Vehicle-mounted power supply device and electric vehicle
By using five controllable switches in the vehicle power supply unit to connect the battery pack in parallel or series, the problems of high cost and complex logic in power supply management of different electrical loads in the vehicle are solved, achieving cost savings and simplified logic.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Utility models(China)
- Current Assignee / Owner
- Filing Date
- 2025-06-17
- Publication Date
- 2026-04-21
AI Technical Summary
In the existing technology, the power supply management of different electrical loads in the whole vehicle requires the use of multiple controllable switches, which results in high cost and complex control logic.
An on-board power supply device is adopted, which uses five controllable switches (first controllable switch, second controllable switch, third controllable switch, fourth controllable switch and fifth controllable switch) to connect the battery pack in parallel or in series, so as to realize the power supply control of different electrical loads and reduce the number of controllable switches used.
By combining five controllable switches, the cost of vehicle power supply management is reduced, the control logic is simplified, and the efficiency and reliability of the power supply device are improved.
Smart Images
Figure CN224145776U_ABST
Abstract
Description
Technical Field
[0001] This utility model relates to the field of power electronics technology, and in particular to an on-board power supply device and an electric vehicle. Background Technology
[0002] In some vehicle architectures, different electrical devices require different voltage power supply platforms. For example, in a heavy-duty truck, the 24V electrical loads include: electric water pump, EHPS (Electro-Hydraulic Power Steering), EBS (Electronic Braking System), and suspension, while the 12V electrical loads include: BMS (Battery Management System), CCU (Central Control Unit), reversing radar, airbag controller, and headlights, etc.
[0003] To simultaneously supply power to different electrical loads within a vehicle, it is sometimes necessary to connect two energy storage batteries with the same supply voltage in series or parallel to meet the vehicle's varying power demands. Please refer to [link to relevant documentation]. Figure 1 and Figure 2 , Figure 1 This is a schematic diagram illustrating the existing technology for supplying power to 12V electrical loads in a vehicle. Figure 2 This is a schematic diagram illustrating the simultaneous supply of power to both 12V and 24V electrical loads in a vehicle using existing technology. Figure 1 and Figure 2 In the diagram, battery pack A and battery pack B are both 12V battery packs. K1 to K6 are controllable switches. 24V loads (series) represent electrical loads in the vehicle that require a 24V power supply. 12V loads (parallel) represent all electrical loads in the vehicle that require a 12V power supply. 12V loads (lower pack) represent electrical loads in the vehicle that require a 12V power supply when in sleep mode. Figure 1 As shown, when only the 12V electrical load in the vehicle needs to be powered, controllable switches K1 and K3 are closed and K2 is open. At this time, battery pack A and battery pack B are connected in parallel. Power supply control for the 12V electrical load can be achieved by enabling controllable switch K5. Figure 2 As shown, when it is necessary to supply power to both the 12V and 24V electrical loads in the vehicle at the same time, controllable switches K1 and K3 are open and K2 is closed, and battery pack A and battery pack B are in series. At this time, the power supply control of the 12V electrical load can be achieved by enabling controllable switch K4, and the power supply control of the 24V load can be achieved by controlling switch K6.
[0004] Since all electrical loads in the vehicle are controlled by user-sent control signals, the 12V loads (parallel) and 12V loads (sub-bundles) in the vehicle can be considered as 12V electrical loads requiring the same control logic. In this case, if the above architecture is used to manage the power supply to the vehicle's electrical loads, it would require two controllable switches, K4 and K5, to manage the power supply to each of the 12V loads. This would necessitate the use of six controllable switches to manage the power supply to different electrical loads in the vehicle. This not only results in excessively high costs for managing the power supply to different electrical loads but also makes the control logic quite complex. Currently, there is no effective solution to this technical problem. Utility Model Content
[0005] In view of this, the purpose of this utility model is to provide an on-board power supply device and an electric vehicle, so as to solve the problems of high cost and complex control logic in the prior art when managing the power supply of different electrical loads in the vehicle. The specific solution is as follows:
[0006] To solve the above-mentioned technical problems, this utility model provides a vehicle power supply device, including: a first controllable switch, a second controllable switch, a third controllable switch, a fourth controllable switch and a fifth controllable switch;
[0007] The first terminal of the first battery pack is connected to the first load via the fifth controllable switch. The first terminal of the first battery pack is also connected to the first terminal of the fourth controllable switch via the third controllable switch. The second terminal of the fourth controllable switch is connected to the second load. The second terminal of the first battery pack is connected to the first terminal of the fourth controllable switch and the first terminal of the second battery pack via the second controllable switch. The second terminal of the first battery pack is also connected to the second terminal of the second battery pack via the first controllable switch. The second terminal of the second battery pack is grounded.
