Vehicle, power distribution system, and power distribution method

Abstract

The application relates to a vehicle, a power distribution system and a power distribution method. The power distribution system comprises: the vehicle comprises a plurality of power distribution areas, including a main power distribution area and at least one secondary power distribution area; the main power distribution area is provided with a main power distribution device; the secondary power distribution area is provided with a secondary power distribution device and a load device; wherein the output of the main power distribution device is configured to output to the secondary power distribution device; the secondary power distribution device is configured to receive the power supply output by the main power distribution device, and the output of the secondary power distribution device is configured to output to the load device of the secondary power distribution area.

Description

Technical Field

[0001] This application relates to vehicles, power distribution systems, and power distribution methods. Background Technology

[0002] Existing vehicle power distribution systems, such as Figure 1 As shown, control is typically achieved through a large high-voltage distribution box (100A, with an additional spare large distribution box if safety redundancy is available) and a Body Control Module (BCM) (200A). The BCM is a highly integrated chip that directly controls various load devices, such as remote locking and unlocking of doors and windows, electric rearview mirrors, central locking, window regulators, exterior lighting (high beam, low beam, position lights, brake lights, turn signals, fog lights), interior lighting, window defrosting devices, instrument panel backlights, etc. The actuators driving the loads are motors (stepper motors, permanent magnet motors, servo motors, etc.), solenoid valves, and electromagnetic switches. Load power ranges from several watts to tens or even hundreds of watts. The BCM internally contains relay power devices to directly control larger loads.

[0003] The inventors discovered that, for the aforementioned power distribution system, the direct connection of the vehicle control module to various load devices results in excessively long wiring harnesses, increasing the difficulty of vehicle assembly and maintenance. Furthermore, it suffers from poor electromagnetic compatibility, particularly for autonomous vehicles, making it difficult to meet the electromagnetic interference immunity requirements of the various sophisticated sensors needed in autonomous vehicles.

[0004] Therefore, there is a need in the art for a vehicle, a power distribution system, and a power distribution method to overcome the above problems. Summary of the Invention

[0005] The technical problem to be solved by this application is to reduce the total length of the wiring harness, simplify the assembly of the power distribution system, and optimize electromagnetic compatibility.

[0006] The vehicle power distribution system according to the first aspect of this application includes: the vehicle includes multiple power distribution areas, including a main power distribution area and at least one secondary power distribution area; the main power distribution area is provided with main power distribution equipment; the secondary power distribution area is provided with secondary power distribution equipment and load devices; wherein the output of the main power distribution equipment is configured to output to the secondary power distribution equipment; the secondary power distribution equipment is configured to receive power output from the main power distribution equipment, and the output of the secondary power distribution equipment is configured to output to the load devices of the secondary power distribution area.

[0007] In some embodiments, the secondary power distribution area includes multiple levels of secondary power distribution area units, including a first-level secondary power distribution area unit and a second-level secondary power distribution area unit. The first-level secondary power distribution area unit has a first-level secondary power distribution device, and the second-level secondary power distribution area unit has a second-level secondary power distribution device. The first-level secondary power distribution device and the second-level secondary power distribution device form a daisy-chain extension structure. The input of the first-level secondary power distribution device is configured to receive power output from the main power distribution device, and the output is configured to output to the load devices of the first-level secondary power distribution area unit and the second-level secondary power distribution device. The input of the second-level secondary power distribution device is configured to receive power output from the first-level secondary power distribution device.

[0008] In some embodiments, the main power distribution area is located in the middle of the vehicle, and secondary power distribution areas are symmetrically arranged on the left and right sides of the vehicle, respectively.

[0009] In some embodiments, the main power distribution equipment is connected to the first-level secondary power distribution equipment via a first wiring harness, and the first-level secondary power distribution equipment is connected to the second-level secondary power distribution equipment via a second wiring harness, wherein the current threshold of the first wiring harness is greater than the current threshold of the second wiring harness.

