Power domain controller system

Abstract

The invention discloses a power domain controller system, which relates to the technical field of vehicle design and research and development and comprises a domain control board, a power module and a high-voltage power distribution part, the domain control board comprises a vehicle control unit, a heat management controller, a battery management system, a gear shifting controller and a power distribution control unit, wherein the heat management controller, the battery management system, the gear shifting controller and the power distribution control unit are electrically connected with the vehicle control unit. The heat management controller is electrically connected with the power distribution control unit. The power module comprises a slow charging motor, a DCDC converter and a relay, the slow charging motor is electrically connected with the battery management system, and the DCDC converter is electrically connected with the gear shifting controller; and the high-voltage power distribution part comprises a copper bar, a relay and a fuse. Through multi-module integration, the number of physical controllers and wiring harness complexity are reduced, the system development and maintenance cost is remarkably reduced, and meanwhile platform expansion is facilitated.

Description

Technical Field

[0001] The present application relates to the technical field of vehicle design and development, and in particular to a power domain controller system. Background Art

[0002] Currently, a vehicle's power domain controller typically includes a vehicle control module (VCM), a battery management module (BMM), a motor management module (MMM), an energy management module (EMM), and a main control module (MCM). The VCM determines torque based on the vehicle's operating conditions; the BMM monitors the performance of the battery system in the electric vehicle; the MMM controls the speed of the electric vehicle based on the torque determined by the VCM; the EMM manages the vehicle's energy based on the vehicle's current speed and the battery system's performance monitoring results; and the MCM drives and controls the other modules in the PCM upon receiving control signals.

[0003] However, in actual applications, since the existing power domain controller only integrates the vehicle control module, battery management module, motor management module, energy management module, main control module, etc., the integration level is low and other functional modules are lacking. In actual production applications, in order to realize other functions, additional corresponding controllers need to be added separately, thereby increasing the manufacturing cost of the vehicle. Summary of the Invention

[0004] The present application provides a power domain controller system that reduces the number of physical controllers and wiring complexity through multi-module integration, significantly reduces system development and maintenance costs, and facilitates platform expansion.

[0005] In a first aspect, an embodiment of the present application provides a power domain controller system, the power domain controller system comprising a domain control board, a power module, and a high-voltage power distribution part; The domain control board includes a vehicle controller and a thermal management controller, a battery management system, a shift controller, and a power distribution control unit electrically connected to the vehicle controller, and the thermal management controller is electrically connected to the power distribution control unit; The power module includes a slow charging charger, a DCDC converter, and a relay, and the slow charging charger is electrically connected to the battery management system, and the DCDC converter is electrically connected to the shift controller; The high voltage distribution part includes copper busbar, relay and fuse; Among them, the power domain controller is based on the main control chip layer, power execution layer, signal interface layer, and communication management layer. Through hardware integration and software decoupling design, and based on the collaborative mechanism of centralized computing and distributed power execution of the domain control chip, it realizes the functional integration of the vehicle controller, thermal management controller, slow charging charger, DCDC converter, battery management system, distribution control unit, and shift controller.

[0006] In combination with the first aspect, in one embodiment, for the design of the main control chip layer, the domain control chip adopts a multi-core processor, and realizes the parallel operation and resource isolation of the vehicle controller, thermal management controller, battery management system, power distribution control unit, and shift controller through virtualization partitioning technology.

[0007] In conjunction with the first aspect, in one embodiment, The vehicle controller runs on an ARM core and is used to implement vehicle drive mode switching, torque distribution, energy recovery strategy and fault diagnosis. The vehicle controller also integrates a pre-charge control algorithm to support safe activation of the high-voltage circuit. The thermal management controller is independently operated by the DSP core and is used to collect real-time temperature of the battery module, motor coolant temperature and ambient temperature, thereby dynamically adjusting the coordinated operation of the heat pump air conditioner, electronic water pump and PTC heater, and supports wide temperature range control; The battery management system is equipped with a battery monitoring chip for voltage sampling, temperature acquisition and passive balancing control, estimates SOC and SOH through the Kalman filter algorithm, and shares data with the power distribution control unit to optimize the charging strategy; The power distribution control unit is used to manage the high-voltage power distribution circuit, insulation monitoring and slow charging communication protocol, and integrates the pre-charge resistance control circuit; The shift controller is used to control the DC brushless motor and the solenoid valve, detect vehicle speed, throttle opening, motor speed, and control gear switching.

