Multi-power-source power supply isolation framework of new energy vehicle and new energy vehicle

Abstract

The utility model provides a multi-power-source power supply isolation framework of a new energy vehicle and the new energy vehicle, the multi-power-source power supply isolation framework comprises a first power supply circuit and a second power supply circuit, and the first power supply circuit is connected to a vehicle power supply end; the second power supply circuit comprises a DC / DC converter, a second field effect transistor and a second driving chip, the DC / DC converter is connected to the vehicle power supply end through the second field effect transistor, and the second driving chip is connected with the grid electrode of the second field effect transistor. The technical problems that the DC / DC of most new energy vehicles uses a traditional fuse for line protection at present, the effect is poor, and the protection speed is low are solved.

Description

Technical Field

[0001] This utility model relates to the field of vehicle power supply protection technology, specifically to a multi-power supply isolation architecture for new energy vehicles and a new energy vehicle. Background Technology

[0002] With the rapid popularization of new energy vehicles, the on-board power supply has changed from a generator to a DC / DC converter, and the source of the vehicle's low-voltage power supply has become a high-voltage power battery. The DC / DC converter converts high-voltage electricity into 12V or 24V low-voltage electricity for vehicle use. Because the operating characteristics of a DC / DC converter are completely different from those of a traditional generator, the circuit protection methods required for a DC / DC converter are also completely different.

[0003] Existing generators are typically protected using traditional fuses (plate fuses), and DC / DC converters also use this protection method. However, as a device with active protection, DC / DC converters will immediately cut off the output in case of line overload or short circuit, rendering traditional fuses almost ineffective.

[0004] In addition, most new energy vehicles still use the traditional parallel power supply architecture, which uses fuses to connect the DC / DC converter and the battery in parallel to power the whole vehicle. This method has low reliability, slow protection speed, poor effect, and the fuses need to be replaced after they blow.

[0005] Therefore, at least one of the following problems exists in the relevant technology: At present, most new energy vehicles use traditional fuses for DC / DC circuit protection, which is ineffective and slow. Utility Model Content

[0006] This invention solves the technical problem that most new energy vehicles currently use traditional fuses for circuit protection in their DC / DC converters, which results in poor performance and slow protection speed.

[0007] To address the aforementioned issues, this utility model provides a multi-power supply isolation architecture for new energy vehicles, comprising: a first power supply circuit connected to the vehicle's power supply terminal; and a second power supply circuit comprising: a DC / DC converter, a second field-effect transistor, and a second driver chip, wherein the DC / DC converter is connected to the vehicle's power supply terminal via the second field-effect transistor, and the second driver chip is connected to the gate of the second field-effect transistor.

[0008] Compared with existing technologies, the technical effects achieved by this solution are as follows: After the DC / DC converter is powered on, the second driver chip is controlled to conduct the second field-effect transistor, supplying power to the vehicle through the DC / DC converter; simultaneously, while the second power supply circuit is conducting, the DC / DC converter is monitored in real time for faults, specifically short-circuit faults in this application; when a fault occurs in the DC / DC converter, the second power supply circuit needs to be cut off to cut off the output for short-circuit protection, and the first power supply circuit is controlled to conduct, supplying power to the vehicle through the first power supply circuit, thereby ensuring that the power supply to the entire vehicle is not affected. Specifically, this application uses a driver chip + MOSFET to replace the traditional fuse on the second power supply circuit, and uses voltage detection instead of current detection for short-circuit protection, which has a large load capacity, fast response speed in case of fault, and a fault protection speed that can reach tens of thousands of times that of traditional fuses (improved from the 100ms level to the µs level). At the same time, it can self-recover after protection, without replacement, with high reliability and low after-sales maintenance costs.

[0009] In one embodiment of this utility model, the first power supply circuit includes: a first power supply connected to the vehicle power supply terminal; a first field-effect transistor having a first gate, a first drain and a first source, wherein the first drain is connected to the first power supply and the first source is connected to the vehicle power supply terminal; and a first driver chip connected to the first gate.

