CN219304708U - Vehicle-mounted direct current-to-direct current converter - Google Patents
Vehicle-mounted direct current-to-direct current converter Download PDFInfo
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- CN219304708U CN219304708U CN202223573032.XU CN202223573032U CN219304708U CN 219304708 U CN219304708 U CN 219304708U CN 202223573032 U CN202223573032 U CN 202223573032U CN 219304708 U CN219304708 U CN 219304708U
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Abstract
The utility model provides a vehicle-mounted direct current-to-direct current converter, which relates to the technical field of power supply of vehicle-mounted equipment and comprises the following components: the high-voltage terminal of the rectification voltage reduction circuit is connected with the current sampling end of the current sampling circuit and the vehicle-mounted battery, and the low-voltage terminal of the rectification voltage reduction circuit is connected with the vehicle-mounted equipment; and the control end of the control chip is respectively connected with the signal receiving end of the rectification voltage reduction circuit, and the signal output end of the current sampling circuit is connected with the signal input end of the control chip. The magnetic circuit has the beneficial effects that a plurality of small-size magnetic elements are adopted, the circuit is small in size, other circuit designs can be migrated in design, the design difficulty is reduced, the yield of supplier production is increased, and the cost is reduced; the size of the magnetic element is reduced, the length of the winding can be shortened, and current can be split when the load is heavy, so that copper loss can be effectively reduced; the current value in the circuit is reduced, and the conversion efficiency of converting high voltage into low voltage is improved.
Description
Technical Field
The utility model relates to the technical field of power supply of vehicle-mounted equipment, in particular to a vehicle-mounted direct current-to-direct current converter.
Background
The vehicle-mounted direct current-direct current converter is a core device of an electric vehicle and is responsible for converting direct current high voltage of a high-voltage battery pack (also called a power battery) of the electric vehicle into direct current low voltage so as to supply power to low-voltage electric appliances (such as a low-voltage fan, an instrument panel, a vehicle-mounted terminal and the like) of the whole vehicle. As a tie for energy transfer of high and low voltage systems, the energy conversion efficiency needs to be considered in the design of products. In the early development stage of industry, the number of low-voltage vehicle-mounted electric appliances is small, the power is low, the direct-current-to-direct-current converter is usually designed below 2kW, for an electric vehicle adopting a 12V low-voltage system, the output current of the direct-current-to-direct-current converter is generally about 150A or below, and the high-voltage conversion efficiency and the low-voltage conversion efficiency above 90% can be basically met by adopting a one-way design.
With the development of industry, the types of vehicle-mounted low-voltage electrical appliances are more and more, the power is larger, the traditional direct current-to-direct current converter with the power below 2KW cannot meet the higher and higher power requirement, the output power requirement of a vehicle factory on the direct current-to-direct current converter is larger and larger, in order to cope with the requirement of increasing the output power, a method for increasing the size of a magnetic element (a power transformer and a filter inductor) has to be adopted, but the increase of the size of the magnetic element causes the following problems: the requirements for the structural design are high, the size of the magnetic element needs to be moved on the structural design, and the optimal loop design cannot be met. The larger the magnetic core size of the magnetic element is, the higher the failure rate is, and the product cost is increased in the production, delivery and assembly processes. The increased size of the magnetic element results in increased winding length, more copper loss is generated during energy transmission, and the magnetic element is particularly obvious in high-frequency energy transmission. In order to enable the filter inductor to be unsaturated under high current, the inductance of the inductor needs to be reduced, and output current ripple is larger, so that if the secondary rectifying tube needs to be ensured that the inductance current does not have reverse risk when synchronous rectification is started, the corresponding output current value when synchronous rectification is started needs to be improved, and the efficiency of low current is lower.
Disclosure of Invention
Aiming at the problems existing in the prior art, the utility model provides a vehicle-mounted direct current-to-direct current converter, which comprises:
the high-voltage terminal of the rectification voltage reduction circuit is connected with the current sampling end of the current sampling circuit and the vehicle-mounted battery, and the high-voltage terminal of the rectification voltage reduction circuit is connected with the vehicle-mounted equipment;
and the control end of the control chip is respectively connected with the signal receiving end of the rectification voltage reduction circuit, and the signal output end of the current sampling circuit is connected with the signal input end of the control chip.