[0008] In combination with the first aspect, in one embodiment, for the design of the power execution layer, a two-in-one module of a slow charging charger and a DCDC converter is adopted to realize hardware integration and software collaboration, and the vehicle's power domain distribution unit is equipped with a built-in high-voltage contactor drive circuit and fuse status monitoring, which is used to connect to the two-in-one module of the slow charging charger and the DCDC converter through an isolated internal CAN bus, thereby transmitting charging status, fault codes and power request instructions, and supporting hardware CRC check and automatic retransmission mechanism.

[0009] In combination with the first aspect, in one embodiment, the hardware integration is specifically to use multi-layer PCB stacking technology to integrate the slow charging charger and DCDC converter in the same housing, adopt a PFC+LLC resonant circuit in the power topology, and match it with a digital isolation driver.

[0010] In combination with the first aspect, in one embodiment, the software collaboration is specifically to implement time-sharing multiplexing control of the slow charging charger and the DCDC converter based on FPGA, preferentially allocating resources to the slow charging charger in charging mode, switching to the DCDC converter dominance in driving mode, and supporting V2L and V2G bidirectional energy flow, and interacting with the power domain distribution unit through the CAN FD protocol to meet charging requirements.

[0011] In combination with the first aspect, in one embodiment, the design of the signal interface layer includes an input signal processing unit and an output signal driving unit; The input signal processing unit includes low voltage input, digital sampling, analog sampling, and PWM acquisition; The output signal driving unit includes a power driving module, digital output, air conditioning and heating control, analog output, and PWM output.

[0012] In conjunction with the first aspect, in one embodiment, The low-voltage input supports a wide voltage range of 9~16V and integrates TVS surge protection, reverse connection protection and soft start circuit; The digital sampling has 16 digital input channels, supports LIN and CAN signal analysis, and has a built-in Schmitt trigger for jitter elimination; The analog sampling is a 12-bit high-precision ADC, configured with a multiplexer to switch 24 analog inputs, and integrated with EMI filtering and overvoltage protection; The PWM acquisition is a 4-channel dedicated PWM input interface that supports duty cycle and frequency dual-mode analysis.

[0013] In conjunction with the first aspect, in one embodiment, The power drive module is used to implement short circuit protection, over-temperature protection and current sampling feedback; The digital output is a high-side driver that supports open circuit and short circuit diagnosis; The air conditioning heating control is to control the PTC heater and compressor through a dedicated PWM output channel; The analog output is a 4-way 0~5V adjustable voltage output, which is used to adjust the proportional valve and damper motor; The PWM output is used to drive a water pump and a fan.

[0014] In conjunction with the first aspect, in one embodiment, the design of the communication management layer includes internal communication, external communication, and security protection; The internal communication is that the domain control chip and the devices in the power execution layer are interconnected via a dual-channel CAN FD bus to transmit control instructions and status data; The external communication is to interact with the chassis domain and cockpit domain through the vehicle CAN FD gateway to support OTA upgrades and big data diagnosis; The safety protection is to meet the functional safety standards and fault response time requirements, and the key signals adopt differential transmission and shielded wiring harness design.

