Voltage converter, vehicle power supply architecture, and automobile

Abstract

The present application discloses a voltage converter, a vehicle power supply architecture, and an automobile. The voltage converter comprises a multi-winding integrated transformer, at least three input and output ports configured to have input and output functionality, and at least three voltage conversion circuits. Multiple windings of the multi-winding integrated transformer are separately connected to the at least three input and output ports via the at least three voltage conversion circuits. The operating states of the at least three voltage conversion circuits are controlled by a master control circuit, so as to adjust the direction of energy transfer between the at least three input and output ports. By means of the voltage converter of the present application, energy transmission between multiple ports is achieved only using one transformer, facilitating arrangement and simplification of a multi-port power distribution architecture. In the vehicle power supply architecture, a whole-vehicle low-voltage storage battery can be omitted on the basis of the voltage converter of the present application, thus avoiding replacement and maintenance of the storage battery, and it is also not necessary to reserve a space in the whole-vehicle structure for the storage battery.

Description

Voltage converter, vehicle power supply architecture, automobile

[0001] This application is based on Chinese Patent Application No. 202410706435.1 entitled "Voltage converter, vehicle power supply architecture, automobile" filed on May 31, 2024, which is incorporated by reference in its entirety. TECHNICAL FIELD

[0002] The present application relates to the field of automobile technology, in particular to a voltage converter, a vehicle power supply architecture and an automobile. BACKGROUND

[0003] In the current electric vehicle system, when the whole vehicle is powered off under high voltage, the conventional DCDC does not work, and the whole vehicle electrical appliances still need to be powered, and the state data of the whole vehicle is sent to the national and enterprise platform. In order to realize low-voltage power supply of the vehicle, the existing low-voltage power distribution of the vehicle body usually adopts a discrete low-voltage lithium ion battery technology, and an insurance box product based on a low-voltage storage battery is provided to realize primary power distribution of the vehicle load, and then the battery management system is used to manage the low-voltage lithium ion battery.

[0004] However, in the current vehicle power supply architecture, two independent batteries and DCDC converters are usually needed to provide high-voltage and low-voltage power supply respectively, which not only has the problem of occupying a large space of the vehicle, but also needs to be regularly maintained and replaced, thereby increasing the cost of the vehicle. TECHNICAL PROBLEM

[0005] In view of the above problems, the present application provides a voltage converter, a vehicle power supply architecture and an automobile, which can solve the problem that the current vehicle power supply architecture needs two independent batteries and DCDC converters to provide high-voltage and low-voltage power supply respectively. TECHNICAL SOLUTION

[0006] The first aspect of the embodiment of the present application provides a vehicle power supply architecture, comprising:

[0007] At least three input and output ports configured with input and output functions;

[0008] A multi-winding integrated transformer;

[0009] At least three voltage conversion circuits, a plurality of windings of the multi-winding integrated transformer are connected with at least three input and output ports through at least three voltage conversion circuits respectively;

[0010] Wherein, the working state of at least three voltage conversion circuits is controlled by the master control circuit, so as to adjust the energy transmission direction between at least three input and output ports.

[0011] In the technical solution of the embodiment, the multiple windings of the multi-winding integrated transformer are connected to at least three input and output ports configured with input and output functions via at least three voltage conversion circuits, and the conversion direction of the voltage conversion circuit can be controlled by the master control circuit to set the primary winding and the secondary winding of the multiple windings of the multi-winding integrated transformer, thereby determining the energy transmission direction between the multiple windings. The voltage conversion between multiple voltages and the control of the energy transmission direction between multiple ports can be realized by one multi-winding integrated transformer, the multiple independent DCDC converters are integrated together, the number of components is reduced, and the cost of voltage conversion is reduced.

[0012] On the other hand, when applied to a vehicle power distribution system, the energy transmission direction between the multiple windings of the multi-winding integrated transformer can be adjusted to adjust the current transmission direction between the power battery pack, the battery pack and the low-voltage power distribution circuit, so as to match the power demand of the vehicle. The scheme in the embodiment cancels the low-voltage storage battery of the whole vehicle, and uses the power battery to realize the low-voltage power distribution of the vehicle, so that the replacement and maintenance of the low-voltage storage battery are not needed, and the space for the storage battery in the whole vehicle structure is not needed, which is beneficial to the arrangement and simplification of the electronic control system.

[0013] In some embodiments, the at least three input and output ports configured with input and output functions include a first port, a second port and a third port.

[0014] The first port is connected to the first winding of the multi-winding integrated transformer via a first voltage conversion circuit.

[0015] The second port is connected to the second winding of the multi-winding integrated transformer via a second voltage conversion circuit.

[0016] The third port is connected to the third winding and the fourth winding of the multi-winding integrated transformer via a third voltage conversion circuit, and the third winding and the fourth winding are connected in parallel.

[0017] The first winding and the second winding are primary windings of the multi-winding integrated transformer, and the third winding and the fourth winding are secondary windings of the multi-winding integrated transformer.

[0018] In the technical solution of the embodiment, the working states of the first voltage conversion circuit, the second voltage conversion circuit and the third voltage conversion circuit are controlled by the master control circuit, the first voltage conversion circuit is connected between the first port and the first winding, the second voltage conversion circuit is connected between the second port and the second winding, and the third voltage conversion circuit is connected between the third port and the third winding and the fourth winding, so that the third port is simultaneously connected to the first port and the second port through the multi-winding integrated transformer, the working states of the first voltage conversion circuit, the second voltage conversion circuit and the third voltage conversion circuit are controlled by the master control circuit, the primary side and the secondary side of the first winding, the second winding, the third winding and the fourth winding can be determined, the energy transmission direction between the windings is adjusted, the function of providing low-voltage power supply for the third port from the first port and the second port can be realized, and the current transmission direction between the first port, the second port and the third port can be matched according to the power demand of the first port, the second port and the third port. When applied to a vehicle power distribution system, the low-voltage storage battery of the vehicle can be cancelled by using the scheme in the embodiment, the low-voltage power distribution of the vehicle is realized by using the power battery, the replacement and maintenance of the low-voltage storage battery are not needed, and the space for the storage battery in the vehicle structure is not needed, which is beneficial to the arrangement and simplification of the electronic control system.

[0019] In some embodiments, the first voltage conversion circuit and the second voltage conversion circuit are full-bridge rectification inversion circuits; and / or

[0020] The third voltage conversion circuit is a half-bridge rectification circuit.

[0021] In the technical solution of this application embodiment, the first voltage conversion circuit and the second voltage conversion circuit can be full-bridge rectifier-inverter circuits or half-bridge rectifier-inverter circuits, and the third voltage conversion circuit can be a half-bridge rectifier circuit. The first voltage conversion circuit, controlled by the main control circuit, can convert the DC power output from the first port into AC power and output it to the first winding. The second voltage conversion circuit, controlled by the main control circuit, can convert the DC power output from the second port into AC power and output it to the second winding, or it can convert the AC power induced by the second winding into DC power and output it to the second port. The third voltage conversion circuit, controlled by the main control circuit, can convert the AC power induced by the third winding and the fourth winding into DC power and output it to the third port. The input power of the first port and the second port can both supply power to the third port through a multi-winding integrated transformer. With the first and second ports connected to the power battery pack and battery group respectively, and the third port connected to the low-voltage power distribution circuit, not only can the power battery pack provide low-voltage power distribution to the entire vehicle, but the current transmission direction between the power battery pack, battery group, and low-voltage power distribution circuit can also be matched according to the vehicle's power demand. Furthermore, the solution in this embodiment eliminates the need for the vehicle's low-voltage battery, using the power battery to achieve low-voltage power distribution for the vehicle. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0022] In some embodiments, the first winding is connected to the first voltage conversion circuit via a first resonant inductor unit; and / or

[0023] The second winding is connected to the second voltage conversion circuit via the second resonant inductor unit.

[0024] In some embodiments, the first voltage conversion circuit includes: a first switching unit, a second switching unit, a third switching unit, a fourth switching unit, and a first resonant capacitor unit;

[0025] The first end of the first switch unit and the first end of the third switch unit are connected to the positive terminal of the first port. The second end of the third switch unit and the first end of the fourth switch unit are connected to the first end of the first winding via the first resonant capacitor unit. The second end of the first switch unit and the first end of the second switch unit are connected to the second end of the first winding. The second end of the second switch unit and the second end of the fourth switch unit are connected to the negative terminal of the first port.