Preferably, the rectification step-down circuit includes:
the power end of the full-bridge inverter unit is used as a high-voltage terminal of the rectification voltage reduction circuit to be connected with the vehicle battery and the current sampling end of the current sampling circuit;
the low-voltage terminal of the first rectifying and filtering unit is used as the low-voltage terminal of the rectifying and voltage-reducing circuit to be connected with the vehicle-mounted equipment, and the input end of the first rectifying and filtering unit is connected with the first terminal and the second terminal of the full-bridge inversion unit;
the low-voltage wiring terminal of the second rectifying and filtering unit is used as the low-voltage wiring terminal of the rectifying and voltage-reducing circuit to be connected with the vehicle-mounted equipment, and the input end of the second rectifying and filtering unit is connected with the first wiring terminal and the second wiring terminal of the full-bridge inversion unit.
Preferably, the full-bridge inverter unit includes:
one end of the first capacitor is connected with one end of the second capacitor and the positive electrode of the vehicle-mounted battery, and the other end of the first capacitor is connected with the other end of the second capacitor and the negative electrode of the vehicle-mounted battery;
the drain electrode of the first field effect tube is connected with one end of the second capacitor and the drain electrode of the second field effect tube, and the grid electrode of the first field effect tube and the grid electrode of the second field effect tube are connected with the control end of the control chip;
the drain electrode of the third field effect tube is connected with the source electrode of the first field effect tube, the source electrode of the third field effect tube is connected with the source electrode of the fourth field effect tube, the drain electrode of the fourth field effect tube is connected with the source electrode of the second field effect tube, and the grid electrode of the third field effect tube are connected with the control end of the control chip;
the source electrode of the first field effect transistor is used as a first wiring terminal of the full-bridge inversion unit, and the source electrode of the second field effect transistor is used as a second wiring terminal of the full-bridge inversion unit.
Preferably, the first rectifying and filtering unit includes:
the primary end and the other end of the first transformer are respectively connected with a first wiring terminal and a second wiring terminal of the full-bridge inversion unit;
the drain electrode of the fifth field effect tube is connected with one end of the secondary of the first transformer, the drain electrode of the sixth field effect tube is connected with the other end of the secondary of the first transformer, the source electrode of the fifth field effect tube is connected with the source electrode of the sixth field effect tube, and the grid electrodes of the fifth field effect tube and the sixth field effect tube are connected with the control end of the control chip;
one end of the first inductor is connected with a tap end of a secondary side of the first transformer;
one end of the third capacitor is connected with the other end of the first inductor, one end of the fourth capacitor and one end of the fifth capacitor, and the other end of the third capacitor, the other end of the fourth capacitor and the other end of the fifth capacitor are respectively connected with the source electrode of the sixth field effect transistor;
the cathode of the first diode is connected with the drain electrode of the fifth field effect transistor, and the anode of the first diode is connected with the source electrode of the fifth field effect transistor;
the cathode of the second diode is connected with the drain electrode of the sixth field effect transistor, and the anode of the second diode is connected with the source electrode of the sixth field effect transistor;
one end and the other end of the fifth capacitor are used as a low-voltage terminal of the first rectifying and filtering unit to be connected with the vehicle-mounted equipment.
Preferably, the second rectifying and filtering unit includes:
the primary end and the secondary end of the second transformer are respectively connected with the first wiring terminal and the second wiring terminal of the full-bridge inversion unit;
a drain electrode of the seventh field effect tube is connected with one end of the secondary of the second transformer, a drain electrode of the eighth field effect tube is connected with the other end of the secondary of the second transformer, a source electrode of the seventh field effect tube is connected with the source electrode of the eighth field effect tube, and a grid electrode of the seventh field effect tube and a grid electrode of the eighth field effect tube are connected with a control end of the control chip;
one end of the second inductor is connected with a tap end of a secondary stage of the second transformer;
one end of the sixth capacitor is connected with the other end of the second inductor, one end of the seventh capacitor and one end of the eighth capacitor, and the other end of the sixth capacitor, the other end of the seventh capacitor and the other end of the eighth capacitor are respectively connected with the source electrode of the eighth field effect transistor;
a cathode of the third diode is connected with a drain electrode of the seventh field effect transistor, and an anode of the third diode is connected with a source electrode of the seventh field effect transistor;
a cathode of the fourth diode is connected with a drain electrode of the eighth field effect transistor, and an anode of the fourth diode is connected with a source electrode of the eighth field effect transistor;
one end and the other end of the eighth capacitor are used as a low-voltage terminal of the second rectifying and filtering unit to be connected with the vehicle-mounted equipment.