[0008] The power supply voltage for both the first and second battery packs is And the first load and the second load are respectively the power supply voltage of the whole vehicle. and The load, .
[0009] Preferably, the first controllable switch, the second controllable switch, and the third controllable switch are all independent control switches.
[0010] Preferably, the independent control switch is a relay or a power electronic switch.
[0011] Preferably, the power electronic switch is a top-down MOSFET.
[0012] Preferably, the fourth controllable switch and the fifth controllable switch have the same configuration structure, and when the load terminal current of the load connected to the rear end of the fourth controllable switch or the fifth controllable switch is lower than a preset threshold, the fourth controllable switch or the fifth controllable switch is specifically a MOSFET.
[0013] Preferably, the fourth controllable switch and the fifth controllable switch have the same configuration structure, and when the load terminal current of the load connected to the rear end of the fourth controllable switch or the fifth controllable switch is higher than or equal to a preset threshold, the fourth controllable switch or the fifth controllable switch includes: a MOS transistor and a driver chip for driving the MOS transistor.
[0014] Preferably, the MOS transistor and the driver chip are discrete devices.
[0015] Preferably, the MOS transistor and the driver chip are integrated together.
[0016] Preferably, the fourth controllable switch and the fifth controllable switch have the same configuration structure, and the fourth controllable switch or the fifth controllable switch is specifically an eFuse chip.
[0017] To address the aforementioned technical problems, this utility model also provides an electric vehicle, including an on-board power supply device as disclosed above.
[0018] Beneficial effects: In the vehicle power supply device provided by this utility model, when only the power supply voltage to the entire vehicle is required to be... When supplying power to the load, the first and third controllable switches are closed, and the second controllable switch is opened. At this time, the first and second battery packs are connected in parallel. Then, the fourth controllable switch can be used to achieve the desired supply voltage to the entire vehicle. The purpose is to manage the power supply to the load. When it is necessary to simultaneously supply power to the entire vehicle at a voltage of [voltage value missing], [the following is unclear and likely incomplete: "the purpose is to manage the power supply to the load."] and When supplying power to the load, the first and third controllable switches are disconnected, and the second controllable switch is closed. At this time, the first and second battery packs are connected in series. The fourth controllable switch can then supply power to the entire vehicle at a voltage of [voltage value missing]. The power supply to the load is controlled, and the fifth controllable switch can be used to control the power supply voltage of the entire vehicle. The power supply to the load is managed. Compared to existing technologies, the power supply voltage in the entire vehicle is... When managing the power supply of a load, only one controllable switch is needed. Furthermore, under this architecture, only five controllable switches are needed to achieve the purpose of managing the power supply of different electrical loads in the vehicle. This not only saves the cost required for managing the power supply of the entire vehicle, but also reduces the logical complexity of managing the power supply of the entire vehicle.
[0019] Correspondingly, the electric vehicle provided by this utility model also has the above-mentioned beneficial effects. Attached Figure Description
[0020] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on the provided drawings without creative effort.
[0021] Figure 1 This is a schematic diagram of the existing technology for supplying power to 12V electrical loads in a vehicle;
[0022] Figure 2 This is a schematic diagram of the existing technology when simultaneously supplying power to 12V and 24V electrical loads in a vehicle;
[0023] Figure 3 A schematic diagram of an on-board power supply device provided in an embodiment of the present utility model when supplying power to a second load in a vehicle;
[0024] Figure 4 A schematic diagram of an on-board power supply device provided in an embodiment of the present utility model when simultaneously supplying power to a first load and a second load in a vehicle.
[0025] Figure 5 This is a schematic diagram of an eFuse chip provided in an embodiment of the present invention. Detailed Implementation
[0026] 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. Based on the embodiments of the present utility model, all other embodiments obtained by those of ordinary skill in the art without creative effort are within the protection scope of the present utility model.
[0027] Please see Figure 3 and Figure 4 , Figure 3This is a schematic diagram illustrating an on-board power supply device provided in an embodiment of the present invention when supplying power to a second load in a vehicle. Figure 4 This is a schematic diagram illustrating an on-board power supply device provided in an embodiment of the present invention, which simultaneously supplies power to a first load and a second load in a vehicle. The on-board power supply device includes: a first controllable switch K1, a second controllable switch K2, a third controllable switch K3, a fourth controllable switch K4, and a fifth controllable switch K5.
