Power distribution circuit and vehicle

Abstract

The embodiment of the application relates to the technical field of vehicle power distribution, and discloses a power distribution circuit and a vehicle. A first DC / DC circuit is used for circuit connection of a power battery and a low-voltage system of the vehicle, a second DC / DC circuit is used for circuit connection of the power battery and the low-voltage system, the power of the first DC / DC circuit is lower than that of the first DC / DC circuit, a control unit is in control connection with the power battery, the first DC / DC circuit and the second DC / DC circuit, the control unit is used for controlling the first DC / DC circuit to deliver electric energy of the power battery to the low-voltage system when the vehicle is powered on in high voltage; and the control unit is used for controlling the second DC / DC circuit to deliver electric energy of the power battery to the low-voltage system when the vehicle is powered off in high voltage. The power distribution circuit provided by the application can replace a low-voltage storage battery, avoids occupation of internal space of the vehicle by the low-voltage storage battery, and reduces the manufacturing cost of the vehicle.

Description

Technical Field

[0001] This application relates to the field of vehicle power distribution technology, and more particularly to a power distribution circuit and a vehicle. Background Technology

[0002] For new energy vehicles, there are generally two batteries: a power battery and a low-voltage storage battery. The power battery provides electrical energy to the entire vehicle when the vehicle is powered on at high voltage, including powering the vehicle's low-voltage system. When the vehicle is powered off at high voltage, the low-voltage storage battery powers the vehicle's low-voltage system.

[0003] However, the low-voltage batteries in the aforementioned technologies increase the interior space of the vehicle and raise the manufacturing cost of the vehicle. Utility Model Content

[0004] In view of this, embodiments of this application provide a power distribution circuit and a vehicle to solve the technical problem in the above-mentioned related technologies that low-voltage batteries increase the interior space of the vehicle and increase the manufacturing cost of the vehicle.

[0005] To achieve the above objectives, the technical solution of this application embodiment is implemented as follows:

[0006] A first aspect of this application provides a power distribution circuit, comprising:

[0007] Power battery;

[0008] A first DC / DC circuit is used for circuit connection between the power battery and the vehicle's low-voltage system;

[0009] A second DC / DC circuit is used to connect the power battery and the low-voltage system, wherein the power of the first DC / DC circuit is lower than that of the first DC / DC circuit.

[0010] The control unit is connected to the power battery, the first DC / DC circuit, and the second DC / DC circuit.

[0011] The control unit is used to control the first DC / DC circuit to deliver electrical energy from the power battery to the low-voltage system when the vehicle is powered on at high voltage.

[0012] The control unit is used to control the second DC / DC circuit to deliver electrical energy from the power battery to the low-voltage system when the vehicle is powered down by high voltage.

[0013] This application provides a power distribution circuit that replaces the traditional low-voltage battery with a power battery that directly supplies power. It employs a dual DC / DC circuit with differentiated power configurations and an intelligent control strategy to solve the problem of continuous power supply in scenarios without a low-voltage battery. The power battery, as the sole energy carrier, performs high-power energy conversion during the high-voltage power-on phase via the first DC / DC circuit to meet the low-voltage system requirements during vehicle operation. When the vehicle enters the high-voltage power-off state, the control unit automatically switches to the second DC / DC circuit, utilizing its lower power characteristics to maintain the basic operation of the low-voltage system. This avoids the drawback of traditional solutions where the low-voltage battery needs to be recharged by waking up the high-voltage battery, and also optimizes energy efficiency through differentiated power design. Replacing the low-voltage battery with a power distribution circuit also avoids the low-voltage battery occupying interior space in the vehicle.

[0014] As the core decision-making component, the control unit dynamically adjusts the energy transmission path by monitoring the vehicle status in real time. This ensures the continuity of power supply under different operating conditions while effectively isolating mutual interference between various circuit modules, ultimately achieving the technical effects of component simplification, cost reduction, and space release.

[0015] In some embodiments of this application, the first DC / DC circuit includes:

[0016] A first DC / DC converter is connected to the power battery circuit;

[0017] The first switch has one end connected to the first DC / DC converter circuit and the other end used for circuit connection to the low-voltage system. The first switch is electrically connected to the control unit.