[0026] In the technical solution of this application embodiment, the first switching unit, the second switching unit, the third switching unit, and the fourth switching unit can form a full-bridge rectifier-inverter circuit. By adjusting the switching duty cycle of the first switching unit, the second switching unit, the third switching unit, and the fourth switching unit, the DC power output from the first port can be converted into AC power and output to the first winding. The third voltage conversion circuit, controlled by the main control circuit, can convert the AC power induced by the third winding and the fourth winding into DC power and output to the third port. Furthermore, both the first port and the second port can supply power to the third port via a multi-winding integrated transformer. With the first and second ports connected to the power battery pack and battery group respectively, and the third port connected to the low-voltage power distribution circuit, not only can the power battery pack provide low-voltage power distribution to the entire vehicle, but the current transmission direction between the power battery pack, battery group, and low-voltage power distribution circuit can also be matched according to the vehicle's power demand. Furthermore, the solution in this embodiment eliminates the need for the vehicle's low-voltage battery, using the power battery to achieve low-voltage power distribution for the vehicle. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0027] In some embodiments, the second voltage conversion circuit includes: a fifth switching unit, a sixth switching unit, a seventh switching unit, an eighth switching unit, and a second resonant capacitor unit;

[0028] The first end of the fifth switch unit and the first end of the seventh switch unit are connected to the positive terminal of the second port. The second end of the fifth switch unit and the first end of the sixth switch unit are connected to the first end of the second winding via the second resonant capacitor unit. The second end of the seventh switch unit and the first end of the eighth switch unit are connected to the second end of the second winding. The second end of the sixth switch unit and the second end of the eighth switch unit are connected to the negative terminal of the second port.

[0029] In the technical solution of this application embodiment, the fifth, sixth, seventh, and eighth switch units can form a full-bridge rectifier-inverter circuit. By adjusting the duty cycle of the fifth, sixth, seventh, and eighth switch units, with the first and second ports connected to the power battery pack and battery group respectively, and the third port connected to the low-voltage power distribution circuit, the DC power output from the battery group can be converted into AC power and output to the second winding. Alternatively, the DC power generated by the induced current in the second winding can be used to replenish the battery group. The third and fourth windings can both receive induced current as secondary windings. The third voltage conversion circuit, controlled by the main control circuit, can convert the AC power induced by the third and fourth windings into DC power and output to the low-voltage power distribution circuit. Furthermore, when the vehicle is not outputting high-voltage electricity, the first voltage conversion circuit is in a dormant or disabled state. The second voltage conversion circuit can then supply the DC power output from the battery pack to the low-voltage power distribution circuit via a multi-winding integrated transformer. This allows the power battery pack to provide low-voltage power distribution for the entire vehicle. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and utilizes the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0030] In some embodiments, the third voltage conversion circuit includes a ninth switching unit and a tenth switching unit;

[0031] The first end of the ninth switch unit is connected to the first end of the third winding, the first end of the tenth switch unit is connected to the first end of the fourth winding, the second ends of the ninth switch unit and the tenth switch unit are connected to the negative terminal of the third port, and the second ends of the third winding and the fourth winding are connected to the positive terminal of the third port.

[0032] In the technical solution of this application embodiment, the ninth and tenth switch units can form a half-bridge rectifier circuit. By adjusting the duty cycle of the fifth, sixth, seventh, and eighth switch units, with the first and second ports connected to the power battery pack and battery group respectively, and the third port connected to the low-voltage power distribution circuit, the DC power output from the battery group can be converted into AC power and output to the second winding. Alternatively, the DC power generated by the induced current in the second winding can be used to replenish the battery group. The third and fourth windings can both receive induced current as secondary windings. The third voltage conversion circuit, controlled by the main control circuit, can convert the AC power induced by the third and fourth windings into DC power and output to the low-voltage power distribution circuit. Furthermore, when the vehicle is not outputting high-voltage electricity, the first voltage conversion circuit is in a dormant or disabled state. The second voltage conversion circuit can then supply the DC power output from the battery pack to the low-voltage power distribution circuit via a multi-winding integrated transformer. This allows the power battery pack to provide low-voltage power distribution for the entire vehicle. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and utilizes the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0033] In some embodiments, the driving waveforms of the first switching unit and the second switching unit are complementary, and the driving waveforms of the third switching unit and the fourth switching unit are complementary; the phase angles of the driving waveforms of the first switching unit and the fourth switching unit differ by 180 degrees.

[0034] In the technical solution of this application embodiment, the first switching unit, the second switching unit, the third switching unit, and the fourth switching unit can form a full-bridge rectifier-inverter circuit. By setting the driving waveforms of the first and second switching units to be complementary, and the driving waveforms of the third and fourth switching units to be complementary, and by adjusting the switching duty cycles of the first, second, third, and fourth switching units, with the first and second ports connected to the power battery pack and the battery group respectively, and the third port connected to the low-voltage distribution circuit, the DC power output from the power battery pack can be converted into AC power and output to the first winding. The second, third, and fourth windings can all receive induced current for the secondary winding. Wherein, if the voltage difference between the battery group and other battery groups in the power battery pack exceeds the threshold voltage, the second voltage conversion circuit can convert the AC power induced by the second winding into DC power and output it to the battery group to balance the battery group. The third voltage conversion circuit, controlled by the main control circuit, can convert the AC power induced by the third and fourth windings into DC power and output it to the low-voltage distribution circuit. Furthermore, both the power battery pack and the battery pack within it can supply power to the low-voltage distribution circuit via a multi-winding integrated transformer. This not only enables the power battery pack to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack, battery pack, and low-voltage distribution circuit according to the vehicle's power demand. Moreover, the solution in this embodiment eliminates the need for a vehicle-wide low-voltage battery, utilizing the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0035] In some embodiments, a BUCK circuit is further provided between the positive terminal of the third port and the third voltage conversion circuit.

[0036] In some embodiments, the BUCK circuit includes: an eleventh switching unit, a twelfth switching unit, a first voltage regulator unit, and a third resonant inductor unit;

[0037] The first end of the twelfth switching unit is connected to the first end of the fourth winding via the tenth switching unit, and the second end of the twelfth switching unit is connected to the second end of the fourth winding via the eleventh switching unit. The cathode of the first voltage regulator unit and the first end of the third resonant inductor unit are both connected to the second end of the twelfth switching unit. The anode of the first voltage regulator unit and the first end of the twelfth switching unit are both connected to the negative terminal of the third port. The second end of the third resonant inductor unit is connected to the positive terminal of the third port.

[0038] A second aspect of this application provides a vehicle power supply architecture, including: a power battery pack, a main control circuit, and a voltage converter as described in any of the preceding embodiments;

[0039] The power battery pack includes at least two battery cells connected in series.

[0040] The power battery pack is connected to the first winding of the multi-winding integrated transformer via a first voltage conversion circuit.

[0041] The battery pack within the power battery pack is connected to the second winding of the multi-winding integrated transformer via a second voltage conversion circuit; the battery pack includes some of the battery cells in the power battery pack.

[0042] The main control circuit is used to control the operating state of at least three voltage conversion circuits in order to control the energy transfer direction between the multiple windings of the multi-winding integrated transformer.

[0043] In the technical solution of this application embodiment, the operating states of the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit are controlled by the main control circuit. The first voltage conversion circuit is connected between the power battery pack and the first winding, the second voltage conversion circuit is connected between the battery pack and the second winding, and the third voltage conversion circuit is connected between the low-voltage distribution circuit and the third and fourth windings. This allows the low-voltage distribution circuit to be simultaneously connected to the power battery pack and the battery pack within the power battery pack via a multi-winding integrated transformer. The main control circuit controls the first, second, and third voltage conversion circuits. The operating state allows for the determination of the primary and secondary sides of the first, second, third, and fourth windings, thereby adjusting the energy transmission direction between each winding. This not only enables the power battery pack to provide low-voltage power distribution to the entire vehicle but also allows for matching the current transmission direction between the power battery pack, battery group, and low-voltage power distribution circuit according to the vehicle's power demand. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery, utilizing the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery and also eliminates the need to reserve space for a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0044] In some embodiments, the vehicle power supply architecture further includes a battery management circuit connected between the power battery pack and the first voltage conversion circuit, the battery management circuit being used to manage the charging and discharging of the power battery pack.

[0045] In some embodiments, the third and fourth windings of the multi-winding integrated transformer are connected to a low-voltage distribution circuit via a third voltage conversion circuit.

[0046] The main control circuit is also used to control the second voltage conversion circuit and the third voltage conversion circuit to output low-voltage power supply to the low-voltage distribution circuit when the first voltage conversion circuit is in a dormant or disabled state.

[0047] In some embodiments, the second voltage conversion circuit is further configured to precharge the output port of the battery management circuit via the second winding, the first winding, and the first voltage conversion circuit of the multi-winding integrated transformer before the power battery pack outputs the first voltage.

[0048] In some embodiments, the main control circuit is further configured to control the first voltage conversion circuit and the second voltage conversion circuit to convert the high voltage output by the power battery pack into a low voltage power supply via the multi-winding integrated transformer to replenish the battery pack when the battery pack's power is less than a preset power.

[0049] In some embodiments, the main control circuit is further configured to, when the battery pack's charge is less than a preset charge, control the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit to convert the high-voltage electricity output from the power battery pack into low-voltage power via the multi-winding integrated transformer and output it to the battery pack and the low-voltage power distribution circuit.