Preferably, the first field effect transistor, the second field effect transistor, the third field effect transistor and the fourth field effect transistor are enhancement N-type field effect transistors.
Preferably, the fifth field effect transistor and the sixth field effect transistor are enhancement type N field effect transistors.
Preferably, the seventh field effect transistor and the eighth field effect transistor are enhancement type N field effect transistors.
The technical scheme has the following advantages or beneficial effects:
1) The magnetic circuit has the advantages that the plurality of small-size magnetic elements are adopted, the circuit size is small, other circuit designs can be migrated in design, the design difficulty is reduced, the yield of production of suppliers is increased, and the cost is reduced;
2) The size of the magnetic element is reduced, the length of the winding can be shortened, and current can be split when the load is heavy, so that copper loss can be effectively reduced;
3) The current value in the circuit is reduced, and the conversion efficiency of converting high voltage into low voltage is improved.
Drawings
Fig. 1 is a schematic diagram of a vehicle dc-dc converter according to a preferred embodiment of the present utility model.
Detailed Description
The utility model will now be described in detail with reference to the drawings and specific examples. The present utility model is not limited to the embodiment, and other embodiments may fall within the scope of the present utility model as long as they conform to the gist of the present utility model.
In a preferred embodiment of the present utility model, based on the above-mentioned problems existing in the prior art, a vehicle-mounted dc-dc converter is now provided, as shown in fig. 1, comprising:
a high-voltage terminal of the rectification step-down circuit 1 is connected with a current sampling end of the current sampling circuit 2 and the vehicle-mounted battery 3, and a high-voltage terminal of the rectification step-down circuit 1 is connected with the vehicle-mounted equipment 4;
and the control end of the control chip 5 is respectively connected with the signal receiving end of the rectification step-down circuit 1, and the signal output end of the current sampling circuit 2 is connected with the signal input end of the control chip 5.
In a preferred embodiment of the present utility model, as shown in fig. 1, a rectifying step-down circuit 1 includes:
the full-bridge inverter unit 11, the power end of the full-bridge inverter unit 11 is used as a high-voltage terminal of the rectification step-down circuit 1 to be connected with the vehicle-mounted battery 3 and the current sampling end of the current sampling circuit 2;
a first rectifying and filtering unit 12, wherein a low-voltage terminal of the first rectifying and filtering unit 12 is used as a low-voltage terminal of the rectifying and voltage-reducing circuit 1 to be connected with the vehicle-mounted equipment 4, and an input end of the first rectifying and filtering unit 12 is connected with a first wiring terminal and a second wiring terminal of the full-bridge inverter unit 11;
and a second rectifying and filtering unit 13, wherein a low-voltage terminal of the second rectifying and filtering unit 13 is used as a low-voltage terminal of the rectifying and voltage-reducing circuit 1 to be connected with the vehicle-mounted equipment 4, and an input end of the second rectifying and filtering unit 13 is connected with a first terminal and a second terminal of the full-bridge inverter unit 11.
In a preferred embodiment of the present utility model, as shown in fig. 1, the full-bridge inverter unit 11 includes:
one end of the first capacitor C1 is connected with one end of the second capacitor C2 and the positive electrode HV+ of the vehicle-mounted battery 3, and the other end of the first capacitor C1 is connected with the other end of the second capacitor C2 and the negative electrode HV-of the vehicle-mounted battery;
the first FET1, the drain electrode of the first FET1 connects one end of the second capacitor C2 and drain electrode of the second FET2, the grid electrode of the first FET1 and grid electrode of the second FET2 connect the control end of the control chip 5;
the drain electrode of the third FET3 is connected with the source electrode of the first FET1, the source electrode of the third FET3 is connected with the source electrode of the fourth FET4, the drain electrode of the fourth FET4 is connected with the source electrode of the second FET2, and the grid electrodes of the third FET3 and the third FET3 are connected with the control end of the control chip 5;
the source of the first FET1 is used as a first terminal of the full-bridge inversion unit, and the source of the second FET2 is used as a second terminal of the full-bridge inversion unit.