[0018] The first switch is used to open under the control of the control unit when the vehicle is powered on by high voltage, and the first switch is also used to close under the control of the control unit when the vehicle is powered off by high voltage.

[0019] In some embodiments of this application, the second DC / DC circuit includes:

[0020] A second DC / DC converter is connected to the power battery circuit;

[0021] The second switch has one end connected to the second DC / DC converter circuit and the other end used for circuit connection to the low-voltage system. The second switch is electrically connected to the control unit.

[0022] The second switch is used to open under the control of the control unit when the vehicle is powered off, and the second switch is also used to close under the control of the control unit when the vehicle is powered on.

[0023] In some embodiments of this application, the power of the second DC / DC converter is less than that of the first DC / DC converter.

[0024] In some embodiments of this application, an emergency circuit is also included;

[0025] The emergency circuit is connected to the control unit.

[0026] The emergency circuit is used to independently supply power to the low-voltage system under the control of the control unit when the vehicle is involved in a collision.

[0027] In some embodiments of this application, the emergency circuit includes:

[0028] Supercapacitor;

[0029] The third switch has one end electrically connected to the supercapacitor and the other end electrically connected to the low-voltage system, and the third switch is controlled by the control unit.

[0030] The third switch is used to open under the control of the control unit in the event of a vehicle collision.

[0031] In some embodiments of this application, the third switch is also electrically connected to the first DC / DC circuit. When the vehicle is powered on at high voltage, the third switch is connected to the first DC / DC circuit under the control of the control unit, so that the power battery supplies power to the supercapacitor.

[0032] In some embodiments of this application, the third switch is also electrically connected to the second DC / DC circuit. When the vehicle is powered on at high voltage, the third switch is connected to the second DC / DC circuit under the control of the control unit, so that the power battery supplies power to the supercapacitor.

[0033] In some embodiments of this application, the first switch is a first MOS switch;

[0034] And / or, the second switch is a second MOS switch.

[0035] A second aspect of this application provides a vehicle including a vehicle body and an electrical distribution circuit as described above. Attached Figure Description

[0036] Figure 1 A circuit diagram of a power distribution circuit provided in an embodiment of this application;

[0037] Figure 2 This is a schematic diagram illustrating the communication connection between a control unit and various structures in a power distribution circuit, as provided in an embodiment of this application.

[0038] Figure label:

[0039] 10. Low-voltage system;

[0040] 11. Intelligent driving unit; 12. Braking unit; 13. Steering unit; 14. Door lock unit; 15. Front left area controller; 16. Secondary power distribution circuit;

[0041] 100. Power battery;

[0042] 200. First DC / DC circuit;

[0043] 210. First DC / DC converter; 220. First switch;

[0044] 300. Second DC / DC circuit;

[0045] 310. Second DC / DC converter; 320. Second switch;

[0046] 400. Control unit;

[0047] 500. Emergency circuit;

[0048] 510. Supercapacitor; 520. Third switch. Detailed Implementation

[0049] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0050] In the embodiments of this application, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of indicated technical features. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of the embodiments of this application, unless otherwise stated, "multiple" means two or more.

[0051] Furthermore, in the embodiments of this application, directional terms such as "upper," "lower," "left," and "right" are defined relative to the positions in which the components are schematically placed in the accompanying drawings. It should be understood that these directional terms are relative concepts, used for relative description and clarification, and can change accordingly depending on the position of the components in the accompanying drawings.

[0052] In the embodiments of this application, unless otherwise explicitly specified and limited, the term "connection" should be interpreted broadly. For example, "connection" can mean a fixed connection, a detachable connection, or an integral part; it can mean a direct connection or an indirect connection through an intermediate medium.

[0053] In embodiments of this application, 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 limitation, 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 that element.

[0054] In the embodiments of this application, the terms "exemplary" or "for example" are used to indicate that something is an example, illustration, or description. Any embodiment or design that is described as "exemplary" or "for example" in the embodiments of this application should not be construed as being more preferred or advantageous than other embodiments or design. Specifically, the use of the terms "exemplary" or "for example" is intended to present the relevant concepts in a specific manner.

[0055] The low-voltage batteries mentioned above increase the interior space of the vehicle and raise the manufacturing cost. This is because existing low-voltage batteries are generally located in the engine compartment, and their large size and weight occupy interior space. Furthermore, their high cost increases manufacturing costs and hinders the arrangement of other structures within the vehicle.

