Power distribution device, vehicle, and failure processing method

Abstract

The application relates to the new energy automobile technology field of an electric vehicle, in particular to a power distribution device, which comprises a bus, the bus comprising a first end and a second end; a branch line is connected between the first end and the second end of the bus, and the branch line is used for connecting a load; the first end of the bus is used for connecting a battery, and the second end is used for connecting a second power supply device; the first end of the bus is connected with a first circuit protection module in series; the first circuit protection module is configured to: when one side circuit of the two sides of the first circuit protection module is electrically faulty, the first circuit protection module is in a non-conduction state from the electrically faulty side circuit to the other side circuit. A vehicle provided with the power distribution device and a fault processing method based on the power distribution device are also provided. The technical scheme can realize that the power distribution of a low-voltage power supply system at low cost can meet the high-availability and high-safety requirements of operation under fault.

Description

Technical Field

[0001] This application relates to the field of new energy vehicle technology under electric vehicles, and also to the field of battery management technology, particularly to power distribution devices, vehicles having such power distribution devices, and fault handling methods based on such power distribution devices. Background Technology

[0002] In recent years, with the rapid development of intelligent driving technology, intelligent driving cars have quickly entered thousands of households. Cars have also gradually evolved from the original purely manual driving mode to assisted driving or autonomous driving mode. The level of automation of autonomous driving includes L1 driving assistance, L2 partial automation, L3 conditional automation, L4 high automation, and L5 full automation.

[0003] At levels L1 and L2, hands-free driving is not permitted; at levels L2+ and above, hands-free driving is allowed; and at levels L3 and above, hands-free and eyes-free driving is permitted, and the driver may not even need to pay attention to the vehicle's operation. As can be seen, the development of autonomous driving levels presents new challenges and requirements for the design of the entire vehicle system. These requirements go beyond simply ensuring safety under fault conditions; they also need to ensure operability under fault conditions, i.e., fail-operational operation (described later).

[0004] For example, electronic steering / braking systems must not only meet the high safety requirements of electronic steering / braking under intelligent driving conditions, but also meet the high safety and high availability requirements under fault conditions, so as to avoid the loss of electronic steering / braking power leading to excessive manual steering / braking force demand, failure to steer or stop in time, and loss of vehicle control.

[0005] For example, when an autonomous driving system is running, the driver cannot operate the vehicle in a timely manner as in human driving mode. In order to ensure driving safety, the automated driving system / advanced driver-assistance system (ADS / ADAS) must meet the requirements of high safety and high availability in the event of a failure, so as to avoid the vehicle losing control due to the failure of the intelligent driving system.

[0006] For example, as vehicle weight (such as body weight and power battery weight) gradually increases, and with the gradual application of steer-by-wire and brake-by-wire technologies in the future, the development of redundant steer-by-wire / braking technology also needs to meet the requirements of high safety and high availability under fault conditions, so as to avoid lateral loss of vehicle control due to failure of the steer-by-wire / braking system.

[0007] On the other hand, in order to meet the high availability and high safety requirements for "fault operation" as listed above, the low-voltage power supply system (such as 12V power supply system, 24V power supply system, etc.) of the vehicles supplying the above power must also meet the high availability and high safety requirements for operation under fault conditions. Therefore, how to realize the power distribution of the low-voltage power supply system under these high availability and high safety requirements is the technical problem to be solved by this application. Summary of the Invention

[0008] In view of the above-mentioned problems of the prior art, this application provides a power distribution device, a vehicle having the power distribution device, and a fault handling method based on the power distribution device, so as to achieve high availability and high safety requirements for low-voltage power distribution systems to meet the fault operation requirements at low cost.

[0009] To achieve the above objectives, the first aspect of this application provides a power distribution device, a busbar, the busbar including a first end and a second end; a branch line is provided between the first end and the second end of the busbar, the branch line being used to connect a load;

[0010] The first end of the busbar is used to connect the battery, and the second end is used to connect the second power supply device.

[0011] The first end of the busbar is connected in series with the first circuit protection module;

[0012] The first circuit protection module is configured such that when one of the circuits on both sides of the first circuit protection module is electrically faulted, the first circuit protection module is in a state where the circuit on the side with the electrical fault is not connected to the circuit on the other side.

[0013] Therefore, when the power distribution device of this application is applied, by adding a first circuit protection module and adopting a single battery configuration, the electrical fault on one side of the first circuit protection module, such as over / under voltage or overcurrent faults, is prevented from affecting the other side of the faulty circuit, thus meeting the requirement of supporting operation under fault conditions. On the other hand, the use of a single battery also reduces the overall cost of the low-voltage power supply system.

[0014] As one possible implementation of the first aspect, the first circuit protection module is specifically configured such that when there is an electrical fault in the battery-side circuit of the first circuit protection module, the first circuit protection module is in a state where the circuit from the battery-side circuit to the bus-side circuit is not conducting.

[0015] As described above, this configuration of the first circuit protection module enables the battery-to-bus side to be de-conducted when an electrical fault occurs on the side of the circuit connected to the battery, such as over / under voltage or overcurrent faults. This prevents the battery-side circuit from affecting the bus. In this case, power can be supplied through the second power supply device to support operation under fault conditions.

[0016] As one possible implementation of the first aspect, the first circuit protection module is specifically configured such that when the battery state in the battery-side circuit of the first circuit protection module is abnormal, the first circuit protection module is in a state where the circuit from the battery-side circuit to the bus-side circuit is not connected.

[0017] Therefore, with this configuration, even when a battery is connected to the power distribution unit, the busbar and battery can be kept in an open-circuit state when the battery is in an abnormal condition. This avoids the impact of battery-side faults on the busbar and meets the safety requirements for operation under fault conditions. Abnormal battery conditions include low or undervoltage, overcurrent / short circuit, intermittent or discontinuous battery output voltage, even open circuit, battery reaching the end of its lifespan or capacity decay, inability to charge, and excessively high temperature.

[0018] As one possible implementation of the first aspect, the first circuit protection module is specifically configured such that when there is an electrical fault in the bus-side circuit of the first circuit protection module, the first circuit protection module is in a state where the circuit from the bus-side circuit to the battery-side circuit is not conducting.

[0019] Therefore, with this configuration, even if a battery is connected to the power distribution unit, the busbar and battery can be disconnected in the event of an electrical fault on the busbar side, such as over / under voltage, overcurrent, or leakage. This avoids the impact of the busbar fault on the battery and meets the safety requirements for operation under fault conditions.

[0020] As one possible implementation of the first aspect, the busbars are two parallel busbars, and a first circuit protection module is connected in series at the first end of each busbar; the first circuit protection module on the two busbars is specifically configured such that when the battery-side circuit of the first circuit protection module on the two busbars has an electrical fault or the battery status is abnormal, the first circuit protection module on the two busbars is in a state of making the circuit from the battery side to the busbar side non-conductive.

[0021] As described above, a dual-busbar structure is adopted, further realizing power supply redundancy and meeting the high safety power supply requirements for fault operation. Furthermore, each busbar is equipped with a first circuit protection module, ensuring that electrical faults on the battery side do not affect the circuits on both busbar sides, thus meeting the high safety power supply requirements for fault operation.

[0022] As one possible implementation of the first aspect, the first circuit protection module on the first bus of the two buses is further configured such that: when there is an electrical fault in the circuit on the second bus side, and the first circuit protection module on the second bus is in a state that makes the circuit from the second bus side to the battery side conductive, the first circuit protection module on the first bus is in a state that makes the circuit from the battery side to the first bus side non-conductive.

[0023] As described above, each busbar is equipped with a first circuit protection module. Through this scheme, a fault in one busbar will not affect the other busbar, thus meeting the high safety power supply requirements for fault operation.

[0024] As one possible implementation of the first aspect, at least one of the branches is connected to a sub-branch, which is used to connect the load.

[0025] As described above, by setting up sub-branch lines on the branch lines, some ordinary loads can be connected to the sub-branch lines.

[0026] As one possible implementation of the first aspect, a third circuit protection module is connected in series in the sub-branch.

[0027] The third circuit protection module is configured to open the sub-branch when an electrical fault occurs on the load side of the sub-branch connection.

[0028] As described above, the third circuit protection module of the sub-branch enables the power supply of the sub-branch to be disconnected when there is an electrical fault on the load side of the sub-branch connection, such as overcurrent or short circuit, so as to avoid the impact of the load side of the faulty sub-branch on the bus.

[0029] As one possible implementation of the first aspect, a fourth circuit protection module is connected in series in the branch line.

[0030] For the branch line connected to the load, the fourth circuit protection module installed on it is configured to: when an electrical fault occurs on the load side of the branch line, the fourth circuit protection module is in a state of disconnecting the branch line, or

[0031] For a branch line connecting to a sub-branch, the fourth circuit protection module installed on it is configured such that when there is an electrical fault on the combined side of the branch line connecting to the sub-branch, the fourth circuit protection module is in a state of disconnecting the branch line.

[0032] As described above, the fourth circuit protection module on the branch line enables the power supply to the branch line to be disconnected when there is an electrical fault on the combined side of the branch line or when there is an electrical fault such as overcurrent or short circuit, so as to avoid the impact of the load or sub-branch connected to the faulty branch line on the bus.

[0033] As one possible implementation of the first aspect, the response time of the fourth circuit protection module to electrical faults is shorter than that of the third circuit protection module.

[0034] As described above, by using the different safety levels of the fourth circuit protection module (such as the high safety load overcurrent protection circuit) and the third circuit protection circuit module (such as the conventional load overcurrent protection circuit), the classification control and management of "high safety load" and "low safety load" can be realized, which can realize the cost control of the power distribution system and eliminate the need to use the high safety level and high cost of the fourth circuit protection module.

