Vehicle low-voltage power supply architecture and vehicle

Abstract

A vehicle low-voltage power supply architecture, comprising a DCDC circuit (200), a power battery pack (100), a low-voltage power distribution circuit (300) and a main control circuit (400), wherein the power battery pack (100) comprises at least two battery cells sequentially connected in series; the power battery pack (100) is connected to a first end of the DCDC circuit (200), and a second end of the DCDC circuit (200) is connected to two ends of a battery group (110); the battery group (110) comprises some battery cells from the power battery pack (100); the low-voltage power distribution circuit (300) is connected to a third end of the DCDC circuit (200); and the main control circuit (400) controls the direction of energy transmission between the first end, second end and third end of the DCDC circuit (200). By means of the power supply architecture, a low-voltage storage battery of an entire vehicle can be eliminated, and the low-voltage power distribution of the vehicle is realized by using a power battery, thereby eliminating the need for replacement and maintenance of the low-voltage storage battery and also eliminating the need to reserve space for the storage battery within the entire vehicle structure, and thus facilitating the layout and simplification of an electronic control system. The present application further relates to a vehicle comprising the power supply architecture.

Description

Vehicle low-voltage power supply architecture, automobile

[0001] This application incorporates Chinese Patent Application No. 202410706401.2, filed on May 31, 2024, entitled “Vehicle Low-Voltage Power Supply Architecture, Automobile”, which is incorporated herein by reference in its entirety. Technical Field

[0002] This application relates to the field of automotive technology, specifically to vehicle low-voltage power supply architecture and automobiles. Background Technology

[0003] Existing vehicle low-voltage power distribution typically employs discrete low-voltage lithium-ion battery technology, and uses fuse boxes based on low-voltage batteries to achieve primary power distribution to the vehicle load. Then, the battery management system manages the low-voltage lithium-ion batteries.

[0004] However, current vehicle power supply architectures typically require two independent battery sets to provide high-voltage and low-voltage power respectively. This not only results in a large space occupation in the vehicle, but also requires regular maintenance and replacement of the low-voltage battery, increasing vehicle costs. Technical issues

[0005] In view of the above problems, this application provides a low-voltage power supply architecture for vehicles and automobiles, which can solve the problem that the current vehicle power supply architecture requires regular maintenance and replacement of low-voltage batteries, which increases vehicle costs. Technical solutions

[0006] The first aspect of this application provides a low-voltage power supply architecture for vehicles, including:

[0007] DCDC circuit;

[0008] A power battery pack includes at least two battery cells connected in series. The power battery pack is connected to a first terminal of the DC-DC circuit, and a second terminal of the DC-DC circuit is connected to a battery pack. The battery pack includes some of the battery cells in the power battery pack.

[0009] A low-voltage power distribution circuit is connected to the third terminal of the DC-DC circuit;

[0010] The main control circuit, connected to the DC-DC circuit, is used to control the energy transmission direction between the first, second, and third terminals of the DC-DC circuit.

[0011] In the technical solution of this application embodiment, by connecting the first, second, and third terminals of the DC-DC circuit to the power battery pack, battery pack, and low-voltage power distribution circuit respectively, the low-voltage power distribution circuit can be simultaneously connected to the power battery pack and the battery pack within the power battery pack via the DC-DC circuit. This enables the power battery pack to provide low-voltage power distribution to the entire vehicle. Even if the high-voltage output of the entire vehicle is turned off, the energy transmission direction between the first, second, and third terminals of the DC-DC circuit can be controlled by the main control circuit. This adjusts the current transmission direction between the power battery pack, battery pack, and low-voltage power distribution circuit, allowing the battery pack within the power battery pack to provide low-voltage power distribution to the entire vehicle. Furthermore, the current transmission direction between the power battery pack, battery pack, and low-voltage power distribution circuit can be matched according to the vehicle's power demand. The solution in this embodiment eliminates the need for a low-voltage battery in the vehicle and reuses the power battery to achieve low-voltage power distribution. When the battery pack fails, the output voltage of the power battery pack can be converted to low voltage via a DC-DC circuit to power 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.

[0012] In some embodiments, the DC-DC circuit includes: a multi-winding integrated transformer and at least three voltage conversion circuits;

[0013] The multiple windings of the multi-winding integrated transformer are respectively connected to the power battery pack, the battery group and the low-voltage power distribution circuit via at least three voltage conversion circuits;

[0014] The operating states of at least three of the voltage conversion circuits are controlled by the main control circuit to adjust the energy transmission direction between the power battery pack, the battery group, and the low-voltage power distribution circuit.

[0015] In the technical solution of this application embodiment, multiple windings of a multi-winding integrated transformer are connected to a power battery pack, a battery pack, and a low-voltage distribution circuit 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. This determines the energy transmission direction between the multiple windings, allowing the low-voltage distribution circuit to be simultaneously connected to the power battery pack and the battery pack within it via one of the windings, enabling the power battery pack to provide low-voltage power to the entire vehicle. Alternatively, by adjusting the energy transmission direction between the multiple windings of the multi-winding integrated transformer, the current transmission direction between the power battery pack, the battery pack, and the low-voltage distribution circuit can be adjusted to match the vehicle's power requirements. 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 for the vehicle. 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.

[0016] In some embodiments, at least three voltage conversion circuits include: a first voltage conversion circuit, a second voltage conversion circuit, and a third voltage conversion circuit;

[0017] The first winding of the multi-winding integrated transformer serves as the first terminal of the DC-DC circuit and is connected to the power battery pack via the first voltage conversion circuit.

[0018] The second winding of the multi-winding integrated transformer serves as the second terminal of the DC-DC circuit and is connected to the battery pack via the second voltage conversion circuit.

[0019] The third and fourth windings of the multi-winding integrated transformer serve as the third terminals of the DC-DC circuit and are connected to the low-voltage distribution circuit via the third voltage conversion circuit; the third and fourth windings are connected in parallel, and the same-name terminals of the third winding are connected to the opposite-name terminals of the fourth winding.

[0020] 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.

[0021] In some embodiments, the first voltage conversion circuit and the second voltage conversion circuit are full-bridge rectifier-inverter circuits or half-bridge rectifier-inverter circuits; and / or the third voltage conversion circuit is a half-bridge rectifier circuit.

[0022] In the technical solutions 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 power battery pack into AC power and output it to the first winding. The second voltage conversion circuit, also controlled by the main control circuit, can convert the DC power output from the battery pack into AC power and output it to the second winding, or convert the AC power induced by the second winding into DC power and output it to the battery pack. 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. The power battery pack and the battery pack within it can both 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. Furthermore, the solution in this embodiment eliminates the need for a low-voltage battery in the vehicle, 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 a battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0023] In some embodiments, the first winding is connected to the first voltage conversion circuit via a first resonant inductor unit; and / or

[0024] The second winding is connected to the second voltage conversion circuit via the second resonant inductor unit.