[0056] To address the aforementioned issues, this application provides a power distribution circuit and vehicle. This technical solution replaces the traditional low-voltage battery with direct power supply from a power battery. It employs a dual DC / DC circuit with differentiated power configurations, coupled with an intelligent control strategy, to solve the problem of continuous power supply in scenarios without a low-voltage battery. The power battery, as the sole energy carrier, performs high-power energy conversion during the high-voltage power-on phase via the first DC / DC circuit, meeting the low-voltage system requirements during vehicle operation. When the vehicle enters the high-voltage power-off state, the control unit automatically switches to the second DC / DC circuit, utilizing its lower power characteristics to maintain the basic operation of the low-voltage system. This avoids the drawback of traditional solutions where the low-voltage battery needs to be recharged by waking up the high-voltage battery, and also optimizes energy efficiency through differentiated power design.

[0057] As the core decision-making component, the control unit dynamically adjusts the energy transmission path by monitoring the vehicle status in real time. This ensures the continuity of power supply under different operating conditions while effectively isolating mutual interference between various circuit modules, ultimately achieving the technical effects of component simplification, cost reduction, and space release.

[0058] The power distribution circuit and vehicle provided in this application will be described below with reference to the accompanying drawings and specific embodiments.

[0059] Reference Figure 1 and Figure 2 This application provides a power distribution circuit, which may include a power battery 100, a first DC / DC circuit 200, a second DC / DC circuit 300, and a control unit 400.

[0060] The first DC / DC circuit 200 is used to connect the power battery 100 and the vehicle's low-voltage system 10. The first DC / DC circuit 200 can be understood as a device for achieving high-power energy conversion, its main function being to efficiently transfer electrical energy from the power battery 100 to the low-voltage system 10. Specifically, the first DC / DC circuit 200 can achieve efficient energy conversion by employing high-frequency switching elements and optimized filtering circuits, such as using a PWM-controlled full-bridge topology or a push-pull topology. Furthermore, the first DC / DC circuit 200 can also adapt to different load demands by adjusting the switching frequency or duty cycle, thereby meeting the power supply requirements of the low-voltage system 10 during vehicle operation.

[0061] In some embodiments, the low-voltage system 10 may include functional modules that require low voltage to operate, such as the vehicle's intelligent driving unit 11, braking unit 12, steering unit 13, and door lock unit 14. The low-voltage system 10 may also include a front left zone controller 15 (ZCUFL) and a corresponding secondary power distribution circuit 16.

[0062] The second DC / DC circuit 300 is used to connect the power battery 100 and the low-voltage system 10. The power of the first DC / DC circuit 200 is lower than that of the first DC / DC circuit 200. The second DC / DC circuit 300 is a low-power energy conversion device designed to maintain the basic operation of the low-voltage system 10 under high-voltage conditions in the vehicle. Specifically, the second DC / DC circuit 300 can reduce manufacturing costs by simplifying its circuit structure, for example, by using a single-ended flyback topology or a buck topology. Furthermore, the second DC / DC circuit 300 can further improve space utilization by optimizing the design of magnetic components to reduce its size.

[0063] The control unit 400 is connected to the power battery 100, the first DC / DC circuit 200, and the second DC / DC circuit 300. When the vehicle is powered on at high voltage, the control unit 400 controls the first DC / DC circuit 200 to supply electrical energy from the power battery 100 to the low-voltage system 10. When the vehicle is powered off at high voltage, the control unit 400 controls the second DC / DC circuit 300 to supply electrical energy from the power battery 100 to the low-voltage system 10.

[0064] As a core decision-making component, the control unit 400 dynamically adjusts the energy transmission path based on the vehicle's status. In practical applications, the control unit 400 can determine the current operating condition by receiving signals from the vehicle status monitoring module and issue corresponding control commands accordingly. For example, the control unit 400 can be a vehicle control unit (VCU) and, combined with a preset logic algorithm, implement switching control of the first DC / DC circuit 200 and the second DC / DC circuit 300. Furthermore, the control unit 400 can also ensure the isolation and stability between various circuit modules by monitoring the current and voltage parameters in the circuits in real time.