[0028] The first terminal of the first battery pack is connected to the first load via the fifth controllable switch K5. The first terminal of the first battery pack is also connected to the first terminal of the fourth controllable switch K4 via the third controllable switch K3. The second terminal of the fourth controllable switch K4 is connected to the second load. The second terminal of the first battery pack is connected to the first terminal of the fourth controllable switch K4 and the first terminal of the second battery pack via the second controllable switch K2. The second terminal of the first battery pack is also connected to the second terminal of the second battery pack via the first controllable switch K1. The second terminal of the second battery pack is grounded.
[0029] The power supply voltage for both the first and second battery packs is And the first load and the second load are respectively the power supply voltage of the whole vehicle. and The load, .
[0030] In this embodiment, a novel vehicle power supply device is provided. When using this vehicle power supply device to manage the power supply of different loads in the vehicle, it can not only save the cost required for managing the power supply of the whole vehicle, but also reduce the logical complexity of managing the power supply of the whole vehicle.
[0031] To facilitate a better understanding of the technical solutions provided in this application by those skilled in the art, Figure 3 and Figure 4 The middle is compared with the existing technology. Figure 1 and Figure 2 The loads connected to the rear ends of the fifth controllable switch K5 and the fourth controllable switch K4 are respectively named the first load (in series) and the second load (lower load), and the sixth controllable switch K6 is virtually indicated above the fourth controllable switch K4. Figure 3 and Figure 4 In the diagram, the connection status of the sixth controllable switch is shown as a dashed line, indicating it is not connected to the control circuit. Simultaneously, a second load (in parallel) is connected to the downstream end of the sixth controllable switch K6. In essence, the first load (in series) is the supply voltage for the entire vehicle. The first load, the second load (in parallel), is the supply voltage of the entire vehicle. The first load, the second load (lower package), is the power supply voltage required for the entire vehicle in sleep mode. The load is defined as follows: the first load (in series) is the first load, and the second load (in parallel) and the second load (under the package) are the second loads.
[0032] Since all electrical loads in the vehicle are controlled by control signals sent by the user, therefore, Figure 3 and Figure 4 The second load (parallel) and the second load (sub-package) in the system can be considered as electrical loads in the whole vehicle that need to perform the same control logic.
[0033] Additionally, it should be noted that in practical applications, 24V and 12V loads are quite common in vehicles. Therefore, to improve the versatility of the technical solution provided in this application, it is possible to... Set it to 24V. Of course. The values can also be adjusted adaptively according to the actual situation.
[0034] Please see Figure 3 When only the power supply voltage to the entire vehicle is required, When power is supplied to the load (i.e., when only the second load in the vehicle needs to be powered), the first controllable switch K1 and the third controllable switch K3 are closed, and the second controllable switch K2 is opened. At this time, the first battery pack and the second battery pack are connected in parallel. Then, the fourth controllable switch K4 can be used to achieve the required power supply voltage to the entire vehicle. The purpose is to manage the power supply to the load.
[0035] Please see Figure 4 When it is necessary to supply power to the entire vehicle at the same voltage and When power is supplied to the load (i.e., when power needs to be supplied to the first and second loads in the vehicle simultaneously), the first controllable switch K1 and the third controllable switch K3 are opened, and the second controllable switch K2 is closed. At this time, the first battery pack and the second battery pack are in series. Then, the power supply voltage to the vehicle can be supplied through the fourth controllable switch K4. The load is controlled by power supply, and the fifth controllable switch K5 can be used to control the power supply voltage of the entire vehicle. Power supply management is implemented for the load.
[0036] pass Figure 3 and Figure 4 It can be seen that whether it is only necessary to manage the power supply to the first load in the vehicle, or to manage the power supply to both the first and second loads simultaneously, no power supply was used. Figure 3 and Figure 4The sixth controllable switch shown is an example. Compared to the prior art, which requires two controllable switches to manage the power supply to the second load and six controllable switches to manage the power supply to different loads in the vehicle, the vehicle power supply device provided in this application not only saves the cost required for managing the power supply to the entire vehicle, but also reduces the logical complexity of managing the power supply to the entire vehicle.
[0037] Based on the above embodiments, this embodiment further explains and optimizes the technical solution. As a preferred implementation, the first controllable switch K1, the second controllable switch K2, and the third controllable switch K3 are all independent control switches.