[0010] In some embodiments, the main power distribution equipment and the secondary power distribution equipment have smart power supply smart fuses, which have metal oxide semiconductor field-effect transistors to control and drive the corresponding load devices.

[0011] In some embodiments, the output of the primary power distribution equipment is configured to: output a first voltage to power the secondary power distribution equipment; the output of the secondary power distribution equipment is configured to: output a second voltage to the load devices in the secondary power distribution area; the second voltage is less than the first voltage.

[0012] In some embodiments, the power supply device providing input to the main power distribution equipment includes a DC / DC battery terminal or a starting battery.

[0013] In some embodiments, the load devices include vehicle exterior lighting components, vehicle interior lighting components, door locks, window regulators, rearview mirrors, cameras, and sensors corresponding to the secondary power distribution area.

[0014] A vehicle according to a second aspect of this application includes a power distribution system as described in the first aspect; a main control unit, the main control unit being electrically connected to the main power distribution equipment and the secondary power distribution equipment respectively.

[0015] According to a third aspect of this application, a power distribution method for a vehicle employs a power distribution system as described in the first aspect. The power distribution method includes: supplying power to a main power distribution device in a main power distribution area of ​​the vehicle via a power supply device; supplying power to a secondary power distribution device in a secondary power distribution area of ​​the vehicle via the main power distribution device; and supplying power to load devices in the secondary power distribution area of ​​the vehicle via the secondary power distribution device. Attached Figure Description

[0016] To make the above-mentioned objectives, features and advantages of this application more apparent and understandable, the specific embodiments of this application will be described in detail below with reference to the accompanying drawings, wherein:

[0017] Figure 1 This is a schematic diagram of the electrical distribution system of a vehicle in the prior art;

[0018] Figure 2 This is a schematic diagram of the power distribution system of a vehicle according to an embodiment of this application;

[0019] Figure 3 This is a circuit diagram of the power distribution system of a vehicle according to an embodiment of this application.

[0020] Figure 4 This is a flowchart illustrating the installation process of the vehicle's power distribution system according to an embodiment of this application.

[0021] Figure label:

[0022] 100-Power Distribution System

[0023] 100A-High Voltage Distribution Box

[0024] 101-Main Distribution Area

[0025] 102, 103 - Secondary power distribution areas

[0026] 1021 - First-level secondary distribution area unit

[0027] 1022 - Secondary Distribution Area Unit

[0028] 1023 - Third-level secondary distribution area unit

[0029] 1-Main power distribution equipment

[0030] 2-Secondary power distribution equipment

[0031] 21-First-level and secondary power distribution equipment

[0032] 22-Secondary power distribution equipment

[0033] 23-Third-level secondary power distribution equipment

[0034] 3-Load Devices

[0035] 41-First harness

[0036] 42-Second harness

[0037] 5-DC / DC battery terminal

[0038] 6-Starting Battery

[0039] 200-Main Control Unit

[0040] 200a-Body Control Module

[0041] 1000 - Vehicles. Detailed Implementation

[0042] The present invention will now be described in detail with reference to the accompanying drawings and specific embodiments. It should be noted that the aspects described below with reference to the accompanying drawings and specific embodiments are merely exemplary and should not be construed as limiting the scope of protection of the present invention in any way.

[0043] The following description is provided to enable those skilled in the art to practice and use the invention and to incorporate it into specific application contexts. Various variations and uses in different applications will be readily apparent to those skilled in the art, and the general principles defined herein are applicable to a wide range of embodiments. Therefore, the invention is not limited to the embodiments given herein, but should be granted the broadest scope consistent with the principles and novel features disclosed herein. In the following detailed description, numerous specific details are set forth to provide a more thorough understanding of the invention. However, it will be apparent to those skilled in the art that practice of the invention is not necessarily limited to these specific details. In other words, well-known structures and devices are shown in block diagram form without detailed representation to avoid obscuring the invention.