[0065] This application provides a power distribution circuit that directly supplies power to the vehicle via a power battery 100, replacing the traditional low-voltage battery. It employs a dual DC / DC circuit with differentiated power configurations and an intelligent control strategy to solve the problem of continuous power supply in scenarios without a low-voltage battery. The power battery 100, as the sole energy carrier, performs high-power energy conversion during the high-voltage power-on phase via the first DC / DC circuit 200 to meet the needs of the low-voltage system 10 during vehicle operation. When the vehicle enters the high-voltage power-off state, the control unit 400 automatically switches to the second DC / DC circuit 300, utilizing its lower power characteristics to maintain the basic operation of the low-voltage system 10. This avoids the drawback of traditional solutions where the low-voltage battery needs to be recharged by waking up the high-voltage system, and also optimizes energy efficiency through differentiated power design.

[0066] As the core decision-making component, the control unit 400 dynamically adjusts the energy transmission path by monitoring the vehicle status in real time. This ensures the continuity of power supply under different operating conditions while effectively isolating mutual interference between various circuit modules, ultimately achieving the technical effects of component simplification, cost reduction, and space release.

[0067] Reference Figure 1 and Figure 2 In some embodiments, the first DC / DC circuit 200 may include a first DC / DC converter 210 and a first switch 220.

[0068] The first DC / DC converter 210 is connected to the power battery 100 circuit. The first DC / DC converter 210 is a power electronic device that can convert the high-voltage DC power output from the power battery 100 into a voltage level acceptable to the low-voltage system 10, with the aim of achieving efficient conversion between different voltage levels.

[0069] One end of the first switch 220 is connected to the circuit of the first DC / DC converter 210, and the other end is used for circuit connection to the low-voltage system 10. The first switch 220 is electrically connected to the control unit 400. The first switch 220 is used to open under the control of the control unit 400 when the vehicle is powered on by high voltage, and the first switch 220 is also used to close under the control of the control unit 400 when the vehicle is powered off by high voltage.

[0070] The first switch 220 can be understood as a controlled power semiconductor device, specifically a MOSFET or IGBT or other components with fast switching characteristics. Its purpose is to achieve circuit on / off control through physical disconnection, thereby avoiding energy losses caused by reverse flow.

[0071] This scheme achieves active control of the power transmission path under high-voltage power-on conditions by setting up a combination structure of a first DC / DC converter 210 and a first switch 220. The first DC / DC converter 210 performs voltage matching, converting the high-voltage DC power from the power battery 100 to a voltage level acceptable to the low-voltage system 10, which is the fundamental condition for power transmission. The first switch 220, as an on / off control element, is connected to the output of the converter and the input of the low-voltage system 10 respectively. Its opening and closing actions are controlled by the control unit 400, forming a complete power supply circuit when high-voltage power is applied and cutting off the circuit when high-voltage power is de-applied, thereby preventing energy from flowing back to the converter and causing losses. The physical disconnection characteristic of the switch completely blocks leakage current in non-operating states, and the use of an independent switching element reduces the overall circuit's forward voltage drop, minimizing energy loss during normal power supply.

[0072] The control unit 400 dynamically adjusts the switch status according to the vehicle's operating status, which not only ensures stable power supply during high-voltage power-on, but also achieves system isolation by turning off the switch during power-off, creating safe conditions for subsequent power supply switching using the second DC / DC circuit 300.

[0073] Reference Figure 1 and Figure 2 In some embodiments, the second DC / DC circuit 300 may include a second DC / DC converter 310 and a second switch 320.

[0074] The second DC / DC converter 310 is electrically connected to the power battery 100. One end of the second switch 320 is electrically connected to the second DC / DC converter 310, and the other end is used to connect to the low-voltage system 10. The second switch 320 is electrically connected to the control unit 400.

[0075] The second switch 320 is used to open under the control of the control unit 400 when the vehicle is powered off, and the second switch 320 is also used to close under the control of the control unit 400 when the vehicle is powered on.

[0076] The second DC / DC converter 310 refers to a power conversion device, which can be a DC-DC conversion circuit based on switching power supply technology. Its main function is to convert the high voltage of the power battery 100 into a low voltage suitable for use in the low-voltage system 10. Its purpose is to ensure electrical isolation between the high and low voltage systems 10 and to provide a stable output voltage.

