Vehicle-mounted charging and distribution circuit topological structure, vehicle-mounted power supply, power supply management system and vehicle

Abstract

The utility model provides a vehicle-mounted charging and distribution circuit topological structure, a vehicle-mounted power supply, a power supply management system and a vehicle. The topological structure comprises a first port, a second port, a third port, a first conversion circuit, an OBC secondary side circuit, a switching device, a DCDC primary side circuit and a second conversion circuit. The first port is coupled with the OBC secondary side circuit through the first conversion circuit, and the second end of the OBC secondary side circuit and the first end of the DCDC primary side circuit are coupled with the second port through the switching device; the second end of the DCDC primary side circuit is coupled with the third port through the second conversion circuit. And the switching device is in an on state when the OBC secondary side circuit works normally, and is in an off state when the OBC secondary side circuit fails. According to the utility model, the availability of the system can be improved under the condition that the safety of the high-voltage battery pack is ensured, and user requirements can be well met.

Description

Technical Field

[0001] This utility model relates to the field of power management technology for new energy vehicles, and in particular to an on-board charging and distribution circuit topology, an on-board power supply, a power management system, and a vehicle. Background Technology

[0002] The on-board charger (OBC) and DC-to-DC converter (DCDC) charge the high-voltage and low-voltage batteries of a vehicle, respectively, and are important components of the vehicle's power supply. With technological advancements and cost control, most mainstream products now integrate the on-board charger and DC-to-DC converter into a single on-board power unit (i.e., OBC+DCDC, such as the on-board charging and distribution unit (CharCon)). For an example, please refer to [link to example]. Figure 1 , Figure 1 A schematic block diagram of the circuit structure of an on-board power supply in the prior art is given. For example... Figure 1 A relay 200 is installed between the on-board charging and distribution unit 100 and the high-voltage battery pack 310. This relay 200 can be shut off in case of a failure within the on-board charger to prevent a short circuit in the high-voltage battery pack 310 and potential serious consequences. However, as users' performance requirements for new energy vehicles continue to increase—for example, the functional safety requirements for on-board DC-DC converters are higher than those for on-board chargers—it is necessary to ensure that a failure in the on-board charger does not affect the normal operation of the on-board DC-DC converter. However, as mentioned above, ... Figure 1 As shown, to avoid serious consequences caused by a short circuit in the high-voltage battery pack, the existing on-board charging and distribution unit will directly disconnect the relay between the on-board charging and distribution unit 100 and the high-voltage battery pack 310 when the on-board charger fails (for example, when the DS (drain and source) of one or more bridge arms on the secondary side of the on-board charger is short-circuited). This will also disconnect the path between the high-voltage battery pack 310 and the on-board DC-DC converter, making it impossible for the on-board DC-DC converter to work normally (for example, to supply power to the low-voltage working battery 320). This fails to meet the requirement of "not affecting the normal operation of the on-board DC-DC converter in the event of a failure of the on-board charger".

[0003] It should be noted that the information disclosed in the background section of this utility model is intended only to enhance the understanding of the general background of this utility model, and should not be regarded as an admission or in any way implying that the information constitutes prior art known to those skilled in the art. Utility Model Content

[0004] The purpose of this invention is to address the problem in existing vehicle charging and distribution units where the on-board DC-DC converter cannot function properly when the on-board charger fails (e.g., when one or more bridge arms on the secondary side of the on-board charger are short-circuited). This invention provides an on-board charging and distribution circuit topology, on-board power supply, power management system, and vehicle. This invention ensures the on-board DC-DC converter continues to operate normally even when the on-board charger fails, thereby improving system availability while ensuring the safety of the high-voltage battery pack and effectively meeting user needs. Furthermore, it requires no changes to the original topology and has a clear logic that is easy to implement.

[0005] To achieve the above objectives, this utility model provides a vehicle-mounted charging and distribution circuit topology, comprising a first port for coupling to an AC power source, a second port for coupling to a high-voltage battery pack, a third port for outputting a low-voltage operating voltage, a first conversion circuit, an OBC secondary circuit, a switching device, a DC-DC primary circuit, and a second conversion circuit; the first terminal of the first conversion circuit is coupled to the first port, the second terminal of the first conversion circuit is coupled to the first terminal of the OBC secondary circuit, the high-potential side / low-potential side of the second terminal of the OBC secondary circuit is coupled to the first terminal of the switching device, and the second terminal of the switching device is coupled to the... The high-potential side / low-potential side of the first terminal of the DC-DC primary circuit is coupled to the first node. The low-potential side / high-potential side of the second terminal of the OBC secondary circuit is coupled to the low-potential side / high-potential side of the first terminal of the DC-DC primary circuit at the second node. The first node and the second node are coupled to the second port. The second terminal of the DC-DC primary circuit is coupled to the first terminal of the second conversion circuit. The second terminal of the second conversion circuit is coupled to the third port. The control terminals of the first conversion circuit, the OBC secondary circuit, the DC-DC primary circuit, the second conversion circuit, and the switching device are used to receive control signals.

[0006] The first conversion circuit and the OBC secondary circuit are configured to transmit the power of the AC power source from the first port to the second port or transmit the power of the high-voltage battery pack from the second port to the first port according to the control signal.

[0007] The DC-DC primary circuit and the second conversion circuit are configured to transmit electrical energy from the second port to the third port according to the control signal.

[0008] The switching device is configured to be in an on state when the first conversion circuit is working normally, and in an off state when the first conversion circuit fails, according to the control signal.

[0009] Optionally, the first conversion circuit includes an inverter circuit and a first transformer, and the OBC secondary circuit includes a first bridge arm and a second bridge arm; the first end of the inverter circuit is coupled to the first port, the second end of the inverter circuit is coupled to the primary side of the first transformer, the secondary side of the first transformer is coupled between the midpoint of the first bridge arm and the midpoint of the second bridge arm, the first end of the first bridge arm and the first end of the second bridge arm are coupled to the first end of the switching device, and the second end of the first bridge arm and the second end of the second bridge arm are coupled to the second node;

[0010] The switching device is configured to be in an on state when the first bridge arm and the second bridge arm are working normally, and to be in an off state when the first bridge arm and / or the second bridge arm is short-circuited and connected, according to the control signal.

