Vehicle power distribution method and vehicle power distribution system

Abstract

The embodiment of the application discloses a vehicle power distribution method and a vehicle power distribution system. The vehicle power distribution system comprises at least one control unit and a plurality of power supply units, and each control unit is connected with at least one load. The method comprises the following steps: obtaining a first load current of a first load, the first load being a load connected with the at least one control unit and in an open state; in the case that the first load current is greater than or equal to a power supply current corresponding to M power supply units, controlling each power supply unit of N1 power supply units to be connected with the at least one control unit, so as to supply power to the first load by the M power supply units and the N1 power supply units, and the N1 power supply units being at least one power supply unit in the plurality of power supply units except the M power supply units. The embodiment of the application can realize reasonable power distribution control and improve the reliability of the vehicle power distribution system.

Description

TECHNICAL FIELD

[0001] The embodiment of the present application relates to the technical field of vehicles, and relates to but is not limited to a vehicle power distribution method and a vehicle power distribution system. BACKGROUND

[0002] With the rapid development of vehicle electrification and intelligence, the vehicle power distribution system also faces many challenges. For example, the increasing number of electrical equipment in the vehicle leads to the gradual increase of power consumption; the rapid development of automatic driving, intelligent chassis and other technologies also puts forward higher requirements for the safety and redundancy range of power distribution; in order to meet the requirements of energy saving and environmental protection, it is necessary to improve the endurance by using limited battery capacity, which puts forward higher requirements for power distribution efficiency and accuracy.

[0003] In the related art, the above problems are solved only by increasing the battery capacity and optimizing the connector selection, which not only increases the space occupied by the battery in the vehicle, but also increases the weight of the vehicle, and even increases the cost of the vehicle. Therefore, how to reasonably control the power distribution has become a technical problem to be solved. SUMMARY

[0004] Therefore, the embodiment of the present application provides a vehicle power distribution method and a vehicle power distribution system, which can realize reasonable power distribution control. The vehicle power distribution method and the vehicle power distribution system provided by the embodiment of the present application are realized as follows:

[0005] The vehicle power distribution method provided by the embodiment of the present application is applied to a vehicle power distribution system, the vehicle power distribution system includes at least one control unit and a plurality of power supply units, each control unit is connected with at least one load, and each power supply unit is used to supply power for the load connected with the at least one control unit, wherein each power supply unit of M power supply units in the plurality of power supply units is connected with the at least one control unit, so as to supply power for the load connected with the at least one control unit through the M power supply units, and M is an integer greater than 1 or equal to 1; the method comprises:

[0006] obtaining a first load current of a first load, the first load being a load connected with the at least one control unit and in an open state;

[0007] In the case that the first load current is greater than or equal to the corresponding power supply current of the M power supply units, each power supply unit of N1 power supply units is controlled to be connected with the at least one control unit, so as to supply power for the first load through the M power supply units and the N1 power supply units, and the N1 power supply units are at least one of the plurality of power supply units except the M power supply units.

[0008] In the above embodiment, the redundant vehicle power distribution system including multiple power supply units is designed. When the load current corresponding to the load in the on state (e.g., the first load current) is greater than or equal to the power supply current of the connected M power supply units, it indicates that the power demand of the load currently in the on state has exceeded the power supply capacity of the M power supply units. Then, by connecting N1 power supply units other than the M power supply units in the multiple power supply units, the N1 power supply units cooperate with the M power supply units to supply power to the load in the on state to meet the power demand of the load. This power distribution method can flexibly adjust whether to connect other power supply units according to the current change of the load, which not only can reduce the impact on the normal operation of the load, but also can improve the power distribution efficiency and accuracy, thereby improving the safety and reliability of power distribution and realizing reasonable power distribution control.

[0009] In some embodiments, the method further includes:

[0010] When the first load current is greater than or equal to the sum of the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units, and there is no power supply unit other than the M power supply units and the N1 power supply units in the multiple power supply units, the connection between part of the loads in the first load and the corresponding control units is controlled to be disconnected.

[0011] In the above embodiment, when there is no power supply unit other than the M power supply units in the multiple power supply units, if the power demand of the load currently in the on state exceeds the power supply capacity of the M power supply units, it will cause the load in the on state to be unable to work normally, and even cause the power supply unit to be damaged, etc. Then, the part of the load in the on state is controlled to be disconnected, which reduces the number of loads in the on state in the vehicle power distribution system. This way makes the power consumption of the load in the vehicle power distribution system not exceed the power supply capacity of the M power supply units, thereby reducing the adverse effects on the normal operation of the load due to insufficient power supply capacity, and reducing the adverse effects on the power supply unit, thereby improving the safety and reliability of power distribution.

