High-Voltage Power Supply in New Energy Vehicle (BMS, BDU, Relay, Integrated Battery Box) Research Report, 2025
상품코드:1806655
리서치사:ResearchInChina
발행일:2025년 09월
페이지 정보:영문 410 Pages
라이선스 & 가격 (부가세 별도)
한글목차
고전압 전원 시스템은 신에너지 자동차의 핵심 부품입니다. 배터리 팩은 핵심 에너지원으로 작용하며, 파워 배터리의 용량은 차량의 주행거리, 충전 시간, 효율에 영향을 미칩니다. 또한, 차량 전체 비용과도 밀접한 관련이 있습니다.
배터리 관리 시스템(BMS)의 중앙집중형에서 분산형 아키텍처로의 전환
차량의 주행거리와 충전 속도를 향상시키기 위해 신에너지 자동차의 배터리 팩은 더 큰 용량, 더 높은 총 전압(800V - 1,000V 플랫폼 아키텍처가 대량 생산되고 있음), 더 많은 배터리 셀을 갖추고 있습니다. 중앙 집중식 BMS 시스템의 제한된 샘플링 채널, 컴퓨팅 성능, 긴 와이어 하네스로 인해 이러한 대규모 배터리 어레이를 관리하기가 어렵습니다. 반면, 분산형 BMS 아키텍처는 로컬 측정, 모듈식 설계, 분산 컴퓨팅을 통해 대규모 배터리 어레이의 관리를 최적화할 수 있으며, 전원 시스템 상태에 대해 보다 정확하고 민감한 실시간 피드백을 제공할 수 있습니다.
신에너지 자동차용 고전압 전원 시스템의 아키텍처는 중앙집중형 BMS 아키텍처에서 분산형 아키텍처로 전환되고 있습니다. 분산형 BMS 아키텍처는 시스템의 신뢰성과 안전성을 크게 높일 수 있습니다. 단일 지점 고장을 피할 수 있으며, 일반적으로 하나의 슬레이브 제어 모듈의 고장이 전체 시스템을 붕괴시키지 않으며, 교체가 용이합니다. 또한, 분산형 아키텍처에서는 수집 회로가 배터리 셀 근처에 배치되어 긴 배선으로 인한 간섭과 오류를 줄여 보다 정확한 데이터 수집이 가능하여 보다 정확한 안전성 평가에 도움이 됩니다. 분산형 BMS는 버스 통신을 사용하기 때문에 하드 와이어 연결이 크게 줄어들어 배터리 팩의 내부 구조가 더 간결하고 신뢰할 수 있습니다.
분산형 BMS 아키텍처는 마스터-슬레이브 구조를 채택하여 하나의 마스터가 여러 개의 슬레이브를 관리합니다. 각 슬레이브 제어 모듈은 배터리 셀 그룹의 전압, 온도 등의 정보를 모니터링하고 그 데이터를 마스터 제어 모듈에 보고하여 통합 처리 및 보호 결정을 내립니다. 각 OEM은 서로 다른 분산형 BMS 아키텍처 솔루션을 채택하고 있습니다.
샤오미 SU7 Max는 '1 마스터, 3 슬레이브' BMS 아키텍처를 채택했습니다. 마스터 제어 칩은 Infineon TC387, 브리지 칩은 TI BQ79600, 슬레이브 보드의 AFE 칩은 TI BQ79616입니다. 각 슬레이브 보드는 66개의 배터리 셀을 관리하고, 5개의 BQ79616 칩을 캐스케이드 연결하여 샘플링에 사용합니다. 통신은 Daisy Chain 토폴로지 및 Ring 토폴로지를 통해 이루어집니다.
NIO ES8은 "1 마스터, 16 슬레이브" BMS 아키텍처를 채택하고 있습니다. 마스터 BMU는 Bosch China가 제공하고, 마스터 제어 칩은 Infineon의 TC275TP와 Bosch의 System Basis Chip(ASIC) 0D273이 사용되며, 슬레이브 제어 유닛 CMU는 CATL이 제공하고, 코어 모니터링 칩에는 Analog Devices의 LTC6811HG-2가 사용되었습니다.