[0011] Optionally, the first bridge arm includes a first switch and a second switch, and the second bridge arm includes a third switch and a fourth switch; the first end of the first switch and the first end of the third switch are coupled to the first end of the switching device, the second end of the second switch and the second end of the fourth switch are coupled to the second node, and the secondary side of the first transformer is coupled between the common junction of the first switch and the second switch and the common junction of the third switch and the fourth switch; the control terminals of the first switch, the second switch, the third switch, and the fourth switch are used to receive the control signal.

[0012] The first switch, the second switch, the third switch, and the fourth switch are configured to be in an on or off state according to the control signal they receive.

[0013] Optionally, the inverter circuit includes a third bridge arm and a fourth bridge arm, the first end of the third bridge arm and the first end of the fourth bridge arm are coupled to a third node, the second end of the third bridge arm and the second end of the fourth bridge arm are coupled to a fourth node, the third node and the fourth node are coupled to the first port, and the primary side of the first transformer is coupled between the midpoint of the third bridge arm and the midpoint of the fourth bridge arm.

[0014] Optionally, the DC-DC primary circuit includes a fifth bridge arm and a sixth bridge arm; the second conversion circuit includes a second transformer, a first rectifier clamping circuit, and a second rectifier clamping circuit; the secondary side of the second transformer includes a first winding and a second winding connected in series; the first end of the fifth bridge arm and the first end of the sixth bridge arm are coupled to the first node; the second end of the fifth bridge arm and the second end of the sixth bridge arm are coupled to the second node; the primary side of the second transformer is coupled between the midpoint of the fifth bridge arm and the midpoint of the sixth bridge arm; the same-named end of the first winding is coupled to the first end of the first rectifier clamping circuit; the opposite-named end of the second winding is coupled to the first end of the second rectifier clamping circuit; the opposite-named end of the first winding and the same-named end of the second winding are coupled to the fifth node; the second end of the first rectifier clamping circuit and the second end of the second rectifier clamping circuit are coupled to the sixth node; the fifth node and the sixth node are coupled to the third port.

[0015] The control terminals of the fifth bridge arm, the sixth bridge arm, the first rectifier clamping circuit, and the second rectifier clamping circuit are used to receive the control signal.

[0016] The fifth bridge arm, the sixth bridge arm, the first rectifier clamping circuit, and the second rectifier clamping circuit are configured to be in an on or off state according to the control signal they receive.

[0017] Optionally, the first rectifier clamping circuit includes a thirteenth switch, a fourteenth switch, and a first capacitor; the second rectifier clamping circuit includes a fifteenth switch, a sixteenth switch, and a second capacitor; the output terminal of the thirteenth switch and the input terminal of the fourteenth switch are coupled to the same-name terminals of the first winding; the output terminal of the fourteenth switch is coupled to the first terminal of the first capacitor; the output terminal of the fifteenth switch and the input terminal of the sixteenth switch are coupled to the opposite-name terminals of the second winding; and the input terminal of the thirteenth switch, the second terminal of the first capacitor, the input terminal of the fifteenth switch, and the second terminal of the second capacitor are coupled to the sixth node.

[0018] The control terminals of the thirteenth, fourteenth, fifteenth, and sixteenth switches are used to receive the control signal.

[0019] The thirteenth, fourteenth, fifteenth, and sixteenth switches are configured to be in an on or off state according to the control signal they receive.

[0020] Optionally, the switching device includes a field-effect transistor, a bipolar transistor, or an IGBT.

[0021] To achieve the above objectives, the present invention also provides a vehicle power supply, which includes a high-voltage battery pack and the vehicle charging and distribution circuit topology described in any of the above claims, wherein the high-voltage battery pack is coupled to the second port of the vehicle charging and distribution circuit topology.

[0022] To achieve the above objectives, this utility model also provides a power management system, which includes a logic processor and the aforementioned vehicle power supply; the logic processor is respectively coupled to the control terminals of the first conversion circuit, the OBC secondary circuit, the DC-DC primary circuit, the second conversion circuit, and the switching device.

[0023] The logic processor is configured to control the on-board charging and distribution circuit topology to transmit the AC power from the first port through the first conversion circuit and the OBC secondary circuit to the second port, or to transmit the power of the high-voltage battery pack from the second port through the OBC secondary circuit and the first conversion circuit to the first port, and to transmit the power of the high-voltage battery pack from the second port through the DC-DC primary circuit and the second conversion circuit to the third port.

[0024] The logic processor is further configured to control the switching device to be in the on state when the first conversion circuit is working normally, and to control the switching device to be in the off state when the first conversion circuit fails.

[0025] To achieve the above objectives, the present invention also provides a vehicle, the vehicle including any of the above-described on-board charging and distribution circuit topologies, or the above-described on-board power supply, or the above-described power management system.

[0026] Compared with the prior art, the vehicle-mounted charging and distribution circuit topology, vehicle-mounted power supply, power management system, and vehicle provided by this utility model have the following advantages:

[0027] The vehicle-mounted charging and distribution circuit topology provided by this utility model includes a first port for coupling with an AC power source, a second port for coupling with a high-voltage battery pack, and a third port for outputting a low-voltage operating voltage. Through the first conversion circuit and the OBC secondary circuit, the AC power is transferred from the first port to the second port, or the high-voltage battery pack's power is transferred from the second port to the first port. This enables AC power to charge the high-voltage battery pack in the forward direction and the high-voltage battery pack to discharge in the reverse direction (outside the vehicle). Through the DC-DC primary circuit and the second conversion circuit, the high-voltage battery pack's power is transferred from the second port to the third port, enabling the high-voltage battery pack to discharge into the vehicle. The second conversion circuit also supplies power to the vehicle's low-voltage electrical appliances. Therefore, the vehicle-mounted charging and distribution circuit topology provided by this utility model achieves a high degree of integration between the on-board charger and the on-board DC-DC converter, the AC power source, the high-voltage battery pack connection point, and the low-voltage power supply point, thereby improving the power density of the vehicle's power supply and reducing costs. Furthermore, the on-board charging and distribution circuit topology provided by this utility model also includes a switching device disposed between the OBC secondary circuit and the DC-DC primary circuit. The switching device is in a conducting state when the OBC secondary circuit is working normally and in a turning-off state when the first conversion circuit fails. Thus, the path between the high-voltage battery pack and the OBC secondary circuit can be cut off by the switching device while maintaining the path between the high-voltage battery pack, the DC-DC primary circuit, and the second conversion circuit. This ensures that the on-board DC-DC converter can still work normally when the on-board charger fails, thereby improving the system availability while ensuring the safety of the high-voltage battery pack and well meeting user needs. Moreover, it does not require changing the original topology and the logic is clear and easy to implement.

