoltage shutdown protection, overtemperature shutdown protection, real-time current diagnosis of the vehicle, and wiring harness optimization using time-current configuration curves.

[0051] The time-to-current configuration curve function I2T is set by two parameters: INOM (the rated current value in the circuit) and tNoM (the time threshold under rated or set current conditions at which the circuit can operate safely or trigger protection). The INOM value determines the maximum continuous current, while tNoM determines the current and fusing time when the load current exceeds INOM. The expression for I2T is approximated by an optimized stepwise function that can be adjusted between the conductor I2T limit at one end and the load transient characteristics at the other. The time-to-current configuration curve is always active and, combined with very fast overcurrent protection, is triggered when the current reaches a threshold defined under hard short-circuit conditions. When the current in the load is pulse-width modulated, the eFuse function calculates the root mean square of the current. The root mean square of the current is also calculated when the power switch is disconnected under normal operation or short-circuit / overload conditions. Therefore, if the circuit is interrupted due to overload and is reactivated after a period of time, eFuse retains the previous conditions in memory and still avoids maximum IRMs exceeding INOM, thus replacing the traditional fuse function.

[0052] The second protection submodule is a protection circuit that, based on the electronic fuse, further provides overcurrent protection, overvoltage protection, undervoltage protection, overtemperature protection, short circuit protection, battery management protection, and reverse connection protection for the entire vehicle power distribution unit 100. This protection circuit is connected to a 6000W TVS diode, which can absorb a 70V peak voltage. When the voltage in the protection circuit exceeds the TVS diode's threshold voltage (e.g., 70V), the TVS diode will quickly conduct, transferring excess energy away to prevent the voltage from continuing to rise. The TVS diode provides effective voltage suppression, preventing the voltage from exceeding the safe operating range. Additionally, the second protection submodule is used for EMC testing verification.

[0053] Schematic diagram of the circuit of an electronic fuse as follows: Figure 3 As shown, it has the following pins:

[0054] The power input terminal VBAT is connected to the positive terminal of the battery 10, and the electronic fuse operates under the voltage provided by the battery 10.

[0055] The CP pins, including CP1P, CP1M, CP2P, and CP2M, are the charge pump pins used to drive the gate of an external MOSFET, providing a higher gate drive voltage. Pins CP1P and CP2P are the positive input terminals of the charge pump, while pins CP1M and CP2M are intermediate nodes of the charge pump. A stable voltage is obtained through capacitors CP1 and CP2 connected to pins CP1P and CP2P.

[0056] The ISNS_P and ISNS_N pins are the positive and negative input pins for current detection respectively, used to monitor the current passing through the external load. Both the ISNS_P and ISNS_N pins are connected to the current sensing resistor RSENSE, and the load current is detected by the voltage difference across the current sensing resistor.

[0057] The HS_GATE is the high-side drive pin, which is connected to the gate of the external MOSFET to control the switching state of the external MOSFET.

[0058] The OUT is the output terminal for driving the load and is connected to the external load.

[0059] Both the NTC_M and NTC are thermistor input pins, used to monitor the load or ambient temperature, and are connected to the external thermistor (RNTC) and the reference resistor (RT_REF).

[0060] The SPI is the Serial Peripheral Interface pin and is communicatively connected to the MCU.

[0061] The DIAG is the diagnostic signal output pin, used to report the operating status or error information of the electronic fuse.

[0062] The HWLO is the hardware fault signal output pin. The TEST1 and TEST2 pins are used for debugging or functional testing.

[0063] Based on the above various pins, the electronic fuse can achieve the following functions:

[0064] 1. Battery under-voltage shutdown

[0065] If the supply voltage VS of the storage battery 10 is lower than a certain under-voltage shutdown threshold VS_USD, the vehicle power distribution device 100 enters the battery under-voltage mode. In this battery under-voltage mode, functions such as detection and diagnosis are unavailable, and the charge pump, output stage, bypass switch, etc. are all turned off.

[0066] If the supply voltage VS of the storage battery 10 exceeds a certain threshold VS_USD + VS_USD_hys, the vehicle power distribution device 100 will return to the previous working mode. That is, when VS < VS_USD, the under-voltage flag is set in the SPI register, and it is automatically reset when VS > VS_USD + VS_USD_hys.

[0067] 2. Device over-temperature shutdown

[0068] When the detected temperature TJ exceeds the maximum temperature threshold TTSD, the vehicle's electrical distribution unit 100 enters an over-temperature shutdown mode. At this time, the charge pump, output stage, and bypass switch in the electronic fuse circuit are shut down. Simultaneously, fault information is transmitted to the MCU via SPI. When the detected temperature TJ falls below the minimum temperature TTSD-TTSD_HYS, the electronic fuse circuit restarts.