[0025] 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;

[0026] 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 power battery pack. 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 power battery pack.

[0027] 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 power battery pack can be converted into AC power and output to the first winding. The second winding, the third winding, and the fourth winding can all receive induced current for the secondary winding. If the voltage difference between the battery pack and other battery packs 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 pack to balance the battery pack. 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 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.

[0028] 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;

[0029] 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 battery unit. 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 battery unit.

[0030] In the technical solution of this application embodiment, the fifth, sixth, seventh, and eighth switching units can form a full-bridge rectifier-inverter circuit. By adjusting the duty cycle of the fifth, sixth, seventh, and eighth switching units, the DC power output from the battery pack can be converted into AC power and output to the second winding. Alternatively, the induced current in the second winding can generate DC power to replenish the battery pack. 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 distribution circuit. Furthermore, when the vehicle is not outputting high-voltage electricity, the first voltage conversion circuit does not work. The second voltage conversion circuit can supply the DC power output by the battery pack to the low-voltage power distribution circuit through the multi-winding integrated transformer. In this way, the energy inside the power battery pack can 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 uses the power battery to achieve low-voltage power distribution for the vehicle. 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 vehicle structure. This is beneficial for the layout and simplification of the electronic control system.

[0031] In some embodiments, the third voltage conversion circuit includes a ninth switching unit and a tenth switching unit;

[0032] 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 low-voltage power distribution circuit, and the second ends of the third winding and the fourth winding are connected to the positive terminal of the low-voltage power distribution circuit.

[0033] In the technical solution of this application embodiment, the ninth and tenth switching units can form a half-bridge rectifier circuit. By adjusting the duty cycle of the fifth, sixth, seventh, and eighth switching units, the DC power output from the battery pack 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 pack. The third and fourth windings can both receive induced current as secondary windings. The ninth and tenth switching units, 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 distribution circuit. Furthermore, when the vehicle is not outputting high-voltage electricity, the first voltage conversion circuit does not work. The second voltage conversion circuit can supply the DC power output by the battery pack to the low-voltage power distribution circuit through the multi-winding integrated transformer. In this way, the energy inside the power battery pack can 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 uses the power battery to achieve low-voltage power distribution for the vehicle. 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 vehicle structure. This is beneficial for the layout and simplification of the electronic control system.

[0034] 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.

[0035] 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, 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 pack and other battery packs 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 pack to balance the battery pack. 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.

[0036] In some embodiments, a BUCK circuit is further provided between the positive terminal of the low-voltage power distribution circuit and the third voltage conversion circuit.

[0037] In some embodiments, the BUCK circuit includes: a twelfth switching unit, a first voltage regulator unit, a third inductor unit, and an eleventh switching unit;

[0038] 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 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 low-voltage distribution circuit. The second end of the third inductor unit is connected to the positive terminal of the low-voltage distribution circuit.

[0039] In some embodiments, when the DC-DC circuit operates in a 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.

[0040] In some embodiments, when the DC-DC circuit 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.

[0041] In some embodiments, when the DC-DC circuit operates in the third operating mode, the first switching unit, the fourth switching unit, the ninth switching unit, and the eleventh switching unit are turned on, while the second switching unit, the third switching unit, the tenth switching unit, and the twelfth switching unit are turned off.

[0042] In some embodiments, the vehicle low-voltage power supply architecture further includes:

[0043] A battery management circuit is connected between the power battery pack and the DC-DC circuit to manage the charging and discharging of the power battery pack.

[0044] In some embodiments, the DC-DC circuit includes:

[0045] The first DC-DC module is connected between the power battery pack and the low-voltage power distribution circuit, and is used to realize isolation and / or voltage conversion between the power battery pack and the low-voltage power distribution circuit;

[0046] The second DC-DC module is connected between the battery pack and the low-voltage power distribution circuit to achieve isolation and / or voltage conversion between the battery pack and the low-voltage power distribution circuit.

[0047] In some embodiments, the low-voltage power distribution circuit includes:

[0048] The first bidirectional switching unit is connected between the first DC-DC module and the second DC-DC module, and is used to control the energy transmission direction between the first DC-DC module and the second DC-DC module.

[0049] In some embodiments, the low-voltage power distribution circuit includes:

[0050] The first load switch unit is connected between the first DC-DC module and the first power consumption terminal, and is used to control the connection status between the first DC-DC module and the first power consumption terminal.

[0051] In some embodiments, the low-voltage power distribution circuit includes:

[0052] The second load switch unit is connected between the second DC-DC module and the second power consumption terminal. The second load switch unit is controlled by the main control circuit to control the connection status between the second DC-DC module and the second power consumption terminal.

[0053] In some embodiments, the main control circuit is further configured to control the first DC-DC module to convert the first voltage output by the power battery pack into a low-voltage power supply when the battery pack's charge is less than a first preset charge, and to replenish the battery pack via the low-voltage power distribution circuit and the second DC-DC module.

[0054] In some embodiments, the main control circuit is further configured to control the second DCDC module to be in standby mode when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage power distribution circuit when the power demand of the low-voltage power distribution circuit exceeds a preset power threshold.

[0055] In some embodiments, the main control circuit is further configured to control the second DCDC module to be in standby mode when the first DCDC module converts the first voltage output by the power battery pack into a low voltage power supply, and to control the second DCDC module to convert the low voltage power output by the low voltage power distribution circuit into a second voltage to replenish the battery pack when the required power of the low voltage power distribution circuit is less than a preset power threshold.

[0056] In some embodiments, the main control circuit is further configured to control the second DCDC module to be in standby mode when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage distribution circuit when the first DCDC module and / or the power battery pack malfunctions.

[0057] A second aspect of this application provides an automobile, including a vehicle low-voltage power supply architecture as described in any of the foregoing embodiments.

[0058] 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, the following are specific embodiments of this application. Beneficial effects

[0059] In the technical solution of this application embodiment, the vehicle low-voltage power supply architecture includes a DC-DC circuit, a power battery pack, a low-voltage power distribution circuit, and a main control circuit. The power battery pack includes at least two battery cells connected in series. The power battery pack is connected to the first terminal of the DC-DC circuit, and the second terminal of the DC-DC circuit is connected to both ends of the battery pack. The battery pack includes some of the battery cells in the power battery pack. The low-voltage power distribution circuit is connected to the third terminal of the DC-DC circuit. The main control circuit controls the energy transmission direction between the first, second, and third terminals of the DC-DC circuit. Through the power supply architecture of this application, the vehicle's low-voltage battery can be eliminated, and the low-voltage power distribution of the vehicle can be achieved using the power battery. There is no need to replace or maintain the low-voltage battery, nor is there a need to reserve space for the battery in the vehicle structure, which is beneficial to the layout and simplification of the electronic control system. Attached Figure Description

[0060] 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:

[0061] Figure 1 is a schematic diagram of the first structure of the vehicle low-voltage power supply architecture provided in the embodiment of this application;

[0062] Figure 2 is a schematic diagram of a second structure of the vehicle low-voltage power supply architecture provided in an embodiment of this application;

[0063] Figure 3 is a schematic diagram of the third structure of the vehicle low-voltage power supply architecture provided in the embodiments of this application;

[0064] Figure 4 is a schematic diagram of the fourth structure of the vehicle low-voltage power supply architecture provided in the embodiments of this application;

[0065] Figure 5 is a schematic diagram of the drive waveform of the DCDC circuit provided in the embodiment of this application operating in the frequency conversion control mode;

[0066] Figure 6 is a schematic diagram of the driving waveform of the DCDC circuit provided in the embodiment of this application operating in phase-shift control mode;

[0067] Figure 7 is a schematic diagram of the fifth structure of the vehicle low-voltage power supply architecture provided in the embodiments of this application. Embodiments of the present invention

[0068] 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.