테슬라의 초기 모델은 중앙집중형 BMS 아키텍처를 채택했지만, 이후 모델(Model 3/Y)은 분산형 BMS 아키텍처('1 마스터, 4 슬레이브' BMS 아키텍처)로 진화했습니다. 메인 컨트롤러는 배터리 팩인 펜트하우스에 장착되어 있습니다.
분산형 BMS 아키텍처는 BYD의 주력 양산형 전기차에 일반적으로 채택되고 있습니다.
본 보고서는 중국 자동차 산업을 조사 분석하여 신에너지 자동차의 고전압 전원에 포함된 배터리 관리 시스템(BMS), 배터리 배전 유닛(BDU), 고전압 DC 릴레이, 통합 배터리 박스 등의 모듈에 대한 정보를 제공합니다.
목차
제1장 신에너지 자동차용 고전압 전원공급장치 시스템 개요
신에너지 자동차용 고전압 전원공급장치 시스템 - 개요
신에너지 자동차용 고전압 전원공급장치 시스템 - 관련 법규, 규격
제2장 고전압 전원공급장치 시스템 - 배터리 관리 시스템(BMS)
배터리 관리 시스템(BMS)
BMS 통신 아키텍처
무선 BMS 시스템(wBMS)
파워 스위치 모듈
파워 매니지먼트 시스템(BMS) 시스템 제어 모듈
BMS 아날로그 프론트엔드(AFE) 칩
배터리 열관리 시스템(BTMS)
BTMS 냉각 시스템
BTMS 저온 가열 시스템
제3장 신에너지 자동차용 고전압 전원공급장치 시스템 - 배터리 인텔리전트 절단 유닛(BDU)/릴레이
배터리 절단 유닛(BDU)
고전압 DC 릴레이
고전압 광릴레이
800V 고전압 플랫폼 릴레이용 솔리드 스테이트 릴레이(SSR)/하이브리드 솔리드 스테이트 릴레이(HSSR)
제4장 고전압 전원공급장치 시스템 - 통합 배터리 박스
통합 배터리 박스(BMS+BDU+충전 및 배전 유닛)
고전압 전원공급장치+파워 도메인(BMS+구동 시스템) 통합
제5장 OEM 고전압 전원공급장치 시스템 아키텍처
Xiaomi Auto
Xpeng Motors
NIO
Li Auto
Harmony Intelligent Mobility Alliance(HIMA)
Leapmotor
Voyah
Geely Group
SAIC IM
GAC Group
BYD
Changan Automobile
Great Wall Motors
Chery Automobile
FAW Hongqi
BAIC New Energy
Tesla
Volkswagen
Audi
BMW
Mercedes-Benz
Toyota
General Motors
제6장 Tier 1 제조업체의 고전압 전원공급장치 시스템 솔루션
UAES
Intelligent Control
LG New Energy
Viridi E-Mobility Technology
Texas Instruments(TI)
LIGOO New Energy
Jiachen Electronics
Schaeffler
Aptiv
Bosch
Ficosa
Huawei
Jingwei Hirain Technologies
SoarWhale
Eaton
Hongfa Co., Ltd.
Xi'an Sinofuse Electric
STMicroelectronics(ST)
Infineon
NXP
LSH
영문 목차
영문목차
The high-voltage power supply system is a core component of new energy vehicles. The battery pack serves as the central energy source, with the capacity of power battery affecting the vehicle's range, charging time, and efficiency. It is also closely related to the overall vehicle cost. The high-voltage power supply system of new energy vehicles studied in this report mainly includes modules such as Battery Management System (BMS), Battery Distribution Unit (BDU), high-voltage DC relays, and integrated battery boxes.