[0010] Compared with the prior art, the technical effect achieved by adopting this technical solution is as follows: the first power supply is connected to the vehicle power supply terminal through the first field-effect transistor, and the first driving chip controls the on and off of the first field-effect transistor through the first gate, thereby controlling the on and off of the first power supply circuit.

[0011] In one embodiment of this utility model, the first power supply circuit further includes: a first charging circuit, which is connected in parallel between the first drain and the first source, and a first charging chip is provided on the first charging circuit.

[0012] Compared with existing technologies, the technical effects achieved by this solution are as follows: after the DC / DC converter is powered on, the battery remains in a charging state, and the DC / DC converter provides power to the vehicle; while monitoring the DC / DC converter, it also monitors whether the battery has failed; in the event of a battery failure, the first charging chip automatically protects and isolates the faulty battery. The first power supply circuit in this application, through its dual-loop charging and discharging design, can meet the actual requirements of automotive applications, is low in cost, highly reliable, has a simple circuit, and is small in size, and can completely replace the traditional fuse solution.

[0013] In one embodiment of this utility model, a first body diode is connected in parallel between the first drain and the first source, and the anode of the first body diode is connected to the first drain, and the cathode of the first body diode is connected to the first source.

[0014] Compared with the existing technology, the technical effects achieved by adopting this technical solution are as follows: the anode of the first body diode is connected to the first power supply, and the cathode of the first body diode is connected to the vehicle power supply terminal; after the system is initially powered on, it will be in a waiting state for the vehicle to wake up. At this time, it is determined whether the vehicle has been woken up; if not, that is, before the vehicle is woken up, since the vehicle's dormant current is extremely small, the battery can supply power to the vehicle through the first body diode.

[0015] In one embodiment of this utility model, the second power supply circuit further includes a protection module, which is connected to the second driver chip and the controller.

[0016] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: the protection module connects to the controller and the second drive chip. Unlike the traditional short-circuit protection scheme that uses current detection, this utility model uses voltage detection for short-circuit protection. It does not require current sensing resistors and operational amplifiers, nor does it require controller intervention. The solution is simple, the protection speed is fast, the cost is low, and the effect is good. The measured protection speed is within 100µs, which is particularly suitable for the multi-power supply isolation architecture of this utility model.

[0017] In one embodiment of this utility model, the protection module includes: an eighth transistor, a ninth field-effect transistor, a second resistor, a fourth resistor, and a seventh resistor; the eighth transistor has an eighth base, an eighth collector, and an eighth emitter, and the eighth base is connected to the controller, while the eighth emitter is grounded; the ninth field-effect transistor has a ninth gate, a ninth source, and a ninth drain, and the ninth gate is connected to the eighth collector through the fourth resistor, the ninth drain is connected to the eighth base through the second resistor, the ninth drain is also connected to the enable terminal of the second driver chip through the seventh resistor, and the ninth source is connected to a controllable power supply.

[0018] Compared with existing technologies, the technical effects achieved by this solution are as follows: After the DC / DC converter is powered on, both the eighth transistor and the ninth field-effect transistor are in the off state, and the enable input of the second driver chip is pulled low, also in the off state. The controller outputs a high-level pulse, at which time the eighth transistor is turned on, and the eighth transistor simultaneously pulls the gate of the ninth transistor low through the fourth resistor. The ninth field-effect transistor is turned on, and the drain of the ninth transistor pulls the base of the eighth transistor high through the second resistor, and the protection module enters a self-locking state. After the ninth field-effect transistor is turned on, the second driver chip is controlled by the seventh resistor to turn on the second field-effect transistor. The enable input of the second driver chip is pulled high by the seventh resistor, and the protection module will always be in a self-locking state and will always keep the second field-effect transistor on, so that the DC / DC converter can normally supply power to the whole vehicle.

[0019] In one embodiment of this utility model, the protection module further includes: a Zener diode, a sixth transistor, a seventh transistor, a third resistor, a fifth resistor, and a sixth resistor; the cathode of the Zener diode is connected to the DC / DC input; the sixth transistor has a sixth base, a sixth collector, and a sixth emitter, and the sixth base is connected to the anode of the Zener diode, the sixth collector is connected to the ninth drain via the fifth resistor; the seventh transistor has a seventh base, a seventh collector, and a seventh emitter, and the seventh base is connected to the sixth collector, the seventh collector is connected to the eighth base, and the seventh emitter is grounded; wherein, the ninth gate is also connected to a controllable power supply via the third resistor, and the ninth drain is also grounded via the sixth resistor.