[0028] Since the vehicle power supply, power management system, and vehicle provided by this utility model belong to the same inventive concept as the vehicle charging and distribution circuit topology provided by this utility model, the vehicle power supply, power management system, and vehicle provided by this utility model have at least all the advantages of the vehicle charging and distribution circuit topology provided by this utility model. For details on the beneficial effects of the vehicle power supply, power management system, and vehicle provided by this utility model, please refer to the above description of the beneficial effects of the vehicle charging and distribution circuit topology provided by this utility model, which will not be repeated here. Attached Figure Description

[0029] Figure 1 This is a block diagram of the circuit structure of an on-board power supply in the prior art;

[0030] Figure 2 A block diagram illustrating the topology of the vehicle-mounted charging and distribution circuit provided by this utility model.

[0031] Figure 3 A circuit diagram illustrating the topology of an on-board charging and distribution circuit provided in one embodiment of this utility model;

[0032] Figure 4 A structural block diagram of a power management system provided in one embodiment of this utility model;

[0033] The reference numerals in the attached figures are as follows:

[0034] On-board charging and power distribution unit-100, relay-200;

[0035] High-voltage battery pack-310, low-voltage working battery-320;

[0036] First port - A, second port - B, third port - C;

[0037] DC bus capacitor -C DC High-voltage side capacitor -C HV Low-voltage side capacitor -C LV ;

[0038] First conversion circuit - 410, inverter circuit - 411, third bridge arm - 411a, fourth bridge arm - 411b, first transformer - T1;

[0039] OBC secondary side circuit-420, first bridge arm-421, second bridge arm-422;

[0040] DCDC primary side circuit -430, fifth bridge arm -431, sixth bridge arm -432;

[0041] Second conversion circuit -440, first rectifier clamping circuit -441, second rectifier clamping circuit -442; second transformer -T2, first winding -n1, second winding -n2;

[0042] Switching device - Q1;

[0043] First switch - S1, second switch - S2, third switch - S3, fourth switch - S4, fifth switch - S5, sixth switch - S6, seventh switch - S7, eighth switch - S8, ninth switch - S9, tenth switch - S10, eleventh switch - S11, twelfth switch - S12, thirteenth switch - S13, fourteenth switch - S14, fifteenth switch - S15, sixteenth switch - S16, first capacitor - C1, second capacitor - C2;

[0044] Resonant inductor - Lr, and resonant capacitor - Cr;

[0045] Logic Processor-500. Detailed Implementation

[0046] The following detailed description, in conjunction with the accompanying drawings, provides a further detailed explanation of the vehicle-mounted charging and distribution circuit topology, vehicle power supply, power management system, and vehicle proposed by this utility model. The advantages and features of this utility model will become clearer from the following description. It should be noted that the drawings are in a very simplified form and use non-precise proportions, intended only to facilitate and clearly illustrate the embodiments of this utility model. Please refer to the drawings to make the objectives, features, and advantages of this utility model more apparent and understandable. It should be understood that the structures, proportions, sizes, etc., depicted in the accompanying drawings are only for illustrative purposes and to enable those skilled in the art to understand and read them, and are not intended to limit the implementation conditions of this utility model. Any modifications to the structure, changes in proportions, or adjustments to the size, provided they produce the same or similar effects and achieve the same objectives as this utility model, should still fall within the scope of the technical content disclosed in this utility model. Specific design features of this utility model disclosed herein, including, for example, specific dimensions, orientations, positions, and shapes, will be determined in part by the specific application and usage environment. Furthermore, in the embodiments described below, the same reference numerals are sometimes used across different figures to denote the same parts or parts having the same function, omitting repeated descriptions. In this specification, similar reference numerals and letters are used to denote similar items; therefore, once an item is defined in one figure, it need not be further discussed in subsequent figures. Additionally, if the methods described herein comprise a series of steps, and the order of these steps presented herein is not necessarily the only possible order in which these steps can be performed, some described steps may be omitted and / or other steps not described herein may be added to the method.

[0047] It should be noted that, in this document, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another, and do not necessarily require or imply any such actual relationship or order between these entities or operations. Furthermore, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Without further limitations, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes said element. The singular forms “a,” “an,” and “the” include plural objects. The term “or” is generally used to mean “and / or,” the term “several” is generally used to mean “at least one,” and the term “at least two” is generally used to mean “two or more.” Furthermore, the terms “first,” “second,” and “third” are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated.

[0048] It should be understood that when a component is referred to as "connected," "connected to," or "coupled to" other components, it may be directly connected to other components, or there may be intermediary components. Conversely, when a component is referred to as "directly connected" or "directly connected to" other components, there are no intermediary components.

[0049] The core idea of ​​this utility model is to provide an on-board charging and distribution circuit topology, an on-board power supply, a power management system, and a vehicle. This utility model can still ensure the normal operation of the on-board DC converter when the on-board charger fails, thereby improving the availability of the system while ensuring the safety of the high-voltage battery pack, which can well meet the needs of users; moreover, it does not require changes to the original topology, and the logic is clear and easy to implement.

[0050] It should be noted that the vehicle-mounted charging and distribution circuit topology and vehicle power supply provided by this utility model can be applied to the power management system and vehicle provided by this utility model. The vehicle-mounted charging and distribution circuit topology, vehicle power supply, and power management system provided by this utility model can be applied to vehicles. It should be understood that the terms "vehicle" or "of a vehicle" or other similar terms used herein include general motor vehicles, such as passenger vehicles including SUVs, buses, trucks, and various commercial vehicles.