[0044] Readers should note all documents and literature submitted concurrently with this specification and open to public access, the contents of which are incorporated herein by reference. Unless otherwise explicitly stated, all features disclosed in this specification (including any appended claims, abstracts, and drawings) may be replaced by alternative features for achieving the same, equivalent, or similar purpose. Therefore, unless explicitly stated otherwise, each disclosed feature is merely one example of a set of equivalent or similar features. It is understood that flowcharts are used in this application to illustrate the operations performed by a system according to embodiments of this application. It should be understood that, depending on the actual situation, preceding or following operations may not necessarily be performed precisely in sequence. Other operations may be added to these processes, or one or more steps may be removed from these processes. The reference to "embodiment" herein means that a particular feature, structure, or characteristic described in connection with an embodiment may be included in at least one embodiment of this application. The appearance of this phrase in various places in the specification does not necessarily refer to the same embodiment, nor is it a separate or alternative embodiment mutually exclusive with other embodiments. It will be explicitly and implicitly understood by those skilled in the art that the embodiments described herein can be combined with other embodiments.

[0045] Electromagnetic compatibility (EMC) as mentioned in the following examples refers to the ability of a device or system to operate as required in its electromagnetic environment without causing intolerable electromagnetic interference to any other device in that environment. Therefore, EMC includes two requirements: firstly, the electromagnetic interference generated by the device during normal operation must not exceed certain limits; secondly, the device must have a certain degree of immunity to electromagnetic interference present in its environment, i.e., electromagnetic susceptibility.

[0046] refer to Figure 2As shown, in some embodiments, vehicle 1000 includes a power distribution system 100 and a main control unit 200. Vehicle 1000 provides multiple power distribution areas, including a main power distribution area 101 and at least one secondary power distribution area 102. The main control unit 200 is connected to the power distribution system 100 via a bus (e.g., CAN bus, LIN bus) or via Ethernet. The main control unit 200 here is distinct from control units specifically designed to control various components of the vehicle (e.g., control units controlling the vehicle's lighting equipment, the fuel engine, the motor, etc.). The main control unit 200 is used for the control of the entire vehicle and generally has stronger computing power. Although the main control unit 200 shown in the figure is schematically represented as a single component, it is understood that the main control unit 200 is not limited to a specific memory or processor. In some cases, the processor and memory of the main control unit 200 can have a distributed structure; for example, it can include memory and processor located at the vehicle end and a backend cloud, respectively, with the vehicle end and the backend cloud jointly implementing the functions of the main control unit 200 described above. Furthermore, in embodiments employing a distributed structure, the specific execution terminal for each step can be adjusted according to actual conditions, and the specific implementation scheme of each step on a particular terminal should not unduly limit the scope of protection of this invention. The main control unit 200 can take the form of, for example, a microcontroller (MCU). For instance, a common form of MCU is a single-chip microcomputer, which appropriately reduces the frequency and specifications of the central processing unit (CPU) and integrates memory, timer, and peripheral interfaces such as USB, A / D conversion, UART, PLC, and DMA onto a single chip, forming a chip-level computer for different combinations of control in different application scenarios.

[0047] Continue to refer to Figure 2 As shown, the power distribution system 100 includes a main power distribution device 1 and a secondary power distribution device 2. The main power distribution device 1 is located in the main power distribution area 101 of the vehicle, and the secondary power distribution device 2 is located in the secondary power distribution area 102. Here, "power distribution device" refers to equipment that distributes power.

[0048] The difference between main power distribution equipment 1 and secondary power distribution equipment 2 lies in their different load-bearing capacities. Main power distribution equipment 1 is directly connected to the power source and manages high and ultra-high currents. Its function is similar to the high-voltage power distribution unit (PDU) in existing electric vehicles, i.e., the high-voltage, high-current distribution unit for pure electric vehicles and plug-in hybrid electric vehicles. Main power distribution equipment 1 typically manages devices with the highest functional safety levels, such as the power supply to the drive motor that powers the vehicle. Correspondingly, main power distribution equipment 1 is larger in size and generates more heat. Secondary power distribution equipment 2, on the other hand, mainly manages small to medium currents. Because the structure of power distribution equipment is usually box-shaped, it is often referred to as a distribution box, but this is not a limitation.