[0020] Compared with existing technologies, the technical effects achieved by this solution are as follows: After the DC / DC converter is powered on, the Zener diode breaks down, and the voltage drop across it stabilizes at around 8V. The sixth transistor conducts, pulling the base of the seventh transistor low, thus forcibly turning off the seventh transistor. When a short-circuit fault occurs in the DC / DC converter, the voltage drops below 8V, the Zener diode automatically turns off, and the sixth transistor changes from conducting to turning off. At this time, the base of the seventh transistor is pulled high by the ninth MOSFET through the fifth resistor, turning on the seventh transistor and pulling the base of the eighth transistor low. Because the controller output is low at this time, the eighth transistor, which was originally latching, is forcibly turned off. This causes the gate of the ninth transistor to be pulled high by the third resistor, forcibly turning off the ninth MOSFET. The enable input of the second driver chip is pulled low by the sixth resistor, turning off the second driver chip and subsequently the second MOSFET. The power supply to the DC / DC converter is then cut off, thus achieving the short-circuit protection function.

[0021] In one embodiment of this utility model, the protection module further includes: a first resistor, a first diode, a second diode, and a first capacitor; the anode of the first diode is connected to the controller, and the cathode of the first diode is connected to the eighth base through the first resistor; the anode of the second diode is connected to the controllable power supply, and the cathode of the second diode is connected to the ninth source; one end of the first capacitor is connected to the cathode of the second diode, and the other end of the first capacitor is grounded.

[0022] Compared with existing technologies, the technical effects achieved by this technical solution are as follows: the first diode and the first resistor connected in series are responsible for isolating the protection module from the controller; the second diode is used to prevent backflashover, and the first capacitor is used for filtering.

[0023] In one embodiment of this utility model, there are two first power supply circuits.

[0024] Compared with existing technologies, the technical effects achieved by adopting this technical solution are as follows: The multi-power supply isolation architecture in this application not only meets the line protection requirements, but also supports dual or triple power input of DC / DC converter and battery. It can also realize dual or triple power input isolation and redundancy, and its reliability is far higher than that of traditional fuses. It can be used in vehicles and applications with high power supply reliability requirements, such as autonomous driving.

[0025] In one specific embodiment, the present invention also provides a new energy vehicle, including: a multi-power supply isolation architecture; a vehicle power supply terminal connected to the multi-power supply isolation architecture.

[0026] Compared with the prior art, the technical effects achieved by adopting this technical solution are as follows: the new energy vehicle in this embodiment has all the beneficial effects of the multi-power supply isolation architecture as in any embodiment of this utility model, which will not be repeated here.

[0027] By adopting the technical solution of this utility model, the following technical effects can be achieved:

[0028] (1) In this application, the traditional fuse on the second power supply circuit is replaced by a driver chip + MOSFET. The short circuit protection is performed by voltage detection instead of current detection. It has a large load capacity, fast response speed in case of fault, and the fault protection speed can reach tens of thousands of times that of the traditional fuse (from 100ms level to µs level). At the same time, it can self-recover after protection, without replacement, with high reliability and low after-sales maintenance cost.

[0029] (2) The first power supply circuit in this application can meet the actual requirements of vehicle application through the charging and discharging dual-circuit design. It has low cost, high reliability, simple circuit, small size and can completely replace the traditional fuse solution.

[0030] (3) Unlike the traditional short circuit protection scheme that uses current detection, this utility model uses voltage detection for short circuit protection. It does not require current sensing resistors and operational amplifiers, nor does it require MCU intervention. The scheme is simple, the protection speed is fast, the cost is low, and the effect is good. The actual protection speed is within 100µs, which is particularly suitable for the multi-power supply isolation architecture of this utility model.