[0035] As one possible implementation of the first aspect, a second circuit protection module is connected in series at the second end of the busbar; the second circuit protection module is configured such that when one of the circuits on both sides of the second circuit protection module is electrically faulted, the first circuit protection module is in a state that makes the circuit on the side with the electrical fault non-conductive to the other side of the circuit.

[0036] Electrical faults include at least one of the following: overcurrent fault, overvoltage fault, and undervoltage fault.

[0037] Therefore, when the power distribution device of this application is applied, by adding a second circuit protection module, the electrical faults on one side of the circuit of the first circuit protection module, such as over / under voltage or overcurrent faults, are prevented from being conducted to the other side, thus avoiding the influence of the other side of the faulty circuit and meeting the requirement of supporting operation under fault conditions.

[0038] As one possible implementation of the first aspect, the second circuit protection module is specifically configured such that when there is an electrical fault in the second power supply device side circuit of the second circuit protection module, the second circuit protection module is in a state where the circuit from the second power supply device side circuit to the bus side circuit is not conducting.

[0039] As described above, by implementing this configuration through the second circuit protection module, it is possible to prevent the second power supply device's side circuit from affecting the busbar in the event of electrical faults such as over / under voltage or overcurrent. In this case, power can be supplied by battery to support operation under fault conditions.

[0040] As one possible implementation of the first aspect, the second circuit protection module is specifically configured such that when there is an electrical fault on the bus side of the second circuit protection module, the second circuit protection module is in a state where the circuit from the bus side to the circuit of the second power supply device is not connected.

[0041] As described above, this configuration also enables the busbar to be disconnected from the second power supply device in the event of an electrical fault on the busbar side, such as over / under voltage, overcurrent, or leakage. This avoids the impact of the busbar fault on the second power supply device and meets the safety requirements for operation under fault conditions.

[0042] As one possible implementation of the first aspect, the busbars are two parallel busbars, and each busbar has a second circuit protection module connected in series at one end for connecting to the second power supply device; the second circuit protection modules on the two busbars are specifically configured such that when there is an electrical fault in the circuit on the second power supply device side of the second circuit protection module on the two busbars, the second circuit protection module on the two busbars is in a state of making the circuit from the second power supply device side to the busbar side non-conductive.

[0043] As described above, a dual-busbar structure is adopted, achieving power supply redundancy and further meeting the high-safety power supply requirements for fault operation. Furthermore, each busbar is equipped with a second circuit protection module, ensuring that electrical faults on the second power supply side do not affect the circuits on either busbar side, thus meeting the high-safety power supply requirements for fault operation.

[0044] As one possible implementation of the first aspect, the second circuit protection module on the first bus of the two busbars is further configured such that: when there is an electrical fault in the circuit on the second busbar side of the two busbars, and the second circuit protection module on the second busbar is in a state of conducting from the circuit on the second busbar side to the circuit on the second power supply device side, the second circuit protection module on the first busbar is in a state of not conducting from the circuit on the second power supply device side to the circuit on the first busbar side.

[0045] As described above, each busbar is equipped with a second circuit protection module. Through the above configuration scheme, it can be ensured that a fault in one busbar will not affect the other busbar, thus meeting the high safety power supply requirements for fault operation.

[0046] As one possible implementation of the first aspect, it also includes a control module for receiving information about various electrical faults and / or battery status, and controlling at least one of the circuit protection modules to be in a closed or open circuit state.

[0047] As described above, the control module can be used to monitor and manage electrical faults on the battery side, the second power supply device side, each branch or sub-branch side, and the bus side in real time, so as to facilitate load fault management, rapid fault location, and fault handling.

[0048] As one possible implementation of the first aspect, when the busbars are two parallel busbars, the control modules are two control modules that communicate with each other;

[0049] One of the control modules receives information about various electrical faults, and the circuit protection module it controls corresponds to a busbar, or a branch line connected to that busbar, or a sub-branch connected to that branch line.

[0050] The other control module receives information on various electrical faults, and the circuit protection module it controls corresponds to another bus, or a branch line connected to that bus, or a sub-branch connected to that branch line.

[0051] As shown above, redundancy in control can be achieved through two control modules. In addition, by using the above method, each control module corresponds to a bus, which can achieve distributed control of risks and improve safety.

[0052] A second aspect of this application provides a vehicle that includes the power distribution device described in the first aspect.

[0053] Therefore, the power distribution device described in the first aspect can be applied to vehicles to support operation in the event of a failure in the vehicle's power distribution system.

[0054] A third aspect of this application provides a fault handling method applied to a power distribution device. The power distribution device includes a busbar, which includes a first end and a second end. The first end of the busbar is connected to a battery. A first circuit protection module is connected in series with the first end of the busbar.

[0055] The fault handling method includes: when an electrical fault is detected on one side of the circuits on both sides of the first circuit protection module, the first circuit protection module is put into a first state, which includes putting the first circuit protection module into a state where the circuit on the side with the electrical fault is not connected to the circuit on the other side.

[0056] As described above, the first circuit protection module is located between the first end of the busbar and the battery. Through this first circuit protection module, the circuit on the side of the electrical fault can be made non-conductive to the circuit on the other side, enabling the vehicle to operate under fault conditions.

[0057] As one possible implementation of the third aspect, the second end of the busbar is connected to a second power supply device, and the second end of the busbar is connected in series with a second circuit protection module; the fault handling method specifically includes:

[0058] When the first fault is detected, the first circuit protection module is set to the second open circuit state;

[0059] And when the first circuit protection module cannot be in the second open circuit state, the second circuit protection module of the bus where the first circuit protection module is located is made to be in the third open circuit state;

[0060] The first fault includes at least one of the following: electrical fault in the battery side circuit, abnormal battery status, and battery over-temperature fault.

[0061] The second circuit breaker state includes: the first circuit protection module is in a state where the circuit from the battery side to the bus side is not connected;

[0062] The third circuit breaker state includes: the second circuit protection module is in a state where the circuit from its bus side to the second power supply device side is not connected.

[0063] Therefore, when there is an electrical fault in the battery-side circuit or an abnormal battery condition, the first circuit protection module can be set to the second open-circuit state to prevent the battery-side circuit fault from affecting the bus. Furthermore, when the first circuit protection module cannot be set to the second open-circuit state, by setting the corresponding second circuit protection module to the third open-circuit state, the impact of the battery-side circuit fault on the second power supply device side through the bus can be prevented, thus improving the reliability and safety of operation under fault conditions.

[0064] As a possible implementation of the third aspect, it further includes: when the first circuit protection module is in a second open-circuit state, executing a first failure strategy, the first failure strategy including a low-voltage battery failure strategy for the vehicle; or

[0065] When the second circuit protection module on the bus where the first circuit protection module is located is in the third open circuit state, the second failure strategy is executed. The second failure strategy includes the vehicle's low-voltage battery and one power distribution failure strategy.

[0066] Based on the above, different strategies are used for different vehicle fault conditions to correspond to the different states of the first and second circuit protection modules during a fault, thereby improving the reliability and safety of operation under fault conditions.

[0067] As a possible implementation of the third aspect, it also includes: after setting the first circuit protection module to the second open circuit state, when the first fault recovery is detected, setting the first circuit protection module to the first closed circuit state;

[0068] The first conduction state includes: the first circuit protection module is in a state where its battery-side circuit to bus-side circuit is in a conduction state.

[0069] The fact that the fault can be recovered further increases security.

[0070] As one possible implementation of the third aspect, the second end of the busbar is connected to a second power supply device, and the second end of the busbar is connected in series with a second circuit protection module; the fault handling method specifically includes:

[0071] When an electrical fault is detected in the circuit on the second power supply side, the second circuit protection module is set to the fourth open circuit state.

[0072] And when the second circuit protection module cannot be in the fourth open circuit state, the first circuit protection module of the bus where the second circuit protection module is located is in the first open circuit state;

[0073] The first circuit breaker state includes: the first circuit protection module is in a state where the circuit from the bus side to the battery side is not connected;

[0074] The fourth circuit breaker state includes: the second circuit protection module is in a state where the circuit from the second power supply device side to the bus side is not connected.

[0075] Therefore, when an electrical fault occurs in the circuit of the second power supply unit, the impact of the fault on the bus can be avoided by setting the second circuit protection module to the fourth open circuit state. Furthermore, when the second circuit protection module cannot be set to the fourth open circuit state, setting the corresponding first circuit protection module to the second open circuit state can prevent the fault from affecting the battery side via the bus, thus improving the reliability and safety of operation under fault conditions.

[0076] As a possible implementation of the third aspect, it further includes: when the second circuit protection module is in a fourth open-circuit state, executing a third failure strategy, the third failure strategy including a failure strategy for the vehicle's second power supply device; or

[0077] When the first circuit protection module of the bus where the second circuit protection module is located is in the first open circuit state, the fourth failure strategy is executed. The fourth failure strategy includes the second power supply device of the vehicle and a power distribution failure strategy.

[0078] Based on the above, different strategies are used for different vehicle fault conditions to correspond to the different states of the first and second circuit protection modules during a fault, thereby improving the reliability and safety of operation under fault conditions.

[0079] As a possible implementation of the third aspect, after the second circuit protection module is in the fourth open circuit state, it also includes:

[0080] The first circuit protection module on the bus where the second circuit protection module is located is in a first conducting state; the first conducting state includes: the first circuit protection module is in a state in which its battery-side circuit to the bus-side circuit is conducting.

[0081] As described above, the battery side is powered in the event of a fault on the second power supply side, thus enabling operation under fault conditions and improving operational safety.

[0082] As a possible implementation of the third aspect, the second end of the busbar is connected to a second power supply device, and a second circuit protection module is connected in series at the second end of the busbar; a branch line is provided between the first and second ends of the busbar, and a fourth circuit protection module is connected in series on the branch line; the fault handling method specifically includes:

[0083] When a second fault is detected, the fourth circuit protection module is set to an open circuit state.