[0050] In some embodiments, the main control circuit is further configured to control the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit to convert the high-voltage power output from the power battery pack into low-voltage power output to the battery pack and / or low-voltage power distribution circuit via the multi-winding integrated transformer using at least one of frequency conversion control mode and phase shift control mode.

[0051] In some embodiments, when the vehicle power supply architecture operates in a first operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the twelfth switch unit are turned off, while the second switch unit, the third switch unit, the tenth switch unit, and the eleventh switch unit are turned on.

[0052] In some embodiments, when the vehicle power supply architecture operates in the second operating mode, the first switching unit, the second switching unit, the third switching unit, and the fourth switching unit are turned off, and when the voltage difference across the first winding is greater than the first threshold voltage, the first switching unit and the fourth switching unit are turned on, the eleventh switching unit is turned off, and the twelfth switching unit is turned on.

[0053] In some embodiments, when the vehicle power supply architecture operates in a third operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the eleventh switch unit are turned on, while the second switch unit, the third switch unit, the tenth switch unit, and the twelfth switch unit are turned off.

[0054] A third aspect of this application provides an automobile that includes a voltage converter as described in any of the preceding claims; or includes a vehicle power supply architecture as described in any of the preceding claims.

[0055] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, specific embodiments of this application are given below. Beneficial effects

[0056] In the technical solution of this application embodiment, the voltage converter includes a multi-winding integrated transformer, at least three input and output ports configured with input and output functions, and at least three voltage conversion circuits. The multiple windings of the multi-winding integrated transformer are respectively connected to the at least three input and output ports through the at least three voltage conversion circuits. The operating state of the at least three voltage conversion circuits is controlled by the main control circuit to adjust the energy transfer direction between the at least three input and output ports. Through the power supply architecture of this application, low-voltage power distribution of the vehicle can be realized using only one transformer, which is conducive to eliminating the layout and simplification of the vehicle's low-voltage battery and electronic control system, avoiding the replacement and maintenance of the low-voltage battery, and eliminating the need to reserve space for the battery in the vehicle structure. Attached Figure Description

[0057] Various other advantages and benefits will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the scope of this application. Furthermore, the same reference numerals denote the same parts throughout the drawings. In the drawings:

[0058] Figure 1 is a schematic diagram of a first structure of a voltage converter provided in an embodiment of this application;

[0059] Figure 2 is a schematic diagram of a second structure of the voltage converter provided in an embodiment of this application;

[0060] Figure 3 is a schematic diagram of the first structure of the vehicle power supply architecture provided in the embodiment of this application;

[0061] Figure 4 is a schematic diagram of a second structure of the vehicle power supply architecture provided in an embodiment of this application;

[0062] Figure 5 is a schematic diagram of a third structure of the vehicle power supply architecture provided in the embodiments of this application;

[0063] Figure 6 is a schematic diagram of the drive waveform of the vehicle power supply architecture provided in the embodiment of this application operating in the frequency conversion control mode;

[0064] Figure 7 is a schematic diagram of the driving waveform of the vehicle power supply architecture provided in the embodiment of this application operating in phase-shift control mode. Embodiments of the present invention

[0065] The embodiments of the technical solution of this application will now be described in detail with reference to the accompanying drawings. These embodiments are only used to more clearly illustrate the technical solution of this application and are therefore merely examples, and should not be used to limit the scope of protection of this application.

[0066] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application pertains; the terminology used herein is for the purpose of describing particular embodiments only and is not intended to limit the application; the terms “comprising” and “having”, and any variations thereof, in the specification, claims, and foregoing description of the drawings are intended to cover non-exclusive inclusion.

[0067] In the description of the embodiments of this application, technical terms such as "first" and "second" are used only to distinguish different objects and should not be construed as indicating or implying relative importance or implicitly specifying the number, specific order, or primary and secondary relationship of the indicated technical features. In the description of the embodiments of this application, "multiple" means two or more, unless otherwise explicitly defined.

[0068] In this document, the term "embodiment" means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The phrase "second connection port" at various locations in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0069] In the description of the embodiments in this application, the term "and / or" is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Additionally, the character " / " in this document generally indicates that the preceding and following related objects have an "or" relationship.

[0070] In the description of the embodiments of this application, the term "multiple frames" refers to two or more (including two).

[0071] In the description of the embodiments of this application, the technical terms "center," "longitudinal," "lateral," "length," "width," "thickness," "upper," "lower," "front," "rear," "left," "right," "vertical," "horizontal," "top," "bottom," "inner," "outer," "clockwise," "counterclockwise," "axial," "radial," and "circumferential" indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are only for the convenience of describing the embodiments of this application and simplifying the description, and are not intended to indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on the embodiments of this application.

[0072] In related technologies, low-voltage power distribution in vehicle bodies typically employs discrete low-voltage lithium-ion battery technology. For example, a fuse box is configured based on lithium-ion batteries to distribute power to low-voltage loads within the vehicle. The fuse box usually uses relays, fuses, and other devices as driving and protective components. However, current vehicle power supply systems typically use two independent DC-DC circuits to provide high-voltage and low-voltage power respectively. This not only results in significant space occupation within the vehicle but also requires regular maintenance and replacement of the low-voltage battery, increasing vehicle costs.

[0073] To address the aforementioned technical problems, this application provides a voltage converter. As shown in Figure 1, the voltage converter in this embodiment includes: a multi-winding integrated transformer T1, at least three voltage conversion circuits, and at least three input / output ports configured with input and output functions. The multiple windings of the multi-winding integrated transformer T1 are connected to the at least three input / output ports via the at least three voltage conversion circuits. The operating state of the at least three voltage conversion circuits is controlled by a main control circuit to adjust the energy transfer direction between the at least three input / output ports.

[0074] In this embodiment, the multiple windings of the multi-winding integrated transformer T1 are connected to at least three input / output ports configured with input and output functions via at least three voltage conversion circuits. The main control circuit can control the conversion direction of the voltage conversion circuits, thereby setting the primary and secondary windings of the multiple windings of the multi-winding integrated transformer T1 and determining the energy transfer direction between the multiple windings. By using a single multi-winding integrated transformer T1, voltage conversion between multiple voltages and control of the energy transfer direction between multiple ports can be achieved. This integrates multiple independent DC-DC converters into a single multi-port DC-DC converter, reducing the number of components and lowering the cost of voltage conversion.

[0075] On the other hand, the voltage converter in this embodiment, when applied to a vehicle power distribution system, can not only adjust the energy transmission direction between the multiple windings of the multi-winding integrated transformer T1, but also adjust the current transmission direction between the power battery pack, battery pack 110, and low-voltage power distribution circuit 300 by connecting at least three input / output ports with input and output functions to the power battery pack, battery pack 110, and low-voltage power distribution circuit 300 respectively, thereby matching the vehicle's power demand. The solution in this embodiment eliminates the need for a vehicle-wide low-voltage battery, utilizing the power battery to achieve low-voltage power distribution. This eliminates the need for low-voltage battery replacement and maintenance, and also eliminates the need to reserve space for a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0076] In some embodiments, at least three input / output ports configured with input and output functions are respectively connected to the power battery pack, battery pack 110 and low-voltage power distribution circuit 300. The multi-port DC-DC converter can also save pre-charge relays and pre-charge resistors, thereby reducing vehicle costs.

[0077] In this embodiment, the low-voltage power distribution circuit 300 is connected to the third and fourth windings of the multi-winding integrated transformer T1 via the third voltage conversion circuit 230. This not only allows the low-voltage power distribution circuit 300 to be simultaneously connected to the power battery pack 100 and the battery pack 110 within the power battery pack 100 via the multi-winding integrated transformer T1, but also enables a state switching time of 100 microseconds (µs) based on the four-winding transformer. Its switching rate is much higher than the 10 microseconds (µs) switching time of the relay.

[0078] In some embodiments, referring to FIG2, at least three input / output ports configured with input and output functions include: a first port 101, a second port 102, and a third port 103. The first port 101 is connected to the first winding (coil between nodes P1 and P2) of the multi-winding integrated transformer T1 via a first voltage conversion circuit 210. The second port 102 is connected to the second winding (coil between nodes P3 and P4) of the multi-winding integrated transformer T1 via a second voltage conversion circuit 220. The third port 103 is connected to the third winding (coil between nodes P5 and P6) and the fourth winding (coil between nodes P6 and P7) of the multi-winding integrated transformer T1 via a third voltage conversion circuit 230. The third winding and the fourth winding are connected in parallel.