[0069] 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.

[0070] 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.

[0071] 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.

[0072] 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.

[0073] In the description of the embodiments of this application, the term "multiple frames" refers to two or more (including two).

[0074] 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.

[0075] 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, currently, vehicle power supply systems typically use two independent battery sets 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 batteries, increasing vehicle costs.

[0076] To address the aforementioned technical problems, this application provides a vehicle low-voltage power supply architecture. Referring to Figure 1, the vehicle low-voltage power supply architecture in this embodiment includes: a DC-DC circuit 200, a power battery pack 100, a low-voltage power distribution circuit 300, and a main control circuit 400. The power battery pack 100 includes at least two battery cells connected in series. The power battery pack 100 is connected to the first terminal of the DC-DC circuit 200, and the second terminal of the DC-DC circuit 200 is connected to a battery pack 110, which includes some of the battery cells from the power battery pack 100. The low-voltage power distribution circuit 300 is connected to the third terminal of the DC-DC circuit 200. The main control circuit 400 is connected to the DC-DC circuit 200 and is used to control the energy transmission direction between the first, second, and third terminals of the DC-DC circuit 200.

[0077] In this embodiment, the energy transfer direction between the first, second, and third terminals of the DC-DC circuit 200 can be controlled by the main control circuit 400. By connecting the first, second, and third terminals of the DC-DC circuit 200 to the power battery pack 100, the battery pack 110, and the low-voltage power distribution circuit 300 respectively, the low-voltage power distribution circuit 300 can be simultaneously connected to the power battery pack 100 and the battery pack 110 within the power battery pack 100 via the DC-DC circuit 200, thereby enabling the power battery pack 100 to provide low-voltage power to the entire vehicle. Even if the high-voltage output of the entire vehicle is shut off, the main control circuit 400 can control the energy transmission direction between the first, second, and third terminals of the DCDC circuit 200, adjusting the current transmission direction between the power battery pack 100, battery group 110, and low-voltage power distribution circuit 300. The battery group 110 within the power battery pack 100 provides low-voltage power distribution to the entire vehicle, and the current transmission direction between the power battery pack 100, battery group 110, and low-voltage power distribution circuit 300 can be matched according to the vehicle's power demand. This embodiment eliminates the need for a low-voltage battery in the vehicle, reusing the power battery to achieve low-voltage power distribution. When the battery group 110 fails, the output voltage of the power battery pack 100 can be converted to low voltage via the DCDC circuit 200 to power the entire vehicle. 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.

[0078] In some embodiments, referring to FIG2, the DC-DC circuit 200 includes a multi-winding integrated transformer T0 and at least three voltage conversion circuits. Multiple windings of the multi-winding integrated transformer T0 are connected to the power battery pack 100, the battery pack 110 and the low-voltage power distribution circuit 300 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 400 to adjust the energy transmission direction between the power battery pack 100, the battery pack 110 and the low-voltage power distribution circuit 300.

[0079] In this embodiment, multiple windings of the multi-winding integrated transformer T0 are respectively connected to the power battery pack 100, the battery pack 110, and the low-voltage power distribution circuit 300 via at least three voltage conversion circuits. The main control circuit 400 can control the conversion direction of the voltage conversion circuits to realize the setting of the primary and secondary windings of the multiple windings of the multi-winding integrated transformer T0, thereby determining the energy transmission direction between the multiple windings. This allows the low-voltage power distribution circuit 300 to be connected to the power battery pack 100 and the battery pack 110 within the power battery pack 100 simultaneously via one of the windings, realizing the function of the power battery pack 100 providing low-voltage power distribution to the entire vehicle. On the other hand, by connecting the multiple windings of the multi-winding integrated transformer T0 to the power battery pack 100, battery pack 110, and low-voltage distribution circuit 300 via at least three voltage conversion circuits, two independent DC-DC converters can be integrated together, reducing the number of components, lowering costs, and reducing size. Furthermore, by adjusting the energy transmission direction between the multiple windings of the multi-winding integrated transformer T0, the current transmission direction between the power battery pack 100, battery pack 110, and low-voltage distribution circuit 300 can be adjusted, achieving flexible matching of vehicle 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.

[0080] In some embodiments, referring to FIG2, at least three voltage conversion circuits include: a first voltage conversion circuit 210, a second voltage conversion circuit 220, and a third voltage conversion circuit 230. The first winding (inductance between nodes P1 and P2) of the multi-winding integrated transformer T0 serves as the first terminal of the DC-DC circuit 200. The first winding of the multi-winding integrated transformer T0 is connected to the power battery pack 100 via the first voltage conversion circuit 210. The second winding (inductance between nodes P3 and P4) of the multi-winding integrated transformer T0 serves as the second terminal of the DC-DC circuit 200 and is connected to the battery pack 110 via the second voltage conversion circuit 220. The third winding (inductance between nodes P5 and P6) and the fourth winding (inductance between nodes P6 and P7) of the multi-winding integrated transformer T0 serve as the third terminals of the DC-DC circuit 200 and are connected to the low-voltage distribution circuit 300 via the third voltage conversion circuit 230. The third and fourth windings are connected in parallel, and the same-name terminal of the third winding is connected to the opposite-name terminal of the fourth winding.

[0081] 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 100 via the multi-winding integrated transformer T0. 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. By determining the operating states of the switching circuit 220 and the third voltage conversion circuit 230, the primary and secondary sides of the first, second, third, and fourth windings can be set, thereby adjusting the energy transmission direction between each winding. This not only enables the power battery pack 100 to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack 100, the battery group 110, and the 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, 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 the battery within the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0082] In some embodiments, a three-port DC-DC converter is formed by the first voltage conversion circuit 210, the second voltage conversion circuit 220, the third voltage conversion circuit 230 and the multi-winding integrated transformer T0, which can realize a vehicle power distribution scheme without low-voltage batteries. Furthermore, the pre-charge relay and pre-charge resistor can be eliminated in the vehicle power supply architecture, thereby reducing the cost of the vehicle power supply architecture.