[0015] The beneficial effects of the technical solutions provided in the embodiments of the present application include: (1) Using a multi-core processor architecture to achieve chip-level functional integration of the vehicle controller, thermal management controller, battery management system, shift controller, and power distribution control unit, reducing the physical space occupied by traditional distributed ECUs, improving hardware integration, and integrating with power modules through chip-level functional integration; (2) The main control layer uses an on-chip cross-switch bus to realize data interaction between modules, which is faster than the traditional CAN bus. The power layer connects the slow charging charger, DCDC converter and power domain distribution unit through an isolated internal CAN-FD bus. (3) It has strong scalability and rich high-voltage power distribution circuit interfaces, which can be selected according to different vehicle configurations. It is compatible with rear-wheel drive / four-wheel drive, front / rear air conditioning, and front / rear heating. The modular design supports the addition and deletion of functions, and the software architecture complies with the AUTOSAR AP standard, which is convenient for secondary development and can provide highly integrated, highly safe, and low-cost power control solutions for new energy vehicles. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 This is a schematic diagram of the power domain controller system structure for this application; Figure 2 This is a schematic diagram of the architecture of the power domain controller system of this application; Figure 3 This is a schematic diagram of the software composition of the power domain controller system of this application; Figure 4 This is a high-voltage principle diagram of the power domain controller system of this application. DETAILED DESCRIPTION

[0017] In order to enable those skilled in the art to better understand the present invention, the following will clearly and completely describe the technical solutions in the embodiments of the present invention in conjunction with the accompanying drawings. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of this application.

[0018] In order to make the objectives, technical solutions and advantages of this application clearer, the implementation methods of this application will be further described in detail below with reference to the accompanying drawings.

[0019] On the first aspect, the embodiment of the present application provides a power domain controller system, which reduces the number of physical controllers and the complexity of wiring harnesses through multi-module integration, significantly reduces system development and maintenance costs, and is convenient for platform expansion. It has rich high-voltage distribution circuit interfaces and can be selected according to different vehicle configurations. It is compatible with rear-wheel drive / four-wheel drive, front / rear air conditioning, and front / rear heating. After integration, the internal modules can interact directly, reducing dependence on external communications, improving control real-time performance and optimizing network resource usage.

[0020] In one embodiment, referring to Figure 1 , Figure 1 This is a schematic diagram of the power domain controller system structure of this application. Figure 1 As shown, the power domain controller system includes a domain control board, power modules, and a high-voltage power distribution unit. The domain control board includes a vehicle controller (VCU), a thermal management controller (TMC), a battery management system (BMS), a shift controller, and a power distribution control unit (PDC). The TMC is electrically connected to the PDC. The power module includes a slow charger, a DC-DC converter (DC-DC converter), and a relay. The slow charger is electrically connected to the BMS, and the DC-DC converter is electrically connected to the shift controller. The high-voltage power distribution unit includes a copper bus, relays, and fuses.

[0021] Specifically, the power domain controller system of this application includes a power domain housing, a domain control board, a power module, and a high-voltage power distribution unit located within the power domain housing. The domain control board includes five modules: a vehicle controller, a thermal management controller, a battery management system, a shift controller, and a power distribution control unit. The power module includes a slow charger, a DC-DC converter, and relays. The high-voltage power distribution unit includes copper busbars, relays, and fuses.

[0022] Furthermore, in this application, the power domain controller system is based on the main control chip layer, power execution layer, signal interface layer, and communication management layer. Through hardware integration and software decoupling design, and based on the collaborative mechanism of centralized computing and distributed power execution of the domain control chip, it realizes the functional integration of the vehicle controller, thermal management controller, slow charging charger, DCDC converter, battery management system, distribution control unit, and shift controller.

[0023] See Figure 2As shown, the power domain controller system utilizes a four-layer modular architecture: the main control chip layer, the power execution layer, the signal interface layer, and the communication management layer. Through hardware integration and software decoupling, it integrates the functions of the vehicle control unit (VCU), thermal management controller (TMS), onboard charger (OBC), DC-DC converter, battery management system (BMS), power distribution control unit (PDU), and shift controller (TCU). By synergizing centralized computing within the domain controller chip and distributed power execution, the power domain controller system significantly reduces the wiring complexity and communication latency of traditional distributed architectures, while also supporting compatibility with both 400V and 800V dual-voltage platforms.

[0024] In this application, for the design of the main control chip layer, the domain control chip adopts a multi-core processor, and realizes the parallel operation and resource isolation of the vehicle controller, thermal management controller, battery management system, power distribution control unit, and shift controller through virtualization partitioning technology.