Specifically, in this embodiment, the first FET1, the second FET2, the third FET3, and the fourth FET4 form a full-bridge inverter unit, the first FET1 and the fourth FET4 are a first full-bridge inverter group, the second FET2 and the third FET3 are a second full-bridge inverter group, and when the first full-bridge inverter group is turned on and the second full-bridge inverter group is turned off, the current direction of the full-bridge inverter unit flows out from the first terminal and flows in from the second terminal; when the first full-bridge inversion group is turned off and the second full-bridge inversion group is turned on, the current direction of the full-bridge inversion unit 11 flows in from the first wiring terminal and flows out from the second wiring terminal; the control chip 5 controls the direction of the input current by controlling the first full-bridge inversion group and the second full-bridge inversion group to be alternately conducted according to the period.
In a preferred embodiment of the present utility model, as shown in fig. 1, the first rectifying and filtering unit 12 includes:
the primary end and the other end of the first transformer T1 are respectively connected with a first wiring terminal and a second wiring terminal of the full-bridge inverter unit;
a drain electrode of the fifth field effect tube FET5 is connected with one end of the secondary of the first transformer T1, a drain electrode of the sixth field effect tube FET6 is connected with the other end of the secondary of the first transformer T1, a source electrode of the fifth field effect tube FET5 is connected with a source electrode of the sixth field effect tube FET6, and a grid electrode of the fifth field effect tube FET5 and a grid electrode of the sixth field effect tube FET6 are connected with a control end of the control chip 5;
one end of the first inductor L1 is connected with a secondary tap end of the first transformer T1;
one end of the third capacitor C3 is connected with the other end of the first inductor L1, one end of the fourth capacitor C4 and one end of the fifth capacitor C5, and the other end of the third capacitor C3, the other end of the fourth capacitor C3 and the other end of the fifth capacitor C5 are respectively connected with the source electrode of the sixth FET 6;
the cathode of the first diode D1 is connected with the drain electrode of the fifth field effect transistor FET5, and the anode of the first diode D1 is connected with the source electrode of the fifth field effect transistor FET 5;
the cathode of the second diode D2 is connected with the drain electrode of the sixth field effect transistor FET6, and the anode of the second diode D2 is connected with the source electrode of the sixth field effect transistor FET 6;
one end and the other end of the fifth capacitor C5 are connected to the in-vehicle apparatus 4 as the low-voltage terminals of the first rectifying-and-filtering unit 12.
In a preferred embodiment of the present utility model, as shown in fig. 1, the second rectifying and filtering unit 13 includes:
the primary end and the other end of the second transformer T2 are respectively connected with a first wiring terminal and a second wiring terminal of the full-bridge inverter unit 11;
a seventh field effect tube FET7, wherein the drain electrode of the seventh field effect tube FET7 is connected with one end of the secondary of the second transformer T2, the drain electrode of the eighth field effect tube FET8 is connected with the other end of the secondary of the second transformer T2, the source electrode of the seventh field effect tube FET7 is connected with the source electrode of the eighth field effect tube FET7, and the grid electrodes of the seventh field effect tube FET7 and the eighth field effect tube FET8 are connected with the control end of the control chip 5;
one end of the second inductor L2 is connected with a secondary tap end of the second transformer T2;
one end of the sixth capacitor C6 is connected with the other end of the second inductor L2, one end of the seventh capacitor C7 and one end of the eighth capacitor C8, and the other end of the sixth capacitor C6, the other end of the seventh capacitor C7 and the other end of the eighth capacitor C8 are respectively connected with the source electrode of the eighth field effect transistor FET 8;
a third diode D3, a cathode of the third diode D3 is connected to a drain of the seventh field effect transistor FET7, and an anode of the third diode D3 is connected to a source of the seventh field effect transistor FET 7;
a cathode of the fourth diode D4 is connected to the drain of the eighth field effect transistor FET8, and an anode of the fourth diode D4 is connected to the source of the eighth field effect transistor FET 8;
one end and the other end of the eighth capacitor C8 are connected to the in-vehicle apparatus 4 as the low-voltage terminals of the second rectifying-and-filtering unit 13.
Specifically, in the present embodiment, it can be seen that the first full-bridge inversion group corresponds to the fifth FET5 and the first diode D1 and the seventh FET7 and the third diode D3, and the second full-bridge inversion group corresponds to the sixth FET6 and the second diode D2 and the eighth FET8 and the fourth diode D4;
the control chip 5 processes the current signal collected by the current sampling circuit 2 to obtain an output current, and compares the output current with a set starting current threshold.