[0077] The second switch 320 can be understood as a controllable power semiconductor device, specifically implemented using switching elements such as MOSFETs or IGBTs. Its design aims to achieve circuit on / off management under different operating states through precise control by the control unit 400, thereby avoiding unnecessary energy loss and circuit interference.

[0078] This solution integrates a second DC / DC converter 310 and a second switch 320 into the second DC / DC circuit 300, forming the core components of a dual-power supply architecture. The second DC / DC converter 310, as a dedicated power supply unit during power-down, ensures stable energy supply during high-voltage power-down by directly connecting to the power battery 100. The timing control design of the second switch 320 plays a crucial role: it actively conducts during high-voltage power-down, establishing a power supply path from the power battery 100 to the second DC / DC converter 310 and then to the low-voltage system 10; while it forcibly shuts off during high-voltage power-up, physically isolating the auxiliary DC / DC converter from the low-voltage system 10. This bidirectional blocking characteristic effectively prevents circulating current problems between the main DC / DC converter and the auxiliary DC / DC converter.

[0079] The precise control of the second switch 320 by the control unit 400 enables dynamic reconfiguration of the power supply path, ensuring both the independent operation of the main DC / DC converter during high-voltage power-on and the immediate intervention of the auxiliary DC / DC converter during high-voltage power-off. This time-domain power supply mechanism eliminates dependence on the low-voltage battery while improving system reliability through hardware isolation rather than purely software control. In particular, the turn-off characteristic of the second switch 320 avoids the no-load loss of the second DC / DC converter 310 during the high-voltage power-on phase, thereby reducing the overall static loss during energy transfer.

[0080] Reference Figure 1 and Figure 2 In some embodiments, the power of the second DC / DC converter 310 is less than that of the first DC / DC converter 210.

[0081] The second DC / DC converter 310 is a circuit module used to provide power to the low-voltage system 10 when the vehicle's high-voltage power is off. It can be implemented using a low-power switching power supply topology, such as a flyback or forward DC / DC converter circuit. The first DC / DC converter 210 is a circuit module used to supply power to the low-voltage system 10 when the vehicle's high-voltage power is on. It typically needs to support higher power output and can be implemented using a full-bridge or half-bridge topology. This differentiated power configuration aims to optimize energy conversion efficiency and reduce the energy consumption of the power battery 100 in low-power scenarios.

[0082] This technical solution addresses the problem of efficient energy utilization in high-voltage power-off scenarios by limiting the power of the second DC / DC converter 310 to be less than that of the first DC / DC converter 210. Specifically, when the vehicle is in a high-voltage power-off state, the energy demand of the low-voltage system 10 is usually much lower than the load (such as the drive system, high-power electrical appliances, etc.) when the high-voltage power-on state is applied. If the same high-power design as the first DC / DC converter 210 is adopted, it will lead to a decrease in energy conversion efficiency and excessive consumption of the energy of the power battery 100.

[0083] By configuring a low-power second DC / DC converter 310, its output capacity is matched to the actual needs of the low-voltage system 10. This not only meets the power supply requirements of low-power functions such as remote control and sensor standby after power-off, but also significantly reduces energy loss during the conversion process. This power differentiation design makes the energy distribution of the power battery 100 more reasonable, extending the vehicle's driving range while maintaining the stable operation of the low-voltage system 10, and avoiding increased hardware costs due to power redundancy.

[0084] Reference Figure 1 and Figure 2 In some embodiments, the power distribution circuit may further include an emergency circuit 500, which is controlled and connected to the control unit 400. The emergency circuit 500 is used to independently supply power to the low-voltage system 10 under the control of the control unit 400 when a vehicle collision occurs.

[0085] The emergency circuit 500 refers to a circuit structure that can provide backup power in emergency situations, which can be implemented using a supercapacitor 510 in conjunction with switching elements. The connection between the control unit 400 and the emergency circuit 500 is specifically manifested in signal transmission and the issuance of control commands; this connection can be achieved through wired communication. The purpose of introducing the emergency circuit 500 is to solve the problem of power interruption in the low-voltage system 10 during a collision, ensuring the continued operation of critical functions.