[0049] Continue to refer to Figure 2 As shown, in addition to the secondary power distribution equipment 2, the secondary power distribution area 102 also has load devices 3 corresponding to this area. For example, for the first-level secondary power distribution area unit 1021 of the secondary power distribution area 102, the load devices 3 corresponding to this area include the right front light, including the high beam headlight, low beam headlight, fog light, position light, and smart rearview mirror on the right front, as well as the corresponding door lock and window regulator motor of the right front door.

[0050] Continue to refer to Figure 2 As shown, the output of the main power distribution equipment 1 is configured to output to the secondary power distribution equipment 2 and the load devices corresponding to the main power distribution area.

[0051] The secondary power distribution equipment 2 is configured to receive power output from the primary power distribution equipment 1, and the output of the secondary power distribution equipment 2 is configured to output to the load device 3 of the secondary power distribution area 102.

[0052] Although Figure 2 It is not shown that the main power distribution equipment mainly supplies power to the secondary power distribution equipment 2, but it does not exclude the possibility that the main power distribution equipment 1 supplies power to the load devices of the main power distribution area 101. For example, the main power distribution area 101 is generally located in the front middle or rear middle part of the vehicle. If necessary, the main power distribution equipment 1 can provide power to the drive motor that powers the vehicle's movement, or to the relevant motors of the nearby seats, etc.

[0053] The advantages of the power distribution system 100 using the above embodiments are that it reduces the total length of the wiring harness, simplifies the assembly of the power distribution system, and optimizes electromagnetic compatibility. The principle is that, compared to the prior art where each module is directly connected for control via a BCM, the power distribution architecture using a main power distribution device 1 and a secondary power distribution device 2 allows most load devices located in the secondary power distribution area 102 where the load devices are located to be controlled and driven by the corresponding nearest secondary power distribution device 2. This reduces the total length of the vehicle's wiring harness and makes the wiring harness easier to arrange. Furthermore, by directly driving the load devices through the power distribution devices, no additional hard-wired control lines are required; instead, as described above, hard-wired control is replaced by a bus or Ethernet connection. Furthermore, the structure of main power distribution equipment 1 and secondary power distribution equipment 2 separates the management of high and low currents, and the corresponding heat pipes are also separated. This allows most load devices to be controlled and driven by the nearby secondary power distribution equipment 2, resulting in high integration. It also absorbs transient impact energy from the load end, while the main power distribution equipment 1 can absorb high-voltage pulse energy and reverse pulse energy from the power source (e.g., DC / DC battery terminal 5 or starting battery 6; generally, for pure electric vehicles, it is the DC / DC battery terminal, and for hybrid vehicles, it is the starting battery 6). In addition, since the secondary power distribution equipment 2 is responsible for driving the nearby load devices 3, the drive current loop is very small, which helps to inhibit electromagnetic emission. (The principle is that a smaller drive current loop means a smaller current loop area, which directly reduces the radiated energy of this current loop to the outside world), thereby optimizing electromagnetic compatibility.

[0054] Optimizing electromagnetic compatibility (EMC) is particularly beneficial for intelligent and autonomous vehicles, whose load devices include various high-precision sensors and cameras. It is understood that cameras installed on a vehicle can acquire images of one or more areas around the vehicle, and sensors installed on the vehicle can acquire sensor data on various aspects of the environment surrounding the vehicle. Camera images and sensor data can be processed and used to safely control autonomous vehicles passing through traffic flow or highways. Optimizing EMC can minimize interference with the signal acquisition and output of sensors and cameras, ensuring the reliability of intelligent and autonomous vehicles.

[0055] The meanings of high-voltage pulses and reverse pulses introduced above can be found in standard ISO 7637 - Road vehicles - Electrical disturbances from conduction and coupling, which will not be elaborated here.