[0025] The vehicle controller runs on an ARM (a microprocessor) core and is used to implement vehicle drive mode switching, torque distribution, energy recovery strategy and fault diagnosis. The vehicle controller also integrates a pre-charge control algorithm to support safe activation of the high-voltage circuit.

[0026] The thermal management controller, powered by a DSP (Digital Signal Processing) core, independently collects real-time battery module temperature, motor coolant temperature, and ambient temperature. This allows for dynamic coordination of the heat pump air conditioner, electronic water pump, and PTC (Positive Temperature Coefficient) heater, supporting a wide temperature range. Specifically, the thermal management controller, powered by a DSP core, independently collects real-time battery module temperature (e.g., NTC and PTC sensors), motor coolant temperature, and ambient temperature. This allows for dynamic coordination of the heat pump air conditioner, electronic water pump, and PTC heater, supporting a wide temperature range of -40°C to 85°C.

[0027] The battery management system is equipped with a battery monitoring chip for voltage sampling, temperature collection and passive balancing control. It estimates SOC (battery state of charge) and SOH (battery state of allowable) through the Kalman filter algorithm, and shares data with the distribution control unit to optimize the charging strategy.

[0028] The power distribution control unit manages the high-voltage power distribution circuit, insulation monitoring, and slow-charge communication protocols, and integrates a pre-charge resistor control circuit. Specifically, the power distribution control unit manages the high-voltage power distribution circuit (contactor drive logic), insulation monitoring, and slow-charge communication protocols, and integrates a pre-charge resistor control circuit, supporting 10ms-level pre-charge completion. Data is shared between modules via an on-chip crossbar bus, and dual-redundant watchdog circuits and ECC memory checksums ensure functional safety.

[0029] The shift controller is used to control the brushless DC motor and solenoid valve, detect vehicle speed, throttle opening, motor speed, and control gear switching.

[0030] In this application, for the design of the power execution layer, a two-in-one module of a slow charging charger and a DCDC converter is adopted to achieve hardware integration and software collaboration, and the vehicle's power domain distribution unit (PDCU for short) has a built-in high-voltage contactor drive circuit and fuse status monitoring, which is used to connect to the two-in-one module of the slow charging charger and the DCDC converter through an isolated internal CAN (Controller Area Network) bus, thereby transmitting charging status, fault codes and power request instructions, and supporting hardware CRC (Cyclic Redundancy Check) verification and automatic retransmission mechanism.

[0031] Specifically, the hardware integration uses multi-layer PCB (Printed Circuit Board) stacking technology to integrate the slow-charging charger and DCDC converter into the same housing. The power topology adopts a PFC+LLC resonant circuit and is paired with a digital isolation driver. Specifically, for hardware integration, multi-layer PCB stacking technology is used to integrate the 6.6 / 11kW slow-charging charger (supporting single-phase / three-phase input) and the 2.5kW DCDC converter into the same housing. The power topology adopts a PFC+LLC resonant circuit and is paired with a digital isolation driver.

[0032] Specifically, software collaboration implements time-sharing multiplexing control of the slow-charging charger and DCDC converter based on FPGA. In charging mode, resources are allocated to the slow-charging charger first, and in driving mode, the DCDC converter takes the lead. It also supports bidirectional energy flow of V2L (Vehicle to Load) and V2G (Vehicle-to-Grid), and interacts with the power distribution unit in the power domain through the CAN FD (Controller Area Network with Flexible Data-Rate) protocol to monitor charging requirements.

[0033] In this application, the design of the signal interface layer includes an input signal processing unit and an output signal driving unit; the input signal processing unit includes low-voltage input, digital sampling, analog sampling, and PWM (Pulse width modulation) acquisition; the output signal driving unit includes a power driving module, digital output, air conditioning and heating control, analog output, and PWM output.

[0034] The low-voltage input supports a wide voltage input range of 9~16V and integrates TVS (Transient Voltage Suppressor) surge protection, reverse polarity protection and soft-start circuits. Digital sampling provides 16 digital input channels, supports LIN (Local Interconnect Network) and CAN signal analysis, and has a built-in Schmitt trigger for jitter elimination. Analog sampling uses a 12-bit high-precision ADC (analog-to-digital converter) with a multiplexer switching 24 analog inputs (battery voltage, temperature, pressure, etc.), integrated EMI (Electromagnetic Interference) filtering and overvoltage protection. PWM acquisition uses 4 dedicated PWM input interfaces that support dual-mode analysis of duty cycle and frequency.