[0012] In some embodiments, the control of the disconnection of the connection between part of the loads in the first load and the corresponding control units includes:

[0013] According to the power distribution level corresponding to each load in the first load, the connection between the load in the first load and the corresponding control unit is controlled to be disconnected in order from low to high level, until the second load current of the remaining load in the first load is less than the power supply current corresponding to the multiple power supply units, the disconnection of the load in the first load is stopped.

[0014] In the above embodiment, according to the load power distribution level from low to high, the loads in the on state are sequentially disconnected, and when the power demand of the remaining loads after part of the loads are disconnected does not exceed the power supply capacity of the M power supply units, the disconnection of the loads is stopped. This way, high-level loads are not closed first to ensure the normal operation of high-level loads as much as possible. This way of closing loads is more reliable, and the reliability of power distribution control is improved.

[0015] In some embodiments, after the stopping of disconnecting the loads in the first loads, the method further comprises:

[0016] In the case where the difference between the second load current of the remaining loads and the corresponding power supply current of the plurality of power supply units is greater than or equal to the rated current corresponding to the target load, the target load is connected to the corresponding control unit, and the target load is at least one of the part of the loads.

[0017] In the above embodiment, after the stopping of closing the loads, if the difference between the power supply current of all power supply units in the vehicle power distribution system and the load current corresponding to the remaining loads in the on state is greater than or equal to the rated current of the target load that has been closed, it means that the power supply capacity of all power supply units can meet the normal operation of the remaining loads and the target load. Then, the target load is turned on. This way, the closed load can be flexibly controlled to be turned on without the need for the user to manually turn on the closed load, improving the flexibility of the power distribution method and the user experience.

[0018] In some embodiments, the method further comprises:

[0019] In the case where there is an abnormal power supply unit in the M power supply units and the N1 power supply units, the connection between the abnormal power supply unit and the at least one control unit is disconnected.

[0020] In the above embodiment, in the case where there is an abnormal power supply unit in the vehicle power distribution system, the abnormal power supply unit is disconnected. This way, the abnormal power supply unit can be effectively isolated to avoid the normal operation of the loads in the vehicle power distribution system, thereby improving the safety of electricity use and avoiding safety hazards.

[0021] In some embodiments, after the control of the disconnection of the connection between the abnormal power supply unit and the at least one control unit, the method further comprises:

[0022] In a case where the first load current is greater than or equal to the supply currents of the M supply units and the valid supply units other than the abnormal supply unit among the N1 supply units, N2 supply units are controlled to be connected with the at least one control unit, so as to supply power to the load connected with the at least one control unit by the valid supply units and the N2 supply units, the N2 supply units being at least one of the supply units other than the M supply units and the N1 supply units.

[0023] In the above embodiment, after the abnormal supply unit is disconnected, the power consumption demand of the load currently in the on state exceeds the power supply capability of the valid supply units that are turned on, and if there are other supply units in the vehicle power distribution system in addition to the M supply units and the N1 supply units, N2 supply units among the other supply units are controlled to supply power to the load together with the valid supply units, so as to meet the power consumption demand of the load. This power distribution mode can flexibly adjust whether to connect other supply units according to the current change of the load and the supply current change of the supply units, so as to reduce the influence on the normal operation of the load caused by the disconnection of the abnormal supply unit. This not only improves the power distribution efficiency and accuracy, but also improves the safety and reliability of power distribution.

[0024] In some embodiments, after the control of the disconnection of the connection between the abnormal supply unit and the at least one control unit, the method further comprises:

[0025] In a case where the first load current is greater than or equal to the supply currents of the M supply units and the valid supply units other than the abnormal supply unit among the N1 supply units, and there are no supply units other than the M supply units and the N1 supply units among the plurality of supply units, the connection between part of the loads in the first load and the corresponding control units is controlled to be disconnected.

[0026] In the above embodiment, after the abnormal supply unit is disconnected, the power consumption demand of the load currently in the on state exceeds the power supply capability of the valid supply units that are turned on, and there are no other supply units in the vehicle power distribution system in addition to the M supply units and the N1 supply units. In this case, the part of the loads in the on state are controlled to be disconnected, so as to reduce the number of loads in the on state in the vehicle power distribution system. In this way, the power consumption of the load does not exceed the power supply capability of the valid supply units, so as to reduce the adverse influence on the normal operation of the load caused by the disconnection of the abnormal supply unit, thereby improving the safety and reliability of power distribution.