[0084] And when the fourth circuit protection module cannot be in the open circuit state, the first circuit protection module on the bus where the branch of the fourth circuit protection module is located is in the first open circuit state and the second circuit protection module is in the third open circuit state.

[0085] The second fault includes at least one of the following: electrical fault on the load side of the branch connection, and electrical fault on the combining side of the branch connection sub-branch.

[0086] Therefore, when an electrical fault occurs on the load side of the branch line or the combining side of the sub-branch line, the fourth circuit protection module is set to an open circuit state to prevent the load or sub-branch line fault from affecting the bus. Furthermore, when the fourth circuit protection module cannot be set to an open circuit state, by setting the corresponding first circuit protection module to a first open circuit state and the second circuit protection module to a third open circuit state, the impact of the fault on the battery side and the second power supply device side through the bus can be prevented, thus improving the reliability and safety of operation under fault conditions.

[0087] As a possible implementation of the third aspect, it also includes:

[0088] When the fourth circuit protection module is in an open-circuit state, the fifth failure strategy is executed, which includes a branch line failure strategy; or

[0089] When the first circuit protection module on the busbar where the branch line is located is in the first open circuit state and the second circuit protection module on the busbar is in the third open circuit state, the sixth failure strategy is executed. The sixth failure strategy includes the power distribution failure strategy of one line of the vehicle.

[0090] As shown above, different strategies are used for different vehicle faults, which improves the reliability and safety of operation under fault conditions.

[0091] As a possible implementation of the third aspect, the second end of the busbar is connected to the second power supply device, and the second end of the busbar is connected in series with the second circuit protection module.

[0092] A branch line is provided between the first and second ends of the busbar. A fourth circuit protection module is connected in series on the branch line. A sub-branch line is provided on the branch line. A third circuit protection module is connected in series on the sub-branch line.

[0093] The specific troubleshooting methods include:

[0094] When an electrical fault is detected on the load side of the sub-branch connection, the third circuit protection module is set to open circuit state.

[0095] And when the third circuit protection module cannot be in the open circuit state, the fourth circuit protection module of the branch where the sub-branch is located will be in the open circuit state;

[0096] When the fourth circuit protection module cannot be in the open circuit state, the first circuit protection module on the bus where the branch line is located is in the first open circuit state and the second circuit protection module is in the third open circuit state.

[0097] Therefore, when an electrical fault occurs on the sub-branch side, the third circuit protection module is set to an open-circuit state to prevent the sub-branch fault from affecting the bus. Furthermore, if the third circuit protection module cannot be disconnected, the fourth circuit protection module is set to an open-circuit state to prevent the sub-branch fault from affecting the bus. And when the fourth circuit protection module cannot be set to an open-circuit state, by setting the corresponding first circuit protection module to a first open-circuit state and the second circuit protection module to a third open-circuit state, the impact of the fault on the battery side and the second power supply unit side through the bus can be prevented, thus improving the reliability and safety of operation under fault conditions.

[0098] As a possible implementation of the third aspect, it also includes:

[0099] When the fourth circuit protection module is in an open-circuit state, the fifth failure strategy is executed, which includes a branch line failure strategy; or

[0100] When the first circuit protection module on the busbar where the branch line is located is in the first open circuit state and the second circuit protection module on the busbar is in the third open circuit state, the sixth failure strategy is executed. The sixth failure strategy includes the failure strategy for one power distribution line of the vehicle.

[0101] Based on the different states of the first, second, third, and fourth circuit protection modules in the event of a fault, different strategies are used for different vehicle fault conditions, thereby improving the reliability and safety of operation under fault conditions.

[0102] As one possible implementation of the third aspect, the second end of the busbar is connected to a second power supply device, and the second end of the busbar is connected in series with a second circuit protection module; the fault handling method specifically includes:

[0103] When a bus fault is detected, the first circuit protection module on the faulty bus is set to the first open circuit state and the second circuit protection module on the faulty bus is set to the third open circuit state.

[0104] And when the first circuit protection module cannot be in the first open circuit state, the first circuit protection module on the other bus is made to be in the second open circuit state, or when the second circuit protection module cannot be in the third open circuit state, the second circuit protection module on the other bus is made to be in the fourth open circuit state.

[0105] As described above, when an electrical fault occurs on one busbar side, the first circuit protection module on the faulty busbar is set to the first open circuit state and the second circuit protection module is set to the third open circuit state. This can prevent the faulty busbar from affecting the battery side, the second power supply device side, and the other busbar, thereby improving the reliability and safety of operation under fault conditions.

[0106] Furthermore, when the first circuit protection module cannot be in the first open circuit state, the first circuit protection module on the other bus can be set to the second open circuit state, which can avoid the impact of the faulty bus on the other bus and improve the reliability and safety of operation under fault conditions.

[0107] Furthermore, when the second circuit protection module cannot be in the third open circuit state, making the second circuit protection module on the other busbar in the fourth open circuit state can avoid the impact of the faulty busbar on the other busbar, thus improving the reliability and safety of operation under fault conditions.

[0108] As a possible implementation of the third aspect, when the first circuit protection module is in a first open circuit state and the second circuit protection module is in a third open circuit state, a power distribution failure strategy for the vehicle is executed; or

[0109] When the first circuit protection module fails to achieve the first open circuit state, and the first circuit protection module on the other bus is in the second open circuit state, the vehicle's low-voltage battery and one power distribution failure strategy are executed; or

[0110] When the second circuit protection module cannot be in the third open circuit state, and the second circuit protection module on the other bus is in the fourth open circuit state, the vehicle's second power supply device and one power distribution failure strategy are executed.

[0111] Based on the above, the different states of the first and second circuit protection modules when a busbar fails are used, and different strategies are employed for different vehicles under fault conditions, thereby improving the reliability and safety of operation under fault conditions.

[0112] The fourth aspect of this application provides a readable storage medium storing a program or instructions that, when executed, implement any of the fault handling methods described in the third aspect above.

[0113] In summary, the embodiments of the technical solution provided in this application, by adding a first circuit protection module, can support operation under fault conditions even with a single battery, significantly reducing the overall cost of the power distribution system. Specifically, when using a single busbar structure, accurate and rapid detection and safe isolation of faults on the second power supply device side, battery side, and load side of the power distribution system are achieved, and a single low-voltage power distribution system can meet the high-safety power supply requirements for operation under ASIL B level faults.

[0114] On the other hand, when a power distribution system with a double busbar structure is used, it can achieve accurate and rapid detection and safe isolation of power supply faults on the second power supply side, faults on both power supply lines, faults on the load side, and faults on the battery side. A power distribution system with a double busbar structure can meet the high safety power supply requirements for ASIL D level fault operation.

[0115] On the other hand, by using the fourth circuit protection module (such as the high safety load overcurrent protection circuit) and the third circuit protection circuit module (such as the conventional load overcurrent protection circuit), the classification control and management of high safety loads and low safety loads can be realized, which can reduce the cost of the power distribution system.

[0116] On the other hand, the real-time monitoring and management of each fault through the control module enables fault management, fault location, and fault handling, thereby meeting the high safety requirements of fault operation.

[0117] These and other aspects of this application will become more apparent in the description of the following embodiments(s). Attached Figure Description

[0118] The following description, with reference to the accompanying drawings, further illustrates the various features of this application and the relationships between them. The drawings are exemplary; some features are not shown to scale, and some drawings may omit conventional features in the field of this application that are not essential to it, or additional features that are not essential to this application may be shown. The combination of features shown in the drawings is not intended to limit this application. Furthermore, throughout this specification, the same reference numerals refer to the same things. Specific descriptions of the drawings are as follows:

[0119] Figure 1 This is a schematic diagram of the structure of an embodiment of the power distribution device of this application;

[0120] Figure 2a-1 This is a first structural schematic diagram of a first specific embodiment of the power distribution device of this application;

[0121] Figure 2a-2 This is a second structural schematic diagram of the first specific embodiment of the power distribution device of this application;

[0122] Figure 2b This is a first structural schematic diagram of a second specific embodiment of the power distribution device of this application;

[0123] Figure 2c-1 This is a first structural schematic diagram of the third specific embodiment of the power distribution device of this application;

[0124] Figure 2c-2 This is a second structural schematic diagram of the third specific embodiment of the power distribution device of this application;

[0125] Figure 2c-3 This is a third structural schematic diagram of a third specific embodiment of the power distribution device of this application;

[0126] Figure 2c-4 This is a fourth structural schematic diagram of the third specific embodiment of the power distribution device of this application;

[0127] Figure 3This is a schematic diagram of the system architecture of an embodiment of the power distribution device of this application;

[0128] Figure 4a This is a flowchart of DC-DC end-side fault control corresponding to a specific embodiment of this application;

[0129] Figure 4b This is a flowchart of the load circuit fault control corresponding to a specific embodiment of this application;

[0130] Figure 4c This is a flowchart of a two-stage load circuit fault control according to a specific embodiment of this application;

[0131] Figure 4d This is a flowchart of a low-voltage battery-side fault control according to a specific embodiment of this application;

[0132] Figure 4e This is a flowchart of a single-circuit power distribution circuit bus fault control corresponding to a specific embodiment of this application;

[0133] Figure 5a This is a flowchart illustrating the execution of a second power supply device failure strategy according to a specific embodiment of this application;

[0134] Figure 5b This is a flowchart illustrating a specific implementation of the failure strategy for one branch line in this application. Detailed Implementation

[0135] The terms "first, second, third, etc." or similar terms such as module A, module B, module C, etc., used in the specification and claims are only used to distinguish similar objects and do not represent a specific ordering of objects. It is understood that a specific order or sequence may be interchanged where permitted so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0136] In the following description, the labels of the steps, such as S110, S120, etc., do not necessarily mean that the steps will be executed in this way. The order of the steps can be interchanged or executed simultaneously if permitted.