[0086] This technical solution solves the technical problem of power interruption in the low-voltage system 10 during collision scenarios by introducing an emergency circuit 500 as an independent power supply unit and establishing a dynamic response mechanism with the control unit 400. Specifically, the emergency circuit 500, as a physically isolated backup power source, and its control connection with the control unit 400 enable the system to monitor the vehicle status in real time: when a collision occurs, the control unit 400 triggers the activation command of the emergency circuit 500 through sensor signals, causing the emergency circuit 500 to disconnect from the power battery 100 power supply system and directly provide power to the low-voltage system 10.

[0087] The physical energy storage unit (such as supercapacitor 510) of the emergency circuit 500 has self-sustaining discharge capability. Its power supply path does not pass through the main / auxiliary DC / DC circuit, thus avoiding the risk of power supply link failure caused by high-voltage power outages. The control unit 400, through real-time response to collision signals, seamlessly switches the power supply path at the moment of high-voltage power failure, ensuring that the low-voltage system 10 continues to receive power. This technical solution, by constructing an emergency power supply circuit decoupled from the main power supply system, retains the cost and space advantages of eliminating low-voltage batteries while making up for power supply gaps under extreme operating conditions.

[0088] Reference Figure 1 and Figure 2 In some embodiments, the emergency circuit 500 may include a supercapacitor 510 and a third switch 520.

[0089] The supercapacitor 510 is an energy storage device with high power density and rapid charge / discharge capability. It can be implemented using a double-layer capacitor or a pseudocapacitor, aiming to provide a low-cost, long-life emergency power solution. One end of the third switch 520 is electrically connected to the supercapacitor 510, and the other end is used to electrically connect to the low-voltage system 10. The third switch 520 is also controlled by the control unit 400 and is used to open under the control of the control unit 400 in the event of a vehicle collision.

[0090] The third switch 520 can be understood as an electronic component that is controlled by an electrical signal to switch on and off. Specifically, it can be a MOSFET or other types of controllable switches. Its purpose is to achieve precise control of the power supply path and avoid power loss under unnecessary operating conditions.

[0091] This solution utilizes a supercapacitor 510 as an emergency power source, leveraging its low cost to reduce overall vehicle manufacturing costs. Simultaneously, it achieves precise power supply during collision scenarios through the control logic of the third switch 520. Specifically, the introduction of the supercapacitor 510 replaces the emergency power supply function of the traditional low-voltage battery. It boasts lower manufacturing costs and a longer cycle life, capable of meeting short-term high-power demands. The third switch 520 is configured to control the power supply path via a trigger signal from the control unit 400. It remains closed in non-collision states to avoid energy waste, and upon detecting a collision signal, the control unit 400 actively triggers its activation, directing the energy stored in the supercapacitor 510 to the low-voltage system 10.

[0092] This design ensures continuous power supply to critical systems during collision scenarios while preventing the supercapacitor 510 from discharging ineffectively under normal operating conditions, thus balancing economic and functional requirements. The linkage mechanism between the third switch 520 and the control unit 400 is the core of achieving controllable emergency power supply, improving response speed and reliability through electrical signal triggering rather than mechanical triggering.

[0093] Reference Figure 1 and Figure 2 In some embodiments, the third switch 520 is also electrically connected to the first DC / DC circuit 200. When the vehicle is powered on at high voltage, the third switch 520 is turned on by the control unit 400 to enable the power battery 100 to supply power to the supercapacitor 510.

[0094] This technical solution establishes an electrical connection between the third switch 520 and the first DC / DC circuit 200, and triggers its conduction by the control unit 400 during the high-voltage power-on phase, thereby enabling the power battery 100 to actively charge the supercapacitor 510 via the first DC / DC circuit 200. The electrical connection between the third switch 520 and the first DC / DC circuit 200 forms the physical basis of the charging path, while the timing control of the control unit 400 ensures that this charging behavior is performed only during the high-voltage power-on period. This avoids conflicts with the normal power supply of the low-voltage system 10 and fully utilizes the abundant energy of the high-voltage system.

[0095] Specifically, when the vehicle is in a high-voltage power-on state, the control unit 400 closes the third switch 520 through a signal command, directing the stable low-voltage electrical energy output from the first DC / DC circuit 200 to the supercapacitor 510, so that it can complete energy storage preparation during normal vehicle operation.