[0027] In some embodiments, the method further comprises:

[0028] obtaining a rated current corresponding to the second load, the second load being a load connected to the at least one control unit and predicted to be turned on in a target period;

[0029] in a case where a sum of the first load current and the rated current corresponding to the second load is greater than or equal to a sum of the power supply currents corresponding to the M power supply units and the power supply currents corresponding to the N1 power supply units, adjusting the power supply units connected to the at least one control unit, or adjusting the loads connected to the at least one control unit.

[0030] In the above embodiments, when it is predicted that a load (e.g., the second load) to be turned on in a future target period, it indicates that the power demand of the load will be newly added, and then by comparing the load currents corresponding to the loads currently in the on state and the load to be turned on in the future, and the power supply capabilities of the M power supply units and the N1 power supply units, different ways are flexibly adopted to adjust the power distribution control strategy in advance, so as to optimize the power distribution control capability of the vehicle power distribution system, thereby improving the reliability of power distribution and realizing more reasonable power distribution control.

[0031] In some embodiments, the adjusting the power supply units connected to the at least one control unit comprises:

[0032] in a case where a sum of the first load current and the rated current corresponding to the second load is greater than or equal to a sum of the power supply currents corresponding to the M power supply units and the power supply currents corresponding to the N1 power supply units, controlling N3 power supply units to be connected to the at least one control unit, so as to supply power to the first load and the second load by the M power supply units, the N1 power supply units and the N3 power supply units, the N3 power supply units being at least one of the power supply units other than the M power supply units and the N1 power supply units.

[0033] In the above embodiments, in a case where a sum of the corresponding load current of the load already turned on and the rated current of the load to be turned on is greater than or equal to the power supply currents of the M power supply units and the N1 power supply units already connected, it indicates that the power demand of the load already turned on and the load to be turned on has exceeded the power supply capability of the currently connected power supply units, and if there are other power supply units in the vehicle power distribution system in addition to the currently connected power supply units, N3 power supply units are controlled from the other power supply units, so that the N3 power supply units cooperate with the currently connected power supply units to supply power to the loads, so as to meet the power demand of the loads. This power distribution mode can flexibly adjust whether to access other power supply units according to the current change of the loads, so as to adjust the power distribution control strategy in advance, thereby ensuring the normal operation of the loads and improving the reliability of power distribution.

[0034] In some embodiments, the adjusting the loads connected to the at least one control unit comprises:

[0035] In a case where the sum of the first load current and the rated current corresponding to the second load is greater than or equal to the sum of the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units, and there is no power supply unit in the plurality of power supply units other than the M power supply units and the N1 power supply units, the connection between part of the loads in the first load and the corresponding control unit is controlled to be disconnected.

[0036] In the above embodiments, in a case where the power consumption demand of the loads that have been turned on and the loads to be turned on has exceeded the power supply capacity of the currently connected power supply units, and there is no power supply unit in the vehicle power distribution system other than the M power supply units and the N1 power supply units that have been connected, the part of the loads in the on state is controlled to be disconnected, and the number of loads in the on state in the current vehicle power distribution system is reduced in such a way that the power consumption of the loads in the future period does not exceed the power supply capacity of the M power supply units and the N1 power supply units, so that the adverse effects of the newly added loads on the normal operation of the loads in the future period can be reduced, and the power consumption demand of more loads can be met, thereby improving the safety and reliability of power distribution.

[0037] In some embodiments, the method further comprises:

[0038] The second load is predicted according to at least one of the navigation information in the target period, the weather type in the target period, and the geographical environment type in the target period.

[0039] In the above embodiments, the loads to be turned on (e.g., the second load) in the future target period can be predicted in various ways, which not only allows the loads to be turned on to be predicted quickly in advance, but also improves the accuracy of the prediction results, helping the vehicle power distribution system to perform more reasonable power distribution control.

[0040] In some embodiments, the power supply current corresponding to each power supply unit is determined based on the maximum stable current corresponding to each power supply unit.

[0041] In the above embodiments, the power supply current of each power supply unit is determined based on the maximum stable current, which can ensure that each power supply unit can guarantee the stable operation of the loads.

[0042] In some embodiments, the power supply current of each power supply unit is greater than or equal to the rated current corresponding to the load with the highest power distribution level among the loads connected to the at least one control unit.

[0043] In the above embodiments, the power supply current of each power supply unit is greater than or equal to the rated current of the load with the highest power distribution level. This means that even if only one power supply unit is available in the vehicle power distribution system, the power demand of the highest level load can still be met, thereby ensuring that the necessary high-level loads can operate stably.