Preferably, when the output current is smaller than the on-current threshold, the fifth FET5, sixth FET6, seventh FET7, eighth FET8 are turned off, and only the first diode D1, second diode D2, third diode D3, fourth diode is used for rectification.
Preferably, when the output current is not less than the on current threshold and not greater than twice the on current threshold, the high-voltage rectifying and filtering unit 12 is only used to change the high-voltage rectifying and filtering unit to low-voltage, and the control chip 5 controls the fifth FET5 or the sixth FET6 to be turned on according to the on states of the first full-bridge inverter group and the second full-bridge inverter group, respectively.
Preferably, when the output current signal is greater than twice the on current threshold, the high-voltage rectifying and filtering unit 12 and the second rectifying and filtering unit 13 change the high-voltage rectifying and filtering unit into low voltage, and the control chip 5 controls the fifth FET5 and the seventh FET7 or the sixth FET6 and the eighth FET8 to be turned on according to the on states of the first full-bridge inverter group and the second full-bridge inverter group, respectively.
By the method, the rectifying and filtering unit adopted in the prior art is the same as one of the rectifying and filtering units, and when the first rectifying and filtering unit 12 and the second rectifying and filtering unit 13 are conducted simultaneously, the power of each path of rectifying and filtering unit is half of that of the rectifying and filtering unit in the prior art, so that the adopted magnetic element can be smaller in size, other circuit designs can be moved on in design, the design difficulty is reduced, the production yield is increased, the cost is reduced, and the power damage is also reduced.
In a preferred embodiment of the present utility model, as shown in fig. 1, the first FET1, the second FET2, the third FET3, and the fourth FET4 are enhancement N-type FETs.
In a preferred embodiment of the present utility model, as shown in fig. 1, the fifth FET5 and the sixth FET6 are enhancement N-type FETs.
In a preferred embodiment of the present utility model, as shown in fig. 1, the seventh FET7 and the eighth FET8 are enhancement N-type FETs.
The foregoing is merely illustrative of the preferred embodiments of the present utility model and is not intended to limit the embodiments and scope of the present utility model, and it should be appreciated by those skilled in the art that equivalent substitutions and obvious variations may be made using the description and illustrations herein, which should be included in the scope of the present utility model.
Claims (8)
1. A vehicle-mounted dc-to-dc converter, comprising:
the high-voltage terminal of the rectification voltage reduction circuit is connected with the current sampling end of the current sampling circuit and the vehicle-mounted battery, and the high-voltage terminal of the rectification voltage reduction circuit is connected with the vehicle-mounted equipment;
and the control end of the control chip is respectively connected with the signal receiving end of the rectification voltage reduction circuit, and the signal output end of the current sampling circuit is connected with the signal input end of the control chip.
2. The vehicle-mounted dc-dc converter according to claim 1, wherein the rectification step-down circuit includes:
the power end of the full-bridge inverter unit is used as a high-voltage terminal of the rectification voltage reduction circuit to be connected with the vehicle battery and the current sampling end of the current sampling circuit;
the low-voltage terminal of the first rectifying and filtering unit is used as the low-voltage terminal of the rectifying and voltage-reducing circuit to be connected with the vehicle-mounted equipment, and the input end of the first rectifying and filtering unit is connected with the first terminal and the second terminal of the full-bridge inversion unit;
the low-voltage wiring terminal of the second rectifying and filtering unit is used as the low-voltage wiring terminal of the rectifying and voltage-reducing circuit to be connected with the vehicle-mounted equipment, and the input end of the second rectifying and filtering unit is connected with the first wiring terminal and the second wiring terminal of the full-bridge inversion unit.
3. The vehicle-mounted dc-to-dc converter according to claim 2, wherein the full-bridge inverter unit includes:
one end of the first capacitor is connected with one end of the second capacitor and the positive electrode of the vehicle-mounted battery, and the other end of the first capacitor is connected with the other end of the second capacitor and the negative electrode of the vehicle-mounted battery;
the drain electrode of the first field effect tube is connected with one end of the second capacitor and the drain electrode of the second field effect tube, and the grid electrode of the first field effect tube and the grid electrode of the second field effect tube are connected with the control end of the control chip;
the drain electrode of the third field effect tube is connected with the source electrode of the first field effect tube, the source electrode of the third field effect tube is connected with the source electrode of the fourth field effect tube, the drain electrode of the fourth field effect tube is connected with the source electrode of the second field effect tube, and the grid electrode of the third field effect tube are connected with the control end of the control chip;
the source electrode of the first field effect transistor is used as a first wiring terminal of the full-bridge inversion unit, and the source electrode of the second field effect transistor is used as a second wiring terminal of the full-bridge inversion unit.