The Shift of Battery Management System (BMS) from Centralized to Distributed Architectures
To increase the vehicle's range and charging speed, new energy vehicle battery packs have larger capacities, higher total voltages (with the mass production of 800V - 1000V platform architectures), and more battery cells. The limited sampling channels, computing performance, and long wiring harnesses of centralized BMS systems struggle to manage these large-scale battery arrays. In contrast, distributed BMS architectures can optimize the management of large battery arrays through local measurement, modular design, and distributed computing, and can provide more accurate and sensitive real-time feedback on the status of power supply system.
The architecture of high-voltage power supply system in new energy vehicles has shifted from a centralized BMS architecture to a distributed one. The distributed BMS architecture can significantly enhance system reliability and safety. It avoids single-point failures; a malfunction in a single slave control module usually does not cause the entire system to collapse and is easier to replace. Moreover, in a distributed architecture, the acquisition circuits are placed close to the battery cells, reducing interference and errors introduced by long wires and enabling more accurate data collection, which helps with more precise safety assessments. The distributed BMS uses bus communication, greatly reducing hardwired connections and making the internal structure of the battery pack more concise and reliable.
The distributed BMS architecture adopts a master-slave structure: one Master manages multiple Slaves. Each slave control module monitors information such as the voltage and temperature of a group of battery cells and reports the data to the master control module for unified processing and protection decisions. Different OEMs adopt different distributed BMS architecture solutions:
Xiaomi SU7 Max uses a "one master, three slaves" BMS architecture. The master control chip is Infineon TC387, the bridge chip is TI BQ79600, and the slave board AFE chip is TI BQ79616. Each slave board manages 66 battery cells and uses 5 BQ79616 chips in cascade for sampling; communication is achieved through Daisy Chain and Ring topologies.
NIO ES8 adopts a "one master, sixteen slaves" BMS architecture. The master BMU is provided by Bosch China - the master control chip uses Infineon's TC275TP and Bosch's System Basis Chip (ASIC) 0D273, and the slave control unit CMU is provided by CATL - the core monitoring chip is Analog Devices' LTC6811HG - 2; communication and data transmission between the BMU and CMU are carried out via the CAN bus.
Tesla's early models used a centralized BMS architecture, while subsequent models (Model 3/Y) evolved to a distributed BMS architecture - a "one master, four slaves" BMS architecture. The main controller is located in the "Penthouse" of battery pack.
Distributed BMS architectures are commonly used in BYD's mainstream mass-produced electric vehicles.
Challenges in the Promotion of Distributed BMS Architectures:
Increased System Complexity: The development of software algorithms and the coordination and management of the system become more difficult, requiring more powerful master controllers, more refined monitoring modules, and more complex communication protocols.
Cost Issues: The hardware and development costs of distributed BMS systems in new energy vehicles are relatively high. Currently, apart from some high-volume automakers that tend to develop BMS systems in-house, many manufacturers choose third-party suppliers.
Standardization Requirements: The industry urgently needs to promote the standardization of BMS interfaces and communication protocols to reduce the integration difficulties and costs between devices from different suppliers and to facilitate the healthy development of BMS industry.
Take Xiaomi Auto as an example. Its BMS uses a "one master, three slaves" distributed architecture. The Xiaomi SU7 Ultra uses silicon carbide (SiC) across the board, with SiC chips in the main drive, vehicle power supply, and air conditioner compressor controllers. The vehicle uses 172 SiC chips, mainly sourced from Infineon and ST, and concentrated in:
Electric Drive System: Each motor controller needs to be equipped with 48 SiC MOSFET chips. The three-motor drive solution results in 144 chips being used in the electric drive part. The suppliers are Inovance Automotive and UAES; for main drive SiC MOSFET chips, they are mainly sourced from Infineon, STMicroelectronics, onsemi, and Bosch.
Vehicle Power Supply (OBC/DC - DC Two-in-One): 14 SiC chips are used. The supplier is Zhejiang EV-Tech, and its SiC MOSFET chip supplier is Wolfspeed.
High-Voltage DC - DC Converter: 8 SiC chips are used.
Air Conditioner Compressor Controller: 6 SiC chips are used. The supplier is Zinsight Technology, which has partnered with STMicroelectronics for SiC MOSFETs.