[0031] (4) The multi-power supply isolation architecture in this application not only meets the line protection requirements, but also supports dual or triple power input of DC / DC converter and battery. It can also realize dual or triple power input isolation and redundancy, and its reliability is much higher than that of traditional fuses. It can be used in vehicles and applications with high power supply reliability requirements, such as autonomous driving. Attached Figure Description

[0032] To more clearly illustrate the technical solutions of the embodiments of this utility model, the drawings to be used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0033] Figure 1 This is a schematic diagram of the first architecture of a multi-power supply isolation architecture provided in Embodiment 1 of this utility model;

[0034] Figure 2 This is a schematic diagram of the second architecture of a multi-power supply isolation architecture provided in Embodiment 1 of this utility model;

[0035] Figure 3 This is a schematic diagram of the connection of the protection module in this utility model;

[0036] Figure 4 This is a timing diagram of the protection module in this utility model.

[0037] Explanation of reference numerals in the attached figures:

[0038] 10 - Vehicle power supply terminal; 20 - Intelligent power distribution box; 210 - Protection module. Detailed Implementation

[0039] To make the above-mentioned objectives, features, and advantages of this utility model more apparent and understandable, the technical solutions in the embodiments of this utility model are clearly and completely described. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this utility model.

[0040] Example 1

[0041] See Figure 1 This is a schematic diagram of the multi-power supply isolation architecture for new energy vehicles provided in the first embodiment of this utility model, combined with... Figures 2-4 The multi-power supply isolation architecture includes: a first power supply circuit and a second power supply circuit. The first power supply circuit is connected to the vehicle power supply terminal 10. The second power supply circuit includes: a DC / DC converter, a second field-effect transistor, and a second driver chip. The DC / DC converter is connected to the vehicle power supply terminal 10 through the second field-effect transistor, and the second driver chip is connected to the gate of the second field-effect transistor.

[0042] In a specific embodiment, Q2 is a second field-effect transistor (FET), and U2 is a second driver chip. The first power supply circuit can be referred to as a battery circuit, and the second power supply circuit can be referred to as a DC / DC circuit. Both the first and second power supply circuits are connected to the vehicle power supply terminal 10 to provide power to the vehicle. The DC / DC converter is connected to the vehicle power supply terminal 10 through Q2. Q2 has a second gate, a second source, and a second drain. U2 controls the on / off state of Q2 through the second gate, thereby controlling the on / off state of the second power supply circuit. After the DC / DC converter is powered on, U2 is controlled to conduct Q2, supplying power to the vehicle through the DC / DC converter. Simultaneously, while the second power supply circuit is conducting, the DC / DC converter is monitored in real time for faults. In this application, a fault specifically refers to a short-circuit fault. When the DC / DC converter fails, the second power supply circuit needs to be disconnected to cut off the output for short-circuit protection, and the first power supply circuit is controlled to conduct, supplying power to the vehicle through the first power supply circuit, thereby ensuring that the power supply to the entire vehicle is not affected.

[0043] Specifically, this application uses a driver chip + MOSFET to replace the traditional fuse in the DC / DC circuit, and uses voltage detection instead of current detection for short circuit protection. It has a large load capacity, fast response speed in case of fault, and the fault protection speed can reach tens of thousands of times that of traditional fuses (from 100ms level to µs level). At the same time, it can self-recover after protection, without replacement, with high reliability and low after-sales maintenance cost.

[0044] Furthermore, the first power supply circuit includes: a first power supply, a first field-effect transistor, and a first driver chip. The first power supply is connected to the vehicle power supply terminal 10. The first field-effect transistor has a first gate, a first drain, and a first source. The first drain is connected to the first power supply, and the first source is connected to the vehicle power supply terminal 10. The first driver chip is connected to the first gate.

[0045] Specifically, the first power supply is a battery, Q1 is a first field-effect transistor (MOSFET), and U1 is a first driver chip. When the first power supply circuit is on, it provides power to the vehicle. The first power supply is connected to the vehicle power supply terminal 10 via Q1, and U1 controls the on / off state of Q1 through its first gate, thereby controlling the on / off state of the first power supply circuit. In the event of a DC / DC converter failure, the second power supply circuit is disconnected, and the first power supply circuit is turned on.