[0069] 3. External MOSFET over-temperature shutdown

[0070] The temperature of the external MOSFET is monitored by a 10kΩ thermistor RNTC.

[0071] 4. Hardware short-circuit blocking

[0072] The external MOSFET drain-source current is monitored by the power management integrated circuit (PMIC) via a current-sensing amplifier, which reads the voltage drop across the high-side shunt resistor. The overload detection circuit simulates the response of a conventional fuse. The MOSFET will turn off due to overcurrent if the voltage in the current-sensing circuit exceeds a preset voltage threshold for a period longer than the nominal trip time. In this case, both the output stage and the bypass switch are turned off. The voltage threshold can be set from 6mV to 90mV via SPI, and the nominal trip time is also configurable.

[0073] 5. Low current bypass desaturation turn-off

[0074] The VDS voltage (VS-VOUT) of the internal bypass switch is monitored by the power management integrated circuit (PMIC), protecting the switch from changes in load current convergence.

[0075] When the bypass VDS voltage exceeds a fixed threshold (e.g., 1.3V), the bypass undergoes desaturation shutdown. In this case, the bypass switch is turned off, while the external MOSFET is directly turned on by hardware via the HS_GATE output to protect the bypass and provide the necessary current to the connected load.

[0076] It should be noted that in other embodiments of this utility model, the electronic fuse, in addition to the circuit shown above, can also be a chip of different models such as Texas Instruments-TPS1H100-Q1, Infineon-BTS50010-1T, Nexperia-PESD1CAN, Analog Devices-ADM8317, etc., and there is no limitation on this.

[0077] The vehicle power distribution device 100 provided in this embodiment of the present invention can perform real-time diagnosis of the vehicle's current through the first protection submodule—electronic fuse—to improve safety. Safety is further enhanced through the second protection submodule.

[0078] In some embodiments of this utility model, such as Figure 4 As shown, the device also includes a battery pack 70 and a step-down module 80. One end of the step-down module 80 is connected to the battery pack 70, and the other end is connected to the protection module 20. The step-down module 80 converts the output voltage of the battery pack 70 into a first voltage level.

[0079] In this embodiment, the battery pack 70 is a high-voltage battery pack 70, which is a battery pack 70 with a voltage of 200V or higher. The specific voltage value can be 400V, 600V, 800V, etc. The battery pack 70 is the core power source of the vehicle, responsible for providing the main power to the vehicle's electric motor. The storage battery 10 is used to supply power to the vehicle's auxiliary systems, part of the power system, etc.

[0080] The step-down module 80 is specifically a DC-DC converter, which can convert the voltage of the high-voltage battery pack 70 to a first voltage level, and can also provide the first voltage level voltage to the first load 40 and the vehicle controller 30.

[0081] In some embodiments of this utility model, the vehicle controller 30 further includes a power management module, a digital detection module, an analog detection module, a processor, multiple communication modules with different communication protocols, and multiple control signal output modules. The power management module, digital detection module, analog detection module, and communication module are all connected to one end of the processor, and the control signal output modules are connected to the other end of the processor. The power management module, digital detection module, analog detection module, communication module, and control signal output modules all operate at a first voltage level.

[0082] like Figure 5 As shown, the communication module includes a CAN communication module, a LIN communication module, and an Ethernet module, enabling data communication in different ways. The digital detection module is used for detecting digital signals, and the analog detection module is used for detecting analog signals. The control signal output module includes a low-side output module, a high-side output module, a motor drive module, and a PWM output module, which output low-side control signals, high-side control signals, motor drive signals, and PWM signals, respectively.

[0083] Specifically, the CAN communication module can be an isolated driver chip, and all communication modules, power management modules, digital detection modules, analog detection modules, and control signal output modules support a first voltage level, such as 48V. The processor can be an MCU. The power management module (PMIC) is used for power management.

[0084] In some embodiments of this utility model, the device further includes PCB traces connecting each module, the spacing of the PCB traces is ≥0.1mm, and the spacing between the pins of each module is ≥0.13mm.

[0085] Specifically, the various modules in the vehicle's power distribution unit are connected via wiring harnesses. In this PCB routing, the spacing between inner layer traces is ≥0.1mm, the spacing between outer layer traces covered with solder mask is ≥0.13mm, and the distance between the exposed copper area of ​​the outer power supply and the surrounding exposed copper area is ≥1.5mm. If the module is a surface-mount device, its pin pitch is ≥0.13mm; if the module is a through-hole device, the pin pitch is ≥0.5mm.