[0044] In some embodiments, the plurality of power supply units include a main power supply unit and at least one auxiliary power supply unit, and the M power supply units include the main power supply unit.

[0045] In the above embodiments, by designing a main power supply unit and an auxiliary power supply unit, the vehicle power distribution system can flexibly control the main and auxiliary power supply units to work together to supply power to the load, thereby improving the reliability of the vehicle power distribution system.

[0046] This application provides a vehicle power distribution system, which includes:

[0047] At least one control unit and a plurality of power supply units, each control unit being connected to at least one load, each power supply unit being used to supply power to the load connected to the at least one control unit, wherein each of the M power supply units is connected to the at least one control unit to supply power to the load connected to the at least one control unit through the M power supply units, where M is an integer greater than or equal to 1;

[0048] The main control unit is used to obtain the first load current of the first load, wherein the first load is a load connected to the at least one control unit and is in the on state;

[0049] The main control unit is further configured to control each of the N1 power supply units to connect to the at least one control unit when the first load current is greater than or equal to the power supply current corresponding to the M power supply units, so as to supply power to the first load through the M power supply units and the N1 power supply units, wherein the N1 power supply units are at least one of the plurality of power supply units other than the M power supply units.

[0050] The electronic device provided in this application includes a memory and a processor. The memory stores a computer program that can run on the processor. When the processor executes the program, it implements the method described in this application.

[0051] The computer-readable storage medium provided in this application embodiment stores a computer program thereon, which, when executed by a processor, implements the methods described in this application embodiment.

[0052] The computer program product provided in this application includes a computer program that, when executed by a processor, implements the methods described in this application. Attached Figure Description

[0053] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with this application and, together with the specification, serve to explain the technical solutions of this application.

[0054] Figure 1 This is a schematic diagram of the structure of a power distribution device disclosed in an embodiment of this application;

[0055] Figure 2A This is a schematic diagram of the structure of a vehicle power distribution system disclosed in an embodiment of this application;

[0056] Figure 2B This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0057] Figure 2C This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0058] Figure 3 This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0059] Figure 4 This is a schematic flowchart of a vehicle power distribution method disclosed in an embodiment of this application;

[0060] Figure 5 This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0061] Figure 6 This is a schematic flowchart of another vehicle power distribution method disclosed in the embodiments of this application;

[0062] Figure 7A This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0063] Figure 7B This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0064] Figure 8 This is a schematic flowchart of another vehicle power distribution method disclosed in the embodiments of this application;

[0065] Figure 9 This is a schematic flowchart of another vehicle power distribution method disclosed in the embodiments of this application;

[0066] Figure 10 This is a schematic diagram of another vehicle power distribution system disclosed in the embodiments of this application;

[0067] Figure 11This is a schematic flowchart of another vehicle power distribution method disclosed in the embodiments of this application;

[0068] Figure 12 This is a schematic flowchart of another vehicle power distribution method disclosed in the embodiments of this application;

[0069] Figure 13 This is a schematic flowchart of another vehicle power distribution method disclosed in the embodiments of this application;

[0070] Figure 14 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. Detailed Implementation

[0071] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the specific technical solutions of this application will be further described in detail below with reference to the accompanying drawings of the embodiments of this application. The following embodiments are used to illustrate this application, but are not intended to limit the scope of this application.

[0072] 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. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0073] In the following description, references are made to “some embodiments,” which describe a subset of all possible embodiments. However, it is understood that “some embodiments” may be the same subset or different subsets of all possible embodiments and may be combined with each other without conflict.

[0074] It should be noted that the terms "first, second, third" used in the embodiments of this application are used to distinguish similar or different objects and do not represent a specific order of objects. It can be understood that "first, second, third" can be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0075] With the rapid development of vehicle electrification and intelligence, vehicle power distribution systems face numerous challenges, including meeting energy conservation and environmental protection requirements while reducing power consumption and improving power distribution safety. For example, the increasing number of electrical devices in vehicles, such as air conditioners and in-vehicle refrigerators, leads to a gradual increase in power consumption. The rapid development of high-safety-level technologies such as autonomous driving and intelligent chassis places higher demands on the safety and redundancy requirements of power distribution. Simultaneously, energy conservation needs are becoming increasingly prominent. To meet energy conservation and environmental protection requirements, it is necessary to utilize limited battery capacity to increase driving range, placing higher demands on power distribution efficiency and accuracy.