[0038] Since independent control switches have functions such as independent control, isolation protection, and overload protection, and considering that the first controllable switch K1, the second controllable switch K2, and the third controllable switch K3 are all located on the high-voltage side of the vehicle power supply device, and the current in their circuits is relatively large, in order to facilitate the vehicle power supply device to cut off the fault in time when an overcurrent occurs, limit the further expansion of the fault range, and ensure the safety of the vehicle power supply device during operation, in this embodiment, the first controllable switch K1, the second controllable switch K2, and the third controllable switch K3 are all set as independent control switches.
[0039] In a preferred embodiment, the stand-alone control switch is a relay or a power electronic switch.
[0040] Because relays have the advantages of good electrical isolation performance, flexible control, high reliability and low cost, in order to ensure the reliability of the vehicle power supply device provided in this application during use, and on the premise of taking into account the installation cost, the independent control switch can be set as a relay.
[0041] Power electronic switches have advantages such as fast response speed, easy integration, high voltage resistance and no mechanical wear. Therefore, when the vehicle power supply device provided in this application needs to be used in high-power, high-frequency and high-precision scenarios, the independent control switch can be set as a power electronic switch.
[0042] As a preferred embodiment, the power electronic switch is specifically a top-down MOSFET.
[0043] Specifically, in this embodiment, the power electronic switch can be configured as a top-down MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor). Because top-down MOSFETs not only possess fast switching characteristics and low on-resistance, but also allow for interchangeable source and drain terminals, this configuration provides significant flexibility in circuit design, thereby further improving the ease of use of the vehicle power supply device provided in this application in practical applications.
[0044] Furthermore, in practical applications, the fourth and fifth controllable switches K4 and K5 can be configured as multi-channel control switches based on the number of loads connected to their respective terminals. This allows for the simultaneous control of multiple loads connected to the terminals of the fourth and fifth controllable switches K4 and K5.
[0045] Based on the above embodiments, this embodiment further explains and optimizes the technical solution. As a preferred implementation, the fourth controllable switch K4 and the fifth controllable switch K5 have the same configuration structure. When the load terminal current of the load connected to the back end of the fourth controllable switch K4 or the fifth controllable switch K5 is lower than a preset threshold, the fourth controllable switch K4 or the fifth controllable switch K5 is specifically a MOS transistor.
[0046] In this embodiment, in order to improve the safety of the vehicle power supply device provided in this application during use, the fourth controllable switch K4 and the fifth controllable switch K5 can be set as controllable switches of the same type, thereby ensuring the consistency of the operating parameters of the fourth controllable switch K4 and the fifth controllable switch K5.
[0047] When the load current of the load connected to the back end of the fourth controllable switch K4 and the fifth controllable switch K5 is lower than the preset threshold, the fourth controllable switch K4 or the fifth controllable switch K5 can be set as a MOSFET. This is because MOSFETs not only have high input impedance, low on-resistance, and fast switching speed, but also have the advantages of no mechanical wear, high withstand voltage, and low power consumption. Therefore, when both the fourth controllable switch K4 and the fifth controllable switch K5 are set as MOSFETs, not only can the safety of the fourth controllable switch K4 and the fifth controllable switch K5 during operation be improved, but the power consumption required by the fourth controllable switch K4 and the fifth controllable switch K5 can also be relatively reduced.
[0048] Based on the above embodiments, this embodiment further explains and optimizes the technical solution. As a preferred implementation, the fourth controllable switch K4 and the fifth controllable switch K5 have the same configuration structure. When the load terminal current of the load connected to the back end of the fourth controllable switch K4 or the fifth controllable switch K5 is higher than or equal to a preset threshold, the fourth controllable switch K4 or the fifth controllable switch K5 includes: a MOS transistor and a driver chip for driving the MOS transistor.
[0049] When the fourth controllable switch K4 and the fifth controllable switch K5 are set as controllable switches with the same structure, if the load terminal current of the load connected to the back end of the fourth controllable switch K4 and the fifth controllable switch K5 is higher than or equal to the preset threshold, it indicates that the power of the load connected to the back end of the fourth controllable switch K4 and the fifth controllable switch K5 is large, and ordinary MOSFETs may not be able to supply power to the load connected to the back end of the fourth controllable switch K4 and the fifth controllable switch K5.
[0050] In order to improve the current driving capability of the fourth controllable switch K4 and the fifth controllable switch K5 and ensure the safe and reliable operation of the vehicle power supply device, MOSFETs and driver chips for driving the MOSFETs can be installed in the fourth controllable switch K4 and the fifth controllable switch K5.