[0079] In this embodiment, the operating states of the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 are controlled by the main control circuit. The first voltage conversion circuit 210 is connected between the first port 101 and the first winding, the second voltage conversion circuit 220 is connected between the second port 102 and the second winding, and the third voltage conversion circuit 230 is connected between the third port 103 and the third and fourth windings. This allows the third port 103 to be simultaneously connected to the first port 101 and the second port 102 via the multi-winding integrated transformer T1, controlled by the main control circuit. The operating states of the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 can determine the primary and secondary sides of the first, second, third, and fourth windings, thereby adjusting the energy transmission direction between each winding. This not only enables the first port 101 and the second port 102 to provide low-voltage power to the third port 103, but also allows matching the current transmission direction between the first port 101, the second port 102, and the third port 103 according to their power requirements. In this embodiment, when the voltage converter is applied to the vehicle's power distribution system, the first port 101, the second port 102, and the third port 103 are connected to the power battery pack, the battery group 110, and the low-voltage power distribution circuit 300, respectively. This solution eliminates the need for a dedicated low-voltage battery in the vehicle, utilizing the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0080] In some embodiments, the first and second windings of the multi-winding integrated transformer T1 are the primary windings of the multi-winding integrated transformer T1, and the third and fourth windings of the multi-winding integrated transformer T1 are the secondary windings of the multi-winding integrated transformer T1.

[0081] In some embodiments, the first voltage conversion circuit 210 and the second voltage conversion circuit 220 are full-bridge rectifier-inverter circuits.

[0082] In some embodiments, the third voltage conversion circuit 230 is a half-bridge rectifier circuit.

[0083] In this embodiment, the first voltage conversion circuit 210 and the second voltage conversion circuit 220 can be full-bridge rectifier-inverter circuits or half-bridge rectifier-inverter circuits, and the third voltage conversion circuit 230 can be a half-bridge rectifier circuit. The first voltage conversion circuit 210, controlled by the main control circuit, can convert the DC power output from the first port 101 into AC power and output it to the first winding. The second voltage conversion circuit 220, controlled by the main control circuit, can convert the DC power output from the second port 102 into AC power and output it to the second winding, or it can convert the AC power induced by the second winding into DC power and output it to the second port 102. The third voltage conversion circuit 230, controlled by the main control circuit, can convert the AC power induced by the third and fourth windings into DC power and output it to the third port 103. The input power of the first port 101 and the second port 102 can both supply power to the third port 103 via the multi-winding integrated transformer T1. With the first port 101 and the second port 102 connected to the power battery pack and the battery group 110 respectively, and the third port 103 connected to the low-voltage power distribution circuit 300, not only can the power battery pack provide low-voltage power distribution to the vehicle, but the current transmission direction between the power battery pack, the battery group 110 and the low-voltage power distribution circuit 300 can also be matched according to the vehicle's power demand. Furthermore, the solution in this embodiment eliminates the need for the vehicle's low-voltage battery, using the power battery to achieve low-voltage power distribution for the vehicle. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0084] In some embodiments, a resonant inductor may not be required between the first winding of the multi-winding integrated transformer T1 and the first voltage conversion circuit 210. By controlling the operating mode of the third voltage conversion circuit 230, the third and fourth windings of the multi-winding integrated transformer T1 are connected in series, thereby generating leakage inductance in the first winding of the multi-winding integrated transformer T1, which replaces the resonant inductor between the first winding of the multi-winding integrated transformer T1 and the first voltage conversion circuit 210.

[0085] In some embodiments, a resonant inductor may not be required between the second winding of the multi-winding integrated transformer T1 and the second voltage conversion circuit 220. By controlling the operating mode of the third voltage conversion circuit 230, the third and fourth windings of the multi-winding integrated transformer T1 are connected in series, thereby generating leakage inductance in the second winding of the multi-winding integrated transformer T1, which replaces the resonant inductor between the second winding of the multi-winding integrated transformer T1 and the second voltage conversion circuit 220.

[0086] In some embodiments, as shown in FIG2, the first winding is connected to the first voltage conversion circuit 210 via the first resonant inductor unit L1.

[0087] In some embodiments, as shown in FIG2, the second winding is connected to the second voltage conversion circuit 220 via the second resonant inductor unit L2.

[0088] In this embodiment, the two ends of the first winding of the multi-winding integrated transformer T1 are connected to the first port 101 via the first voltage conversion circuit 210, and the two ends of the second winding of the multi-winding integrated transformer T1 are connected to the second port 102 via the second voltage conversion circuit 220. The third and fourth windings of the multi-winding integrated transformer T1 are connected to the third port 103 via the third voltage conversion circuit 230. When the first port 101 is powered on and outputs a high voltage, the third and fourth windings of the multi-winding integrated transformer T1 output a low-voltage AC current, which is then converted into a corresponding DC current via the third voltage conversion circuit 230 to power the third port 103.

[0089] In some embodiments, the first resonant inductor unit L1 includes at least one inductor.

[0090] In some embodiments, the second resonant inductor unit L2 includes at least one inductor.

[0091] In some embodiments, the two ends of the second winding of the multi-winding integrated transformer T1 are connected to the second port 102 via the second voltage conversion circuit 220. The second voltage conversion circuit 220 is a small power module with a power rating in the hundreds of watts. When the voltage converter in this embodiment is applied to the vehicle power distribution system, the first port 101, the second port 102, and the third port 103 are respectively connected to the power battery pack, the battery group 110, and the low-voltage power distribution circuit 300. Before the high voltage output from the power battery pack 100 is energized, it can not only supply power to the vehicle's low-voltage power distribution circuit 300, but also precharge the closing of the main positive relay K1 of the power battery pack 100.

[0092] In some embodiments, referring to FIG2, the first voltage conversion circuit 210 includes: a first switching unit Q1, a second switching unit Q2, a third switching unit Q3, a fourth switching unit Q4, and a first resonant capacitor unit C1; the first ends of the first switching unit Q1 and the third switching unit Q3 are connected to the positive terminal of the first port 101, the second end of the third switching unit Q3 and the first end of the fourth switching unit Q4 are connected to the first end of the first winding via the first resonant capacitor unit C1, the second end of the first switching unit Q1 and the first end of the second switching unit Q2 are connected to the second end of the first winding, and the second ends of the second switching unit Q2 and the fourth switching unit Q4 are connected to the negative terminal of the first port 101.

[0093] In this embodiment, the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 can form a full-bridge rectifier-inverter circuit. By adjusting the duty cycle of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4, the DC power output from the first port 101 can be converted into AC power and output to the first winding. The third voltage conversion circuit 230, controlled by the main control circuit, can convert the AC power induced by the third winding and the fourth winding into DC power and output to the third port 103. Furthermore, both the first port 101 and the second port 102 can supply power to the third port 103 via the multi-winding integrated transformer T1.

[0094] When the voltage converter in this embodiment is applied to the vehicle power distribution system, with the first port 101 and the second port 102 connected to the power battery pack and the battery group 110 respectively, and the third port 103 connected to the low-voltage power distribution circuit 300, it can not only realize the function of providing low-voltage power distribution to the whole vehicle from the power battery pack, but also match the current transmission direction between the power battery pack, the battery group 110 and the low-voltage power distribution circuit 300 according to the vehicle's power demand. Furthermore, the solution in this embodiment eliminates the need for the whole vehicle's low-voltage battery, using the power battery to realize the vehicle's low-voltage power distribution. There is no need to replace or maintain the low-voltage battery, nor is there any need to reserve space for the battery in the whole vehicle structure, which is conducive to the layout and simplification of the electronic control system.

[0095] In some embodiments, the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 can be MOSFETs or IGBTs.

[0096] In some embodiments, the first resonant capacitor unit C1 includes at least one capacitor.

[0097] In some embodiments, referring to FIG2, the second voltage conversion circuit 220 includes: a fifth switching unit Q5, a sixth switching unit Q6, a seventh switching unit Q7, an eighth switching unit Q8, and a second resonant capacitor unit C2; the first end of the fifth switching unit Q5 and the first end of the seventh switching unit Q7 are connected to the positive terminal of the second port 102, the second end of the fifth switching unit Q5 and the first end of the sixth switching unit Q6 are connected to the first end of the second winding via the second resonant capacitor unit C2, the second end of the seventh switching unit Q7 and the first end of the eighth switching unit Q8 are connected to the second end of the second winding, and the second end of the sixth switching unit Q6 and the second end of the eighth switching unit Q8 are connected to the negative terminal of the second port 102.

[0098] In this embodiment, the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8 can form a full-bridge rectifier-inverter circuit. By adjusting the duty cycle of the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8, with the first port 101 and the second port 102 connected to the power battery pack and the battery group 110 respectively, and the third port 103 connected to the low-voltage distribution circuit 300, the DC power output from the battery group 110 can be converted into AC power and output to the second winding. Alternatively, the DC power generated by the induced current in the second winding can be used to replenish the battery group 110. The third winding and the fourth winding can both receive induced current for the secondary winding. The third voltage conversion circuit 230, controlled by the main control circuit, can convert the AC power induced by the third winding and the fourth winding into DC power and output to the low-voltage distribution circuit 300. Furthermore, when the vehicle is not outputting high-voltage electricity, the first voltage conversion circuit 210 is in a dormant or disabled state. The second voltage conversion circuit 220 can supply the DC power output from the battery pack 110 to the low-voltage power distribution circuit 300 via the multi-winding integrated transformer T1. This allows the power battery pack to provide low-voltage power distribution for the entire vehicle. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and utilizes the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0099] In some embodiments, the fifth switching unit Q5, the sixth switching unit Q6, the seventh switching unit Q7, and the eighth switching unit Q8 can be MOSFETs or IGBTs.