[0137] The term "comprising" as used in the specification and claims should not be construed as limiting itself to what follows; it does not exclude other elements or steps. Therefore, it should be interpreted as specifying the presence of the mentioned features, elements, steps, or components, but does not exclude the presence or addition of one or more other features, elements, steps, or components, or groups thereof. Thus, the statement "device comprising means A and B" should not be limited to a device consisting solely of components A and B.

[0138] The terms "an embodiment" or "an embodiment" as used in this specification mean that a particular feature, structure, or characteristic described in conjunction with that embodiment is included in at least one embodiment of this application. Therefore, the terms "in one embodiment" or "in an embodiment" appearing throughout this specification do not necessarily refer to the same embodiment, but may refer to the same embodiment. Furthermore, in one or more embodiments, the particular features, structures, or characteristics can be combined in any suitable manner, as will be apparent to those skilled in the art from this disclosure.

[0139] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. In case of any inconsistency, the meaning set forth in this specification or derived from the content described herein shall prevail. Furthermore, the terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit the scope of this application.

[0140] A vehicle power distribution system employs a dual-battery low-voltage system. This system uses two batteries and two battery detection modules to independently power redundant loads. The battery detection modules utilize intelligent battery sensors (IBS). While employing two batteries and two battery detection modules satisfies the requirements for high safety and high availability, it also results in an overly redundant system structure, leading to relatively high costs.

[0141] This application provides an improved power distribution device that uses a single distribution box and can achieve high safety and high availability even when configured to connect only one battery, significantly reducing the overall cost of the power distribution system. When applied to vehicles, it can provide a high-safety, high-availability low-voltage power supply to high-safety systems such as intelligent driving systems, steer-by-wire electronic steering control systems, steer-by-wire electronic braking control systems, and electronic power steering systems for heavier vehicles, ensuring safe driver takeover, steering, and braking in the event of a power-related fault, thus improving driving safety.

[0142] The power distribution device in this application embodiment can be applied to vehicles such as smart / intelligent cars, pure electric vehicles (EVs / battery EVs), hybrid electric vehicles (HEVs), range-extended electric vehicles (REEVs), plug-in hybrid electric vehicles (PHEVs), new energy vehicles, and flight equipment (such as airplanes).

[0143] See below. Figure 1 This application describes a power distribution device provided in an embodiment. Figure 1 The power distribution equipment has solid and dashed lines; the dashed lines indicate optional components. First, let's introduce... Figure 1 The solid line portion shown can also be seen at the same time. Figure 2a-1 As shown in 2a-2, it includes: a bus (or bus line) 10, with branch lines 12 connected to the bus 10. The branch lines 12 are used to connect to the load. Specifically, the end of the branch line 12 away from the bus 10 is used to connect to the load, wherein the load can be connected by setting an electrical connection terminal; the two ends of the bus 10, namely the first end and the second end, are respectively used to connect the first power supply device 30 and the second power supply device 32, wherein the two ends can be connected to the first power supply device 30 and the second power supply device 32 by using an electrical connection terminal; the first end of the bus 10 used to connect to the first power supply device 30 is connected in series with a first circuit protection module 20.

[0144] In some embodiments, the first power supply device 30 is an energy storage device, such as a battery, which provides an operating voltage, such as 12V, 24V, or 36V, and is therefore also referred to as a low-voltage battery. In other embodiments, the first power supply device 30 may also be a generator that provides an operating voltage, i.e., provides a low-voltage power supply.

[0145] In some embodiments, the second power supply device 32 can be a generator (EM) or a power battery. The high voltage output by the generator (EM) or power battery is converted to the operating voltage and then input to bus 10. Taking a vehicle application as an example, the high voltage output by the vehicle's generator and power battery is typically between 200-750V, used to drive the vehicle's drive motor, air conditioning compressor, etc. However, most circuits within the vehicle, such as various control circuits, operate at low voltage, usually below 48V. Therefore, a voltage conversion is needed to transform the high voltage to low voltage before supplying it to bus 10. This voltage conversion can be achieved using a DC-DC converter module.

[0146] In some embodiments, the busbar 10 is used to connect one end of the second power supply device 32, i.e. the second end, and a second circuit protection module 22 is connected in series thereon.

[0147] In some embodiments, see also Figure 1 The solid and dashed lines shown, or see [the other section]. Figure 2b , Figure 2c-1 to Figure 2c-4 As shown, the busbar 10 can be two parallel busbars 10. The two ends of the parallel busbar 10 are combined to connect the first power supply device 30 and the second power supply device 32, respectively. A branch line 12 can be connected to each busbar 10. Each busbar 10 is connected in series with the first circuit protection module 20, and the first circuit protection module 20 is located at the end of the busbar 10 that is connected to the first power supply device 30, that is, at the end of the busbar 10 that is connected to the side combination node. In some embodiments, when the busbar 10 is two parallel busbars 10, each busbar 10 is also connected in series with the second circuit protection module 22, and the second circuit protection module 22 is located at the end of the busbar 10 that is connected to the second power supply device 32, that is, at the end of the busbar 10 that is connected to the side combination node.

[0148] In some embodiments, when the busbar 10 is a parallel double busbar 10, for loads requiring dual power supply, the two power receiving ports of the load can be connected to the branches 12 of the two busbars 10 respectively, so that the load can still be powered by the other busbar 10 when one busbar 10 is offline. In other embodiments, they can also be connected to the branch 12 of the same busbar 10 of the double busbar 10.

[0149] In some embodiments, such as Figure 1 As shown, see also: Figure 2a-1 to Figure 3 As shown, a fourth circuit protection module 24 is connected in series on the branch line 12.

[0150] In some embodiments, such as Figure 1 As shown, Figure 2c-1 to Figure 2c-4 , Figure 3 As shown, at least one of the branch lines 12 is connected to a sub-branch line 14. The sub-branch line 14 can be connected to the end of the branch line 12 away from the bus line 10. The end of the sub-branch line 14 away from the branch line 12 is used to connect a load, which can be connected to the load by means of an electrical connection terminal. In some embodiments, a third circuit protection module 26 is provided on the sub-branch line 14 in series.

[0151] In some embodiments, such as Figure 3 For some loads with relatively high security requirements, or for loads with relatively low security requirements, branch line 12 can be connected. The fourth circuit protection module 24 can be a high-security module.

[0152] In some embodiments, such as Figure 4d , Figure 3 As shown, for loads with relatively lower security requirements, sub-branch 14 can be connected, and the security level of the third circuit protection module 26 in sub-branch 14 is lower than that of the fourth circuit protection module 24. In this case, as mentioned above, branch 12 already has the fourth circuit protection module 24, while sub-branch 14 has the third circuit protection module 26, forming a two-level protection circuit with different security levels. Here, the security level of the circuit protection module can be the response time of the circuit protection module to a fault. The higher the security level, the shorter the response time. For example, the fourth circuit protection module 24 can have a fault response time in milliseconds, while the third circuit protection module 26 can have a relatively longer fault response time, such as a response time in seconds.

[0153] In some embodiments, the first circuit protection module 20 is configured to: when one circuit of the circuits on both sides of the first circuit protection module 20 experiences an electrical fault, the first circuit protection module 20 is in a state where the circuit on the faulty side is not conducting to the other circuit. In some embodiments, the first circuit protection module 20 is specifically configured to: when the battery-side circuit of the first circuit protection module 20 experiences an electrical fault, the first circuit protection module 20 is in a state where the circuit on the battery side is not conducting to the bus-side circuit. In some embodiments, the first circuit protection module 20 is further specifically configured to: when the battery state in the battery-side circuit of the first circuit protection module 20 is abnormal, the first circuit protection module 20 is in a state where the circuit on the battery side is not conducting to the bus-side circuit. In some embodiments, the first circuit protection module 20 is specifically configured to: when the bus-side circuit of the first circuit protection module 20 experiences an electrical fault, the first circuit protection module 20 is in a state where the circuit on the bus-side circuit is not conducting to the battery-side circuit. In some embodiments, when there are two parallel buses, the first circuit protection module on the first bus of the two buses is further configured such that: when there is an electrical fault in the circuit on the second bus side, and the first circuit protection module on the second bus is in a state that makes the circuit from the second bus side to the battery side conduct, the first circuit protection module on the first bus is in a state that makes the circuit from the battery side to the first bus side non-conducting, and the first circuit protection modules of both buses can be configured as described above.

[0154] For ease of description, in this embodiment of the application, the first circuit protection module 20 is in a non-conducting state from the bus side circuit to the battery side circuit, which is referred to as the first open circuit state. The first open circuit state includes: a one-way open circuit (i.e., a non-conducting state) from the bus 10 side to the first power supply device (battery) 30 side. Optionally, the first power supply device (battery) 30 side is unidirectionally connected to the bus 10 side.

[0155] The first circuit protection module 20 is placed in a state where the circuit from the battery side to the bus side is not conducting, which is called the second open circuit state. The second open circuit state includes: a one-way open circuit (i.e., a non-conducting state) from the first power supply device (battery) 30 side to the bus 10 side. Optionally, there is a one-way conduction from the bus 10 side to the first power supply device (battery) 30 side.

[0156] In some embodiments, the second circuit protection module 22 is configured to:

[0157] When one of the circuits on both sides of the second circuit protection module experiences an electrical fault, the first circuit protection module is in a state where the circuit on the side with the electrical fault is not connected to the circuit on the other side.