[0056] Continue to refer to Figure 2As shown, the secondary power distribution area 102 may include multiple secondary power distribution devices 2, but these devices are connected via a daisy-chain extension structure. For example... Figure 2 As shown, the secondary distribution area 102 includes multiple levels of secondary distribution area units, including a first-level secondary distribution area unit 1021 and a second-level secondary distribution area unit 1022. The first-level secondary distribution area unit 1021 has a first-level secondary distribution device 21, and the second-level secondary distribution area unit 1022 has a second-level secondary distribution device 22. The first-level secondary distribution device 21 and the second-level secondary distribution device 22 form a daisy-chain extension. The hierarchical relationship between the first and second levels here refers to the fact that the second level is the level below the first level, just as the first-level secondary distribution device is the level below the main distribution device. As described above, similar to the relationship between primary and secondary power distribution equipment, the input of the first-level secondary power distribution equipment 21 is configured to receive power from the output of the primary power distribution equipment 1, and its output is configured to output to the load device 3 of the first-level secondary power distribution area unit 1021 and the second-level secondary power distribution equipment 22; the input of the second-level secondary power distribution equipment 22 is configured to receive power from the output of the first-level secondary power distribution equipment 21. And so on, as... Figure 2 As shown, the secondary power distribution area 102 may further include a third-level secondary power distribution area unit 1023, which has a third-level secondary power distribution device 23. The input of the third-level secondary power distribution device 23 is configured to receive power from the output of the second-level secondary power distribution device 22. The daisy-chain and multi-level cascaded power distribution architecture ensures that there is only one main trunk line (if redundancy exists, a backup line is provided for the corresponding main trunk line, such as...). Figure 2 The two parallel lines shown in the diagram, one of which is a backup line, further simplify the line layout.

[0057] Continue to refer to Figure 2 As shown, in some embodiments, the structure of the power distribution system 100 may also be such that the main power distribution area 101 is located in the middle of the vehicle, and secondary power distribution areas 102 and 103 are symmetrically arranged on the left and right sides of the vehicle, respectively. The main power distribution area 101 being located in the middle of the vehicle is not limited to, for example... Figure 2The diagram shows the front-middle section, which can also be the rear-middle section, as long as it's located in the middle of the vehicle's width. Secondary power distribution areas 102 and 103 are symmetrically arranged on the left and right sides of the vehicle, respectively. Here, symmetry refers to the fact that the power distribution areas and equipment are essentially the same. For example, as shown in the diagram, secondary power distribution areas 102 and 103 are located on the left and right sides of the middle section, respectively. Due to the symmetrical arrangement, the number of levels and corresponding secondary power distribution equipment in secondary power distribution area 103 are the same. Since the content of secondary power distribution area 102 has already been described in detail above, the relevant content about secondary power distribution area 103 will not be repeated. The advantage of using a symmetrical structure is that it can further optimize electromagnetic compatibility. The principle is as follows... Figure 3 As shown, all electrical equipment is placed symmetrically. The current loops on the left and right sides of the vehicle are opposite in direction, but the current values ​​are approximately equal. This architecture can impede electromagnetic emissions. The principle is that when the magnetic flux passing through the induction loop changes, an induced current is generated in the loop. The direction of the induced current always opposes the change in magnetic flux in the loop, and its magnitude is proportional to the change in magnetic flux per unit time. Furthermore, the symmetrical arrangement simplifies the assembly of the electrical distribution system 100. During assembly, there is no need to distinguish between the left and right electrical equipment; they can be installed directly. For more details, see [link to details]. Figure 4 As shown, the installation process of the power distribution system 100 can be as follows:

[0058] S1. The main power distribution equipment 1 and the corresponding 2N secondary power distribution equipment 2 are evenly and symmetrically installed on both sides of the vehicle. As described above, due to the symmetrical arrangement, there is no need to distinguish between the left and right secondary power distribution equipment 2 in S1.

[0059] S2. After the vehicle is powered on, the main power distribution equipment 1 begins to automatically write address numbers to each secondary power distribution equipment 2.