Power Battery Electronic Components Such as BMS And BDU Tend to Converge and Develop Towards High-Voltage Integrated Battery Boxes
Many companies have proposed integration solutions for power battery electronic components such as BMS and BDU to make the design of battery packs more concise and efficient:
Intelligent Control has proposed several integration solutions for high-voltage BMS and other components, such as the integration of CSC + BMU and BDU; integrating the high-voltage BMS - BMU into the vehicle domain controller and the MCU high-voltage domain controller respectively.
Aptiv shared two BDU solutions: First, as customers' pursuit of the performance of 800V high-performance vehicle BDUs becomes more extreme, and they also put forward refined platform design requirements, Aptiv has launched the latest liquid cooling solution in cooperation with customers. Second, in-depth integration of major components such as BDU, BMS, OBC, and DC - DC, which are arranged on the second layer of the battery pack, can improve the vehicle's space utilization and assembly efficiency and reduce development costs.
GAC's early BDU integration with BMU physically combines the two, which not only increases the usable space of entire battery pack, leaving more room for battery cells to function, but also saves on plastic parts.
UAES integrates BMS and BDU into a Powerbox, and its Powerbox has entered mass production. The integrated components have a higher value.
Schaeffler believes that in addition to physical integration, BMS also involves algorithm integration. It aims to simplify actuators as much as possible, that is, to consider all signal collection and contactor control in the battery pack as one actuator. At the same time, software functions can be moved upward and placed in any controller. For example, integrating BMS functions into the zonal controller or main controller can remove the microcontroller (uC) and reduce the BOM. Currently, Schaeffler has mass-produced BMS integrated with BDU, wireless BMS, etc. in Europe, North America, and China.
In March 2025, UAES launched a new generation of HVDU intelligent integration solution integrating the Battery Management Unit (BMU):
In-depth Integration of BMU and Related Components: UAES breaks through the traditional separate architecture. Based on BMU and current sensors, with mature and reliable integration processes, it continuously innovates and expands its product line. Currently, the relays have successfully entered mass production and are deeply integrated.
Modular Platform Design to Meet Full-Scenario Requirements: Based on the concept of platform expansion, the HVDU supports flexible configuration within a rated current range of 150A - 500A, is compatible with 400V/800V voltage platforms, and can quickly adapt to different vehicle models such as BEV and PHEV by adding or reducing relay modules. Compared with current industry products, the integration solution reduces space occupation by 50% and shortens the development cycle by 40%.
While focusing on the development of second-generation HVDU, UAES simultaneously conducts pre-research on new HVDU technologies, such as advanced system architectures and high-voltage switching technologies that replace relays with electronic switches E-fuses, and the deeper integration of HVDU and the integration of CharCon into the Powerbox. These technologies help customers reduce system costs and improve system performance.
Currently, major OEMs have launched integrated products of BDU and BMS, such as NIO, Li Auto, XPeng, Dongfeng, BYD, GAC, etc., providing solutions for extreme cost reduction in battery systems:
In NIO's electrification solution, BDU is integrated with BMU, high-voltage connectors, thermal runaway sensors, DC - DC, and other components.
GAC's BDU integration with BMU physically integrates BDU, BMU, DC - DC, thermal runaway sensors, and fast-change connectors. This not only increases the usable space of the entire battery pack, leaving more room for the battery cells to function, but also saves on plastic parts.
Inside the "second layer" at rear of Qilin battery pack of Xiaomi SU7, EE components such as BMS, CCU, and relay boxes are placed. The high-voltage electrical area of the BMS and relay box is mainly for high-voltage series - parallel connection and low-voltage control. The vehicle charging control unit CCU (integration of OBC + DC - DC) provides the voltage conversion function during the charging process. The relay box is arranged below the BMS, and an aluminum Busbar heat sink is installed on the bottom surface to dissipate the heat generated by high-power charging and discharging.