[0158] In some embodiments, the second circuit protection module is specifically configured such that when an electrical fault occurs in the second power supply side circuit of the second circuit protection module, the second circuit protection module is in a state where the circuit from the second power supply side circuit to the bus side circuit is not conducting. In some embodiments, the second circuit protection module is specifically configured such that when an electrical fault occurs on the bus side of the second circuit protection module, the second circuit protection module is in a state where the circuit from the bus side circuit to the second power supply side circuit is not conducting. In some embodiments, when the bus is two parallel busbars, the second circuit protection module on the first busbar of the two busbars is further specifically configured such that when an electrical fault occurs in the second busbar side circuit, and the second circuit protection module on the second busbar is in a state where the circuit from the second busbar side circuit to the second power supply side circuit is conducting, the second circuit protection module on the first busbar is in a state where the circuit from the second power supply side circuit to the first busbar side circuit is not conducting.

[0159] For ease of description, in this embodiment of the application, the second circuit protection module is in a state where the circuit from the bus side to the second power supply device side is not conducting, which is called the third open circuit state. The third open circuit state includes: a one-way open circuit (i.e., a non-conducting state) from the bus 10 side to the second power supply device 32 side. Optionally, the second power supply device 32 side is one-way conducting from the bus 10 side.

[0160] The second circuit protection module is placed in a state where the circuit from the second power supply device side to the bus side is not conducting, which is called the fourth circuit breaking state. The fourth circuit breaking state includes: a one-way circuit breaking (i.e., non-conducting state) from the second power supply device 32 side to the bus 10 side. Optionally, there is a one-way conduction from the bus 10 side to the second power supply device 32 side.

[0161] In some embodiments, the fourth circuit protection module 24 is used to be in an open circuit state when an overcurrent fault occurs in the current on the load side connected to the branch line or the current on the combined side of the connected sub-branch 14, that is, to disconnect the circuit of the connected load end or the combined circuit of the connected sub-branch 14.

[0162] In some embodiments, the third circuit protection module 26 is used to put the module into an open circuit state, i.e., disconnect the circuit of the connected load, when an overcurrent fault occurs at the connected load end. In some embodiments, an active overcurrent protection circuit or a passive overcurrent protection circuit may be adopted.

[0163] In some embodiments, such as 2a-1 to Figure 2a-1 As shown, it also includes a battery detection module (see reference numeral ⑦ in the figure) for detecting the battery status. When an abnormal battery status is detected, the module uses the first circuit protection module to establish an open circuit between the battery and the bus. In some embodiments, this battery detection module can be used to detect low-voltage battery voltage, current, internal faults, calculate remaining capacity, and low-voltage battery life, etc.

[0164] In some embodiments, when the battery has a self-testing module (see reference numeral ⑧ in the figure), the self-testing module can provide the detection results to the battery detection module when it detects the low-voltage battery voltage, current, and internal faults, thereby realizing the detection by the battery detection module. The self-testing module inside the battery may include low-voltage battery temperature, voltage, and current sensors or detection circuits, as well as a low-voltage battery internal fault detection circuit.

[0165] In some embodiments, when the battery detection module detects a battery fault or that a low-voltage battery has reached the end of its lifespan, it executes a corresponding fault handling strategy, which will be described in detail later. Figure 2b This will be explained in more detail later.

[0166] In some embodiments, such as Figure 2c-1As shown, it also includes a control module, used to receive the detection results from the first circuit protection module 20, the second circuit protection module 22, the fourth circuit protection module 24, and the third circuit protection module 26, and to execute corresponding strategies according to the detection results and the corresponding preset execution logic, such as disconnecting the circuit connected to the corresponding circuit protection module, attempting to restore the process, and implementing driving-related strategies: disabling intelligent driving, restricting intelligent driving, safe takeover / parking, downgrade mode, alarm, assisted parking (manual safe parking strategy), etc. The control module may upload the detection results to the vehicle control module, such as the Electronic Control Unit (ECU), via a communication port, and the vehicle control module executes the driving-related strategies. The control module can communicate with external systems via the communication port, allowing information within the control module to be configured, such as overcurrent safety limits, overvoltage limits, undervoltage limits, and overcurrent limits for each circuit protection module.

[0167] In some embodiments, each circuit protection module, depending on whether the electrical signal to be detected is current or voltage, may include voltage and / or current sensors and actuators. The actuators may be controllable switches, such as controllable circuit breakers, SCR circuit breakers, or SCR switches, to receive control from the control module, or they may be self-controlled switches, directly controlled based on the results of the voltage and / or current sensors within the circuit protection module. The voltage and / or current sensors and actuators of the circuit protection module may be integrated into a single component or may be a circuit composed of several discrete components. Figure 2a-1 to Figure 2c-4 , Figure 2c-1 , Figure 2b A schematic diagram of one embodiment of the first circuit protection module and the second circuit protection module is shown. The module consists of two switches connected in series, with diodes connected in parallel to each switch, forming a connection where the anodes of the two diodes face each other. In other embodiments, the two diodes may also be in a cathode-to-cathode configuration. In some embodiments, when there is a dual-bus configuration, the two corresponding first circuit protection modules can be independent devices or two independent modules integrated into one device. In some embodiments, when there is a dual-bus configuration, the two corresponding second circuit protection modules can be independent devices or two independent modules integrated into one device.

[0168] The following is based on Figure 2a-1 to Figure 2a-2 The first to third specific embodiments shown further illustrate the embodiments of this application. For ease of description, the following will be introduced first. Figure 2c-1 The third specific embodiment is shown, and then described in turn. Figure 3 , Figure 2c-1 The second and first specific embodiments are shown.

[0169] likeFigure 2c-2 A third specific embodiment of the power distribution device is shown, while referring to Figure 2c-3 The system architecture of a power distribution device according to one embodiment is described below, such as... Figure 2c-4 As shown, in this specific embodiment, the power distribution device includes a first circuit protection module on the battery side of the dual busbars. The first circuit protection module includes a bidirectional switch (i.e., an actuator), namely a first switch ① and a second switch ②, with diodes connected in parallel, forming a connection state where the anodes of the two diodes face each other. The first switch ① is used for over / under voltage / overcurrent fault protection of the power distribution line, and the second switch ② is used for overcurrent fault protection on the low-voltage battery side. When an over / under voltage fault or overcurrent fault is detected on one busbar, the faulty circuit can be quickly cut off by the first switch ① in the first circuit protection module of that busbar, ensuring the normal power supply of the low-voltage battery ⑨ to the load of the other busbar circuit; when a short circuit or overcurrent fault is detected on the battery ⑨ side (for example, detected by the self-detection module ⑧ of the battery internal fault and the detection result is provided to the battery detection module ⑦), the fault on the battery ⑨ side can be quickly cut off by simultaneously disconnecting the second switch ② in both busbars, ensuring the normal operation of the power distribution system on both busbars. In some embodiments, such as Figure 2b As shown, when a low-voltage battery ⑨ failure does not cause a significant drop in low-voltage battery voltage, and if quality control can keep overcurrent or short-circuit faults at a very low level, the first circuit protection module may not include the relevant circuit of the second switch ②. That is, it is assumed that the battery failure will not affect the bus, so the relevant circuit of the second switch ② is not set.

[0170] In the third specific implementation, the fourth circuit protection module on the branch line is an overcurrent protection circuit ④, and the third circuit protection module on the sub-branch line is an overcurrent protection circuit ③. The circuit protection modules on the branch line and the sub-branch line form a two-stage low-voltage power distribution overcurrent protection system. The load connected to the branch line can be a safe load, configured with a high-safety, high-cost fourth circuit protection module. The load connected to the sub-branch line can be a conventional load, sharing a fourth circuit protection module, while each conventional load is equipped with a third circuit protection module. Here, a safe load refers to a load with higher safety requirements than a normal load. The fourth circuit protection module offers higher safety than the third circuit protection module, for example, a faster fault response time (such as the disconnection time during a fault) and higher fault threshold response accuracy.

[0171] When a safe load overcurrent fault is detected, the faulty load circuit will be quickly disconnected through the connected overcurrent protection circuit ④; when a regular load overcurrent fault is detected, the faulty load circuit will be disconnected through the connected overcurrent protection circuit ③; when an overcurrent fault is detected in the entire regular load circuit, the regular load distribution line will be quickly disconnected through the safe load overcurrent protection circuit ④.

[0172] The second circuit protection module includes bidirectional switches (i.e., actuators), namely the third switch ⑤ and the fourth switch ⑥, each connected in parallel with a diode, forming a connection state where the anodes of the two diodes face each other. The third switch ⑤ is used for over / under voltage / overcurrent fault protection on the bus circuit, and the fourth switch ⑥ is used for over / under voltage / overcurrent fault protection on the DC-DC / generator side ⑩ (i.e., the second power supply device side). When an over / under voltage or overcurrent fault is detected on a bus circuit, the faulty circuit can be quickly disconnected through the third switch ⑤ in the second circuit protection module of that bus. When an over / under voltage / overcurrent fault is detected on the second power supply device side, such as a DC-DC or generator fault, the faulty circuit can be quickly disconnected through the fourth switch ⑥. In addition, in some cases, such as when power supply from the DC / DC ⑩ side is not required, Figure 2c-1 The third switch ⑤ can be canceled for both circuits, or as shown. Figure 2b The third switch ⑤, which is shown to retain only one path, can shut down and isolate the faulty power distribution line by using the first switch ① on the same bus and the fourth switch ⑥ on the other bus when an overcurrent fault is detected on one of the two bus lines, so that the faulty bus line does not affect the other bus line and the battery.

[0173] like Figure 2c-2 A second specific embodiment of the power distribution device is shown, relative to Figure 2b The third specific implementation shown eliminates the sub-branch section, that is, it eliminates the secondary conventional overcurrent protection circuit for conventional loads, and all loads use a fourth circuit protection module. Figure 2c-3 The second specific embodiment of the power distribution device shown can meet the low-voltage power supply requirements for fail-operational operation under ASIL D requirements of a dual-circuit power distribution system. Similarly, [the following is also relevant]. Figure 2c-4 The plan, Figure 2b The circuit may also omit the related circuitry of the second switch ②, and similarly, the corresponding circuitry... Figure 2c-4 and Figure 2a-1 The plan, Figure 2b Alternatively, the third switch ⑤ of both circuits can be removed, or as follows: Figure 2a-2 The third switch ⑤, which only retains one path, will not be described further.