[0051] To achieve the above-mentioned goals, this utility model provides an on-board charging and power distribution circuit topology. For an example, please refer to... Figure 2 , Figure 2 This is a block diagram illustrating the topology of the vehicle-mounted charging and distribution circuit provided by this utility model. Figure 2 As can be seen, the on-board charging and power distribution circuit topology provided by this utility model includes a first port A for coupling to an AC power source (not shown in the figure), and a port A for coupling to a high-voltage battery pack (…). Figure 2 The circuit includes a second port B (not shown), a third port C for outputting a low operating voltage, a first conversion circuit 410, an OBC secondary circuit 420, a switching device Q1, a DC-DC primary circuit 430, and a second conversion circuit 440. The first terminal of the first conversion circuit 410 is coupled to the first port A, and the second terminal of the first conversion circuit 410 is coupled to the first terminal of the OBC secondary circuit 420. The high-potential side / low-potential side of the second terminal of the OBC secondary circuit 420 is coupled to the first terminal of the switching device Q1. The second terminal of the switching device Q1 is connected to the... The high-potential side / low-potential side of the first terminal of the DC-DC primary circuit 430 is coupled to the first node (not shown in the figure). The low-potential side / high-potential side of the second terminal of the OBC secondary circuit 420 is coupled to the low-potential side / high-potential side of the first terminal of the DC-DC primary circuit 430 at the second node (not shown in the figure). The second terminal of the DC-DC primary circuit 430 is coupled to the first terminal of the second conversion circuit 440. The first node and the second node are coupled to the second port B. The second terminal of the second conversion circuit 440 is coupled to the third port C. Further, the control terminals of the first conversion circuit 410, the OBC secondary-side circuit 420, the DC-DC primary-side circuit 430, the second conversion circuit 440, and the switching device Q1 are each used to receive control signals; the first conversion circuit 410 and the OBC secondary-side circuit 420 are configured to transmit the power of the AC power source from the first port A to the second port B or transmit the power of the high-voltage battery pack from the second port B to the first port A according to the control signal; the DC-DC primary-side circuit 430 and the second conversion circuit 440 are configured to transmit the power of the high-voltage battery pack from the second port B to the third port C according to the control signal; the switching device Q1 is configured to be in a conducting state when the first conversion circuit 410 is working normally, and in a turning-off state when the first conversion circuit 410 fails.

[0052] The vehicle-mounted charging and distribution circuit topology provided by this utility model includes a first port A for coupling with an AC power source, a second port B for coupling with a high-voltage battery pack, and a third port C for outputting a low-voltage operating voltage. Through the first conversion circuit 410 and the OBC secondary-side circuit 420, the electrical energy of the AC power source is transferred from the first port A to the second port B, or the electrical energy of the high-voltage battery pack is transferred from the second port B to the first port A. This enables AC power to charge the high-voltage battery pack in the forward direction and the high-voltage battery pack to discharge in the reverse direction (towards the outside of the vehicle). Through the DC-DC primary-side circuit 430 and the second conversion circuit 440, the electrical energy of the high-voltage battery pack is transferred from the second port B to the third port C. This enables the high-voltage battery pack to discharge into the vehicle and supplies power to low-voltage electrical appliances in the vehicle through the second conversion circuit 440. Therefore, the vehicle-mounted charging and distribution circuit topology provided by this utility model achieves a high degree of integration between the vehicle charger and the vehicle DC-DC converter, the AC power source, the high-voltage battery pack connection point, and the low-voltage power supply point, thereby improving the power density of the vehicle power supply and reducing costs. Furthermore, the on-board charging and distribution circuit topology provided by this utility model also includes a switching device Q1 disposed between the OBC secondary circuit 420 and the DC-DC primary circuit 430. The switching device Q1 is in a conducting state when the OBC secondary circuit 420 is working normally and in a turning-off state when the first conversion circuit 410 fails. Thus, the path between the high-voltage battery pack and the OBC secondary circuit 420 can be cut off by the switching device Q1, while maintaining the path between the high-voltage battery pack and the DC-DC primary circuit 430 and the second conversion circuit 440. This ensures that the on-board DC-DC converter can still work normally when the on-board charger fails, thereby improving the availability of the system while ensuring the safety of the high-voltage battery pack, which can well meet the user's needs. Moreover, it does not require changing the original topology, and the logic is clear and easy to implement.

[0053] It should be noted that those skilled in the art should understand that this utility model does not impose excessive limitations on the specific implementation of the switching device Q1. For example, the switching device Q1 includes, but is not limited to, a field-effect transistor, a bipolar transistor, or an IGBT. Therefore, implementing the switching device Q1 using a field-effect transistor, a bipolar transistor, or an IGBT does not require changing the original topology, is easy to implement, and is low in cost.

[0054] It is clear that the meaning of "the high-potential side / low-potential side of the second terminal of the OBC secondary circuit 420 is coupled to the first terminal of the switching device Q1, the second terminal of the switching device Q1 is coupled to the high-potential side / low-potential side of the first terminal of the DC-DC primary circuit 430 at the first node, and the low-potential side / high-potential side of the second terminal of the OBC secondary circuit 420 is coupled to the low-potential side / high-potential side of the first terminal of the DC-DC primary circuit 430 at the second node" in the above text is as follows: In some embodiments, with Figure 2 ( Figure 2 Taking the orientation shown (assuming the upper side is the high potential side and the lower side is the low potential side) as an example, the high potential side of the second terminal of the OBC secondary circuit 420 is coupled to the first terminal of the switching device Q1. The second terminal of the switching device Q1 is coupled to the high potential side of the first terminal of the DC-DC primary circuit 430 at a first node. The low potential side of the second terminal of the OBC secondary circuit 420 is coupled to the low potential side of the first terminal of the DC-DC primary circuit 430 at a second node. In some other embodiments, the orientation remains the same. Figure 2 ( Figure 2 Taking the direction shown (assuming the lower side is the high potential side and the upper side is the low potential side) as an example, the low potential side of the second terminal of the OBC secondary circuit 420 is coupled to the first terminal of the switching device Q1. The second terminal of the switching device Q1 is coupled to the low potential side of the first terminal of the DC-DC primary circuit 430 at a first node (not shown in the figure). The high potential side of the second terminal of the OBC secondary circuit 420 is coupled to the high potential side of the first terminal of the DC-DC primary circuit 430 at a second node. Furthermore, as described above, the high potential side and the low potential side of both the second terminal of the OBC secondary circuit 420 and the first terminal of the DC-DC primary circuit 430 can be coupled through switching devices; this invention does not limit this to the latter.