[0060] Specifically, the main power distribution device 1 can supply power to the first-level secondary power distribution device 21 on the left, and then write an address number to the first-level secondary power distribution device 21 on the left via the bus; the main power distribution device 1 can also supply power to the first-level secondary power distribution device 21 on the right, and then write an address number to the first-level secondary power distribution device 21 on the right via the bus. Similarly, the secondary power distribution device at the next higher level supplies power to the secondary power distribution device at the next lower level and writes an address number to it in the same way.

[0061] Continue to refer to Figure 2As shown in the diagram, the thickness of the arrows connecting the two devices indicates the current carrying capacity, or current threshold, of the wiring harnesses connecting them. It can be seen that the main power distribution device 1 is connected to the first-level secondary power distribution device 21 via the first wiring harness 41, and the first-level secondary power distribution device 21 is connected to the second-level secondary power distribution device 22 via the second wiring harness 42. The current threshold of the first wiring harness 41 is greater than that of the second wiring harness 42. Similarly, the current threshold of the wiring harness connecting the power supply to the main power distribution device 1 is greater than that of the first wiring harness 41, and the current threshold of the second wiring harness 42 is greater than that of the wiring harness connecting the second-level secondary power distribution device 22 to the third-level secondary power distribution device 23. This saves on wiring harness costs.

[0062] In some embodiments, the main power distribution equipment 1 and the secondary power distribution equipment 2 have intelligent power supply smart fuses, which are metal-oxide-semiconductor field-effect transistors (MOSFETs) to control and drive the corresponding load devices 3. The intelligent power supply smart fuse 11 (eFuse) is distinguished from traditional fuse and relay solutions. An eFuse is essentially an integrated circuit that provides a semiconductor solution for power supply circuit protection by integrating MOSFETs, drive, detection circuits, logic circuits, diagnostic modules, etc., on a single chip. When the eFuse is connected in series in the power supply circuit, it can detect overcurrent and overvoltage conditions and react quickly to them. When an overload occurs, the device limits the output current to a user-defined safe value. If the abnormal overload persists, the device will enter an open state, thereby disconnecting the load from the power supply. The overload current limit can be programmed, for example, by an external resistor.

[0063] In some embodiments, the main power distribution equipment 1 and the secondary power distribution equipment 2 have smart power supply smart fuses, which are metal-oxide-semiconductor field-effect transistors (MOSFETs) to control and drive the corresponding load devices 3. The term "smart power supply smart fuse" (eFuse) here refers to a solution relative to traditional fuses and relays. An eFuse is essentially an integrated circuit that provides a semiconductor solution for power supply circuit protection by integrating MOSFETs, drive, detection circuits, logic circuits, diagnostic modules, etc., on a single chip. When an eFuse is connected in series in the power supply circuit, it can detect overcurrent and overvoltage conditions and react quickly to them. When an overload occurs, the device limits the output current to a user-defined safe value. If the abnormal overload persists, the device will enter an open state, thereby disconnecting the load from the power supply. The overload current limit can be programmed, for example, by an external resistor. The benefits of this approach are severalfold. First, it saves power. Existing BCM control systems, when handling high current loads, require relays to drive the load. Using MOSFETs, however, saves current because relays are current-driven devices that need to maintain their rated current (typically greater than 100mA), while MOSFETs are voltage-driven devices with minimal gate current consumption. Second, it further optimizes electromagnetic compatibility. Relays, being inductive devices, cause pulse interference to the power line upon shutdown, while MOSFETs, being semiconductor devices, do not have this problem. Third, it utilizes smart fuses to support diagnostics of load devices, especially high-current loads. Real-time current diagnostics can support related machine learning and deep learning functions. For example, real-time current diagnostic data uploaded to the cloud can be used for online analysis of the operating conditions and aging of various loads, providing data support for functional improvements. Finally, it enables rapid response to short-circuit faults in high-load loads. The distribution box can shut down the output of the corresponding load in a much faster time (microseconds), avoiding impact on the normal operation of other load devices. As described above, the MOSFET is a voltage-driven device. The output of the main power distribution device 1 is configured to output a first voltage to power the secondary power distribution device 2. The output of the secondary power distribution device 2 is configured to output a second voltage to the load device 3 of the secondary power distribution area 102. The second voltage is less than the first voltage.