XPeng's high-voltage power distribution box X-BMU integrates BDU + BMS. It includes a housing, a flexible circuit board, multiple electrical component modules, and a battery management system (BMS). Each component is integrated in the housing and is electrically connected through the flexible circuit board, replacing traditional wiring harnesses/plugs.
The Increasing Prominence of BMS Chips in the 800V Architecture
Automotive-grade BMS chips have indeed become the core components of BMS systems in the 800V high-voltage architecture. They act as the "intelligent brain" of battery pack, need to address numerous challenges brought about by higher voltages, and play a crucial role in the safety, efficiency, and performance of entire battery system.
To address the cost and availability challenges of high-voltage components (such as traction inverters) in 800V platform and to be compatible with existing 400V charging piles, a switchable 2x400V/800V architecture has emerged. The BMS needs to intelligently manage the switching of two battery groups between parallel (driving) and series (fast charging) states. This increases system complexity and places higher demands on the control logic and reliability of BMS chips.
Suppliers have introduced more powerful BMS chips. For example, NXP's MC33774 AFE chip supports 18-channel voltage acquisition and a 300mA equalization current; and the MC33665 gateway chip supports CAN FD communication and Daisy Chain topologies, helping to simplify the architecture.
For Wireless BMS Systems (wBMS), NXP released a new-generation UWB BMS solution in the field of wireless BMS systems (wBMS) in November 2024. Unlike the modulated carrier frequencies (sinusoidal signals) used in 2.4 GHz narrow-band technologies such as Bluetooth(R) Low Energy (BLE), UWB utilizes high-bandwidth pulses. This unique feature enhances its resistance to reflection and frequency-selective fading, guaranteeing more stable and reliable data transmission. The chipset designed for wireless battery management systems includes the BMA6060 and BMA6061.
NXP's BMS chips leverage three core technologies: highly integrated AFE (BMx73x8), innovative UWB wireless technology, and EIS health diagnosis (DNB1168). These technologies have enabled NXP to establish deep partnerships with leading customers such as CATL and Geely. As a result, NXP takes a leading position in the industry in terms of wireless BMS mass production progress and long - lifespan energy storage solutions.
Table of Contents
1 Overview of High-Voltage Power Supply Systems in New Energy Vehicles
1.1 High-Voltage Power Supply Systems in New Energy Vehicles - Overview
High-Voltage Power Supply Systems in New Energy Vehicles - Definition/Research Directions
High-Voltage Power Supply Systems in New Energy Vehicles - Core Technologies
High-Voltage Power Supply Systems in New Energy Vehicles - Hardware Architecture
High-Voltage Power Supply Systems in New Energy Vehicles - Current Flow Diagrams
High-Voltage Power Supply Systems in New Energy Vehicles - Signal/Current Transmission Systems
High-Voltage Power Supply Systems in New Energy Vehicles- Battery Box Structures
High-Voltage Power Supply Systems in New Energy Vehicles - High-Voltage Connectors
High-Voltage Power Supply Systems in New Energy Vehicles - High-Voltage Wiring Harnesses
High-Voltage Power Supply Systems in New Energy Vehicles - Safety Protection Measures
1.2 High-Voltage Power Supply Systems in New Energy Vehicles - Relevant Laws, Regulations, and Standards
High-Voltage Power Supply Systems in New Energy Vehicles - List of Relevant Laws, Regulations, and Standards
High-Voltage Power Supply Systems in New Energy Vehicles - Relevant Standard: GB/T 32960 - 2025 Technical Specifications for Remote Service and Management System for Electric Vehicles
High-Voltage Power Supply Systems in New Energy Vehicles - Relevant Standard: GB 38031 - 2025 Electric Vehicles Traction Battery Safety Requirements