[0055] It should be noted that those skilled in the art should understand that Figure 2 and the following text Figure 3 Only the portion of the first conversion circuit 410 coupled to the DC bus is shown. Between the first port A and the DC bus, the on-board charging and distribution circuit topology may further include devices such as a power factor correction circuit. Figure 2 The following text Figure 3 and Figure 4 The double-curved vertical lines within the blue dashed box indicate devices not described in detail herein, used to convert AC power from an AC power source to DC power. For more detailed information on how to convert AC to DC power, please refer to existing technology known to those skilled in the art; due to space limitations, this will not be elaborated upon here. Furthermore, this document does not impose excessive limitations on the AC power source, which may be, but is not limited to, an AC mains grid. Further, as... Figure 2 As shown, the on-board charging and power distribution circuit topology provided by this utility model also includes a DC bus capacitor C disposed between the first port A and the first conversion circuit 410. DC A high-voltage side capacitor C is disposed between the primary circuit 430 of the DC-DC converter and the second port B. HV and a low-voltage side capacitor C disposed between the second conversion circuit 410 and the third port C. LV This further improves the stability of the vehicle charging and distribution circuit topology provided by this utility model.

[0056] For example, please continue to see Figure 2 and Figure 3 , Figure 3 This is a schematic diagram of the circuit structure of an on-board charging and distribution circuit topology provided in one embodiment of the present invention. From... Figure 2 and Figure 3 As can be seen, the first conversion circuit 410 includes an inverter circuit 411 and a first transformer T1, and the OBC secondary circuit 420 includes a first bridge arm 421 and a second bridge arm 422. The first end of the inverter circuit 411 is coupled to the first port A, and the second end of the inverter circuit 411 is coupled to the primary side of the first transformer T1. The secondary side of the first transformer T1 is coupled between the midpoint of the first bridge arm 421 and the midpoint of the second bridge arm 422. The first ends of the first bridge arm 421 and the first ends of the second bridge arm 422 are coupled to the first end of the switching device Q1, and the second ends of the first bridge arm 421 and the second bridge arm 422 are coupled to the second node. The switching device Q1 is configured to be in a conducting state when the first bridge arm 421 and the second bridge arm 422 are working normally, and in a turning-off state when the first bridge arm 421 and / or the second bridge arm 422 are short-circuited and shot-through.

[0057] Therefore, the on-board charging and distribution circuit topology provided by this utility model, in which the first conversion circuit 410 adopts an inverter circuit 411 and a first transformer T1, and the OBC secondary circuit 420 adopts a design of a first bridge arm 421 and a second bridge arm 422, not only has high rectification efficiency, but also requires relatively few components, has a simple structure, and is easy to implement.

[0058] For example, please continue to see Figure 3 ,like Figure 3As shown, in some exemplary embodiments, the first bridge arm 421 includes a first switch S1 and a second switch S2, and the second bridge arm 422 includes a third switch S3 and a fourth switch S4; the first end of the first switch S1 and the first end of the third switch S3 are coupled to the first end of the switching device Q1, the second end of the second switch S2 and the second end of the fourth switch S4 are coupled to the second node, and the secondary side of the first transformer T1 is coupled between the common junction of the first switch S1 and the second switch S2 and the common junction of the third switch S3 and the fourth switch S4; the control terminals of the first switch S1, the second switch S2, the third switch S3 and the fourth switch S4 are used to receive the control signal. Further, the first switch S1, the second switch S2, the third switch S3 and the fourth switch S4 are configured to be in an on or off state according to the control signal they each receive.

[0059] Therefore, the vehicle charging and distribution circuit topology provided by this utility model can, when the first bridge arm 421 is directly connected (the drain-source terminals (DS) of the first switch S1 and the second switch S2 are directly connected) or the second bridge arm 422 is directly connected (the drain-source terminals (DS) of the third switch S3 and the fourth switch S4 are directly connected), cut off the energy transmission between the first bridge arm 421 and the second bridge arm 422 and the high-voltage battery pack through the switching device Q1, maintaining the path between the DC-DC primary circuit 430 and the high-voltage battery pack, thereby ensuring the normal operation of the vehicle DC-DC converter, and improving the availability of the system while ensuring the safety of the high-voltage battery pack, which can well meet the user's needs.

[0060] For example, vehicles equipped with the on-board charging and power distribution circuit topology provided by this utility model can effectively avoid the following problems:

[0061] (1) When the static charging / external discharge ends, the first bridge arm 421 and / or the second bridge arm 422 of the OBC secondary circuit 420 are directly connected, causing the relay of the external high-voltage battery pack (such as...) to be blocked. Figure 1 If the relay 200 in the circuit cannot close properly, the DC-DC primary circuit 430 and the second conversion circuit 440 (as mentioned above, the two work together to form an on-board DC-DC converter) will also fail to work, resulting in startup failure.

[0062] (2) When the vehicle discharges during high-speed driving, the first bridge arm 421 and / or the second bridge arm 422 of the OBC secondary circuit 420 are directly connected, and the external high-voltage relay (such as...) Figure 1When the relay 200 in the middle is disconnected, the DC-DC primary circuit 430 and the second conversion circuit 440 (as mentioned above, the two work together to be equivalent to a vehicle DC-DC converter) cannot work properly, and the low-voltage working battery connected to the third port C can hardly support the vehicle electrical appliances to work for a long time.

[0063] For example, please continue to see Figure 3 ,like Figure 3 As shown, in some exemplary embodiments, the inverter circuit 411 includes a third bridge arm 411a and a fourth bridge arm 411b. The first end of the third bridge arm 411a and the first end of the fourth bridge arm 411b are coupled to a third node (not shown in the figure), and the second end of the third bridge arm 411a and the second end of the fourth bridge arm 411b are coupled to a fourth node (not shown in the figure). The third node and the fourth node are coupled to the first port A, and the primary side of the first transformer T1 is coupled between the midpoint of the third bridge arm 411a and the midpoint of the fourth bridge arm 411b.

[0064] Therefore, the vehicle charging and distribution circuit topology provided by this utility model, with the inverter circuit 411 adopting the design of the third bridge arm 411a and the fourth bridge arm 411b, can convert the DC power of the DC bus into AC power, which is not only easier to transform through the first transformer T1, but also has higher energy transmission efficiency.

[0065] For example, such as Figure 3 As shown, similar to the structure of the first bridge arm 421 and the second bridge arm 422, the third bridge arm 411a includes a fifth switch S5 and a sixth switch S6, and the fourth bridge arm 411b includes a seventh switch S7 and an eighth switch S8. The primary side of the first transformer T1 is coupled between the common junction of the fifth switch S5 and the sixth switch S6 and the common junction of the seventh switch S7 and the eighth switch S8.