[0035] The power driver module implements short-circuit protection, over-temperature protection, and current sampling feedback. The digital output is a high-side driver (driving loads such as relays and solenoid valves) and supports open-circuit and short-circuit diagnostics. The air conditioning heater controls the PTC heater and compressor via a dedicated PWM output channel. The analog outputs provide four 0-5V adjustable voltage outputs for adjusting proportional valves and damper motors. Specifically, the PWM outputs are used to drive water pumps and fans. Specifically, the PWM outputs are used to drive speed-controlled devices such as water pumps and fans.

[0036] In this application, the design of the communication management layer includes internal communication, external communication, and security protection. Internal communication between the domain control chip and the power execution layer devices is done via a dual-channel CAN FD bus (redundant design), transmitting control commands and status data. This is especially true for critical control commands and status data, with a bus load factor of ≤30%.

[0037] External communication involves interacting with the chassis and cockpit domains through the vehicle's CAN FD gateway, supporting OTA (Over-the-Air Technology) upgrades and big data diagnosis.

[0038] Safety protection requires meeting functional safety standards and fault response time requirements (fault response time ≤ 10ms), and key signals use differential transmission and shielded wiring harness design.

[0039] See also Figure 3 The figure below shows the software composition of the power domain controller system of this application. The software of the power domain controller system includes application layer software and basic software. The application layer software is divided into two parts: one is the VCU, TCU, BMS, TMS, and PDU on the domain control board, and the other is the OBC and DCDC converter. The basic software is divided into RTE (Runtime Environment) middleware and low-level software. The low-level software includes drivers, protocol stacks, BootLoader, etc.

[0040] It should be noted that, see Figure 4 As shown, the high-voltage principle of the power domain controller system of this application includes a DCDC converter, a slow-charging charger, a battery input circuit, a DCDC output circuit, a slow-charging port / discharging circuit, a fast-charging circuit, a compressor circuit, a rear compressor circuit, a WPTC circuit, a top-mounted circuit, a front-drive motor circuit, an APTC circuit, and a rear-drive motor circuit. The high-voltage power distribution circuit includes a DCDC converter / slow-charging charger fuse, a fast-charging relay, a compressor fuse, a WPTC relay, a top-mounted pre-charging relay, a top-mounted relay, a top-mounted pre-charging resistor, a front-drive motor fuse, two APTC fuses, and a rear-drive motor fuse.

[0041] This application improves the hardware integration: through chip-level function fusion and power module integration, the system volume is reduced by 60% and the wiring harness is reduced by 45%; real-time optimization: the on-chip bus delay of the main control layer is reduced to the nanosecond level, and the vehicle control cycle is shortened from the traditional 100ms to 20ms; scalability: the modular design supports the addition and deletion of functions (such as the addition of a V2X interface), and the software architecture complies with the AUTOSAR AP standard, which is convenient for secondary development; by breaking through the bottleneck of the traditional domain controller architecture, it provides a highly integrated, highly secure, and low-cost power control solution for new energy vehicles.

[0042] The power domain controller system of the embodiment of the present application adopts a multi-core processor architecture to realize chip-level functional integration of the vehicle controller, thermal management controller, battery management system, shift controller, and power distribution control unit, reducing the physical space occupied by traditional distributed ECUs and improving hardware integration. Through chip-level functional integration and power module integration, the system volume is reduced by 60% and the wiring harness is reduced by 45%; the main control layer adopts an on-chip cross-switch bus to realize data interaction between modules, which is faster than the traditional CAN bus; the power layer connects the slow charging charger, DCDC converter and power domain distribution unit through an isolated internal CAN-FD bus; it has strong scalability and rich high-voltage distribution circuit interfaces, which can be selected according to different vehicle configurations, and is compatible with rear-wheel drive / four-wheel drive, front / rear air conditioning, and front / rear heating; the modular design supports function addition and deletion (such as adding a V2X interface), and the software architecture complies with the AUTOSARAP standard, which is convenient for secondary development and can provide new energy vehicles with highly integrated, high-safety, and low-cost power control solutions.