[0083] In this embodiment, the low-voltage power distribution circuit 300 is connected to the third and fourth windings of the multi-winding integrated transformer T0 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 T0, 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.

[0084] In some embodiments, the first voltage conversion circuit 210 can be a full-bridge rectifier-inverter circuit.

[0085] In some embodiments, the second voltage conversion circuit 220 can be a full-bridge rectifier-inverter circuit.

[0086] In this embodiment, the first voltage conversion circuit 210 and the second voltage conversion circuit 220 can be full-bridge rectifier-inverter circuits. The first voltage conversion circuit 210, controlled by the main control circuit 400, can convert the DC power output from the power battery pack 100 into AC power and output it to the first winding of the multi-winding integrated transformer T0. At this time, the first winding can be used as the primary winding of the multi-winding integrated transformer T0. The first voltage conversion circuit 210 can also be controlled by the main control circuit 400 to convert the AC power output from the first winding of the multi-winding integrated transformer T0 into DC power and output it to both ends of the power battery pack 100. At this time, the first winding can be used as the secondary winding of the multi-winding integrated transformer T0. The second voltage conversion circuit 220, controlled by the main control circuit 400, can convert the DC power output from the battery pack 110 into AC power and output it to the second winding. At this time, the second winding can be used as the primary winding of the multi-winding integrated transformer T0. Alternatively, it can be controlled by the main control circuit 400 to convert the AC power induced by the second winding into DC power and output it to the battery pack 110. At this time, the second winding can be used as the secondary winding of the multi-winding integrated transformer T0.

[0087] In some embodiments, the first voltage conversion circuit 210 can be a half-bridge rectifier-inverter circuit.

[0088] In some embodiments, the second voltage conversion circuit 220 can be a half-bridge rectifier-inverter circuit.

[0089] In some embodiments, the third voltage conversion circuit 230 is a half-bridge rectifier circuit.

[0090] In this embodiment, by setting the third voltage conversion circuit 230 as a half-bridge rectifier circuit, the conversion efficiency of the output current of the third and fourth windings of the multi-winding integrated transformer T0 can be improved, making it more suitable for low-voltage and high-current application scenarios. In this embodiment, the third voltage conversion circuit 230, controlled by the main control circuit 400, 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. The power battery pack 100 and the battery pack 110 within the power battery pack 100 can both supply power to the low-voltage power distribution circuit 300 via the multi-winding integrated transformer T0. This not only enables the power battery pack 100 to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack 100, the battery pack 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 vehicle's low-voltage battery, utilizing 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.

[0091] In some embodiments, a resonant inductor may not be required between the first winding of the multi-winding integrated transformer T0 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 T0 are connected in series, thereby generating leakage inductance in the first winding of the multi-winding integrated transformer T0, which replaces the resonant inductor between the first winding of the multi-winding integrated transformer T0 and the first voltage conversion circuit 210.

[0092] In some embodiments, a resonant inductor may not be required between the second winding of the multi-winding integrated transformer T0 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 T0 are connected in series, thereby generating leakage inductance in the second winding of the multi-winding integrated transformer T0, which replaces the resonant inductor between the second winding of the multi-winding integrated transformer T0 and the second voltage conversion circuit 220.

[0093] In some embodiments, as shown in FIG3, the first winding is connected to the first voltage conversion circuit 210 via the first resonant inductor unit.

[0094] In some embodiments, as shown in FIG3, the second winding is connected to the second voltage conversion circuit 220 via the second resonant inductor unit.

[0095] In this embodiment, the two ends of the first winding of the multi-winding integrated transformer T0 are connected to the positive and negative terminals of the power battery pack 100 via the first voltage conversion circuit 210, and the two ends of the second winding of the multi-winding integrated transformer T0 are connected to the positive and negative terminals of the battery pack 110 via the second voltage conversion circuit 220. The third and fourth windings of the multi-winding integrated transformer T0 are connected to the low-voltage power distribution circuit 300 via the third voltage conversion circuit 230. When the power battery pack 100 in the vehicle outputs a high voltage, the third and fourth windings of the multi-winding integrated transformer T0 output low-voltage AC power, and obtain corresponding DC power through the third voltage conversion circuit 230 to supply power to the low-voltage power distribution circuit 300.

[0096] In some embodiments, the two ends of the second winding of the multi-winding integrated transformer T0 are connected to the positive and negative terminals of the battery pack 110 via the second voltage conversion circuit 220. The second voltage conversion circuit 220 is a small power module with a power of up to 100 watts. Before the high voltage output of the power battery pack 100 is applied, it can not only supply power to the low voltage distribution circuit 300 of the vehicle, but also precharge the closing of the main positive relay K1 of the power battery pack 100.

[0097] In some embodiments, as shown in FIG3, a filter capacitor C4 is also connected between the positive and negative terminals of the power battery pack 100. The filter capacitor C4 can be used to filter the high voltage output by the power battery pack 100.

[0098] In some embodiments, as shown in FIG3, a filter capacitor C5 is also connected between the positive and negative terminals of the battery pack 110. The filter capacitor C5 can be used to filter the low voltage output of the battery pack 110.

[0099] In some embodiments, as shown in FIG3, a thirteenth switching unit Q13 is provided between the positive terminal of the battery pack 110 and the second voltage conversion circuit 220. The thirteenth switching unit Q13 is used to manage the charging and discharging of the battery pack 110.

[0100] In some embodiments, as shown in FIG3, the thirteenth switching unit Q13 can be a bidirectional electronic switch. The thirteenth switching unit Q13 is controlled by the main control circuit 400 and can adjust the current direction between the battery pack 110 and the second voltage conversion circuit 220.

[0101] In some embodiments, referring to FIG3, 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 power battery pack 100, 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 power battery pack 100.

[0102] 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 power battery pack 100 can be converted into AC power and output to the first winding. The second winding, the third winding, and the fourth winding can all receive induced current for the secondary winding. If the voltage difference between the battery pack 110 and other battery packs 110 in the power battery pack 100 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 400, can convert the AC power induced by the third winding and the fourth winding into DC power and output it to the low-voltage distribution circuit 300. Furthermore, both the power battery pack 100 and the battery pack 110 within the power battery pack 100 can supply power to the low-voltage power distribution circuit 300 via the multi-winding integrated transformer T0. This not only enables the power battery pack 100 to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack 100, the battery pack 110, and the low-voltage power 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 for the vehicle. 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.

[0103] In some embodiments, referring to FIG3, 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 battery unit, 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 battery unit.

[0104] 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, the DC power output from the battery pack 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 pack 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 400, 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 does not work. 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 T0. Thus, the energy inside the power battery pack 100 provides the function of low-voltage power distribution for the entire vehicle. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and uses the power battery to achieve low-voltage power distribution for the vehicle. 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 vehicle structure. This is beneficial for the layout and simplification of the electronic control system.