[0100] In some embodiments, the second resonant capacitor unit C2 includes at least one capacitor.

[0101] In some embodiments, when the voltage converter in this embodiment is applied to the vehicle power distribution system, when the vehicle is not connected to high voltage, the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 can be set to the off state. At this time, the driving waveforms of the fifth switching unit Q5 and the sixth switching unit Q6 are complementary, the driving waveforms of the seventh switching unit Q7 and the eighth switching unit Q8 are complementary, and the phase angles of the driving waveforms of the fifth switching unit Q5 and the eighth switching unit Q8 are 180 degrees apart. In this way, the low-voltage DC power output from the battery pack 110 can be supplied to the low-voltage power distribution circuit 300 through the second voltage conversion circuit 220 and the multi-winding integrated transformer T1.

[0102] In some embodiments, referring to FIG2, the third voltage conversion circuit 230 includes a ninth switching unit Q9 and a tenth switching unit Q10; the first end of the ninth switching unit Q9 is connected to the first end of the third winding, the first end of the tenth switching unit Q10 is connected to the first end of the fourth winding, the second ends of the ninth switching unit Q9 and the tenth switching unit Q10 are connected to the negative terminal of the third port 103, and the second ends of the third winding and the fourth winding are connected to the positive terminal of the third port 103.

[0103] In this embodiment, the ninth switch unit Q9 and the tenth switch unit Q10 can form a half-bridge rectifier circuit. By adjusting the duty cycle of the fifth switch unit Q5, the sixth switch unit Q6, the seventh switch unit Q7, and the eighth switch unit Q8, with the first port 101 and the second port 102 connected to the power battery pack and the battery group 110 respectively, and the third port 103 connected to the low-voltage power distribution circuit 300, the DC power output from the battery group 110 can be converted into AC power and output to the second winding. Alternatively, the DC power generated by the induced current in the second winding can be used to replenish the battery group 110. The third winding and the fourth winding can both receive induced current for the secondary winding. The third voltage conversion circuit 230, controlled by the main control circuit, can convert the AC power induced by the third winding and the fourth winding into DC power and output to the low-voltage power distribution circuit 300. Furthermore, when the vehicle is not outputting high-voltage electricity, the first voltage conversion circuit 210 is in a dormant or disabled state. The second voltage conversion circuit 220 can supply the DC power output from the battery pack 110 to the low-voltage power distribution circuit 300 via the multi-winding integrated transformer T1. This allows the power battery pack to provide low-voltage power distribution for the entire vehicle. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and utilizes the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0104] In some embodiments, the ninth switching unit Q9 and the tenth switching unit Q10 can be MOSFETs or IGBTs.

[0105] In some embodiments, the driving waveforms of the first switching unit Q1 and the second switching unit Q2 are complementary, and the driving waveforms of the third switching unit Q3 and the fourth switching unit Q4 are complementary; the phase angles of the driving waveforms of the first switching unit Q1 and the fourth switching unit Q4 differ by 180 degrees.

[0106] In this embodiment, the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 can form a full-bridge rectifier-inverter circuit. By setting the driving waveforms of the first switching unit Q1 and the second switching unit Q2 to be complementary, and the driving waveforms of the third switching unit Q3 and the fourth switching unit Q4 to be complementary, and by adjusting the switching duty cycle of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4, with the first port 101 and the second port 102 respectively connected to the power battery pack and the battery group 110, and the third port 103 connected to the low-voltage power distribution circuit 300, the DC power output from the power battery pack can be converted into AC power output to the first winding. The second, third, and fourth windings can all receive induced current for the secondary windings. If the voltage difference between the battery pack 110 and other battery packs 110 in the power battery pack exceeds the threshold voltage, the second voltage conversion circuit 220 can convert the AC power induced by the second winding into DC power and output it to the battery pack 110 to balance the battery pack 110. The third voltage conversion circuit 230, controlled by the main control circuit, can convert the AC power induced by the third and fourth windings into DC power and output it to the low-voltage power distribution circuit 300. Furthermore, both the power battery pack and the battery pack 110 within it can supply power to the low-voltage distribution circuit 300 via the multi-winding integrated transformer T1. This not only enables the power battery pack to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack, battery pack 110, and low-voltage distribution circuit 300 according to the vehicle's power demand. Moreover, the solution in this embodiment eliminates the need for the vehicle's low-voltage battery, utilizing the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0107] In some embodiments, as shown in FIG2, a BUCK circuit 310 is also provided between the positive terminal of the third port 103 and the third voltage conversion circuit 230.

[0108] In some embodiments, the BUCK circuit 310 includes: an eleventh switching unit Q11, a twelfth switching unit Q12, a first voltage regulator unit D1, and a third inductor unit L3; the first terminal of the twelfth switching unit Q12 is connected to the first terminal of the fourth winding via the tenth switching unit Q10, the second terminal of the twelfth switching unit Q12 is connected to the second terminal of the fourth winding via the eleventh switching unit Q11, the cathode of the first voltage regulator unit D1 and the first terminal of the third inductor unit L3 are both connected to the second terminal of the twelfth switching unit Q12, the anode of the first voltage regulator unit D1 and the first terminal of the twelfth switching unit Q12 are both connected to the negative terminal of the third port 103, and the second terminal of the third inductor unit L3 is connected to the positive terminal of the third port 103.

[0109] In some embodiments, as shown in FIG2, the BUCK circuit 310 further includes a third capacitor unit C3, the first end of the third capacitor unit C3 being connected to the positive terminal of the low-voltage power distribution circuit 300, and the second end of the third capacitor unit C3 being connected to the negative terminal of the low-voltage power distribution circuit 300.

[0110] In this embodiment, a BUCK circuit 310 is composed of a twelfth switching unit Q12, a first voltage regulator unit D1, a third inductor unit L3, and a third capacitor unit C3. When the current output to the low-voltage distribution circuit 300 is low, the twelfth switching unit Q12 remains off. When the output current increases to the threshold current, the twelfth switching unit Q12 turns on. When the current output to the low-voltage distribution circuit 300 is large, the twelfth switching unit Q12 turns on, thus achieving synchronous rectification. When the current output to the low-voltage distribution circuit 300 is small, the twelfth switching unit Q12 turns off to prevent current backflow. Furthermore, the voltage output to the low-voltage distribution circuit 300 can be adjusted by changing the duty cycle of the eleventh switching unit Q11.

[0111] In some embodiments, the eleventh switching unit Q11 and the twelfth switching unit Q12 can be MOSFETs or IGBTs.

[0112] In some embodiments, the first voltage regulator unit D1 includes at least one Zener diode, the cathode of which is connected to the first end of the third inductor unit L3, and the anode of which is connected to the first end of the twelfth switch unit Q12.

[0113] In some embodiments, the third inductor unit L3 includes at least one inductor.

[0114] In some embodiments, the third capacitor unit C3 includes at least one capacitor.

[0115] In some embodiments, as shown in FIG3, a filter capacitor C4 is also connected between the positive and negative terminals of the first port 101. The filter capacitor C4 can be used to filter the high voltage output by the power battery pack 100.

[0116] In some embodiments, as shown in FIG3, a filter capacitor C5 is also connected between the positive and negative terminals of the second port 102. The filter capacitor C5 can be used to filter the low voltage output from the second port 102.

[0117] In some embodiments, referring to FIG3, a thirteenth switch unit Q13 is further provided between the positive terminal of the second port 102 and the second voltage conversion circuit 220. The thirteenth switch unit Q13 is used to manage the connection state between the second port 102 and the second voltage conversion circuit 220. Specifically, the thirteenth switch unit Q13 can serve as a fuse switch for the battery pack 110. The thirteenth switch unit Q13 is controlled by the main control circuit 400 and can disconnect when the current flowing through the second voltage conversion circuit 220 is too high, thereby achieving the purpose of overcurrent protection for the second port 102.

[0118] In some embodiments, when the first port 101 is connected to the power battery pack and the second port 102 is connected to the battery pack, and both the power battery pack and the battery pack output electrical energy, the battery pack can precharge the filter capacitor C4 at both ends of the power battery pack before the vehicle is powered on. At this time, the voltage and current requirements of each winding of the multi-winding integrated transformer T1 are high. The output current of the battery pack in the power battery pack can be closed-loop controlled, and low-voltage constant voltage output can be achieved through the BUCK circuit.

[0119] This application embodiment also provides a vehicle power supply architecture. Referring to Figure 3, the vehicle power supply architecture in this embodiment includes: a power battery pack 100, a main control circuit 400, and a voltage converter as described above. The power battery pack 100 includes at least two battery cells connected in series. The power battery pack 100 is connected to the first winding of a multi-winding integrated transformer T1 via a first voltage conversion circuit 210. The battery pack 110 within the power battery pack 100 is connected to the second winding of the multi-winding integrated transformer T1 via a second voltage conversion circuit 220. The battery pack 110 includes some of the battery cells in the power battery pack 100. The main control circuit 400 is used to control the operating state of at least three voltage conversion circuits to control the energy transfer direction between the multiple windings of the multi-winding integrated transformer T1.