[0046] Preferably, when the power supply capacity of the DC / DC converter cannot meet the needs of the vehicle, the vehicle power supply voltage will be pulled down. At this time, Q1 will automatically turn on to meet the vehicle's instantaneous power requirements.

[0047] Furthermore, the first power supply circuit also includes a first charging circuit, which is connected in parallel between the first drain and the first source, and a first charging chip is provided on the first charging circuit.

[0048] Specifically, U11 is the first charging chip. Because the battery capacity of new energy vehicles is relatively small (typically around 60Ah, while that of traditional fuel vehicles is 165Ah and above), and the charging current is also small (a charging current of less than 10A is sufficient for a 60Ah battery), U11 in the battery charging circuit can use an electronic fuse chip (eFuse) or a smart high-side chip to replace the traditional fuse to meet the charging requirements. After the DC / DC converter is powered on, Q2 remains on, Q1 remains off, and U11 is on, allowing the DC / DC converter to charge the battery through U11. Simultaneously, it monitors the battery for faults while monitoring the DC / DC converter. If a battery fault occurs, U11 automatically protects the battery by isolating it. The first power supply circuit in this application, through its dual-circuit charging and discharging design, can meet the actual requirements of automotive applications, offering low cost, high reliability, simple circuitry, and small size, and can completely replace traditional fuse solutions.

[0049] Preferably, after the DC / DC converter is powered on, regardless of whether a fault is detected in the DC / DC converter or the first power supply, the vehicle must be powered off for maintenance and troubleshooting before being powered on again for the system to function normally.

[0050] Furthermore, a first body diode is connected in parallel between the first drain and the first source, with the anode of the first body diode connected to the first drain and the cathode of the first body diode connected to the first source.

[0051] Specifically, the anode of the first body diode is connected to the first power supply, and the cathode of the first body diode is connected to the vehicle power supply terminal 10. After the system is initially powered on, it will be in a waiting state for the vehicle to wake up. At this time, it is determined whether the vehicle has been woken up. If not, that is, before the vehicle is woken up, since the vehicle's dormant current is extremely small, usually within 50mA, the battery can supply power to the vehicle through the first body diode. If yes, that is, after the vehicle is woken up, control U1 turns on Q1, and the battery supplies power to the vehicle through Q1. At this time, it waits for the DC / DC converter to be powered on.

[0052] Preferably, when a short-circuit fault occurs in the DC / DC converter, Q2 is turned off to isolate the faulty DC / DC converter. At this time, the vehicle is powered through the first body diode. The first body diode can conduct spontaneously, resulting in power loss but no time delay. When the DC / DC converter fault is detected, control U1 to turn on Q1, thereby ensuring that the power supply of the entire vehicle is not affected.

[0053] Furthermore, the second power supply circuit also includes a protection module 210, which is connected to the second driver chip and the controller.

[0054] Specifically, the protection module 210 connects to the controller and U2. Unlike traditional short-circuit protection schemes that use current detection, this invention uses voltage detection for short-circuit protection. It eliminates the need for current sensing resistors and operational amplifiers, and requires no MCU intervention. The solution is simple, fast, low-cost, and effective, with a measured protection speed within 100µs. It is particularly suitable for the multi-power supply isolation architecture of this invention. U6 is the controller, using an MCU. After the DC / DC converter is powered on, the EN input of U2 is pulled low, remaining in the off state. At this time, after U6 sends a high-level pulse (approximately 10ms), the protection module 210 enters a self-locking state. Even if the high level of the MCU disappears, the protection module 210 remains locked. Therefore, a high-level pulse from the MCU is sufficient to activate and maintain the protection module 210 in the self-locking state. In the self-locking state, the protection module 210 controls U2 to open Q2 in the DC / DC circuit. The protection module 210 remains in the self-locking state and keeps Q2 open, allowing the DC / DC converter to supply power to the vehicle normally.