[0066] Please continue reading Figure 3 ,like Figure 3 As shown, in some exemplary embodiments, the first conversion circuit 410 further includes an LC resonant network composed of a resonant inductor Lr and a resonant capacitor Cr. The resonant inductor Lr and the resonant capacitor Cr are connected in series with the first transformer T1 between the midpoint of the third bridge arm 411a and the midpoint of the fourth bridge arm 411b. Thus, the power transmission efficiency can be further improved through the LC resonant network. It should be noted that the present invention does not impose excessive limitations on the specific structure of the resonant network of the first conversion circuit 410. Specifically, in other embodiments, the resonant network of the first conversion circuit 410 can also be LLC, CLC, CLLC, or CLLLC, etc.

[0067] For example, please continue to see Figure 3 ,like Figure 3 As shown, in some exemplary embodiments, the DC-DC primary circuit 430 includes a fifth bridge arm 431 and a sixth bridge arm 432. The second conversion circuit 440 includes a second transformer T2, a first rectifier clamping circuit 441, and a second rectifier clamping circuit 442. The secondary side of the second transformer T2 includes a first winding n1 and a second winding n2 connected in series. The first end of the fifth bridge arm 431 and the first end of the sixth bridge arm 432 are coupled to the first node, and the second end of the fifth bridge arm 431 and the second end of the sixth bridge arm 432 are coupled to the second node. The second transformer T2... The primary side is coupled between the midpoint of the fifth bridge arm 431 and the midpoint of the sixth bridge arm 432; the same-named end of the first winding n1 is coupled to the first end of the first rectifier clamping circuit 441, the opposite-named end of the second winding n2 is coupled to the first end of the second rectifier clamping circuit 442, the opposite-named end of the first winding n1 and the same-named end of the second winding n2 are coupled to the fifth node (not shown in the figure), the second end of the first rectifier clamping circuit 441 and the second end of the second rectifier clamping circuit 442 are coupled to the sixth node (not shown in the figure), and the fifth node and the sixth node are coupled to the third port C. The control terminals of the fifth bridge arm 431, the sixth bridge arm 432, the first rectifier clamping circuit 441, and the second rectifier clamping circuit 442 are used to receive the control signal; the fifth bridge arm 431, the sixth bridge arm 432, the first rectifier clamping circuit 441, and the second rectifier clamping circuit 442 are configured to be in an on or off state according to the control signal they receive.

[0068] Therefore, the vehicle charging and distribution circuit topology provided by this utility model, which uses the fifth bridge arm 431 and the sixth bridge arm 432 to realize the DC-DC primary circuit 430, and uses the second transformer T2, the first rectifier clamping circuit 441 and the second rectifier clamping circuit 442 to realize the second conversion circuit 440, can well realize the high-voltage battery pack to supply power to the vehicle low-voltage electrical appliances through the DC-DC primary circuit 430 and the second conversion circuit 440.

[0069] For example, such as Figure 3 As shown, similar to the structure of the first bridge arm 421 and the second bridge arm 422, the fifth bridge arm 431 includes a ninth switch S9 and a tenth switch S10, and the sixth bridge arm 432 includes an eleventh switch S11 and a twelfth switch S12. The primary side of the second transformer T2 is coupled between the common junction of the ninth switch S9 and the tenth switch S10 and the common junction of the eleventh switch S11 and the twelfth switch S12.

[0070] For example, please continue to see Figure 3 ,like Figure 3 As shown, in some exemplary embodiments, the first rectifier clamping circuit 441 includes a thirteenth switch S13, a fourteenth switch S14, and a first capacitor C1; the second rectifier clamping circuit 442 includes a fifteenth switch S15, a sixteenth switch S16, and a second capacitor C2. The output terminal of the thirteenth switch S13 and the input terminal of the fourteenth switch S14 are coupled to the same-named terminals of the first winding n1. The output terminal of the fourteenth switch S14 is coupled to the first terminal of the first capacitor C1. The output terminal of the fifteenth switch S15 and the input terminal of the sixteenth switch S16 are coupled to the opposite-named terminals of the second winding n2. The input terminal of the thirteenth switch S13, the second terminal of the first capacitor C1, the input terminal of the fifteenth switch S15, and the second terminal of the second capacitor C2 are coupled to the sixth node. Furthermore, the control terminals of the thirteenth switch S13, the fourteenth switch S14, the fifteenth switch S15, and the sixteenth switch S16 are used to receive the control signal; the thirteenth switch S13, the fourteenth switch S14, the fifteenth switch S15, and the sixteenth switch S16 are configured to be in an on or off state according to the control signal they receive.

[0071] Therefore, the vehicle charging and distribution circuit topology provided by this utility model can reduce the voltage stress of the thirteenth switch S13 and the fifteenth switch S15 at the third port C by controlling the first rectifier clamping circuit 441 and the second rectifier clamping circuit 442, and achieve the function of energy recovery.

[0072] It should be noted that those skilled in the art should understand that the on-board charging and distribution circuit topology provided by this utility model does not impose excessive limitations on the specific implementation of the first switch S1, the second switch S2, the third switch S3, the fourth switch S4, the fifth switch S5, the sixth switch S6, the seventh switch S7, the eighth switch S8, the ninth switch S9, the tenth switch S10, the eleventh switch S11, the twelfth switch S12, the thirteenth switch S13, the fourteenth switch S14, the fifteenth switch S15, and the sixteenth switch S16. For example, these switches can be, but are not limited to, NMOS transistors, PMOS transistors, or NPN transistors or IGBT transistors with diodes connected in reverse parallel.

[0073] Another embodiment of this utility model provides a vehicle power supply. The vehicle power supply provided in this embodiment includes a high-voltage battery pack and the vehicle charging and distribution circuit topology provided in any of the above embodiments. The high-voltage battery pack is coupled to the second port of the vehicle charging and distribution circuit topology. Since the vehicle power supply provided by this utility model and the vehicle charging and distribution circuit topology provided by this utility model belong to the same inventive concept, the vehicle power supply provided by this utility model possesses at least all the advantages of the vehicle charging and distribution circuit topology provided by this utility model. For detailed information on the beneficial effects of the vehicle power supply provided by this utility model, please refer to the above description of the beneficial effects of the vehicle charging and distribution circuit topology provided by this utility model; further details will not be repeated here.