[0120] In this embodiment, the operating states of the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 are controlled by the main control circuit 400. The first voltage conversion circuit 210 is connected between the power battery pack 100 and the first winding, the second voltage conversion circuit 220 is connected between the battery pack 110 and the second winding, and the third voltage conversion circuit 230 is connected between the low-voltage distribution circuit 300 and the third and fourth windings. This allows the low-voltage distribution circuit 300 to be simultaneously connected to the power battery pack 100 and the battery pack 110 within the power battery pack via the multi-winding integrated transformer T1. The main control circuit 400 controls the operation of the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230. The operating states of the conversion circuit 220 and the third voltage conversion circuit 230 can determine the primary and secondary side settings of the first, second, third, and fourth windings, thereby adjusting the energy transmission direction between each winding. This not only enables the power battery pack to provide low-voltage power distribution to the entire vehicle, but also matches the current transmission direction between the power battery pack, battery group 110, and low-voltage power distribution circuit 300 according to the vehicle's power demand. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery, using the power battery to achieve low-voltage power distribution. This eliminates the need for replacing and maintaining the low-voltage battery, and also eliminates the need to reserve space for the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0121] In some embodiments, referring to FIG4, the vehicle power supply architecture further includes a battery management circuit 500, which is connected between the power battery pack 100 and the first voltage conversion circuit 210. The battery management circuit 500 is used to manage the charging and discharging of the power battery pack 100.

[0122] In some embodiments, the battery management circuit 500 may include a main positive relay and a main negative relay. When the main positive relay and the main negative relay are closed, the power battery pack 100 outputs high voltage. The battery pack 110 inside the power battery pack 100 has no need for charging. The thirteenth switch unit Q13 is turned off. The vehicle is powered by the power battery pack 100 in charging, driving and parking states. The high voltage output by the power battery pack 100 is transformed by the first voltage conversion circuit 210, the multi-winding transformer and the third voltage conversion circuit 230 in sequence to provide low voltage power to the low voltage distribution circuit 300.

[0123] In some embodiments, referring to FIG4, the third and fourth windings of the multi-winding integrated transformer T1 are connected to the low-voltage distribution circuit 300 via the third voltage conversion circuit 230; the main control circuit is also used to control the second voltage conversion circuit 220 and the third voltage conversion circuit 230 to output low-voltage power to supply power to the low-voltage distribution circuit 300 via the second voltage conversion circuit 220, the second winding, the third winding, the fourth winding, and the third voltage conversion circuit 230 when the first voltage conversion circuit 210 is in a dormant or disabled state.

[0124] In some embodiments, the second voltage conversion circuit 220 is also used to precharge the output port of the battery management circuit 500 via the second winding, the first winding, and the first voltage conversion circuit 210 of the multi-winding integrated transformer T1 before the battery management circuit 500 outputs the first voltage.

[0125] In some embodiments, the main control circuit 400 is further configured to control the first voltage conversion circuit 210 and the second voltage conversion circuit 220 to convert the high voltage output from the power battery pack 100 into a low voltage power supply via the multi-winding integrated transformer T1 to replenish the battery pack 110 when the power of the battery pack 110 is less than a preset power.

[0126] In this embodiment, after the vehicle's high-voltage power-on is completed and normal operation begins, the first voltage conversion circuit 210 converts the high-voltage electricity output from the power battery pack into corresponding AC electricity, and inducts the corresponding current through the second winding of the multi-winding integrated transformer T1 to the second voltage conversion circuit 220. At the same time, the second voltage conversion circuit 220 uses the current induced by the second winding as input to charge the battery pack 110 in the power battery pack 100. The battery management system requests voltage and current from the first voltage conversion circuit 210 and the second voltage conversion circuit 220 according to the voltage of the battery pack 110 in the power battery pack 100, so as to realize the charging and balancing of the battery pack 110 in the power battery pack 100 until the charge of the battery unit in the battery pack 110 matches the charge of the other battery units in the power battery pack 100.

[0127] In some embodiments, the main control circuit 400 is further configured to control the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 to convert the high voltage output from the power battery pack 100 into low voltage power through the multi-winding integrated transformer T1 and output it to the battery pack 110 and the low voltage power distribution circuit 300 when the power of the battery pack 110 is less than the preset power.

[0128] In this embodiment, after the vehicle's high-voltage power-on is completed and normal operation begins, the first voltage conversion circuit 210 converts the high-voltage electricity output from the power battery pack 100 into corresponding AC electricity, and inducts the corresponding current through the second winding of the multi-winding integrated transformer T1 to the second voltage conversion circuit 220. The corresponding current is then output through the third and fourth windings of the multi-winding integrated transformer T1 to the low-voltage distribution circuit 300. At the same time, the second voltage conversion circuit 220 uses the current induced by the second winding as input to charge the battery pack 110 in the power battery pack 100. The battery management system requests voltage and current from the first voltage conversion circuit 210 and the second voltage conversion circuit 220 according to the voltage of the battery pack 110 in the power battery pack 100, thereby realizing the charging and balancing of the battery pack 110 in the power battery pack 100.

[0129] In some embodiments, the main control circuit 400 is further configured to control the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 to convert the high voltage output from the power battery pack 100 into a low voltage power supply via the multi-winding integrated transformer T1 and output it to the battery pack 110 using at least one of the frequency conversion control mode and the phase shift control mode.

[0130] In some embodiments, the main control circuit 400 is further configured to use at least one of frequency conversion control mode and phase shift control mode to control the first voltage conversion circuit 210, the second voltage conversion circuit 220, and the third voltage conversion circuit 230 to convert the high voltage output from the power battery pack 100 into a low voltage power supply via the multi-winding integrated transformer T1 and output it to the low voltage distribution circuit 300.

[0131] In some embodiments, the main control circuit 400 can detect the output voltage and output current of the power battery pack 100 and the battery group 110, and adjust the switching frequency or duty cycle of each switching unit according to the detection results, thereby meeting the working requirements of the power battery pack 100, the battery group 110, and the low-voltage power distribution circuit 300. When the power battery pack 100 transmits energy to the battery group 110 and the low-voltage power distribution circuit 300, or when the battery group 110 transmits energy to the power battery pack 100 and the low-voltage power distribution circuit 300, a control strategy combining frequency conversion control, phase shift control, or a combination of frequency conversion control and phase shift control is used to control the switching frequency or duty cycle of each switching unit to adjust the energy conversion efficiency.

[0132] For example, as shown in Figure 5, when the load connected to the low-voltage distribution circuit 300 increases, the duty cycles of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 can be reduced. Conversely, when the load connected to the low-voltage distribution circuit 300 decreases, the duty cycles of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 can be reduced. When the main control circuit 400 detects that the current in the primary winding of the multi-winding integrated transformer T1 exceeds a preset threshold current, it indicates that the load connected to the low-voltage distribution circuit 300 may be overloaded or short-circuited. In this case, overload protection can be achieved by controlling the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 to turn off, thus avoiding potential vehicle safety hazards.

[0133] In some embodiments, the operating principle of the second voltage conversion circuit 220 is the same as that of the first voltage conversion circuit 210. Specifically, the fifth switching unit Q5, the sixth switching unit Q6, the seventh switching unit Q7, and the eighth switching unit Q8 in the second voltage conversion circuit 220 correspond to the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 in the first voltage conversion circuit 210, respectively. Under the same operating mode, the fifth switching unit Q5, the sixth switching unit Q6, the seventh switching unit Q7, and the eighth switching unit Q8 in the second voltage conversion circuit 220 can be switched according to the driving method of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 in the first voltage conversion circuit 210.

[0134] In some embodiments, frequency conversion control is LLC resonant control. By adjusting the switching frequency of each switching unit, the output impedance can be changed, thereby controlling the current and voltage output by the voltage conversion circuit. For example, under LLC resonant control, the driving waveforms of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 in the first voltage conversion circuit 210 are shown in Figure 6. Vb represents the voltage VS11-S12 between nodes S12 and S22, and VP6 represents the voltage at node P6. The duty cycle of the driving waveforms of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 is close to 50%. The driving waveforms of the first switching unit Q1 and the second switching unit Q2 are complementary, and the driving waveforms of the third switching unit Q3 and the fourth switching unit Q4 are complementary. The first switching unit Q1 and the fourth switching unit Q4 are simultaneously turned on or off, and the second switching unit Q2 and the third switching unit Q3 are simultaneously turned on or off. The phase angle of the driving waveforms of the first switching unit Q1 and the fourth switching unit Q4 differs by 180 degrees.

[0135] In some embodiments, when the vehicle power supply architecture is operating in the first operating mode, the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9, and the twelfth switch unit Q12 are turned off, while the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10, and the eleventh switch unit Q11 are turned on.