[0051] Specifically, in order to relatively reduce the design cost of the fourth controllable switch K4 and the fifth controllable switch K5, the MOSFETs and driver chips in the fourth controllable switch K4 and the fifth controllable switch K5 can be set as discrete devices; or, in order to further reduce the space occupied by the fourth controllable switch K4 and the fifth controllable switch K5, the MOSFETs and driver chips in the fourth controllable switch K4 and the fifth controllable switch K5 can be integrated together.
[0052] In a preferred embodiment, the fourth controllable switch K4 and the fifth controllable switch K5 have the same configuration structure, and the fourth controllable switch K4 or the fifth controllable switch K5 is specifically an eFuse chip.
[0053] As can be seen from the above, to improve the safety of the vehicle power supply device provided in this application during use, the fourth controllable switch K4 and the fifth controllable switch K5 can be set to the same type of controllable switch. Furthermore, in practical applications, both the fourth controllable switch K4 and the fifth controllable switch K5 can be set as eFuse chips. This is because the eFuse chip is an intelligent chip that can determine which internal channel to use to power the load based on the current magnitude of the load connected to its downstream end. Please refer to [link to relevant documentation]. Figure 5 , Figure 5 This is a schematic diagram of an eFuse chip provided in an embodiment of the present invention. Figure 5In this context, VBAT represents the power supply voltage, VS represents the input voltage of the eFuse chip, HS_GATE represents the MOSFET control signal, OUT represents the output signal of the P channel, and R represents the resistor.
[0054] If the eFuse chip detects a high current in the load connected to its downstream side, it will activate the current path of the MOSFET to power the load. If the eFuse chip detects a low current in the load connected to its downstream side, it will activate the current path of the P-channel to power the load. Since the P-channel consumes less power than the MOSFET, using eFuse chips for both the fourth and fifth controllable switches K4 and K5 can further reduce their power consumption.
[0055] Accordingly, this utility model embodiment also provides an electric vehicle, including an on-board power supply device as disclosed above.
[0056] The electric vehicle provided in this embodiment of the present invention has the beneficial effects of the on-board power supply device disclosed above.
[0057] The above description of the disclosed embodiments enables those skilled in the art to make or use the present invention. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present invention. Therefore, the present invention is not to be limited to the embodiments shown herein, but is to be accorded the widest scope consistent with the principles and novel features disclosed herein.
Claims
1. A power supply device for a vehicle, characterized by comprising: include: First controllable switch, second controllable switch, third controllable switch, fourth controllable switch and fifth controllable switch; The first terminal of the first battery pack is connected to the first load via the fifth controllable switch. The first terminal of the first battery pack is also connected to the first terminal of the fourth controllable switch via the third controllable switch. The second terminal of the fourth controllable switch is connected to the second load. The second terminal of the first battery pack is connected to the first terminal of the fourth controllable switch and the first terminal of the second battery pack via the second controllable switch. The second terminal of the first battery pack is also connected to the second terminal of the second battery pack via the first controllable switch. The second terminal of the second battery pack is grounded. The supply voltage of the first battery pack and the second battery pack is , and the first load and the second load are loads with supply voltages of and , respectively. .
2. The power supply device for vehicle according to claim 1, wherein The first controllable switch, the second controllable switch, and the third controllable switch are all independent control switches.
3. The power supply of claim 2, wherein: The independent control switch is a relay or a power electronic switch.
4. The power supply of claim 3, wherein the power supply is configured to provide power to the vehicle's electrical system. The power electronic switch is specifically a top-down MOSFET.
5. The power supply of claim 1, wherein: The fourth and fifth controllable switches have the same structure, and when the load current of the load connected to the back end of the fourth or fifth controllable switch is lower than a preset threshold, the fourth or fifth controllable switch is specifically a MOS transistor.
6. The power supply of claim 1, wherein: The fourth controllable switch and the fifth controllable switch have the same configuration structure. When the load terminal current of the load connected to the rear end of the fourth controllable switch or the fifth controllable switch is higher than or equal to a preset threshold, the fourth controllable switch or the fifth controllable switch includes: a MOS transistor and a driver chip for driving the MOS transistor.
7. The power supply of claim 6, wherein: The MOS transistor and the driver chip are discrete devices.
8. The power supply of claim 6, wherein: The MOS transistor and the driver chip are integrated together.
9. The power supply of claim 1, wherein: The fourth controllable switch and the fifth controllable switch have the same configuration structure, and the fourth controllable switch or the fifth controllable switch is specifically an eFuse chip.
10. An electric vehicle, characterized by Includes an on-board power supply device as described in any one of claims 1 to 9.