[0055] Furthermore, the protection module 210 includes: an eighth transistor, a ninth field-effect transistor, a second resistor, a fourth resistor, and a seventh resistor; the eighth transistor has an eighth base, an eighth collector, and an eighth emitter, and the eighth base is connected to the controller, while the eighth emitter is grounded; the ninth field-effect transistor has a ninth gate, a ninth source, and a ninth drain, and the ninth gate is connected to the eighth collector through the fourth resistor, the ninth drain is connected to the eighth base through the second resistor, the ninth drain is also connected to the enable terminal of the second driver chip through the seventh resistor, and the ninth source is connected to a controllable power supply.

[0056] Specifically, Q8 is the eighth transistor, which is an NPN transistor; Q9 is the ninth field-effect transistor, which is a PMOS transistor; R2 is the second resistor, R4 is the fourth resistor, R7 is the seventh resistor, and 5V_SW1 is a controllable power supply; after the vehicle wakes up, 5V_SW1 outputs a controllable 5V, and after the vehicle goes into sleep mode, 5V_SW1 is turned off to reduce static power consumption. After the DC / DC converter is powered on, Q8 and Q9 are both off, and the EN input of U2 is pulled low, also off. U6 outputs a high-level pulse, at which point Q8 turns on. Q8 simultaneously pulls the ninth gate low through R4, Q9 turns on, and the ninth drain pulls the eighth base high through R2. The protection module 210 enters a self-locking state. After Q9 turns on, it controls U2 to turn on Q2 through R7. The enable input EN of U2 is pulled high by R7 (EN is the output high level). The protection module 210 will remain in a self-locking state and keep Q2 open, so the DC / DC converter can normally supply power to the vehicle.

[0057] See Figure 4 This is a timing diagram of the protection module 210 in this utility model. As shown in the diagram, after the vehicle is woken up, 5V_SW1 outputs a controllable 5V. After the DC / DC converter is powered on, the MCU sends a control pulse, and EN outputs a high level, controlling U2 to turn on Q2. If a short circuit fault occurs in the DC / DC converter, EN outputs a low level, turning off U2 and subsequently Q2. Point T indicates a short circuit in the DC / DC converter; point A indicates that the MCU outputs a high-level pulse.

[0058] Furthermore, the protection module 210 also includes: a Zener diode, a sixth transistor, a seventh transistor, a third resistor, a fifth resistor, and a sixth resistor; the cathode of the Zener diode is connected to the DC / DC input; the sixth transistor has a sixth base, a sixth collector, and a sixth emitter, and the sixth base is connected to the anode of the Zener diode, the sixth collector is connected to the ninth drain via the fifth resistor; the seventh transistor has a seventh base, a seventh collector, and a seventh emitter, and the seventh base is connected to the sixth collector, the seventh collector is connected to the eighth base, and the seventh emitter is grounded; wherein, the ninth gate is also connected to the controllable power supply via the third resistor, and the ninth drain is also grounded via the sixth resistor.

[0059] Specifically, D3 is a Zener diode, Q6 is the sixth transistor, Q7 is the seventh transistor, R3 is the third resistor, R5 is the fifth resistor, R6 is the sixth resistor, and both Q6 and Q7 are NPN transistors. After the DC / DC converter is powered on, D3 breaks down, and the voltage drop across the transistor will stabilize at around 8V. Q6 turns on, pulling the base of the seventh transistor low, and Q7 will be in a forced turn-off state. When a short circuit fault occurs in the DC / DC converter, the protection module 210 will immediately detect the voltage drop of the DC / DC converter. D3 will automatically turn off, and Q6 will change from the on state to the off state. At this time, the seventh base is pulled high by Q9 through R5, and Q7 will turn on, thereby pulling the eighth base low. Since the MCU output is low at this time, Q8, which was originally locked, will be forcibly turned off, which will cause the ninth gate to be pulled high by R3, and Q9 to be forcibly turned off. The enable input terminal EN of U2 is pulled low by R6 (EN is the output low level), turning off U2 and then Q2. The power supply to the DC / DC converter is cut off, thereby realizing the short circuit protection function.

[0060] Furthermore, the protection module 210 also includes: a first resistor, a first diode, a second diode, and a first capacitor; the anode of the first diode is connected to the controller, and the cathode of the first diode is connected to the eighth base through the first resistor; the anode of the second diode is connected to the controllable power supply, and the cathode of the second diode is connected to the ninth source; one end of the first capacitor is connected to the cathode of the second diode, and the other end of the first capacitor is grounded.