[0136] In this embodiment, the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9, and the twelfth switch unit Q12 are turned off, while the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10, and the eleventh switch unit Q11 are turned on. At this time, the voltage between nodes S12 and S12 is Vb. The output voltage VP5-P6 of the third winding of the multi-winding integrated transformer T1 is high, and the output voltage VP6-P7 of the fourth winding of the multi-winding integrated transformer T1 is high. Since the ninth switch unit Q9 is turned off, the secondary coils P5-P6 of the multi-winding integrated transformer T1 have no output. The tenth switch unit Q10 is turned on, and the secondary coils P6-P7 of the multi-winding integrated transformer T1 output a high level, which is then filtered by the third inductor unit L3 and the third capacitor unit C3 before being output.

[0137] In some embodiments, when the vehicle power supply architecture is operating in the second operating mode, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 are turned off, and when the voltage difference across the first winding is greater than the first threshold voltage, the first switch unit Q1 and the fourth switch unit Q4 are turned on, the eleventh switch unit Q11 is turned off, and the twelfth switch unit Q12 is turned on.

[0138] In this embodiment, the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 are turned off, and the first resonant inductor unit L1 freewheels, generating a voltage along the direction from node P1 to node P2. At this time, when node S12 is greater than -Vb, the current flows to the power battery pack 100 through the parasitic body diodes of the first switching unit Q1 and the fourth switching unit Q4. At this time, the first switching unit Q1 and the fourth switching unit Q4 are turned on, realizing soft switching. At the same time, the eleventh switching unit Q11 is turned off, the twelfth switching unit Q12 is turned on, and the third inductor unit L3 freewheels to the low-voltage distribution circuit 300 for output.

[0139] In some embodiments, when the vehicle power supply architecture is operating in the third operating mode, the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9, and the eleventh switch unit Q11 are turned on, while the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10, and the twelfth switch unit Q12 are turned off.

[0140] In this embodiment, when the first switch unit Q1, the fourth switch unit Q4, the ninth switch unit Q9, and the eleventh switch unit Q11 are turned on, the second switch unit Q2, the third switch unit Q3, the tenth switch unit Q10, and the twelfth switch unit Q12 are turned off. The voltage VS11-S12 is -Vb, the output voltage VP6-P5 of the secondary coils P6-P5 of the multi-winding integrated transformer T1 is high, and the output voltage VP7-P6 of the secondary coils P6-P7 of the multi-winding integrated transformer T1 is high. Since the tenth switch unit Q10 is turned off, the secondary coils P6-P7 of the multi-winding integrated transformer T1 have no output. The ninth switch unit Q9 is turned on, and the output voltage of the secondary coils P5-P6 of the multi-winding integrated transformer T1 is high. After being filtered by the third inductor unit L3 and the third capacitor unit C3, the output voltage is output.

[0141] In some embodiments, when the first voltage conversion circuit 210 operates in phase-shift control mode (ZVS operating mode), the current and voltage output by the voltage conversion circuit can be controlled by adjusting the phase angle of the two bridge arms of the first voltage conversion circuit 210. In ZVS operating mode, the driving waveforms of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4 in the first voltage conversion circuit 210 are shown in Figure 7. Vb represents the voltage VS11-S12 between nodes S11 and S12, VP6 represents the voltage at node P6, TD represents one switching cycle of the first switching unit Q1, the second switching unit Q2, the third switching unit Q3, and the fourth switching unit Q4, Ton represents the on-time of the switching unit, and the phase angle of the bridge arm is Ton / TD*2π. The duty cycles of the drive waveforms of the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 are close to 50%. The drive waveforms of the first switch unit Q1 and the second switch unit Q2 are complementary, and the drive waveforms of the third switch unit Q3 and the fourth switch unit Q4 are complementary. By adjusting the phase angle difference between the first switch unit Q1 and the fourth switch unit Q4, the output voltage and output current of the second winding, the third winding, and the fourth winding can be adjusted.

[0142] In some embodiments, when the vehicle power supply architecture is operating in the fourth operating mode, when the main positive relay and the main negative relay in the battery management circuit 500 are closed, the battery pack 110 inside the power battery pack 100 has no need for charging, the thirteenth switch unit Q13 is open, and the vehicle is in a high-voltage state when charging, driving, or parking.

[0143] In some embodiments, when the vehicle power supply architecture operates in the fifth operating mode, the power battery pack 100 supplies power to the low-voltage distribution circuit 300 via a voltage converter and also replenishes the battery pack 110. At this time, the first port 101 is connected to the high-voltage power supplied by the power battery pack, the third port 103 outputs low-voltage power, and the second port 102 can output a sub-high voltage. When the main positive relay and the main negative relay in the battery management circuit are closed, the battery pack 110 inside the power battery pack has a need for replenishment, and when the vehicle meets the charging or replenishment conditions, the battery management circuit sends a replenishment command to the voltage converter. The second port 102 of the voltage converter first replenishes the battery pack 110 with a constant current, and then replenishes the battery pack 110 with a constant voltage output. After the replenishment is completed, it enters the fourth operating mode.

[0144] In some embodiments, when the vehicle power supply architecture operates in the sixth operating mode, the main positive relay and the main negative relay in the battery management circuit are disconnected, and the power battery pack replenishes the battery pack 110. The first port 101 of the voltage converter receives the high-voltage input from the power battery pack, and the second port 102 outputs the secondary high voltage. When the main control circuit detects that the battery pack 110 has a need for replenishment and that the main positive relay and the main negative relay are disconnected, it first sends a pre-charge command to the voltage converter. After closing the main positive relay and the main negative relay, it sends a replenishment command to the voltage converter. The voltage converter replenishes the battery pack 110. After the replenishment is completed, the voltage converter can enter the seventh operating mode.

[0145] In some embodiments, when the vehicle power supply architecture operates in the seventh operating mode, the voltage converter can provide standby current for the entire vehicle. The second port 102 of the voltage converter receives the secondary high voltage from the battery pack 110, and the third port 103 of the voltage converter outputs low voltage power. After the high voltage of the power battery pack 100 is de-energized and the main positive relay and the main negative relay are disconnected, there is no high voltage input at the first port 101 of the voltage converter. The second port 102 of the voltage converter is powered by the battery pack 110 inside the power battery pack, and the third port 103 of the voltage converter outputs low voltage power to supply power to the low voltage distribution circuit 300 of the entire vehicle.

[0146] In some embodiments, when the vehicle power supply architecture operates in the eighth operating mode, the second port 102 of the voltage converter receives a sub-high voltage, the first port 101 outputs a high voltage, and the third port 103 outputs a low voltage power supply. After the vehicle sends a power-on command to the voltage converter and the main control circuit sends a pre-charge voltage, the battery pack 110 serves as the input, and the first port 101 of the voltage converter begins to output, charging the equivalent capacitance of the high-voltage electrical appliance connected to the first port 101. After the voltage across the equivalent capacitance of the high-voltage electrical appliance reaches the threshold voltage, the voltage and pre-charge status are fed back to the main control circuit. After the main control circuit detects that the voltage outside the main positive relay and the main negative relay has reached the condition for closing the main positive relay and the main negative relay, it closes the main positive relay and the main negative relay.

[0147] In some embodiments, the main control circuit can be the vehicle's internal power management system.

[0148] In some embodiments, the battery pack 110 outputs a sub-high voltage range of 12V-72V.

[0149] In some embodiments, the output voltage range of the battery pack 110 is 12V-72V.

[0150] In some embodiments, the battery pack 110 includes a 12-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0151] In some embodiments, the battery pack 110 includes a 24-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0152] In some embodiments, the battery pack 110 includes a 48-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0153] In some embodiments, the battery pack 110 includes a 72V lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0154] In this embodiment, the vehicle power supply architecture in this application embodiment can be applied to new energy vehicles, wherein the output voltage of the battery pack 110 in the power battery pack 100 does not exceed 72V.

[0155] This application provides an automobile that includes a voltage converter as described in any of the preceding embodiments.

[0156] This application provides an automobile that includes a vehicle power supply architecture as described in any of the foregoing embodiments.

[0157] In this embodiment, by integrating the vehicle low-voltage power supply architecture of any of the above embodiments into the vehicle, the voltage converter, low-voltage power distribution circuit 300, and main control circuit 400 can be integrated into a single structural component, and the voltage converter and low-voltage power distribution circuit 300 can reuse the same controller, thereby optimizing the electrical architecture of the vehicle management system, simplifying the relevant components of the vehicle, and greatly reducing the overall vehicle cost.

[0158] In this embodiment, the voltage converter includes a multi-winding integrated transformer, at least three input / output ports configured with input and output functions, and at least three voltage conversion circuits. The multiple windings of the multi-winding integrated transformer are connected to the at least three input / output ports respectively through the at least three voltage conversion circuits. The operating state of the at least three voltage conversion circuits is controlled by the main control circuit to adjust the energy transfer direction between the at least three input / output ports. Through the power supply architecture of this application, low-voltage power distribution of the vehicle can be realized using only one transformer, which is conducive to eliminating the layout and simplification of the vehicle's low-voltage battery and electronic control system, avoiding the replacement and maintenance of the low-voltage battery, and eliminating the need to reserve space for the battery in the vehicle structure.