[0174] like Figure 2c-2 A first specific embodiment of the power distribution device is shown, relative to Figure 2c-3 The second specific embodiment shown is a single busbar, eliminating redundant busbars and meeting the low-voltage power supply requirements of a single-busbar power distribution unit operating under ASIL B level fault conditions (Fail-Operational). Furthermore, in some specific embodiments, when it is a single-busbar power distribution unit, such as... Figure 2c-4As shown, the first circuit protection module may not have a first switch ①, and the second circuit protection module may not have a third switch ⑤. That is, when there is a bus fault, the alarm and corresponding fault handling procedures can be directly executed. In this circuit, the first switch ① and the third switch ⑤ are not used to limit the impact of the bus fault on the second power supply device and the battery.

[0175] In the second and third specific embodiments of the aforementioned power distribution device, in the specific implementation of the circuit, the circuits of the first switch ① and the second switch ② of the two busbars can be in a single, mutually independent circuit module or two separate circuit modules. Similarly, the circuits of the third switch ⑤ and the fourth switch ⑥ of the two busbars can be in a single, mutually independent circuit module or two separate circuit modules. Furthermore, if there is no overcurrent fault on the low-voltage battery side, the second switch ② may not be included in the first circuit protection module (see [reference]). Figure 3 Additionally, in some cases, a third switch may not be required in the second circuit protection module (see [reference]). Figure 3 Alternatively, only one of the two second circuit protection modules on the two busbars may be equipped with a third switch (see [reference]). Figure 2a-1 to 2c-4 This will not affect the achievement of redundant power supply safety. When an overcurrent fault is detected on one bus, the corresponding DC-DC side can shut down and isolate the faulty distribution line through the fourth switch ⑥ of another bus.

[0176] In addition, the circuits involved in some of the above switches can be shared, such as the circuits for detecting current in the first switch ① and the second switch ②, and the circuits for detecting current in the third switch ⑤ and the fourth switch ⑥, etc.

[0177] The above-described specific implementation methods can be applied to vehicles equipped with advanced intelligent driving systems, such as... Figure 3 The diagram shown is a schematic representation of a specific implementation of the power distribution device of this application when applied to a vehicle. The dashed arrows in the diagram represent signal flows.

[0178] When the first power supply device connected to the aforementioned power distribution device is a low-voltage battery, the possible faults include one of the following: low-voltage battery undervoltage; low-voltage battery side overcurrent / short circuit fault; intermittent, discontinuous, or even open-circuit output voltage on the low-voltage battery side; low-voltage battery reaching the end of its lifespan; battery capacity decay; battery unable to charge; battery temperature too high. These fault information can be detected by the aforementioned battery detection module, and some fault information can also be provided to the battery detection module by the battery's self-detection module. The electrical signals (such as voltage and current) output from the low-voltage battery to the power distribution device can be detected by the current and voltage sensors within the first protection circuit.

[0179] When the second power supply device connected to the aforementioned power distribution device can be a circuit consisting of a power battery (i.e., a high-voltage battery) or a generator and a DC-DC converter, the possible faults include one of the following: DC-DC or generator end-side faults: overvoltage or undervoltage of the DC-DC or generator output voltage; overcurrent or short-circuit faults in the DC-DC or generator end-side circuit; intermittent, discontinuous, or even open-circuit output voltage of the DC-DC or generator. The electrical signals (such as voltage and current) output from the DC-DC converter to the power distribution device can be detected by current and voltage sensors within the second protection circuit; the electrical signals between the power battery or generator and the DC-DC converter can be detected by sensors installed in this circuit segment; when the power battery and generator have self-detection modules, they can also provide their respective status information.

[0180] The faults related to the load circuit connected to the aforementioned power distribution device include one of the following: overcurrent or short circuit in the load circuit (corresponding branch or sub-branch); discontinuous power supply to the load circuit (corresponding branch or sub-branch), intermittent, or even open circuit; overcurrent or short circuit in the sub-branch combining circuit (corresponding branch). When these faults occur on the corresponding branch, they can be detected by the current sensor in the third protection circuit; when they occur on the corresponding sub-branch, they can be detected by the current sensor in the fourth protection circuit.

[0181] The busbar faults within the aforementioned power distribution equipment include one of the following: busbar short circuit, leakage, or open circuit. This fault can be detected by current and voltage sensors within the first or second protection circuit.

[0182] The control module may have one of the following functions: By collecting voltage or current data and the status (whether it is in an open state) from each protection circuit, it can monitor the current and voltage of each line (including busbars, branch lines, or sub-branch lines) in real time; once an overcurrent or over / undervoltage fault is detected, it can control the corresponding protection circuit to disconnect the faulty circuit based on pre-measured data, thereby disconnecting the first power supply device, the second power supply device, or the corresponding load. In this specific embodiment, the control module employs a dual control module (such as...). Figure 4a - Figure 4e The control modules A and B shown in the diagram also perform real-time monitoring of faults and status between them (e.g., monitoring via heartbeat). If an unmanageable fault is detected in the other (such as runaway or restart), a pre-set fault handling strategy is executed. In this specific embodiment, the control modules also transmit the obtained power distribution device faults and status, load information, etc., to the relevant ECUs via a communication bus, such as a CAN bus. Simultaneously, it supports configuring parameters such as load overcurrent safety limits, overvoltage limits, undervoltage limits, and overcurrent limits in the control modules, via the CAN bus.

[0183] Among them, correspondingFigure 4a In the specific implementation shown, such as Figure 2a-1 As shown, the above fault information can be reported to the control module, which will then perform corresponding control and fault handling according to the preset control logic. (See also...) Figure 2a-2 As shown, several implementations of control logic are illustrated, with the main control logic contained within the dashed boxes. These will be described below:

[0184] Figure 2b This is a flowchart of a specific embodiment of the DC-DC terminal-side fault control according to this application, which can be applied to... Figure 2c-1 , Figure 2c-2 , Figure 5a , Figure 4b , Figure 2a-1 The illustrated embodiment shows that when an electrical fault is detected in the circuit on the second power supply side, such as overvoltage or undervoltage on the DC-DC side, or overcurrent or open circuit faults, the control logic on the power distribution side is as follows: For each bus, the fourth switch ⑥ of the second circuit protection module is controlled to open, preventing the DC-DC side from supplying power to the bus. If the fourth switch ⑥ cannot be opened, the first switch ① of the first circuit protection module on the same bus is controlled to open, thus disconnecting the unidirectional power transmission from the DC-DC side through this bus to the battery side or another bus, protecting the battery or the other bus from the DC-DC side fault. After the fourth switch ⑥ is normally opened, the second switch ② of the first circuit protection module on the same bus can be controlled to be closed, allowing the battery to supply power to the bus normally.

[0185] On the other hand, the fault is reported to execute the vehicle's control logic, mainly implementing the second power supply failure strategy.

[0186] Regarding the failure strategy for the second power supply device, this embodiment does not limit the specific content of the strategy; the required strategy can be pre-configured. For example, if the failure of the second power supply device results in only low-voltage battery power supply, the limitations of the low-voltage battery's power output and power supply duration can serve as the basis for formulating the failure strategy. This is given below. Figure 2bAn example of this failure strategy is shown. The strategy executed in this example includes: if each load is under safe power limiting conditions, the vehicle's safe power limiting strategy is executed, i.e., due to a DC-DC terminal fault, only the battery side supplies power to the bus, so the power of each load connected to the bus is limited; if it is not under safe power limiting conditions, it is further determined whether it is in intelligent driving mode. If so, manual takeover is triggered, and a parking suggestion can be given, or an assisted safe parking mode is executed to allow the vehicle to pull over to the side of the road without affecting other vehicles, pedestrians, etc., or to enter the intelligent driving downgrade mode (such as downgrading from L4 level to L3 or L2 level). If it is not in intelligent driving mode, intelligent driving can be prohibited, or an attached power limiting strategy can be executed, or a manual driving mode can be executed, and a parking suggestion can be given.

[0187] Figure 2b This is a flowchart illustrating the load circuit fault control of a branch corresponding to a specific embodiment of this application, which can be applied to... Figure 5b , Figure 4c The illustrated embodiment shows that when a fault occurs on a branch line, such as an electrical fault on the branch line connecting to the load side or an electrical fault on the branch line connecting to the sub-branch combination side (where the electrical load fault could be an overcurrent load), the control logic on the distribution device side is as follows: The faulty load is disconnected via the fourth circuit protection module, such as the overcurrent protection circuit ④, and a fault alarm is triggered. Furthermore, if the overcurrent protection circuit ④ cannot disconnect the faulty circuit, the first switch ① of the first circuit protection module on the same busbar is disconnected from the third switch ⑤ in the second circuit protection module. This isolates the unidirectional electrical transmission of the faulty load towards the battery side, the unidirectional electrical transmission of the faulty load towards the DC / DC terminal side, and the unidirectional electrical transmission of the faulty load towards another busbar side. This prevents the faulty busbar from affecting the battery side, the DC / DC terminal side, and the other busbar, and executes single-circuit busbar operation (when...). Figure 2c-1 to Figure 2c-4 (When there are two corresponding busbars) power distribution processing strategy.

[0188] On the other hand, when the fault is reported, if the overcurrent protection circuit ④ is disconnected, the vehicle's branch line failure strategy can be executed. When the first switch ① of the first circuit protection module on the same busbar is disconnected from the third switch ⑤ in the second circuit protection module, the vehicle's power distribution failure strategy is executed.

