Looking at the vehicle EE architecture change process before: with the introduction of Body Computer, cockpit and autonomous driving core computing platform, the problem of high-speed communication can be solved by PCI-e or Ethernet; but how to meet the power requirements of the computing platform under the three long-standing power architectures of HEV, PHEV and BEV, to meet the power safety and redundancy of the steering and braking of the drive vehicle in-line electrification, especially at higher power, reduce the loss of the entire distribution network (PDN).
In this field, the idea of Vicor doing power modules is still very interesting.
Figure 1: The opportunity explored by Infineon is a redundant power distribution architecture under 12V
Figure 2. Vicor proposed 48V Buffer and distributed power supply
Part 1
Power distribution and Zonal Controller
Under the Zonal controller, this communication unit is actually also used as a power distribution hub, the Zonal controller is equipped with a large number of intelligent fuses, through which to power all the actuators and loads, through the semiconductor intelligent switch to replace the relay and the traditional fuse, effectively realize the intelligent power management, centralized management of the entire vehicle fuse.
Figure 3: Intelligent power distribution unit
The power supply architecture is more interesting, and if the power supply of the Zonal controller is migrated to the 48V electrical architecture, it simplifies the overall power supply topology. Multiple batteries exist in current vehicles:
● 48V: Generally a 48V battery + a 12V battery
●HEV: Generally a 200-300V battery + a 12V battery
●PHEV: Generally 350V battery + a 12V battery
● BEV: 400V and 800V energy batteries and 12V batteries
That is to say, we can see the imported Zonal architecture, and to be compatible with the above pile of product sequences, I have to think about how to configure it better. My understanding of the global view, 48V is the minimum configuration, if using the Zonal architecture, in the system around the 60V safety voltage to provide 48V voltage and distribute that power to the Zonal controller. The Zonal controller then configures the voltage translation module to 12VLoad and 48V Load.
Figure 4. Zonal's power distribution function
Figure 5:Configure Zonal with a 48V input and modular power supply
Part 2
Power modules and costing
In this practice, similar to Tesla's isolated flyback power module made in the BMS controller.
Figure 6: Tesla's power module
Note: If Zzonal is powered by 48V, it can be isolated without doing it.
Figure 7: Power module
Tesla's power supply topology is a Flyback structure, the transformer has four windings (one of the inputs), one of the three isolated outputs is used as auxiliary feedback, and the other two are used to power the BMU. Major devices include rectifier diodes (ON-MBRS1100 BAT46W), NMOS (ST-STD2N95K5), chip (TI-UCC28730) and fuse 800mA and isolation transformer XFMRS-1078124-00-B. The main power output is connected to the entire battery management supply of 12V, even if the external 12V is disconnected, this BMU can continue to operate.
I chatted with many friends some time ago, we do not care to see the development and evolution of DCDC or the development and evolution of OPC, with the development of such standards, the development of integrated power electronics to the later stage does have a bottleneck.
▲Figure 8. Power module
Summary: My understanding is that the design choices for the next generation of automotive computing platforms and Zzonal's power modules should be quite large. In the original chip-based solution, if the output is clear, the package success rate module is quickly imported into the market, this game can still be done, especially when the car company is currently iterating on these controllers, it does require external suppliers to do the optimization design of the device level.