[0074] Furthermore, another embodiment of this utility model also provides a power management system. For example, please refer to... Figure 4 , Figure 4 This is a structural block diagram of the power management system provided in this embodiment. Figure 4 As can be seen, the power management system includes a logic processor 500 and the vehicle power supply provided by this utility model. The logic processor 500 is respectively coupled to the control terminals of the first conversion circuit 410, the OBC secondary circuit 420, the DC-DC primary circuit 430, the second conversion circuit 440, and the switching device Q1. The logic processor 500 is configured to control the vehicle charging and distribution circuit topology to transmit the AC power from the first port A through the first conversion circuit 410 and the OBC secondary circuit 420 to the second port B, or to transmit the power of the high-voltage battery pack from the second port B through the OBC secondary circuit 420 and the first conversion circuit 410 to the first port A, and to transmit the power of the high-voltage battery pack from the second port B through the DC-DC primary circuit 430 and the second conversion circuit 440 to the third port C. Furthermore, the logic processor 500 is also configured to control the switching device Q1 to be in the on state when the first conversion circuit 410 is working normally, and to control the switching device Q1 to be in the off state when the first conversion circuit 410 fails.

[0075] Therefore, the power management system provided by this utility model can not only realize the forward charging of the high-voltage battery pack by AC power and the reverse discharge of the high-voltage battery pack (discharging to the outside of the vehicle); it can also realize the discharge of the high-voltage battery pack to the inside of the vehicle. Furthermore, this utility model can cut off the path between the high-voltage battery pack and the OBC secondary circuit 420 through the switching device Q1, while maintaining the path between the high-voltage battery pack and the DC-DC primary circuit 430 and the second conversion circuit 440. This ensures that the on-board DC-DC converter can still operate normally when the on-board charger fails, thereby improving the system's availability while ensuring the safety of the high-voltage battery pack, which can well meet user needs; moreover, it does not require changing the original topology, and the logic is clear and easy to implement.

[0076] Furthermore, another embodiment of the present invention provides a vehicle, the vehicle including the on-board charging and distribution circuit topology provided by the present invention, or the on-board power supply provided by the present invention, or the power management system provided by the present invention.

[0077] Compared with the prior art, the vehicle-mounted charging and distribution circuit topology, vehicle-mounted power supply, power management system, and vehicle provided by this utility model have the following advantages:

[0078] The vehicle-mounted charging and distribution circuit topology provided by this utility model includes a first port for coupling with an AC power source, a second port for coupling with a high-voltage battery pack, and a third port for outputting a low-voltage operating voltage. Through the first conversion circuit and the OBC secondary circuit, the AC power is transferred from the first port to the second port, or the high-voltage battery pack's power is transferred from the second port to the first port. This enables AC power to charge the high-voltage battery pack in the forward direction and the high-voltage battery pack to discharge in the reverse direction (outside the vehicle). Through the DC-DC primary circuit and the second conversion circuit, the high-voltage battery pack's power is transferred from the second port to the third port, enabling the high-voltage battery pack to discharge into the vehicle. The second conversion circuit also supplies power to the vehicle's low-voltage electrical appliances. Therefore, the vehicle-mounted charging and distribution circuit topology provided by this utility model achieves a high degree of integration between the on-board charger and the on-board DC-DC converter, the AC power source, the high-voltage battery pack connection point, and the low-voltage power supply point, thereby improving the power density of the vehicle's power supply and reducing costs. Furthermore, the on-board charging and distribution circuit topology provided by this utility model also includes a switching device disposed between the OBC secondary circuit and the DC-DC primary circuit. The switching device is in a conducting state when the OBC secondary circuit is working normally and in a turning-off state when the first conversion circuit fails. Thus, the path between the high-voltage battery pack and the OBC secondary circuit can be cut off by the switching device while maintaining the path between the high-voltage battery pack, the DC-DC primary circuit, and the second conversion circuit. This ensures that the on-board DC-DC converter can still work normally when the on-board charger fails, thereby improving the system availability while ensuring the safety of the high-voltage battery pack and well meeting user needs. Moreover, it does not require changing the original topology and the logic is clear and easy to implement.

[0079] It should be noted that the apparatus and methods disclosed in the embodiments herein can also be implemented in other ways. The apparatus embodiments described above are merely illustrative; for example, the flowcharts and block diagrams in the accompanying drawings show the architecture, functionality, and operation of possible implementations of apparatus, methods, and computer program products according to various embodiments herein. In this regard, each block in a flowchart or block diagram may represent a module, program, or part of code containing one or more executable instructions for implementing a specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than those marked in the drawings. For example, two consecutive blocks may actually be executed substantially in parallel, and they may sometimes be executed in reverse order, depending on the functions involved. It should also be noted that each block in a block diagram and / or flowchart, and combinations of blocks in block diagrams and / or flowcharts, can be implemented using a dedicated hardware-based system to perform the specified function or action, or can be implemented using a combination of dedicated hardware and computer instructions.

[0080] In addition, the functional modules in the various embodiments of this article can be integrated together to form an independent part, or each module can exist independently, or two or more modules can be integrated to form an independent part.

[0081] The above description is merely a description of a vehicle-mounted charging and distribution circuit topology, vehicle power supply, power management system, and preferred vehicle implementation provided by this utility model, and is not intended to limit the scope of this utility model in any way. Any changes or modifications made by those skilled in the art based on the above disclosure shall fall within the protection scope of this utility model. Obviously, those skilled in the art can make various modifications and variations to this utility model without departing from its spirit and scope. Therefore, if these modifications and variations fall within the scope of this utility model and its equivalents, this utility model also intends to include these modifications and variations.

Claims

1. A vehicle-mounted charging and power distribution circuit topology, characterized in that, The system includes a first port for coupling to an AC power source, a second port for coupling to a high-voltage battery pack, a third port for outputting a low operating voltage, a first conversion circuit, an OBC secondary-side circuit, a switching device, a DC-DC primary-side circuit, and a second conversion circuit. The first terminal of the first conversion circuit is coupled to the first port; the second terminal of the first conversion circuit is coupled to the first terminal of the OBC secondary-side circuit; the high-potential / low-potential side of the second terminal of the OBC secondary-side circuit is coupled to the first terminal of the switching device; the second terminal of the switching device and the high-potential / low-potential side of the first terminal of the DC-DC primary-side circuit are coupled to a first node; the low-potential / high-potential side of the second terminal of the OBC secondary-side circuit and the low-potential / high-potential side of the first terminal of the DC-DC primary-side circuit are coupled to a second node; the first node and the second node are coupled to the second port; the second terminal of the DC-DC primary-side circuit is coupled to the first terminal of the second conversion circuit; the second terminal of the second conversion circuit is coupled to the third port; and the control terminals of the first conversion circuit, the OBC secondary-side circuit, the DC-DC primary-side circuit, the second conversion circuit, and the switching device are used to receive control signals. The first conversion circuit and the OBC secondary circuit are configured to transmit the power of the AC power source from the first port to the second port or transmit the power of the high-voltage battery pack from the second port to the first port according to the control signal. The DC-DC primary circuit and the second conversion circuit are configured to transmit electrical energy from the second port to the third port according to the control signal. The switching device is configured to be in an on state when the first conversion circuit is working normally, and in an off state when the first conversion circuit fails, according to the control signal.