[0189] Regarding the failure strategy for a single branch line, this embodiment does not limit the specific strategy content; the required strategy can be pre-configured. For example, due to the failure of a branch line, it is necessary to consider whether the load on that branch line will affect autonomous driving. Or, for some dual-bus power-supply loads, if the branch line connected to it fails, its dual power supply becomes a single power supply, and the power of that load needs to be limited. These can all serve as the basis for formulating the failure strategy. Figure 4bAn example of implementing a branch line failure strategy is shown, including: determining whether the failure affects intelligent driving; if so, executing manual driving mode with driver takeover; otherwise, further determining whether intelligent driving is activated; if already in intelligent driving mode, triggering manual takeover and providing parking suggestions, or executing assisted safe parking mode, or entering a degraded intelligent driving mode, etc.; if not yet in intelligent driving mode, then prohibiting intelligent driving or executing a power limiting mode for the load connected to the branch line (here referring to the load connected to both buses).

[0190] Regarding the power distribution failure strategy implemented, this application embodiment does not limit the specific strategy content; the required strategy can be pre-configured. For example, due to the failure of one bus power distribution, it is necessary to consider whether the various loads on that bus will affect autonomous driving. Similarly, for some loads with dual bus power supply, if their dual power supply becomes single power supply, it is necessary to consider whether the load's power will be limited. These can all serve as the basis for formulating the failure strategy. For instance, the implemented power distribution failure strategy may include determining whether the load of the failed bus affects intelligent driving, and if so, executing a manual takeover mode, entering a degraded mode for intelligent driving, or a power limiting mode for the connected loads (here referring to loads connected to dual buses), etc.

[0191] Figure 4b This is a flowchart illustrating the fault control of a two-stage load circuit according to a specific embodiment of this application, which can be applied to... Figure 4d The illustrated embodiment shows a structure with sub-branches on corresponding branches at two levels. It is related to... Figure 2a-1 The main difference lies in the control logic on the distribution unit side: when a load fault occurs on a sub-branch, such as an overcurrent, the control logic is as follows: a load fault alarm is triggered, and the corresponding third circuit protection module, such as overcurrent protection circuit ③, is disconnected. If disconnection via overcurrent protection circuit ③ fails, the fourth circuit protection module on the branch line containing the sub-branch, such as overcurrent protection circuit ④, is controlled to disconnect the branch line. In this case, a branch line failure strategy can be executed. If an overcurrent occurs in the sub-branch load main circuit, i.e., the branch line containing the sub-branch, the fourth circuit protection module on the branch line containing the sub-branch, such as overcurrent protection circuit ④, is controlled to disconnect the branch line. In this case, a branch line failure strategy can be executed. Other control logic and vehicle control logic can be found in [reference needed]. Figure 2b The examples shown will not be repeated.

[0192] Figure 2c-1 to Figure 2c-4 This is a flowchart illustrating a specific embodiment of the low-voltage battery-side fault control, which can be applied to... Figure 4e , Figure 2b , Figure 2c-1The illustrated embodiment shows that when a battery-side fault is determined, such as an electrical fault in the battery circuit, an abnormal battery state, or an overheating fault, the control logic on the power distribution device side is as follows: If the fault is determined to be recoverable, the second switch ② of the first circuit protection module is controlled to be in the open state, and after the battery fault meets the recovery conditions, the second switch ② is made to be in the closed state. If the fault is not recoverable, the vehicle's low-voltage battery failure strategy is executed. At the same time, if it is not an open circuit fault, the second switch ② of the first circuit protection module is controlled to be in the open state, and when it is detected that the second switch ② cannot be opened, the third switch ⑤ in the second circuit protection module on the same bus side is controlled to be opened to disconnect the unidirectional power transmission from the battery side through this bus to the DC-DC terminal or another bus, protecting the DC-DC terminal or the other bus from the battery fault, and executing the vehicle's low-voltage battery and one power distribution (i.e., one bus) failure strategy.

[0193] Regarding the low-voltage battery and power distribution failure strategies implemented for the vehicle, this embodiment does not limit the specific strategy content; the required strategies can be pre-configured. For example, due to the failure of one bus power distribution line and the failure of the low-voltage battery, the factors to be considered in the power distribution failure strategy and the factors to be considered in the low-voltage battery failure strategy can be taken into account to formulate the vehicle control strategy, such as implementing the degraded mode of intelligent driving or implementing the manual takeover mode.

[0194] Figure 2c-2 This is a flowchart of a single-circuit power distribution circuit bus fault control according to a specific embodiment of this application, which can be applied to... Figure 4a - Figure 4e , ​ , ​The illustrated embodiment shows that when one of the two busbars fails, the control logic on the power distribution device side is as follows: The first switch ① of the first circuit protection module on the faulty busbar and the third switch ⑤ of the second circuit protection module are opened to isolate the unidirectional power transmission from the faulty busbar to the battery side, the unidirectional power transmission from the faulty busbar to the DC / DC terminal side, and the unidirectional power transmission from the faulty load busbar to the other busbar side. This prevents the faulty busbar from affecting the battery side, the DC / DC terminal side, and the other busbar, and executes the vehicle's one-way power distribution (i.e., one-way busbar) failure strategy; if the first switch ① cannot be opened... When the circuit is turned on, a fault alarm is triggered, and the second switch ② of the first circuit protection module on the other bus is opened to avoid affecting the other bus. At this time, the power supply of the other bus is only supplied by the DC / DC terminal side, and the failure strategy of the vehicle's low-voltage battery and one power distribution (i.e., one bus) is implemented. If the third switch ⑤ cannot be opened, a fault alarm is triggered, and the fourth switch ⑥ of the second circuit protection module on the other bus is opened to avoid affecting the other bus. At this time, the power supply of the other bus is only supplied by the battery, and the failure strategy of the vehicle's second power supply device and one power distribution (i.e., one bus) is implemented.

[0195] Regarding the low-voltage battery failure strategy, the vehicle's second power supply device, and the power distribution failure strategy implemented in this application embodiment, the specific strategy content is not limited, and the required strategies can be pre-configured. For example, considering the factors to be taken into account in low-voltage battery failure, the vehicle control strategy can be formulated, such as implementing a degraded mode for intelligent driving or implementing a manual takeover mode.

[0196] For example, when formulating failure strategies for the vehicle's second power supply device and one power distribution line, the corresponding control strategies can be formulated by referring to the failure strategies for the second power supply device and one power distribution line.

[0197] Those skilled in the art will recognize that the units and algorithm steps of the various examples described in conjunction with the embodiments disclosed herein can be implemented in electronic hardware, or a combination of computer software and electronic hardware, for example... ​ Each of the corresponding embodiments can be implemented by a combination of programs or instructions and electronic hardware. For example, a vehicle control unit could store corresponding programs and / or instructions to implement the processes or parts of the processes in the various embodiments. Whether these functions are implemented in hardware or software depends on the specific application and design constraints of the technical solution. Those skilled in the art can use different methods to implement the described functions for each specific application, but such implementation should not be considered beyond the scope of this application.

[0198] Those skilled in the art will understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0199] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between apparatuses or units may be electrical, mechanical, or other forms.

[0200] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0201] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0202] Note that the above are merely preferred embodiments and the technical principles employed in this application. Those skilled in the art will understand that this application is not limited to the specific embodiments described herein, and various obvious changes, readjustments, and substitutions can be made without departing from the scope of protection of this application. Therefore, although this application has been described in detail through the above embodiments, this application is not limited to the above embodiments, and may include many other equivalent embodiments without departing from the concept of this application, all of which fall within the scope of protection of this application.

Claims

1. A power distribution device, characterized by, The bus includes a first end and a second end; a branch line is arranged between the first end and the second end of the bus; at least one of the branch lines is provided with a sub-branch line; the branch line and the sub-branch line are used for connecting a load; The first end of the bus is used for connecting a battery, and the second end is used for connecting a second power supply device; The first circuit protection module is arranged in series with the first end of the bus; When one side of the circuit on both sides of the first circuit protection module is electrically faulty, the first circuit protection module is in a non-conductive state from the electrically faulty side to the other side of the circuit; The fourth circuit protection module arranged on the branch line is configured to be in a circuit-breaking state of the branch line when the branch line connected with the load is electrically faulty, or the fourth circuit protection module arranged on the branch line is configured to be in a circuit-breaking state of the branch line when the branch line connected with the sub-branch line is electrically faulty; The third circuit protection module arranged in series with the sub-branch line is configured to be in a circuit-breaking state of the sub-branch line when the sub-branch line connected with the load is electrically faulty; The response time of the fourth circuit protection module to electrical faults is shorter than the response time of the third circuit protection module to electrical faults.

2. The apparatus of claim 1, wherein, The first circuit protection module is specifically configured to be in a non-conductive state from the battery side of the circuit of the first circuit protection module to the bus side of the circuit when the battery side of the circuit of the first circuit protection module is electrically faulty.

3. The apparatus of claim 1, wherein, The first circuit protection module is specifically configured to be in a non-conductive state from the battery side of the circuit of the first circuit protection module to the bus side of the circuit when the battery in the battery side of the circuit of the first circuit protection module is abnormal.

4. The apparatus of claim 1, wherein, The first circuit protection module is specifically configured to be in a non-conductive state from the bus side of the circuit of the first circuit protection module to the battery side of the circuit when the bus side of the circuit of the first circuit protection module is electrically faulty.

5. The apparatus of any one of claims 1-4, wherein, The bus is two parallel buses, and the first circuit protection module is arranged in series with the first end of each bus; The first circuit protection module arranged on the two buses is specifically configured to be in a non-conductive state from the battery side of the circuit of the first circuit protection module to the bus side of the circuit when the battery side of the circuit of the first circuit protection module on the two buses is electrically faulty or the battery is abnormal.