4. The vehicle-mounted dc-to-dc converter according to claim 2, wherein the first rectifying and filtering unit includes:
the primary end and the other end of the first transformer are respectively connected with a first wiring terminal and a second wiring terminal of the full-bridge inversion unit;
the drain electrode of the fifth field effect tube is connected with one end of the secondary of the first transformer, the drain electrode of the sixth field effect tube is connected with the other end of the secondary of the first transformer, the source electrode of the fifth field effect tube is connected with the source electrode of the sixth field effect tube, and the grid electrodes of the fifth field effect tube and the sixth field effect tube are connected with the control end of the control chip;
one end of the first inductor is connected with a tap end of a secondary side of the first transformer;
one end of the third capacitor is connected with the other end of the first inductor, one end of the fourth capacitor and one end of the fifth capacitor, and the other end of the third capacitor, the other end of the fourth capacitor and the other end of the fifth capacitor are respectively connected with the source electrode of the sixth field effect transistor;
the cathode of the first diode is connected with the drain electrode of the fifth field effect transistor, and the anode of the first diode is connected with the source electrode of the fifth field effect transistor;
the cathode of the second diode is connected with the drain electrode of the sixth field effect transistor, and the anode of the second diode is connected with the source electrode of the sixth field effect transistor;
one end and the other end of the fifth capacitor are used as a low-voltage terminal of the first rectifying and filtering unit to be connected with the vehicle-mounted equipment.
5. The vehicle-mounted dc-to-dc converter according to claim 2, wherein the second rectifying and filtering unit includes:
the primary end and the secondary end of the second transformer are respectively connected with the first wiring terminal and the second wiring terminal of the full-bridge inversion unit;
a drain electrode of the seventh field effect tube is connected with one end of the secondary of the second transformer, a drain electrode of the eighth field effect tube is connected with the other end of the secondary of the second transformer, a source electrode of the seventh field effect tube is connected with the source electrode of the eighth field effect tube, and a grid electrode of the seventh field effect tube and a grid electrode of the eighth field effect tube are connected with a control end of the control chip;
one end of the second inductor is connected with a tap end of a secondary stage of the second transformer;
one end of the sixth capacitor is connected with the other end of the second inductor, one end of the seventh capacitor and one end of the eighth capacitor, and the other end of the sixth capacitor, the other end of the seventh capacitor and the other end of the eighth capacitor are respectively connected with the source electrode of the eighth field effect transistor;
a cathode of the third diode is connected with a drain electrode of the seventh field effect transistor, and an anode of the third diode is connected with a source electrode of the seventh field effect transistor;
a cathode of the fourth diode is connected with a drain electrode of the eighth field effect transistor, and an anode of the fourth diode is connected with a source electrode of the eighth field effect transistor;
one end and the other end of the eighth capacitor are used as a low-voltage terminal of the second rectifying and filtering unit to be connected with the vehicle-mounted equipment.
6. The vehicle-mounted dc-to-dc converter of claim 3 wherein the first fet, the second fet, the third fet, and the fourth fet are enhancement-mode N-fets.
7. The vehicle-mounted dc-to-dc converter of claim 4 wherein the fifth fet and the sixth fet are enhancement-mode fets.
8. The vehicle-mounted dc-to-dc converter of claim 5 wherein the seventh fet and the eighth fet are enhancement-mode fets.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223573032.XU CN219304708U (en) | 2022-12-29 | 2022-12-29 | Vehicle-mounted direct current-to-direct current converter |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202223573032.XU CN219304708U (en) | 2022-12-29 | 2022-12-29 | Vehicle-mounted direct current-to-direct current converter |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN219304708U true CN219304708U (en) | 2023-07-04 |
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| Application Number | Title | Priority Date | Filing Date |
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| CN202223573032.XU Active CN219304708U (en) | 2022-12-29 | 2022-12-29 | Vehicle-mounted direct current-to-direct current converter |
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| Country | Link |
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| CN (1) | CN219304708U (en) |
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- 2022-12-29 CN CN202223573032.XU patent/CN219304708U/en active Active
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