[0105] In some embodiments, when the vehicle is not connected to high voltage, the first switch unit Q1, the second switch unit Q2, the third switch unit Q3, and the fourth switch unit Q4 can be set to the off state. At this time, the driving waveforms of the fifth switch unit Q5 and the sixth switch unit Q6 are complementary, the driving waveforms of the seventh switch unit Q7 and the eighth switch unit Q8 are complementary, and the phase angles of the driving waveforms of the fifth switch unit Q5 and the eighth switch 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 via the second voltage conversion circuit 220 and the multi-winding integrated transformer T0.

[0106] In some embodiments, 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 low-voltage power distribution circuit 300, and the second ends of the third winding and the fourth winding are connected to the positive terminal of the low-voltage power distribution circuit 300.

[0107] 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, the DC power output from the battery pack 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 pack 110. The third and fourth windings can both receive induced current for the secondary windings. The ninth switch unit Q9 and the tenth switch unit Q10, controlled by the main control circuit 400, can switch to convert the AC power induced by the third and fourth windings 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 does not work. 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 T0. Thus, the energy inside the power battery pack 100 provides the function of low-voltage power distribution for the entire vehicle. The solution in this embodiment eliminates the need for the vehicle's low-voltage battery and uses the power battery to achieve low-voltage power distribution for the vehicle. 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 vehicle structure. This is beneficial for the layout and simplification of the electronic control system.

[0108] 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.

[0109] 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, the DC power output from the power battery pack 100 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 100 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 400, 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 100 and the battery pack 110 within the power battery pack 100 can supply power to the low-voltage power distribution circuit 300 via the multi-winding integrated transformer T0. This not only enables the power battery pack 100 to provide low-voltage power distribution to the entire vehicle, but also allows for matching the current transmission direction between the power battery pack 100, the battery pack 110, and the low-voltage power 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 for the vehicle. 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.

[0110] 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.

[0111] 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.

[0112] 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.

[0113] In some embodiments, the first resonant capacitor unit C1 includes at least one resonant capacitor.

[0114] In some embodiments, the second resonant capacitor unit C2 includes at least one resonant capacitor.

[0115] In some embodiments, a BUCK circuit 410 is further provided between the positive terminal of the low-voltage distribution circuit 300 and the third voltage conversion circuit 230.

[0116] In some embodiments, referring to FIG3, the BUCK circuit 410 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, and 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 low-voltage distribution circuit 300; and the second terminal of the third inductor unit L3 is connected to the positive terminal of the low-voltage distribution circuit 300.

[0117] In some embodiments, as shown in FIG3, the BUCK circuit 410 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.

[0118] In this embodiment, a BUCK circuit 410 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.

[0119] When both the power battery pack 100 and the battery group 110 are outputting electrical energy, before the vehicle is powered on, the battery group 110 can precharge the filter capacitor C4 at both ends of the power battery pack 100. At this time, the voltage and current requirements of each winding of the multi-winding integrated transformer T0 are relatively high. The output current of the battery group 110 can be controlled in a closed loop, and low-voltage constant voltage output can be achieved through the BUCK circuit 410.

[0120] 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. For example, 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 T0 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.

[0121] 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 4. Vb represents the voltage VS11-S12 between nodes 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. Among them, the duty cycles of the driving 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 driving waveforms of the first switch unit Q1 and the second switch unit Q2 are complementary, the driving waveforms of the third switch unit Q3 and the fourth switch unit Q4 are complementary, the first switch unit Q1 and the fourth switch unit Q4 are turned on or off at the same time, the second switch unit Q2 and the third switch unit Q3 are turned on or judged at the same time, and the phase angles of the driving waveforms of the first switch unit Q1 and the fourth switch unit Q4 are 180 degrees apart.

[0122] In some embodiments, when the DC-DC circuit 200 operates 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.

[0123] 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 S11 and S12 is Vb, the output voltage VP5-P6 of the third winding of the multi-winding integrated transformer T0 is high, and the output voltage VP6-P7 of the fourth winding of the multi-winding integrated transformer T0 is high. Since the ninth switch unit Q9 is turned off, the secondary coils P5-P6 of the multi-winding integrated transformer T0 have no output. The tenth switch unit Q10 is turned on, and the secondary coils P6-P7 of the multi-winding integrated transformer T0 output a high level, which is then filtered by the third inductor unit L3 and the third capacitor unit C3 before being output.

[0124] In some embodiments, when the DC-DC circuit 200 operates in the second operating mode, 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 when the voltage difference across the first winding is greater than the first threshold voltage, the first switching unit Q1 and the fourth switching unit Q4 are turned on, the eleventh switching unit Q11 is turned off, and the twelfth switching unit Q12 is turned on.

[0125] 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. When the voltage VS11-S12 is greater than -Vb, the current flows through the parasitic body diodes of the first switching unit Q1 and the fourth switching unit Q4 to the power battery pack 100. 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.

[0126] In some embodiments, when the DC-DC circuit 200 operates 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.

[0127] 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 T0 is high, and the output voltage VP7-P6 of the secondary coils P6-P7 of the multi-winding integrated transformer T0 is high. Since the tenth switch unit Q10 is turned off, the fourth winding of the multi-winding integrated transformer T0 has no output. The ninth switch unit Q9 is turned on, and the output voltage of the third winding of the multi-winding integrated transformer T0 is high. After being filtered by the third inductor unit L3 and the third capacitor unit C3, the output voltage is output.

[0128] In some embodiments, when the first voltage conversion circuit 210 operates in phase-shift control mode (ZVS operating mode), the output current and voltage of 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 5. Vb represents the voltage VS11-S12 between nodes S12 and S22 in this mode, and VP6 represents the voltage at node P6. The duty cycles 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 are 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 also complementary. By adjusting the phase angle difference between the first switching unit Q1 and the fourth switching unit Q4, the output voltage and output current of the second winding, the third winding, and the fourth winding can be adjusted.

[0129] In some embodiments, referring to FIG6, the vehicle low-voltage power supply architecture further includes a battery management circuit 500, which is connected between the power battery pack 100 and the DC-DC circuit 200. The battery management circuit 500 is used to manage the charging and discharging of the power battery pack 100.

[0130] In some embodiments, the battery management circuit 500 may include a main positive relay K1 and a main negative relay K2. When the main positive relay K1 and the main negative relay K2 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.

[0131] In some embodiments, as shown in FIG7, the DC-DC circuit 200 includes a first DC-DC module 240 and a second DC-DC module 250. The first DC-DC module 240 is connected between the power battery pack 100 and the low-voltage power distribution circuit 300, and is used to realize voltage conversion between the power battery pack 100 and the low-voltage power distribution circuit 300.