[0064] refer to Figure 2 as well as Figure 3 As shown above, this application also provides a power distribution method for a vehicle, employing the power distribution system 100 described in the above embodiments. The power distribution method includes:

[0065] Power is supplied to the main power distribution equipment 1 in the main power distribution area 101 of the vehicle through a power supply device, such as DC / DC battery terminal 5 or starting battery 6.

[0066] Power is supplied to the secondary power distribution equipment 2 of the secondary power distribution area 102 in the vehicle through the main power distribution equipment 1;

[0067] Power is supplied to the load devices 3 in the secondary power distribution area 102 of the vehicle through the secondary power distribution equipment 2.

[0068] In summary, the advantages of adopting the above-mentioned vehicles, power distribution systems, and power distribution methods are that they reduce the total length of the wiring harness, simplify the assembly of the power distribution system, and optimize electromagnetic compatibility.

[0069] The various illustrative logic modules and circuits described in conjunction with the embodiments disclosed herein may be implemented or performed using a general-purpose processor, a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA) or other programmable logic device, discrete gate or transistor logic, discrete hardware components, or any combination thereof designed to perform the functions described herein. The general-purpose processor may be a microprocessor, but in alternatives, it may be any conventional processor, controller, microcontroller, or state machine. The processor may also be implemented as a combination of computing devices, such as a combination of a DSP and a microprocessor, multiple microprocessors, one or more microprocessors cooperating with a DSP core, or any other such configuration.

[0070] The steps of the methods or algorithms described in conjunction with the embodiments disclosed herein may be embodied directly in hardware, in a software module executed by a processor, or in a combination of both. The software module may reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, removable disk, CD-ROM, or any other form of storage medium known in the art. An exemplary storage medium is coupled to a processor such that the processor can read and write information to / from the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0071] In one or more exemplary embodiments, the described functionality may be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functionality may be stored or transmitted as one or more instructions or code on or via a computer-readable medium. A computer-readable medium includes both computer storage media and communication media, encompassing any medium that facilitates the transfer of a computer program from one location to another. A storage medium may be any available medium accessible to a computer. By way of example and not limitation, such a computer-readable medium may include RAM, ROM, EEPROM, CD-ROM or other optical disc storage, disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and is accessible to a computer. Any connection is also legitimately referred to as a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of a medium. As used in this article, disk and disc include compact discs (CDs), laser discs, optical discs, digital multi-purpose discs (DVDs), floppy disks, and Blu-ray discs. Disks typically reproduce data magnetically, while discs reproduce data optically using lasers. Combinations of these should also be included within the scope of computer-readable media.

[0072] The preceding description is provided to enable any person skilled in the art to practice the various aspects described herein. However, it should be understood that the scope of protection of this application should be determined by the appended claims and should not be limited to the specific structures and components of the embodiments described above. Various changes and modifications can be made to the embodiments by those skilled in the art within the spirit and scope of the invention, and these changes and modifications also fall within the scope of protection of this application.