[0096] This design not only solves the problem of power reserve of the supercapacitor 510 in collision scenarios, but also reduces the cost of adding a dedicated charging module by reusing the existing DC / DC circuit, while avoiding redundant configuration of low-voltage batteries and achieving optimized integration of energy paths.

[0097] Reference Figure 1 and Figure 2 In some embodiments, the third switch 520 is also electrically connected to the second DC / DC circuit 300. When the vehicle is powered on at high voltage, the third switch 520 is turned on by the control unit 400 to enable the power battery 100 to supply power to the supercapacitor 510.

[0098] This scheme establishes a dual charging path by electrically connecting the third switch 520 to the second DC / DC circuit 300. During the high-voltage power-on phase, the control unit 400 simultaneously controls the third switch 520 and the second DC / DC circuit 300 to conduct, allowing the power battery 100 to charge the supercapacitor 510 not only through the first DC / DC circuit 200 but also through the second DC / DC circuit 300. This dual power supply mechanism solves the power interruption problem that may exist in a single charging path: when the first DC / DC circuit 200 or its associated switch fails to operate due to a malfunction, the second DC / DC circuit 300 can serve as a backup path to ensure the charging needs of the supercapacitor 510.

[0099] Specifically, the second DC / DC circuit 300, as a low-power converter, works in parallel with the main DC / DC circuit when powered on at high voltage. By switching the conduction state of the third switch 520, redundant transmission of power from the power battery 100 to the supercapacitor 510 is achieved, thereby improving the redundancy and reliability of the emergency power supply system.

[0100] In addition, the design optimizes the utilization of the DC / DC circuit, starting to store energy for the supercapacitor 510 during the high-voltage power-on stage, avoiding the problem of insufficient power that may be caused by relying solely on charging during the high-voltage power-off stage in traditional solutions.

[0101] Reference Figure 1 and Figure 2 In some embodiments, the first switch 220 is a first MOS switch. In other embodiments, the second switch 320 is a second MOS switch.

[0102] This solution utilizes a MOS switch as the core control element in the power distribution circuit, and its design is optimized for power switching requirements in high-voltage power-on and power-off scenarios. The low on-resistance of the MOS switch significantly reduces energy loss during current transmission, which is crucial for the continuous power supply of the main DC / DC circuit during high-voltage power-on. Its voltage-driven operating mode allows the switch to be triggered by a weak control signal, and with the timing instructions of the control unit 400, it can achieve millisecond-level fast response, effectively solving the delay problem of traditional mechanical switches or bipolar transistors. In addition, the solid-state packaging structure of the MOS switch has higher mechanical reliability, avoiding the risk of failure caused by contact wear under vehicle operating conditions such as vibration and impact.

[0103] When the first MOS switch and the second MOS switch are configured, the independent control capability of the first DC / DC circuit 200 and the second DC / DC circuit 300 is enhanced. This can prevent energy waste caused by the reverse power supply of the auxiliary second DC / DC converter 310 during high voltage power-up, and ensure that the first DC / DC converter 210 is completely disconnected to protect the circuit safety when the high voltage is de-energized. This bidirectional blocking capability plays a key role in maintaining the power supply continuity of the low voltage system 10.

[0104] This application also provides a vehicle, which may include a vehicle body and the aforementioned power distribution circuit.

[0105] This technical solution integrates the power distribution circuit with the vehicle body to construct a multi-scenario power supply system. Specifically, the power battery 100 serves as the main energy source, and the control unit 400 coordinates two DC / DC circuits with different power to achieve power supply mode switching: when the high voltage is applied, it is powered by the first DC / DC circuit 200, and when the high voltage is de-energized, it switches to the second DC / DC circuit 300. This time-sharing power supply mechanism not only meets the operating requirements of the high-voltage system, but also avoids the energy waste caused by the long-term idleness of traditional low-voltage batteries.

[0106] This layered and progressive power supply architecture replaces traditional mechanical batteries with circuit topology innovation. While maintaining power supply reliability, it systematically solves the challenges of lightweighting, space optimization, and full-scenario coverage of low-voltage power supply systems through the rational configuration of power devices and optimization of control logic.