[0132] In some embodiments, the first DC-DC module 240 is used to achieve voltage isolation between the power battery pack 100 and the low-voltage power distribution circuit 300, which can prevent the power battery pack 100 on the high-voltage side from having a negative impact on the low-voltage power distribution circuit 300 on the low-voltage side.

[0133] In some embodiments, the second DC-DC module 250 is connected between the battery pack 110 and the low-voltage power distribution circuit 300, and the second DC-DC module 250 is used to realize voltage conversion between the battery pack 110 and the low-voltage power distribution circuit 300.

[0134] In some embodiments, the second DC-DC module 250 is used to achieve voltage isolation between the battery pack 110 and the low-voltage power distribution circuit 300, which can prevent the high-voltage side battery pack 110 from having a negative impact on the low-voltage side low-voltage power distribution circuit 300.

[0135] In this embodiment, the first DC-DC module 240 converts the high-voltage electricity output from the power battery pack 100 into a low-voltage power supply for output to the low-voltage power distribution circuit 300. The second DC-DC module 250 isolates the low-voltage power distribution circuit 300 and converts the output voltage of the battery pack 110 into a low-voltage voltage for output to the low-voltage power distribution circuit 300. This 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 first DC-DC module 240 and the second DC-DC module 250, enabling the power battery pack 100 to provide low-voltage power to the entire vehicle. Even if the high-voltage output of the entire vehicle is shut off, the main control circuit 400 can control the second DC-DC module 250 to provide low-voltage power to the entire vehicle from the battery pack 110 within the power battery pack 100. Furthermore, the current transmission direction between the power battery pack 100, the battery pack 110, and the low-voltage power distribution circuit 300 can be matched according to the vehicle's power demand. The solution in this embodiment eliminates the need for a low-voltage battery in the vehicle and reuses the power battery to achieve low-voltage power distribution. When the battery pack 110 fails, the output voltage of the power battery pack 100 can be converted to low voltage via the DC-DC circuit 200 to power the vehicle. This eliminates the need for replacement and maintenance of the low-voltage battery and also eliminates the need to reserve space for the battery in the vehicle structure, which is beneficial for the layout and simplification of the electronic control system.

[0136] In some embodiments, the first DC-DC module 240 and the second DC-DC module 250 can be bidirectional voltage conversion circuits. In this way, the main control circuit 400 can control the working state of the first DC-DC module 240 and the second DC-DC module 250, thereby matching the current transmission direction between the power battery pack 100, the battery group 110 and the 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 and uses the power battery to achieve low-voltage power distribution for the vehicle. 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 vehicle structure, which is beneficial to the layout and simplification of the electronic control system.

[0137] In some embodiments, the second DC-DC module 250 can convert the voltage of the battery pack 110 into a low-voltage power supply output to the low-voltage power distribution circuit 300, or it can receive the voltage input from the low-voltage power distribution circuit 300 and convert it into an appropriate charging voltage to replenish the battery pack 110.

[0138] In some embodiments, the voltage output by the first DC-DC module 240 to the low-voltage power distribution circuit 300 is the same as the output voltage of the battery pack 110.

[0139] In some embodiments, the voltage of the low-voltage power supply output by the first DC-DC module 240 and the second DC-DC module 250 to the low-voltage power distribution circuit 300 can be 12V or 24V.

[0140] In some embodiments, referring to FIG7, the low-voltage power distribution circuit 300 includes a first bidirectional switching unit 310, which is connected between the first DC-DC module 240 and the second DC-DC module 250. The first bidirectional switching unit 310 is used to control the energy transmission direction between the first DC-DC module 240 and the second DC-DC module 250.

[0141] In this embodiment, the first bidirectional switching unit 310 can control the current output from the first DC-DC module 240 to flow to the second DC-DC module 250, and can also control the current output from the second DC-DC module 250 to flow to the first DC-DC module 240. For example, when the battery pack 110 has a low charge, the operating state of the first bidirectional switching unit 310 can be controlled so that the high-voltage electricity output from the power battery pack 100 sequentially replenishes the battery pack 110 via the first DC-DC module 240, the first bidirectional switching unit 310, and the second DC-DC module 250.

[0142] In some embodiments, the first bidirectional switching unit 310 may include two top-down MOSFETs. By controlling the switching state of the two top-down MOSFETs, the energy transfer direction between the first DC-DC module 240 and the second DC-DC module 250 can be controlled.

[0143] In some embodiments, referring to FIG7, the low-voltage power distribution circuit 300 includes a first load switch unit 320, which is connected between the first DC-DC module 240 and the first power consumption terminal. The first load switch unit 320 is used to control the connection state between the first DC-DC module 240 and the first power consumption terminal.

[0144] In some embodiments, referring to FIG7, the low-voltage power distribution circuit 300 includes a second load switch unit 330, which is connected between the second DC-DC module 250 and the second power consumption terminal. The second load switch unit 330 is controlled by the main control circuit 400 to control the connection state between the second DC-DC module 250 and the second power consumption terminal.

[0145] In this embodiment, the first power supply terminal can be connected to a vehicle interior comfort-type load, such as a vehicle air conditioner or seat heating function load, and the second power supply terminal can be connected to a vehicle interior safety control-type power supply load, such as a vehicle controller, lights, steering, or brake function load.

[0146] In some embodiments, as shown in FIG7, the first bidirectional switching unit 310 includes a first electronic switch T1 and a second electronic switch T2, wherein the first electronic switch T1 and the second electronic switch T2 are arranged opposite each other.

[0147] In some embodiments, the first load switch unit 320 may include multiple electronic switches. As shown in FIG7, the first load switch unit 320 may include a third electronic switch T3, a fourth electronic switch T4, and a fifth electronic switch T5. The third electronic switch T3, the fourth electronic switch T4, and the fifth electronic switch T5 are connected in parallel, and one end of each is connected to the first DC-DC module 240, and the other end is connected to the first load 610, the second load 620, and the third load 630, respectively.

[0148] In some embodiments, the second load switch unit 330 may include a multi-channel electronic switch. As shown in FIG7, the second load switch unit 330 may include a sixth electronic switch T6 and a seventh electronic switch T7. The sixth electronic switch T6 and the seventh electronic switch T7 are connected in parallel, and one end of them is connected to the second DC-DC module 250, and the other end is connected to the fourth load 640 and the fifth load 650 respectively.

[0149] In this embodiment, the first load 610, the second load 620, and the third load 630 can be functional loads such as vehicle air conditioning and seat heating, while the fourth load 640 and the fifth load 650 can be functional loads such as vehicle controller, lights, steering, and brakes.

[0150] When the vehicle starts, the first electronic switch T1 and the second electronic switch T2 are turned off, and the sixth electronic switch T6 and the seventh electronic switch T7 are turned on. The battery pack 110 in the power battery pack 100 outputs low-voltage power through the second DC-DC module 250 to power the fourth load 640 and the fifth load 650, thereby powering the controller of the vehicle's driving safety category. Then, the main positive relay and the main negative relay in the power management circuit are closed to start the first DC-DC module 240. Then, the third electronic switch T3, the fourth electronic switch T4 and the fifth electronic switch T5 are closed, and the vehicle is powered on.