[0043] The terms "including" and "having" and any variations thereof in the specification and claims of this application and the above-mentioned drawings are intended to cover non-exclusive inclusions. For example, a process, method, system, product or device that includes a series of steps or units is not limited to the listed steps or units, but optionally includes steps or units that are not listed, or optionally includes other steps or units inherent to these processes, methods, products or devices. The terms "first", "second" and "third" are used to distinguish different objects, etc., and do not represent a sequence, nor do they limit the "first", "second" and "third" to different types.

[0044] In the description of the embodiments of this application, the words "exemplary," "for example," or "for example" are used to indicate examples, illustrations, or descriptions. Any embodiment or design described as "exemplary," "for example," or "for example" in the embodiments of this application should not be construed as being preferred or advantageous over other embodiments or designs. Rather, the use of words such as "exemplary," "for example," or "for example" is intended to present the relevant concepts in a concrete manner.

[0045] In the description of the embodiments of the present application, unless otherwise specified, “ / ” means or, for example, A / B can mean A or B; “and / or” in the text is merely a description of the association relationship of associated objects, indicating that three relationships may exist, for example, A and / or B can mean: A exists alone, A and B exist at the same time, and B exists alone. In addition, in the description of the embodiments of the present application, “multiple” refers to two or more than two.

[0046] In the description of this application, it should be noted that the terms "upper" and "lower" and the like indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings, and are only for the convenience of describing this application and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on this application. Unless otherwise clearly specified and limited, the terms "installed", "connected", and "connected" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or an indirect connection through an intermediate medium, or it can be internal communication between two elements. For those of ordinary skill in the art, the specific meanings of the above terms in this application can be understood according to the specific circumstances.

[0047] It should be noted that, in this application, relational terms such as "first" and "second" are used only to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "include", "comprise" or any other variants thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements includes not only those elements, but also other elements not explicitly listed, or also includes elements inherent to such process, method, article or device. In the absence of further restrictions, an element defined by the sentence "comprising a ..." does not exclude the presence of other identical elements in the process, method, article or device comprising the element.

[0048] The foregoing is merely a list of specific embodiments of the present application, intended to enable those skilled in the art to understand or implement the present application. Various modifications to these embodiments will be readily apparent to those skilled in the art, and the general principles defined herein may be implemented in other embodiments without departing from the spirit or scope of the present application. Therefore, the present application is not limited to the embodiments shown herein, but is intended to conform to the broadest scope consistent with the principles and novel features of the present application.

Claims

1. A power domain controller system, characterized in that: The power domain controller system includes a domain control board, a power module and a high-voltage distribution part; The domain control board includes a vehicle controller and a thermal management controller, a battery management system, a shift controller, and a power distribution control unit electrically connected to the vehicle controller, and the thermal management controller is electrically connected to the power distribution control unit; The power module includes a slow charging charger, a DCDC converter, and a relay, and the slow charging charger is electrically connected to the battery management system, and the DCDC converter is electrically connected to the shift controller; The high voltage distribution part includes copper busbar, relay and fuse; Among them, the power domain controller is based on the main control chip layer, power execution layer, signal interface layer, and communication management layer. Through hardware integration and software decoupling design, and based on the collaborative mechanism of centralized computing and distributed power execution of the domain control chip, it realizes the functional integration of the vehicle controller, thermal management controller, slow charging charger, DCDC converter, battery management system, distribution control unit, and shift controller.

2. A power domain controller system according to claim 1, characterized in that: For the design of the main control chip layer, the domain control chip adopts a multi-core processor and realizes the parallel operation and resource isolation of the vehicle controller, thermal management controller, battery management system, power distribution control unit, and shift controller through virtualization partitioning technology.