[0107] In some embodiments, the vehicle may be a gasoline-powered vehicle, or it may be a new energy vehicle, such as a pure electric vehicle (PEV / BEV), a range-extended electric vehicle (REEV), a hybrid electric vehicle (HEV), or a fuel cell electric vehicle. The vehicle may also be any vehicle equipped with a battery.

[0108] The sequence numbers of the embodiments in this application are for descriptive purposes only and do not represent the superiority or inferiority of the embodiments. The above are merely preferred embodiments of this application and do not limit the patent scope of this application. Any equivalent structural or procedural transformations made based on the content of this application's specification and drawings, or direct or indirect applications in other related technical fields, are similarly included within the patent protection scope of this application.

Claims

1. A power distribution circuit, characterized in that, include: Power battery (100); A first DC / DC circuit (200) is used to connect the power battery (100) and the vehicle's low-voltage system (10). A second DC / DC circuit (300) is used to connect the power battery (100) and the low-voltage system (10) in a circuit, wherein the power of the first DC / DC circuit (200) is lower than that of the first DC / DC circuit (200). The control unit (400) is connected to the power battery (100), the first DC / DC circuit (200), and the second DC / DC circuit (300) for control. The control unit (400) is used to control the first DC / DC circuit (200) to deliver electrical energy from the power battery (100) to the low-voltage system (10) when the vehicle is powered on at high voltage. The control unit (400) is used to control the second DC / DC circuit (300) to deliver electrical energy from the power battery (100) to the low-voltage system (10) when the vehicle is powered down.

2. The power distribution circuit according to claim 1, characterized in that, The first DC / DC circuit (200) includes: The first DC / DC converter (210) is connected to the power battery (100) circuit; The first switch (220) is connected at one end to the first DC / DC converter (210) circuit and at the other end to the low-voltage system (10) circuit. The first switch (220) is electrically connected to the control unit (400). The first switch (220) is used to open under the control of the control unit (400) when the vehicle is powered on by high voltage, and the first switch (220) is also used to close under the control of the control unit (400) when the vehicle is powered off by high voltage.

3. The power distribution circuit according to claim 2, characterized in that, The second DC / DC circuit (300) includes: The second DC / DC converter (310) is connected to the power battery (100) circuit; The second switch (320) is connected at one end to the circuit of the second DC / DC converter (310) and at the other end to the circuit of the low-voltage system (10). The second switch (320) is electrically connected to the control unit (400). The second switch (320) is used to open under the control of the control unit (400) when the vehicle is powered off, and the second switch (320) is also used to close under the control of the control unit (400) when the vehicle is powered on.

4. The power distribution circuit according to claim 3, characterized in that, The power of the second DC / DC converter (310) is less than that of the first DC / DC converter (210).

5. The power distribution circuit according to claim 1, characterized in that, It also includes an emergency circuit (500); The emergency circuit (500) is controlled to be connected to the control unit (400); The emergency circuit (500) is used to independently supply power to the low-voltage system (10) under the control of the control unit (400) when the vehicle is involved in a collision.

6. The power distribution circuit according to claim 5, characterized in that, The emergency circuit (500) includes: Supercapacitor (510); The third switch (520) is electrically connected at one end to the supercapacitor (510) and at the other end to the low-voltage system (10), and the third switch (520) is controlled to be connected to the control unit (400). The third switch (520) is used to open under the control of the control unit (400) when a vehicle collision occurs.

7. The power distribution circuit according to claim 6, characterized in that, The third switch (520) is also electrically connected to the first DC / DC circuit (200). When the vehicle is powered on at high voltage, the third switch (520) is connected to the first DC / DC circuit (200) under the control of the control unit (400) so that the power battery (100) supplies power to the supercapacitor (510).

8. The power distribution circuit according to claim 6, characterized in that, The third switch (520) is also electrically connected to the second DC / DC circuit (300). When the vehicle is powered on at high voltage, the third switch (520) is connected to the second DC / DC circuit (300) under the control of the control unit (400) so that the power battery (100) supplies power to the supercapacitor (510).

9. The power distribution circuit according to claim 3, characterized in that, The first switch (220) is a first MOS switch; And / or, the second switch (320) is a second MOS switch.

10. A vehicle, characterized in that, It includes the vehicle body and the power distribution circuit as described in any one of claims 1 to 9.

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