[0151] In some embodiments, after the vehicle's high voltage is powered on, the first DC-DC module 240 operates normally, but the second DC-DC module 250 is in standby mode. The DC-DC circuit 200 mainly provides low-voltage power to all low-voltage loads connected to the low-voltage distribution circuit 300 through the first DC-DC module 240.

[0152] In some embodiments, the main control circuit 400 is further configured to control the first DC-DC module 240 to convert the first voltage output by the power battery pack 100 into a low-voltage power supply when the power of the battery pack 110 is less than the first preset power, and to replenish the battery pack 110 via the low-voltage power distribution circuit 300 and the second DC-DC module 250.

[0153] In this embodiment, after the vehicle's high-voltage power-on is completed and normal operation begins, the first DC-DC module 240 outputs low-voltage power to supply power to the low-voltage power distribution circuit 300. At the same time, the second DC-DC module 250 uses the low-voltage power output from the first DC-DC module 240 as input to charge the battery pack 110 within the power battery pack 100. The battery management system requests voltage and current from the second DC-DC module 250 based on the voltage of the battery cells within the power battery pack 100, thereby achieving charging and balancing of the battery pack 110 within the power battery pack 100.

[0154] In some embodiments, the main control circuit 400 is further configured to control the second DCDC module 250 to be in standby mode when the first DCDC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DCDC module 250 to convert the second voltage provided by the battery pack 110 into a low-voltage power supply to power the low-voltage power distribution circuit 300 when the power demand of the low-voltage power distribution circuit 300 exceeds a preset power threshold.

[0155] In this embodiment, after the vehicle's high-voltage power is supplied, the first DC-DC module 240 operates normally, but the second DC-DC module 250 is in standby mode. The first DC-DC module 240 primarily provides low-voltage power to all low-voltage loads. When the vehicle is in motion, the instantaneous power of the low-voltage distribution circuit 300 exceeds the rated power of the first DC-DC module 240, causing a drop in the output voltage of the low-voltage distribution circuit 300. For example, if the output voltage of the low-voltage distribution circuit 300 falls below a first threshold voltage, the second DC-DC module 250 is triggered to start, and the second DC-DC module 250 provides the remaining power.

[0156] In some embodiments, if the rated voltage of the low-voltage distribution circuit 300 is 12V, then the first threshold voltage can be 12V-0.3V=11.7V.

[0157] In some embodiments, the main control circuit 400 is further configured to control the second DCDC module 250 to be in standby mode when the first DCDC module 240 converts the first voltage output by the power battery pack 100 into a low voltage power supply, and to control the second DCDC module 250 to convert the low voltage power supply provided by the low voltage power distribution circuit 300 into a second voltage to replenish the battery pack 110 when the required power of the low voltage power distribution circuit 300 is less than a preset power threshold.

[0158] In this embodiment, after the vehicle's high-voltage power is supplied, the first DC-DC module 240 operates normally, but the second DC-DC module 250 is in standby mode. The vehicle primarily uses the first DC-DC module 240 to provide low-voltage power to all low-voltage loads. When the vehicle is in motion, if the instantaneous voltage of the low-voltage distribution circuit 300 exceeds the second threshold voltage, the second DC-DC module 250 is triggered. The second DC-DC module 250 adjusts to use the low-voltage distribution circuit 300 as input and the battery pack 110 within the power battery pack 100 as output, thereby absorbing the instantaneous overvoltage of the low-voltage distribution circuit 300, protecting the low-voltage distribution circuit 300, and replenishing the battery pack 110.

[0159] In some embodiments, the main control circuit 400 is further configured to control the second DC-DC module 250 to be in standby mode when the first DC-DC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DC-DC module 250 to convert the second voltage provided by the battery pack 110 into a low-voltage power supply to power the low-voltage power distribution circuit 300 when the first DC-DC module 240 fails.

[0160] In some embodiments, the main control circuit 400 is also configured to control the second DC-DC module 250 to be in standby mode when the first DC-DC module 240 converts the first voltage output by the power battery pack 100 into a low-voltage power supply, and to control the second DC-DC module 250 to convert the second voltage provided by the battery pack 110 into a low-voltage power supply to power the low-voltage power distribution circuit 300 when the battery management circuit 500 fails.

[0161] In some embodiments, when the vehicle is in normal operation, if the first DC-DC module 240 or the high-voltage circuit (e.g., relay, high-voltage connector, non-start-stop battery cell, etc.) malfunctions, the second DC-DC module 250 can quickly start and connect to the low-voltage load circuit. Through the low-voltage power distribution circuit 300, power is intelligently distributed to supply power only to the vehicle's safe loads, such as brakes, steering, and warning lights, ensuring the user's basic steering and safe parking operations.

[0162] In some embodiments, the output voltage range of the battery pack 110 is 12V-72V.

[0163] In some embodiments, the battery pack 110 includes a 12-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0164] In some embodiments, the battery pack 110 includes a 24-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0165] In some embodiments, the battery pack 110 includes a 48-volt lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0166] In some embodiments, the battery pack 110 includes a 72V lithium-ion battery or a sodium-ion battery, or other rechargeable batteries.

[0167] In this embodiment, the vehicle low-voltage 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.

[0168] This application also provides a vehicle management system, which includes the vehicle low-voltage power supply architecture as described in any of the above embodiments.

[0169] This application also provides a vehicle, which includes a vehicle low-voltage power supply architecture as described in any of the above embodiments.

[0170] In this embodiment, by integrating the vehicle low-voltage power supply architecture of any of the above embodiments into the vehicle, the DC-DC circuit 200, the low-voltage power distribution circuit 300, and the main control circuit 400 can be integrated into a single structural component. Furthermore, the DC-DC circuit 200 and the low-voltage power distribution circuit 300 reuse the same controller, thereby optimizing the electrical architecture of the vehicle management system, simplifying the relevant components of the vehicle, and significantly reducing the overall vehicle cost.

[0171] In this embodiment, the vehicle low-voltage power supply architecture includes a DC-DC circuit 200, a power battery pack 100, a low-voltage power distribution circuit 300, and a main control circuit 400. The power battery pack 100 includes at least two battery cells connected in series. The power battery pack 100 is connected to the first terminal of the DC-DC circuit 200, and the second terminal of the DC-DC circuit 200 is connected to both ends of the battery pack 110, which includes some of the battery cells in the power battery pack 100. The low-voltage power distribution circuit 300 is connected to the third terminal of the DC-DC circuit 200. The main control circuit 400 controls the energy transmission direction between the first, second, and third terminals of the DC-DC circuit 200. With the power supply architecture of this application, the vehicle's low-voltage battery can be eliminated, and the low-voltage power distribution of the vehicle can be achieved using the power battery. There is no need to replace or maintain the low-voltage battery, nor is there a need to reserve space for the battery in the vehicle structure, which is beneficial to the layout and simplification of the electronic control system.