[0061] Specifically, R1 is the first resistor, D1 is the first diode, D2 is the second diode, and C1 is the first capacitor; one end of R1 is connected to the seventh collector, the other end of R1 is connected to the cathode of D1, the anode of D1 is connected to the controller MCU, and D1 and R1 are connected in series to isolate the protection module 210 from the MCU; D2 is used to prevent backflashover, and C1 is used for filtering.

[0062] Preferably, the protection module 210 further includes: an eighth resistor R8 and a ninth resistor R9; the anode of D3 is grounded through R8 and also connected to the sixth base through R9; the anode of D1 is connected to the MCU, and the cathode is connected to the eighth base through R1. After the DC / DC converter is powered on, D3 breaks down. Since D3 is connected in series with R8 to the DC / DC converter, the anode of D3 is connected to one end of R8 and also to one end of resistor R9. The cathode of D3 is connected to the DC / DC input. The other end of R8 is grounded, and the other end of R9 is connected to the base of Q6. The voltage on R8 drives Q6 to conduct through R9.

[0063] Furthermore, the number of the first power supply circuits is two.

[0064] In one specific embodiment, traditional distribution boxes only have traditional fuses for line protection, which is ineffective and slow. This application uses a smart distribution box 20, which uses a driver chip + MOSFET to replace the traditional fuse. Figure 1 and Figure 2 This is a schematic diagram of a multi-power intelligent power distribution isolation architecture. In the diagram, the red arrows indicate the charging direction and the blue arrows indicate the discharging direction; F1 and F2 both represent fuses, and T1-T3 all represent ports.

[0065] Specifically, Figure 1 A schematic diagram of the first architecture for a multi-power supply isolation architecture. Figure 1 The first power supply circuit is set to one, which is connected by BAT and DC / DC converter through the topology shown in the figure to form a dual power supply isolation architecture. When any power supply fails (open circuit or short circuit), the power supply to the vehicle can be guaranteed to be unaffected. This achieves mutual redundancy input of the two power supplies and can also achieve fault isolation in the event of a fault. Figure 1 In actual vehicle operation, when the dual-power isolation architecture is in a powered-off state (i.e., the vehicle is parked and not running), the high voltage is not energized, and the DC / DC converter is also not energized. At this time, the battery (BAT) supplies power to the entire vehicle, and U1 controls Q1 to conduct, providing power to the vehicle. After the vehicle's high voltage is energized, the vehicle's power supply switches to the DC / DC converter. At this time, U2 controls Q2 to conduct, supplying power to the entire vehicle; U1 controls Q1 to turn off. Since the DC / DC voltage is typically 14V (for example, 12V passenger cars, while commercial vehicles are 28V), and the battery is 12V, even if Q1 is on, the battery will automatically stop supplying power to the vehicle and switch to DC / DC power. At this time, U11 can be turned on to allow the DC / DC converter to charge the battery.

[0066] Figure 2 This is a schematic diagram of a second architecture for a multi-power supply isolation architecture. The number of first power supply circuits can be multiple. Figure 2 The first power supply circuit consists of two batteries, employing a dual-battery power supply architecture. BAT1, BAT2, and a DC / DC converter are connected via the topology shown in the diagram to form a three-power isolation architecture. The charging and discharging circuits of BAT2 are the same as those of BAT1. BAT1, BAT2, and the DC / DC converter are connected via the topology shown in the diagram to form a three-power isolation architecture. In the event of a power supply failure (open circuit or short circuit), the vehicle's power supply can be guaranteed to remain unaffected, achieving redundant input of the three power supplies and enabling fault isolation during failures.

[0067] Specifically, the multi-power supply isolation architecture in this application not only meets the line protection requirements, but also supports dual or triple power inputs for DC / DC converters and batteries. It can also achieve dual or triple power input isolation and redundancy, and its reliability is far higher than that of traditional fuses. It can be used in vehicles and applications with high power supply reliability requirements, such as autonomous driving.