High-Voltage Power Supply Systems in New Energy Vehicles - Laws and Regulations on Communication Protocols
2 High-Voltage Power Supply Systems - Battery Management System (BMS)
2.1 Battery Management System (BMS)
Definition/Schematic Diagram
High - Voltage/Low - Voltage Current Flow Diagrams
Structure and Composition
Hardware Composition
Core Components and Their Functions
Battery Management Controller (BMU/BMC)
Cell Supervision Unit (CSC/CSU)
Tear-Down Case of Cell Supervision Unit (CSC/CSU) (1)
Tear-Down Case of Cell Supervision Unit (CSC/CSU) (2)
Basic Functions of On-Board BMS
Classification of BMS Architectures
Centralized BMS
Semi-Centralized BMS
Distributed BMS
Application Cases of Semi-Centralized BMS
Topological Structures of BMS
BMS Solutions of Major OEMs(1)
BMS Solutions of Major OEMs(2)
BMS Solutions of Major OEMs(3)
POWER MANAGEMENT SOLUTIONS FOR BMS(1)
POWER MANAGEMENT SOLUTIONS FOR BMS(2)
BMS Installations and Market Pattern in China, 2024
BMS Installations and Market Pattern in China, 2025
BMS-Related Suppliers for Main On-Sale Vehicle Models
Integration of BMS
Technology Development Trends
2.2 BMS Communication Architecture
Communication Requirements
Wired BMS Communication Methods
Ring Daisy Chain Topology of High-Voltage BMS
Topologies of Wired BMS
Wired BMS Communication Solution: Application of Neuron AUTBUS Technology in BMS
Comparison between Wired BMS Communication and wBMS Wireless Communication
Communication Case: Changan Deepal BMS Control Board (1) - Functional Module Division
Communication Case: Changan Deepal BMS Control Board (2) - Using CAN Communication
Communication Case: Changan Deepal BMS Control Board (3) - CAN-FD Integrated Inside SBC Chip
2.3 Wireless BMS System (wBMS)
Technical Principle
Development Advantages
Wiring Harness Changes and Anti-Interference Capability of Wireless BMS
Communication Topology and Evolution Trend of Wireless BMS (1)
Communication Topology and Evolution Trend of Wireless BMS (2)
Communication Indicators of wBMS
Classification of Wireless Communication Methods
Supplier Solutions and Design Ideas
List of Technical Solutions
Supplier Technical Solution Cases
Summary of Development Trends of Wireless BMS
2.4 Power Switch Module
Classification and Development Advantages of BMS Power Switch Drives
Products and Architectures of BMS Control Boards from Mainstream OEMs for BMS Power Switch Drives
2.5 System Control Modules of Power Management System (BMS)
Classification
Functional Comparison
Product and Technology Layouts (1) of Major Suppliers
Product and Technology Layouts (2) of Major Suppliers
Product and Technology Layouts (3) of Major Suppliers
Product and Technology Layouts (4) of Major Suppliers
Product and Technology Layouts (5) of Major Suppliers
Application Product Cases
2.6 BMS Analog Front-End (AFE) Chips
Working Principle
Product and Technical Solutions of Major Suppliers(1)
Product and Technical Solutions of Major Suppliers(2)
Product and Technical Solutions of Major Suppliers(3)
Product and Technical Solutions of Major Suppliers(4)
Product and Technical Solutions of Major Suppliers(5)
Technical Parameter Analysis of Products
Market Size of Automotive-Grade AFE Chips in China's New Energy Passenger Vehicle Market
2.7 Battery Thermal Management System (BTMS)
Classification/Main Functions
Temperature Monitoring and Early Warning Standards
Battery Cooling/Low-Temperature Heating Control Standards
Business and Product Progress (1) of Core Suppliers
Business and Product Progress (2) of Core Suppliers
2.8 BTMS Cooling System
Battery Cooling Methods
Active Cooling Method: Air-Cooled Type
Main Vehicle Models with Air-Cooled Active Cooling
Active Cooling Method: Liquid-Cooled Type
Main Vehicle Models with Liquid-Cooled Active Cooling
Liquid Cooling vs. Direct Cooling in Active Cooling Methods
Active Cooling Method: Direct Cooling Type
Main Vehicle Models with Direct-Cooled Active Cooling
Main Vehicle Models with Liquid Cooling + Direct Cooling in Active Cooling
The Significant Impact of Battery Materials on the Battery Cooling System