[0086] It should be noted that if the device is not soldered, the distance between the two pins needs to be ≥1.5mm.

[0087] The embodiments of this utility model ensure a sufficiently large creepage distance by adjusting the PCB trace spacing and pin spacing to prevent electric shock or electrical failures caused by insufficient electrical clearance or adverse external environmental conditions such as humidity and temperature.

[0088] Based on any of the above embodiments, the present invention also provides a vehicle, the vehicle including the vehicle power distribution device as described above, the vehicle power distribution device including a relay and the vehicle power distribution device as described above, wherein the vehicle power distribution device includes a battery, a protection module, a vehicle controller, a first load and a second load, the first voltage level of the first load is higher than the second voltage level of the second load, and the voltage level of the battery is the first voltage level.

[0089] One end of the protection module is connected to the battery, and the other end is connected to the first load and the vehicle controller respectively, and the first load and the vehicle controller are powered by the first voltage level.

[0090] The vehicle controller is connected to the first load and the second load respectively, and supplies power to the first load at the first voltage level and to the second load at the second voltage level.

[0091] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0092] The above provides a detailed description of a vehicle power distribution device provided by the embodiments of this utility model. Specific examples have been used to illustrate the principle and implementation of this utility model. The description of the above embodiments is only for the purpose of helping to understand the technical solution and core idea of ​​this utility model. Those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. These modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of this utility model.

Claims

1. A vehicle power distribution device, characterized in that, It includes a battery, a protection module, a vehicle controller, a first load, and a second load, wherein the first voltage level of the first load is higher than the second voltage level of the second load, and the voltage level of the battery is the first voltage level; One end of the protection module is connected to the battery, and the other end is connected to the first load and the vehicle controller respectively, so as to supply power to the first load and the vehicle controller at the first voltage level; The vehicle controller is connected to the first load and the second load respectively, and supplies power to the first load at the first voltage level and to the second load at the second voltage level.

2. The vehicle power distribution device as described in claim 1, characterized in that, The vehicle controller includes a first power conversion module, a first load driver, and a second load driver; One end of the first power conversion module is connected to the protection module to convert the first voltage level output by the protection module into a second voltage level; The other end of the first power conversion module is connected to the second load driver and supplies power to the second load driver at the second voltage level; the second load driver is connected to the second load. The protection module is also connected to the first load driver and supplies power to the first load driver at the first voltage level. The first load driver is connected to the first load.

3. The vehicle power distribution device as described in claim 2, characterized in that, The vehicle controller further includes a second power conversion module, and the device further includes a third load, wherein the third voltage level of the third load is lower than the second voltage level; One end of the second power conversion module is connected to the first power conversion module and converts the second voltage level output by the first power conversion module into a third voltage level. The other end of the second power conversion module is connected to the third load and supplies power to the third load at the third voltage level.

4. The vehicle power distribution device as described in claim 1, characterized in that, The protection module includes a first protection submodule and a second protection submodule. One end of the first protection submodule is connected to the battery, and the other end is connected to the second protection submodule, which is used to protect and monitor the battery. The second protection submodule is used to absorb the peak voltage output by the battery.

5. The vehicle power distribution device as described in claim 4, characterized in that, The first protection submodule is an electronic fuse, used for undervoltage shutdown protection, overcurrent protection, overtemperature shutdown protection of the battery, real-time diagnosis of vehicle current, and wiring harness optimization through time and current configuration curves.

6. The vehicle power distribution device as described in claim 1, characterized in that, The device also includes a battery pack and a step-down module. One end of the step-down module is connected to the battery pack, and the other end is connected to the protection module. The step-down module converts the output voltage of the battery pack into a first voltage level.

7. The vehicle power distribution device as described in claim 1, characterized in that, The vehicle controller further includes a power management module, a digital detection module, an analog detection module, a processor, multiple communication modules with different communication protocols, and multiple control signal output modules. The power management module, digital detection module, analog detection module, and communication module are all connected to one end of the processor, and the control signal output module is connected to the other end of the processor. The power management module, digital detection module, analog detection module, communication module, and control signal output module all operate at a first voltage level.

8. The vehicle power distribution device as described in claim 1, characterized in that, The device also includes PCB traces connecting each module, the spacing of the PCB traces being ≥0.1mm, and the spacing between the pins of each module being ≥0.13mm.

9. The vehicle power distribution device as described in any one of claims 1 to 8, characterized in that, The first voltage level is a 48V power supply system, and the second voltage level is a 12V power supply system.

10. A vehicle, characterized in that, Includes the vehicle power distribution device as described in any one of claims 1 to 9 above.

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