[0172] 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.

[0173] 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.

[0174] 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.

[0175] 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.

[0176] 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.

[0177] 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

1. A vehicle low voltage power supply architecture, wherein, include: DCDC circuit; A power battery pack includes at least two battery cells connected in series. The power battery pack is connected to a first terminal of the DC-DC circuit, and a second terminal of the DC-DC circuit is connected to a battery pack. The battery pack includes some of the battery cells in the power battery pack. A low-voltage power distribution circuit is connected to the third terminal of the DC-DC circuit; The main control circuit, connected to the DC-DC circuit, is used to control the energy transmission direction between the first, second, and third terminals of the DC-DC circuit.

2. The vehicle low voltage power supply architecture of claim 1, wherein, The DC-DC circuit includes: a multi-winding integrated transformer and at least three voltage conversion circuits; The multiple windings of the multi-winding integrated transformer are respectively connected to the power battery pack, the battery group and the low-voltage power distribution circuit 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 transmission direction between the power battery pack, the battery group, and the low-voltage power distribution circuit.

3. The vehicle low voltage power supply architecture of claim 2, wherein, The at least three voltage conversion circuits include: a first voltage conversion circuit, a second voltage conversion circuit, and a third voltage conversion circuit; The first winding of the multi-winding integrated transformer serves as the first terminal of the DC-DC circuit and is connected to the power battery pack via the first voltage conversion circuit. The second winding of the multi-winding integrated transformer serves as the second terminal of the DC-DC circuit and is connected to the battery pack via the second voltage conversion circuit. The third and fourth windings of the multi-winding integrated transformer serve as the third terminals of the DC-DC circuit and are connected to the low-voltage distribution circuit via the third voltage conversion circuit; the third and fourth windings are connected in parallel, and the same-name terminals of the third winding are connected to the opposite-name terminals of the fourth winding.

4. The vehicle low voltage power supply architecture of claim 3, wherein, The first voltage conversion circuit and the second voltage conversion circuit are full-bridge rectifier-inverter circuits or half-bridge rectifier-inverter circuits; and / or the third voltage conversion circuit is a half-bridge rectifier circuit.

5. The vehicle low voltage power supply architecture of claim 3 or 4, 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.

6. The vehicle low voltage power supply architecture of claim 3 or 4, 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 power battery pack. 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 power battery pack.

7. The vehicle low voltage power supply architecture of claim 6, 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 battery unit. 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 battery unit.

8. The vehicle low voltage power supply architecture of claim 7, 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 low-voltage power distribution circuit, and the second ends of the third winding and the fourth winding are connected to the positive terminal of the low-voltage power distribution circuit.

9. The vehicle low voltage power supply architecture of claim 6, 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.

10. The vehicle low voltage power supply architecture of claim 3, wherein, A BUCK circuit is also provided between the positive terminal of the low-voltage power distribution circuit and the third voltage conversion circuit.

11. The vehicle low voltage power supply architecture of claim 10, wherein, The BUCK circuit includes: an eleventh switching unit, a twelfth switching unit, a first voltage regulator unit, and a third 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 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 low-voltage distribution circuit. The second end of the third inductor unit is connected to the positive terminal of the low-voltage distribution circuit.

12. The vehicle low voltage power supply architecture of claim 8, wherein, When the DC-DC circuit 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.

13. The vehicle low voltage power supply architecture of claim 11, wherein, When the DC-DC circuit 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. 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.

14. The vehicle low voltage power supply architecture of claim 11, wherein, When the DC-DC circuit operates 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.

15. The vehicle low-voltage power supply architecture according to any one of claims 1-14, wherein, The vehicle low-voltage power supply architecture also includes: A battery management circuit is connected between the power battery pack and the DC-DC circuit to manage the charging and discharging of the power battery pack.

16. The vehicle low-voltage power supply architecture according to claim 1, wherein, The DC-DC circuit includes: The first DC-DC module is connected between the power battery pack and the low-voltage power distribution circuit, and is used to realize isolation and / or voltage conversion between the power battery pack and the low-voltage power distribution circuit; The second DC-DC module is connected between the battery pack and the low-voltage power distribution circuit to achieve isolation and / or voltage conversion between the battery pack and the low-voltage power distribution circuit.

17. The vehicle low-voltage power supply architecture according to claim 16, wherein, The low-voltage power distribution circuit includes: The first bidirectional switching unit is connected between the first DC-DC module and the second DC-DC module, and is used to control the energy transmission direction between the first DC-DC module and the second DC-DC module.

18. The vehicle low-voltage power supply architecture according to claim 16, wherein, The low-voltage power distribution circuit includes: The first load switch unit is connected between the first DC-DC module and the first power consumption terminal, and is used to control the connection status between the first DC-DC module and the first power consumption terminal.

19. The vehicle low-voltage power supply architecture according to claim 16, wherein, The low-voltage power distribution circuit includes: The second load switch unit is connected between the second DC-DC module and the second power consumption terminal. The second load switch unit is controlled by the main control circuit to control the connection status between the second DC-DC module and the second power consumption terminal.

20. The vehicle low-voltage power supply architecture according to claim 16, wherein, The main control circuit is also used to control the first DC-DC module to convert the first voltage output by the power battery pack into a low-voltage power supply when the battery pack's power is less than a first preset power, and to replenish the battery pack via the low-voltage power distribution circuit and the second DC-DC module.

21. The vehicle low-voltage power supply architecture according to claim 16, wherein, The main control circuit is also used to control the second DCDC module to be in standby mode when the first DCDC module converts the first voltage output by the power battery pack into a low-voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low-voltage power supply to power the low-voltage power distribution circuit when the power demand of the low-voltage power distribution circuit exceeds a preset power threshold.

22. The vehicle low-voltage power supply architecture according to claim 16, wherein, The main control circuit is also used to control the second DCDC module to be in standby mode when the first DCDC module converts the first voltage output by the power battery pack into a low voltage power supply, and to control the second DCDC module to convert the low voltage power output by the low voltage power distribution circuit into a second voltage to replenish the battery pack when the required power of the low voltage power distribution circuit is less than a preset power threshold.

23. The vehicle low-voltage power supply architecture according to claim 16, wherein, The main control circuit is also used to control the second DCDC module to be in standby mode when the first DCDC module converts the first voltage output by the power battery pack into a low voltage power supply, and to control the second DCDC module to convert the second voltage provided by the battery pack into a low voltage power supply to power the low voltage distribution circuit when the first DCDC module and / or the power battery pack malfunctions.

24. A type of automobile, wherein, Including the vehicle low-voltage power supply architecture as described in any one of claims 1-23.

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