2. The on-board charging and power distribution circuit topology according to claim 1, characterized in that, The first conversion circuit includes an inverter circuit and a first transformer. The secondary side circuit of the OBC includes a first bridge arm and a second bridge arm. The first end of the inverter circuit is coupled to the first port, the second end of the inverter circuit is coupled to the primary side of the first transformer, the secondary side of the first transformer is coupled between the midpoint of the first bridge arm and the midpoint of the second bridge arm, the first end of the first bridge arm and the first end of the second bridge arm are coupled to the first end of the switching device, and the second end of the first bridge arm and the second end of the second bridge arm are coupled to the second node. The switching device is configured to be in an on state when the first bridge arm and the second bridge arm are working normally, and to be in an off state when the first bridge arm and / or the second bridge arm is short-circuited and connected, according to the control signal.

3. The on-board charging and power distribution circuit topology according to claim 2, characterized in that, The first bridge arm includes a first switch and a second switch, and the second bridge arm includes a third switch and a fourth switch. The first end of the first switch and the first end of the third switch are coupled to the first end of the switching device, and the second ends of the second switch and the second end of the fourth switch are coupled to the second node. The secondary side of the first transformer is coupled between the common junction of the first and second switches and the common junction of the third and fourth switches. The control terminals of each of the first, second, third, and fourth switches are used to receive the control signal. The first switch, the second switch, the third switch, and the fourth switch are configured to be in an on or off state according to the control signal they receive.

4. The on-board charging and power distribution circuit topology according to claim 2, characterized in that, The inverter circuit includes a third bridge arm and a fourth bridge arm. The first end of the third bridge arm and the first end of the fourth bridge arm are coupled to a third node. The second end of the third bridge arm and the second end of the fourth bridge arm are coupled to a fourth node. The third node and the fourth node are coupled to the first port. The primary side of the first transformer is coupled between the midpoint of the third bridge arm and the midpoint of the fourth bridge arm.

5. The on-board charging and power distribution circuit topology according to claim 1, characterized in that, The DC-DC primary circuit includes a fifth bridge arm and a sixth bridge arm. The second conversion circuit includes a second transformer, a first rectifier clamping circuit, and a second rectifier clamping circuit. The secondary side of the second transformer includes a first winding and a second winding connected in series. The first end of the fifth bridge arm and the first end of the sixth bridge arm are coupled to the first node. The second end of the fifth bridge arm and the second end of the sixth bridge arm are coupled to the second node. The primary side of the second transformer is coupled between the midpoint of the fifth bridge arm and the midpoint of the sixth bridge arm. The same-named end of the first winding is coupled to the first end of the first rectifier clamping circuit. The opposite-named end of the second winding is coupled to the first end of the second rectifier clamping circuit. The opposite-named end of the first winding and the same-named end of the second winding are coupled to the fifth node. The second end of the first rectifier clamping circuit and the second end of the second rectifier clamping circuit are coupled to the sixth node. The fifth node and the sixth node are coupled to the third port. The control terminals of the fifth bridge arm, the sixth bridge arm, the first rectifier clamping circuit, and the second rectifier clamping circuit are used to receive the control signal. The fifth bridge arm, the sixth bridge arm, the first rectifier clamping circuit, and the second rectifier clamping circuit are configured to be in an on or off state according to the control signal they receive.

6. The on-board charging and power distribution circuit topology according to claim 5, characterized in that, The first rectifier clamping circuit includes a thirteenth switch, a fourteenth switch, and a first capacitor. The second rectifier clamping circuit includes a fifteenth switch, a sixteenth switch, and a second capacitor. The output terminal of the thirteenth switch and the input terminal of the fourteenth switch are coupled to the same-name terminal of the first winding. The output terminal of the fourteenth switch is coupled to the first terminal of the first capacitor. The output terminal of the fifteenth switch and the input terminal of the sixteenth switch are coupled to the opposite-name terminal of the second winding. The input terminal of the thirteenth switch, the second terminal of the first capacitor, the input terminal of the fifteenth switch, and the second terminal of the second capacitor are coupled to the sixth node. The control terminals of the thirteenth, fourteenth, fifteenth, and sixteenth switches are used to receive the control signal. The thirteenth, fourteenth, fifteenth, and sixteenth switches are configured to be in an on or off state according to the control signal they receive.

7. The on-board charging and distribution circuit topology according to any one of claims 1 to 6, characterized in that, The switching device includes a field-effect transistor, a triode, or an IGBT.

8. A vehicle-mounted power supply, characterized in that, The vehicle power supply includes a high-voltage battery pack and a vehicle charging and distribution circuit topology as described in any one of claims 1 to 7, wherein the high-voltage battery pack is coupled to a second port of the vehicle charging and distribution circuit topology.

9. A power management system, characterized in that, The power management system includes a logic processor and the vehicle power supply as described in claim 8; the logic processor is respectively coupled to the control terminals of the first conversion circuit, the OBC secondary circuit, the DC-DC primary circuit, the second conversion circuit, and the switching device. The logic processor is configured to control the on-board charging and distribution circuit topology to transmit the AC power from the first port through the first conversion circuit and the OBC secondary circuit to the second port, or to transmit the power of the high-voltage battery pack from the second port through the OBC secondary circuit and the first conversion circuit to the first port, and to transmit the power of the high-voltage battery pack from the second port through the DC-DC primary circuit and the second conversion circuit to the third port. The logic processor is further configured to control the switching device to be in the on state when the first conversion circuit is working normally, and to control the switching device to be in the off state when the first conversion circuit fails.

10. A vehicle, characterized in that, The vehicle includes the on-board charging and distribution circuit topology as described in any one of claims 1 to 7, or the on-board power supply as described in claim 8, or the power management system as described in claim 9.

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