3. A power domain controller system according to claim 2, characterized in that: The vehicle controller runs on an ARM core and is used to implement vehicle drive mode switching, torque distribution, energy recovery strategy and fault diagnosis. The vehicle controller also integrates a pre-charge control algorithm to support safe activation of the high-voltage circuit. The thermal management controller is independently operated by the DSP core and is used to collect real-time temperature of the battery module, motor coolant temperature and ambient temperature, thereby dynamically adjusting the coordinated operation of the heat pump air conditioner, electronic water pump and PTC heater, and supports wide temperature range control; The battery management system is equipped with a battery monitoring chip for voltage sampling, temperature acquisition and passive balancing control, estimates SOC and SOH through the Kalman filter algorithm, and shares data with the power distribution control unit to optimize the charging strategy; The power distribution control unit is used to manage the high-voltage power distribution circuit, insulation monitoring and slow charging communication protocol, and integrates the pre-charge resistance control circuit; The shift controller is used to control the DC brushless motor and the solenoid valve, detect vehicle speed, throttle opening, motor speed, and control gear switching.

4. A power domain controller system according to claim 1, characterized in that: For the design of the power execution layer, a two-in-one module of a slow charging charger and a DCDC converter is used to achieve hardware integration and software collaboration. The vehicle's power domain distribution unit has a built-in high-voltage contactor drive circuit and fuse status monitoring, which is used to connect to the two-in-one module of a slow charging charger and a DCDC converter through an isolated internal CAN bus to transmit charging status, fault codes and power request instructions, and supports hardware CRC verification and automatic retransmission mechanism.

5. A power domain controller system according to claim 4, characterized in that: The hardware integration specifically adopts multi-layer PCB stacking technology to integrate the slow charging charger and DCDC converter in the same housing, adopts PFC+LLC resonant circuit in the power topology, and is equipped with a digital isolation driver.

6. A power domain controller system according to claim 4, characterized in that: Specifically, the software collaboration implements time-sharing multiplexing control of the slow-charging charger and the DCDC converter based on FPGA, prioritizes resource allocation to the slow-charging charger in charging mode, switches to the DCDC converter dominance in driving mode, supports V2L and V2G bidirectional energy flow, and interacts with the power domain distribution unit through the CAN FD protocol to meet charging requirements.

7. A power domain controller system according to claim 1, characterized in that: The design of the signal interface layer includes the input signal processing unit and the output signal driving unit; The input signal processing unit includes low voltage input, digital sampling, analog sampling, and PWM acquisition; The output signal driving unit includes a power driving module, digital output, air conditioning and heating control, analog output, and PWM output.

8. A power domain controller system according to claim 7, characterized in that: The low-voltage input supports a wide voltage range of 9~16V and integrates TVS surge protection, reverse connection protection and soft start circuit; The digital sampling has 16 digital input channels, supports LIN and CAN signal analysis, and has a built-in Schmitt trigger for jitter elimination; The analog sampling is a 12-bit high-precision ADC, configured with a multiplexer to switch 24 analog inputs, and integrated with EMI filtering and overvoltage protection; The PWM acquisition is a 4-channel dedicated PWM input interface that supports duty cycle and frequency dual-mode analysis.

9. The power domain controller system according to claim 7, characterized in that: The power drive module is used to implement short circuit protection, over-temperature protection and current sampling feedback; The digital output is a high-side driver that supports open circuit and short circuit diagnosis; The air conditioning heating control is to control the PTC heater and compressor through a dedicated PWM output channel; The analog output is a 4-way 0~5V adjustable voltage output, which is used to adjust the proportional valve and damper motor; The PWM output is used to drive a water pump and a fan.

10. A power domain controller system according to claim 1, characterized in that: Design of the communication management layer, including internal communication, external communication, and security protection; The internal communication is that the domain control chip and the devices in the power execution layer are interconnected via a dual-channel CAN FD bus to transmit control instructions and status data; The external communication is to interact with the chassis domain and cockpit domain through the vehicle CAN FD gateway to support OTA upgrades and big data diagnosis; The safety protection is to meet the functional safety standards and fault response time requirements, and the key signals adopt differential transmission and shielded wiring harness design.

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