[0159] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the above-described division of functional units and modules is merely an example. In practical applications, the above functions can be assigned to different functional units and modules as needed, that is, the internal structure of the device can be divided into different functional units or modules to complete all or part of the functions described above. The functional units and modules in the embodiments can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. Furthermore, the specific names of the functional units and modules are only for easy differentiation and are not intended to limit the scope of protection of this application. The specific working process of the units and modules in the above system can be referred to the corresponding process in the foregoing method embodiments, and will not be repeated here.

[0160] In the above embodiments, the descriptions of each embodiment have different focuses. For parts that are not described in detail or recorded in a certain embodiment, please refer to the relevant descriptions of other embodiments.

[0161] In the embodiments provided in this application, it should be understood that the disclosed devices and methods can be implemented in other ways. For example, the electronic device embodiments described above are merely illustrative. For example, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be an indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0162] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0163] Furthermore, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0164] The above embodiments are only used to illustrate the technical solutions of this application, and are not intended to limit them. Although this application has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of this application, and should all be included within the protection scope of this application.

Claims

A voltage converter, wherein, include: At least three input / output ports configured with input and output functions; Multi-winding integrated transformer; At least three voltage conversion circuits are provided, and the multiple windings of the multi-winding integrated transformer are respectively connected to at least three input and output ports via at least three voltage conversion circuits; The operating states of at least three of the voltage conversion circuits are controlled by the main control circuit to adjust the energy transfer direction between at least three of the input and output ports. The voltage converter according to claim 1, wherein, At least three input / output ports configured with input and output functions include: port 1, port 2, and port 3; The first port is connected to the first winding of the multi-winding integrated transformer via a first voltage conversion circuit. The second port is connected to the second winding of the multi-winding integrated transformer via a second voltage conversion circuit; The third port is connected to the third and fourth windings of the multi-winding integrated transformer via a third voltage conversion circuit, and the third and fourth windings are connected in parallel. Wherein, the first winding and the second winding are the primary windings of the multi-winding integrated transformer, and the third winding and the fourth winding are the secondary windings of the multi-winding integrated transformer. The voltage converter according to claim 2, wherein, The first voltage conversion circuit and the second voltage conversion circuit are full-bridge rectifier-inverter circuits; and / or The third voltage conversion circuit is a half-bridge rectifier circuit. The voltage converter according to claim 2, wherein, The first winding is connected to the first voltage conversion circuit via the first resonant inductor unit; and / or The second winding is connected to the second voltage conversion circuit via the second resonant inductor unit. The voltage converter according to claim 2, wherein, The first voltage conversion circuit includes: a first switching unit, a second switching unit, a third switching unit, a fourth switching unit, and a first resonant capacitor unit; The first end of the first switch unit and the first end of the third switch unit are connected to the positive terminal of the first port. The second end of the third switch unit and the first end of the fourth switch unit are connected to the first end of the first winding via the first resonant capacitor unit. The second end of the first switch unit and the first end of the second switch unit are connected to the second end of the first winding. The second end of the second switch unit and the second end of the fourth switch unit are connected to the negative terminal of the first port. The voltage converter according to claim 5, wherein, The second voltage conversion circuit includes: a fifth switching unit, a sixth switching unit, a seventh switching unit, an eighth switching unit, and a second resonant capacitor unit; The first end of the fifth switch unit and the first end of the seventh switch unit are connected to the positive terminal of the second port. The second end of the fifth switch unit and the first end of the sixth switch unit are connected to the first end of the second winding via the second resonant capacitor unit. The second end of the seventh switch unit and the first end of the eighth switch unit are connected to the second end of the second winding. The second end of the sixth switch unit and the second end of the eighth switch unit are connected to the negative terminal of the second port. The voltage converter according to claim 5, wherein, The third voltage conversion circuit includes a ninth switching unit and a tenth switching unit; The first end of the ninth switch unit is connected to the first end of the third winding, the first end of the tenth switch unit is connected to the first end of the fourth winding, the second ends of the ninth switch unit and the tenth switch unit are connected to the negative terminal of the third port, and the second ends of the third winding and the fourth winding are connected to the positive terminal of the third port. The voltage converter according to claim 7, wherein, The driving waveforms of the first switching unit and the second switching unit are complementary, and the driving waveforms of the third switching unit and the fourth switching unit are complementary; the phase angles of the driving waveforms of the first switching unit and the fourth switching unit differ by 180 degrees. The voltage converter according to claim 8, wherein, A BUCK circuit is also provided between the positive terminal of the third port and the third voltage conversion circuit. The voltage converter according to claim 9, wherein, The BUCK circuit includes: an eleventh switching unit, a twelfth switching unit, a first voltage regulator unit, and a third resonant inductor unit; The first end of the twelfth switching unit is connected to the first end of the fourth winding via the tenth switching unit, and the second end of the twelfth switching unit is connected to the second end of the fourth winding via the eleventh switching unit. The cathode of the first voltage regulator unit and the first end of the third resonant inductor unit are both connected to the second end of the twelfth switching unit. The anode of the first voltage regulator unit and the first end of the twelfth switching unit are both connected to the negative terminal of the third port. The second end of the third resonant inductor unit is connected to the positive terminal of the third port. A vehicle power supply architecture, wherein, include: The power battery pack, the main control circuit, and the voltage converter as described in any one of claims 1-10; The power battery pack includes at least two battery cells connected in series. The power battery pack is connected to the first winding of the multi-winding integrated transformer via a first voltage conversion circuit. The battery pack within the power battery pack is connected to the second winding of the multi-winding integrated transformer via a second voltage conversion circuit; the battery pack includes some of the battery cells in the power battery pack. The main control circuit is used to control the operating state of at least three voltage conversion circuits in order to control the energy transfer direction between the multiple windings of the multi-winding integrated transformer. According to the vehicle power supply architecture of claim 11, wherein, The vehicle power supply architecture further includes a battery management circuit, which is connected between the power battery pack and the first voltage conversion circuit. The battery management circuit is used to manage the charging and discharging of the power battery pack. According to the vehicle power supply architecture of claim 11, wherein, The third and fourth windings of the multi-winding integrated transformer are connected to the low-voltage power distribution circuit via a third voltage conversion circuit. The main control circuit is also used to control the second voltage conversion circuit and the third voltage conversion circuit to output low-voltage power supply to the low-voltage distribution circuit when the first voltage conversion circuit is in a dormant or disabled state. According to the vehicle power supply architecture of claim 11, wherein, The second voltage conversion circuit is also used to precharge the output port of the battery management circuit via the second winding, the first winding, and the first voltage conversion circuit of the multi-winding integrated transformer before the power battery pack outputs the first voltage. According to the vehicle power supply architecture of claim 11, wherein, The main control circuit is also used to control the first voltage conversion circuit and the second voltage conversion circuit to convert the high voltage output by the power battery pack into a low voltage power supply through the multi-winding integrated transformer to replenish the battery pack when the battery pack's power is less than a preset power. According to the vehicle power supply architecture of claim 11, wherein, The main control circuit is also used to control the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit to convert the high voltage output from the power battery pack into low voltage power through the multi-winding integrated transformer and output it to the battery pack and the low voltage distribution circuit when the battery pack's power is less than a preset power. The vehicle power supply architecture according to any one of claims 11-16, wherein, The main control circuit is also used to control the first voltage conversion circuit, the second voltage conversion circuit, and the third voltage conversion circuit to convert the high voltage output from the power battery pack into low voltage power through the multi-winding integrated transformer and output it to the battery pack and / or the low voltage distribution circuit using at least one of the frequency conversion control mode and phase shift control mode. According to the vehicle power supply architecture of claim 17, wherein, When the voltage converter operates in the first operating mode, the first switching unit, the fourth switching unit, the ninth switching unit, and the twelfth switching unit are turned off, while the second switching unit, the third switching unit, the tenth switching unit, and the eleventh switching unit are turned on. According to the vehicle power supply architecture of claim 17, wherein, When the vehicle power supply architecture is operating in the second operating mode, the first switch unit, the second switch unit, the third switch unit, and the fourth switch unit are turned off. When the voltage difference across the first winding is greater than the first threshold voltage, the first switch unit and the fourth switch unit are turned on, the eleventh switch unit is turned off, and the twelfth switch unit is turned on. According to the vehicle power supply architecture of claim 17, wherein, When the vehicle power supply architecture is operating in the third operating mode, the first switch unit, the fourth switch unit, the ninth switch unit, and the eleventh switch unit are turned on, while the second switch unit, the third switch unit, the tenth switch unit, and the twelfth switch unit are turned off. A type of car, in which, The vehicle includes a voltage converter as described in any one of claims 1 to 10; or includes a vehicle power supply architecture as described in any one of claims 11 to 20.

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