Claims

1. A vehicle power distribution system (100), characterized in that, include: The vehicle includes multiple power distribution areas, including a main power distribution area (101) and at least one secondary power distribution area (102). The main power distribution area (101) is equipped with main power distribution equipment (1); the main power distribution equipment (1) is directly connected to the power supply; The secondary power distribution area (102) is equipped with secondary power distribution equipment (2) and load devices (3); The output of the main power distribution equipment (1) is configured to be output to the secondary power distribution equipment (2). The secondary power distribution equipment (2) is configured to receive power output from the main power distribution equipment (1), and the output of the secondary power distribution equipment (2) is configured to output to the load device (3) of the secondary power distribution area (102). The secondary power distribution area (102) includes multiple levels of secondary power distribution area units, including a first-level secondary power distribution area unit (1021) and a second-level secondary power distribution area unit (1022). The first-level secondary power distribution area unit (1021) has a first-level secondary power distribution device (21), and the second-level secondary power distribution area unit (1022) has a second-level secondary power distribution device (22). The first-level secondary power distribution device (21) and the second-level secondary power distribution device (22) form a daisy-chain extension structure. The input of the first-level secondary power distribution device (21) is configured to receive the power supply output by the main power distribution device (1), and the output is configured to output to the load device (3) of the first-level secondary power distribution area unit (1021) and the second-level secondary power distribution device (22). The input of the second-level secondary power distribution device (22) is configured to receive the power supply output by the first-level secondary power distribution device (21). The installation process for the power distribution system is configured as follows: S1. Install the main power distribution equipment (1) and the corresponding 2N secondary power distribution equipment (2) evenly and symmetrically on both sides of the vehicle; S2. After the vehicle is powered on, the main power distribution equipment (1) starts to automatically write address numbers to each secondary power distribution equipment (2), including: the main power distribution equipment (1) supplies power to the first-level secondary power distribution equipment (21) on the left, and then writes the address number to the first-level secondary power distribution equipment (21) on the left through the bus; the main power distribution equipment (1) supplies power to the first-level secondary power distribution equipment (21) on the right, and then writes the address number to the first-level secondary power distribution equipment (21) on the right through the bus; the secondary power distribution equipment of the previous level supplies power to the secondary power distribution equipment of the next level and writes the address number. The main power distribution area (101) is located in the middle of the vehicle, and secondary power distribution areas (102, 103) are symmetrically arranged on the left and right sides of the vehicle, respectively. The current loop on the left side of the car is opposite in direction to the current loop on the right side of the car, but the current values ​​are approximately equal.

2. The vehicle power distribution system (100) as described in claim 1, characterized in that, The main power distribution equipment (1) is connected to the first secondary power distribution equipment (21) via a first wiring harness (41), and the first secondary power distribution equipment (21) is connected to the second secondary power distribution equipment (22) via a second wiring harness (42). The current threshold of the first wiring harness (41) is greater than the current threshold of the second wiring harness (42).

3. The vehicle power distribution system (100) as described in claim 1, characterized in that, The main power distribution equipment (1) and the secondary power distribution equipment (2) have intelligent power supply intelligent fuses, which have metal oxide semiconductor field-effect transistors to control and drive the corresponding load devices (3).

4. The vehicle power distribution system (100) as described in claim 1, characterized in that, The output of the main power distribution equipment (1) is configured to output a first voltage to power the secondary power distribution equipment (2); the output of the secondary power distribution equipment (2) is configured to output a second voltage to the load device (3) of the secondary power distribution area (102); the second voltage is less than the first voltage.

5. The vehicle power distribution system (100) as described in claim 1, characterized in that, The power supply device that provides input to the main power distribution equipment (1) includes a DC / DC battery terminal (5) or a starting battery (6).

6. The vehicle power distribution system (100) as described in claim 1, characterized in that, The load device (3) includes vehicle exterior lighting components, vehicle interior lighting components, door locks, window regulators, rearview mirrors, cameras, and sensors corresponding to the secondary power distribution area (102).

7. A vehicle (1000), characterized in that, include: The power distribution system (100) as described in any one of claims 1-6; The main control unit (200) is electrically connected to the main power distribution equipment (1) and the secondary power distribution equipment (2).

8. A method for distributing electricity to a vehicle, employing the power distribution system (100) as described in any one of claims 1-6, characterized in that, include: Power is supplied to the main power distribution equipment (1) in the main power distribution area (101) of the vehicle through the power supply equipment; Power is supplied to the secondary power distribution equipment (2) of the secondary power distribution area (102) in the vehicle through the main power distribution equipment (1); The secondary power distribution equipment (2) supplies power to the load devices (3) in the secondary power distribution area (102) of the vehicle.

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