6. The apparatus of claim 5, wherein, The first circuit protection module on the first bus of the two buses is further configured to: when the second bus side circuit is electrically faulty, and the first circuit protection module on the second bus is in a state of making the second bus side circuit to the battery side circuit conductive, the first circuit protection module on the first bus is in a state of making the battery side circuit to the first bus side circuit non-conductive.

7. The apparatus of any one of claims 1-6, wherein, The second end of the bus is connected in series with a second circuit protection module; The second circuit protection module is configured to: when one side of the circuit on both sides of the second circuit protection module is electrically faulty, the first circuit protection module is in a state of making the electrically faulty side circuit to the other side circuit non-conductive; The electrical fault includes at least one of: overcurrent fault, overvoltage fault, and undervoltage fault.

8. The apparatus of claim 7, wherein, The second circuit protection module is specifically configured to: when the second power supply device side circuit of the second circuit protection module is electrically faulty, the second circuit protection module is in a state of making the second power supply device side circuit to the bus side circuit non-conductive.

9. The apparatus of claim 7, wherein, The second circuit protection module is specifically configured to: when the bus side of the second circuit protection module is electrically faulty, the second circuit protection module is in a state of making the bus side circuit to the second power supply device side circuit non-conductive.

10. The apparatus of any one of claims 7-9, wherein, The bus is two buses connected in parallel, and each bus is used to connect one end of the second power supply device in series with the second circuit protection module; the second circuit protection module on the two buses is specifically configured to: when the second power supply device side circuit of the second circuit protection module on the two buses is electrically faulty, the second circuit protection module on the two buses is in a state of making the second power supply device side circuit to the bus side circuit non-conductive.

11. The apparatus of claim 10, wherein, The second circuit protection module on the first bus of the two buses is further configured to: when the second bus side circuit is electrically faulty, and the first circuit protection module on the second bus is in a state of making the second bus side circuit to the battery side circuit conductive, the first circuit protection module on the first bus is in a state of making the battery side circuit to the first bus side circuit non-conductive.

12. The apparatus of any one of claims 1-11, wherein, Further comprising a control module for receiving information of an electrical fault and / or information of a battery state anomaly, controlling at least one of a plurality of circuit protection modules according to the information of the electrical fault and / or the information of the battery state anomaly, and making the circuit protection module non-conductive according to the configuration of the circuit protection module.

13. The apparatus of claim 12, wherein, When the bus is two buses connected in parallel, the control module is two control modules in communication with each other; The first control module of the two control modules receives information of an electrical fault, controls a circuit protection module corresponding to a first bus of the two buses, or a branch connected to the first bus, or a sub-branch connected to the branch; The first control module of the two control modules receives information of an electrical fault, controls a circuit protection module corresponding to a first bus of the two buses, or a branch connected to the first bus, or a sub-branch connected to the branch; The second control module of the two control modules receives information of an electrical fault, a circuit protection module controlled corresponds to a second bus of two buses, or a branch connected to the second bus, or a sub-branch connected to the branch.

14. A vehicle characterized by comprising: The power distribution device of any one of claims 1-13.

15. A method of fault handling, characterized by, The power distribution device comprises a bus, the bus comprises a first end and a second end; the first end of the bus is connected to a battery; the first end of the bus is connected in series with a first circuit protection module; a branch is provided between the first end and the second end of the bus; the branch is connected in series with a fourth circuit protection module; the branch is provided with a sub-branch; the sub-branch is connected in series with a third circuit protection module; the fourth circuit protection module has a shorter response time to an electrical fault than the third circuit protection module; The method comprises: when detecting an electrical fault on one side of the first circuit protection module, making the first circuit protection module in a first state, the first state comprising making the first circuit protection module in a state of making the electrical fault side circuit to the other side circuit non-conductive.

16. The fault handling method of claim 15, wherein, The second end of the bus is connected to a second power supply device, and the second end of the bus is connected in series with a second circuit protection module; the method specifically comprises: When a first fault is detected, the first circuit protection module is in a second off state; And when the first circuit protection module cannot be in a second off state, the second circuit protection module of the bus where the first circuit protection module is located is in a third off state; The first fault comprises at least one of the following: a battery side circuit electrical fault, a battery state anomaly, and a battery over-temperature fault; The second off state comprises: the first circuit protection module is in a state of making its battery side circuit to the bus side circuit non-conductive; The third off state comprises: the second circuit protection module is in a state of making its bus side circuit to the second power supply device side circuit non-conductive.

17. The fault handling method of claim 16, wherein, Further comprising: When the first circuit protection module is in a second off state, a first failure strategy is executed, and the first failure strategy comprises a low-voltage battery failure strategy of a vehicle; Or When the second circuit protection module of the bus where the first circuit protection module is located is in a third off state, a second failure strategy is executed, and the second failure strategy comprises a low-voltage battery and a one-way power distribution failure strategy of a vehicle.

18. The fault handling method of claim 16, wherein, Further comprising: After making the first circuit protection module in a second off state, when it is detected that the first fault is recovered, the first circuit protection module is in a first on state; The first on state comprises: the first circuit protection module is in a state of making its battery side circuit to the bus side circuit conductive.

19. The fault handling method of claim 15, wherein, The second end of the bus is connected to a second power supply device, and the second end of the bus is connected in series with a second circuit protection module; the method specifically comprises: When an electrical fault of the second power supply device side circuit is detected, the second circuit protection module is in a fourth off state; And when the second circuit protection module cannot be in a fourth off state, the first circuit protection module of the bus where the second circuit protection module is located is in a first off state; The first open-circuit state includes that the first circuit protection module is in a state of making its busbar side circuit to the battery side circuit non-conductive. The fourth open-circuit state includes that the second circuit protection module is in a state of making its second power supply device side circuit to the busbar side circuit non-conductive.

20. The fault handling method of claim 19, wherein, Further comprising: When the second circuit protection module is in the fourth open-circuit state, a third failure strategy is executed, and the third failure strategy includes a second power supply device failure strategy of the vehicle; Or When the first circuit protection module of the busbar where the second circuit protection module is located is in the first open-circuit state, a fourth failure strategy is executed, and the fourth failure strategy includes a second power supply device and a power distribution line failure strategy of the vehicle.

21. The fault handling method of claim 19, wherein, After the second circuit protection module is in the fourth open-circuit state, further comprising: The first circuit protection module of the busbar where the second circuit protection module is located is in a first conductive state. The first conductive state includes that the first circuit protection module is in a state of making its battery side circuit to the busbar side circuit conductive.

22. The fault handling method of claim 15, wherein, The second end of the busbar is connected to a second power supply device, and the second end of the busbar is connected in series with a second circuit protection module; a branch line is arranged between the first end and the second end of the busbar, and a fourth circuit protection module is connected in series on the branch line; The method specifically includes: When a second fault is detected, the fourth circuit protection module is in an open-circuit state; When the fourth circuit protection module cannot be in the open-circuit state, the first circuit protection module of the busbar where the fourth circuit protection module is arranged is in a first open-circuit state, and the second circuit protection module is in a third open-circuit state; The second fault includes at least one of a load side electrical fault connected to the branch line and a sub-branch line combining side electrical fault connected to the branch line.

23. The fault handling method of claim 22, wherein, Further comprising: When the fourth circuit protection module is in the open-circuit state, a fifth failure strategy is executed, and the fifth failure strategy includes a branch line failure strategy; Or When the first circuit protection module of the busbar where the branch line is located is in the first open-circuit state and the second circuit protection module of the busbar is in the third open-circuit state, a sixth failure strategy is executed, and the sixth failure strategy includes a power distribution line failure strategy of the vehicle.

24. The fault processing method according to claim 15, wherein the second end of the busbar is connected to a second power supply device, and the second end of the busbar is connected in series with a second circuit protection module; the method specifically includes: When a second fault is detected, the fourth circuit protection module is in an open-circuit state; When the third circuit protection module cannot be in the open-circuit state, the fourth circuit protection module of the branch line where the sub-branch line is located is in the open-circuit state; When the fourth circuit protection module cannot be in the open-circuit state, the first circuit protection module of the busbar where the branch line is located is in the first open-circuit state, and the second circuit protection module is in the third open-circuit state. Further comprising:

25. The fault handling method of claim 24, wherein, When the fourth circuit protection module is in the open-circuit state, a fifth failure strategy is executed, and the fifth failure strategy includes a branch line failure strategy; or ​ When the first circuit protection module on the bus where the branch line is located is in the first open state, and the second circuit protection module on the bus is in the third open state, a sixth failure strategy is executed, and the sixth failure strategy includes a one-way power distribution failure strategy of the vehicle.

26. The fault handling method of claim 15, wherein, The second end of the bus is connected to a second power supply device, and the second end of the bus is connected in series with a second circuit protection module; and the method specifically includes: When a one-way bus fault is detected, the first circuit protection module on the faulty bus is in the first open state, and the second circuit protection module on the faulty bus is in the third open state; and when the first circuit protection module cannot be in the first open state, the first circuit protection module on another bus is in the second open state, or when the second circuit protection module cannot be in the third open state, the second circuit protection module on another bus is in the fourth open state.

27. The fault handling method of claim 26, wherein: when the first circuit protection module is in the first open state and the second circuit protection module is in the third open state, a one-way power distribution failure strategy of the vehicle is executed; or when the first circuit protection module cannot be in the first open state and the first circuit protection module on another bus is in the second open state, a low-voltage battery and one-way power distribution failure strategy of the vehicle is executed; or when the second circuit protection module cannot be in the third open state and the second circuit protection module on another bus is in the fourth open state, a second power supply device and one-way power distribution failure strategy of the vehicle is executed.

28. A readable storage medium, characterized by, The readable storage medium stores programs or instructions, and the programs or instructions are executed to implement the method of any one of claims 15-27.

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