[0068]

Example 2

[0069] This embodiment also provides a new energy vehicle, including a multi-power supply isolation architecture as described in Embodiment 1 above and a vehicle power supply terminal 10, wherein the vehicle power supply terminal 10 is connected to the multi-power supply isolation architecture.

[0070] Specifically, this embodiment can achieve the technical effects corresponding to any of the technical solutions in Embodiment 1 above, which will not be repeated here.

[0071] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of this utility model, and not to limit it. Although this utility model has been described in detail with reference to the foregoing embodiments, 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. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this utility model.

Claims

1. A multi-power supply power isolation architecture for a new energy vehicle, characterized in that, The multi-power supply isolation architecture includes: A first power supply circuit is connected to the vehicle power supply terminal (10); The second power supply circuit includes a DC / DC converter, a second field-effect transistor, and a second driving chip. The DC / DC converter is connected to the vehicle power supply terminal (10) through the second field-effect transistor, and the second driving chip is connected to the gate of the second field-effect transistor.

2. The multi-power supply power isolation architecture of claim 1, wherein, The first power supply circuit includes: A first power supply is connected to the vehicle power supply terminal (10); The first field-effect transistor has a first gate, a first drain and a first source, and the first drain is connected to the first power supply, and the first source is connected to the vehicle power supply terminal (10). A first driver chip is connected to the first gate.

3. The multi-power supply power isolation architecture of claim 2, wherein, The first power supply circuit also includes: A first charging circuit is connected in parallel between the first drain and the first source, and a first charging chip is provided on the first charging circuit.

4. The multi-power supply isolation architecture according to any one of claims 2-3, characterized in that, A first body diode is connected in parallel between the first drain and the first source, with the anode of the first body diode connected to the first drain and the cathode of the first body diode connected to the first source.

5. The multi-power supply power isolation architecture of claim 1, wherein, The second power supply circuit also includes: Protection module (210), which is connected to the second driver chip and the controller.

6. The multi-power supply power isolation architecture of claim 5, wherein, The protection module (210) includes: an eighth transistor, a ninth field-effect transistor, a second resistor, a fourth resistor, and a seventh resistor; The eighth transistor has an eighth base, an eighth collector, and an eighth emitter, with the eighth base connected to the controller and the eighth emitter grounded. The ninth field-effect transistor has a ninth gate, a ninth source, and a ninth drain. The ninth gate is connected to the eighth collector through the fourth resistor, the ninth drain is connected to the eighth base through the second resistor, the ninth drain is also connected to the enable terminal of the second driver chip through the seventh resistor, and the ninth source is connected to a controllable power supply.

7. The multi-power supply power isolation architecture of claim 6, wherein, The protection module (210) further includes: a Zener diode, a sixth transistor, a seventh transistor, a third resistor, a fifth resistor, and a sixth resistor; The cathode of the Zener diode is connected to the DC / DC input; The sixth transistor has a sixth base, a sixth collector, and a sixth emitter. The sixth base is connected to the anode of the Zener diode, and the sixth collector is connected to the ninth drain via the fifth resistor. The seventh transistor has a seventh base, a seventh collector, and a seventh emitter. The seventh base is connected to the sixth collector, the seventh collector is connected to the eighth base, and the seventh emitter is grounded. The ninth gate is also connected to the controllable power supply through the third resistor, and the ninth drain is also grounded through the sixth resistor.

8. The multi-power supply power isolation architecture of claim 7, wherein, The protection module (210) further includes: a first resistor, a first diode, a second diode, and a first capacitor; The anode of the first diode is connected to the controller, and the cathode of the first diode is connected to the eighth base through the first resistor; The anode of the second diode is connected to the controllable power supply, and the cathode of the second diode is connected to the ninth source. One end of the first capacitor is connected to the cathode of the second diode, and the other end of the first capacitor is grounded.

9. The multi-power supply isolation architecture according to claim 1, characterized in that, There are two first power supply circuits.

10. A new energy vehicle, characterized in that, The new energy vehicles include: The multi-power supply isolation architecture as described in any one of claims 1-9; Vehicle power supply terminal (10), which is connected to the multi-power supply isolation architecture.

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