[0076] In related technologies, the aforementioned problems are addressed solely by increasing battery capacity and optimizing connector selection. However, while increasing battery capacity can improve range and meet the power needs of more electrical devices in more vehicles, it also leads to increased battery space occupation, increased vehicle weight, and even higher vehicle costs. Furthermore, since connectors are used to transmit electrical energy in the vehicle's power distribution system to ensure reliable power delivery to various electrical devices, the ever-increasing number and variety of onboard devices also make connector selection more difficult, resulting in significantly increased costs.

[0077] Therefore, how to conduct reasonable power distribution control to meet the growing demands for reducing vehicle power consumption, improving power distribution safety, meeting vehicle power redundancy requirements, and reducing vehicle costs has become an urgent technical problem to be solved.

[0078] In view of this, embodiments of this application provide a vehicle power distribution method and a vehicle power distribution system, applied to a vehicle power distribution system. The vehicle power distribution system includes at least one control unit and multiple power supply units, each control unit being connected to at least one load. A first load current is obtained from a first load, which is a load connected to at least one control unit and in an on state. When the first load current is greater than or equal to the supply current corresponding to M power supply units, each of N1 power supply units is controlled to connect to at least one control unit, so that the first load is supplied with power by the combined M and N1 power supply units. The N1 power supply units are at least one of the multiple power supply units other than the M power supply units. This method can flexibly adjust whether to connect other power supply units according to changes in the load current, which not only reduces the impact on the normal operation of the load but also improves power distribution efficiency and accuracy, thereby improving the safety and reliability of power distribution and achieving reasonable power distribution control.

[0079] To more clearly describe the vehicle power distribution method provided in the embodiments of this application, the application scenarios applicable to this method are first introduced.

[0080] The vehicle power distribution method provided in this application embodiment can be applied to, for example... Figure 1 The vehicle power distribution system is shown in the power distribution equipment. Please refer to [link / reference]. Figure 1 , Figure 1 This is a schematic diagram of the structure of a power distribution device disclosed in an embodiment of this application, such as... Figure 1 The power distribution equipment shown includes the vehicle power distribution system 10.

[0081] Optionally, the power distribution equipment in the embodiments of this application includes, but is not limited to: transportation equipment such as vehicles and ships, portable electronic devices such as mobile phones and tablets, wearable devices such as smartwatches and smart bracelets, and this application does not limit them.

[0082] Optionally, the vehicles in the embodiments of this application may include, but are not limited to, pure electric vehicles, range-extended vehicles, hybrid vehicles, and flying cars.

[0083] The following explanation uses a vehicle as an example of a power distribution device to illustrate the vehicle power distribution system provided in this application embodiment, but it does not imply that the embodiments of this application can only be applied to vehicles.

[0084] In some implementations, the vehicle power distribution system provided in this application includes multiple power supply units.

[0085] Optionally, each power supply unit may include any possible battery module in the vehicle. For example, the battery module may be a power battery module that powers the motor in the vehicle, or a low-voltage battery module that powers the on-board electronic equipment in the vehicle.

[0086] Optionally, the rated voltage and rated supply current of each battery module can be the same or different. This application does not limit this.

[0087] Optionally, each power supply unit may also include a switching power supply chip (Direct Current to Direct Current Converter, or DC / DC converter for short). The DC / DC converter can reduce the high voltage (e.g., 300-800V) of the battery module to a low voltage (e.g., 12V or 24V), and can also increase the low voltage of the battery module to a high voltage. Different functions of the DC / DC converter are suitable for different vehicle power distribution systems, and this application does not limit them.

[0088] It is understood that the vehicle power distribution system in this application embodiment can distribute the power from the power supply unit to various electrical devices in the vehicle so that each electrical device can work normally.

[0089] It should be noted that the embodiments of this application do not limit the number or type of power supply units in the vehicle power distribution system.

[0090] In some implementations, the multiple power supply units provided in this application include a main power supply unit and at least one auxiliary power supply unit.

[0091] Optionally, when multiple power supply units include a main power supply unit and at least one auxiliary power supply unit, the main power supply unit is given priority in supplying power to the electrical equipment in the vehicle. This means that when the electrical equipment in the vehicle is started, the main power supply unit is used to supply power first. If the main power supply unit cannot meet the power demand of the electrical equipment, the auxiliary power supply unit is then activated, so that the main and auxiliary power supply units work together to supply power to the electrical equipment. Once the power demand of the electrical equipment drops below the power supply capacity of the main power supply unit, the auxiliary power supply unit is then shut down.

[0092] By adopting the above implementation method, and by designing a main power supply unit and an auxiliary power supply unit, the vehicle power distribution system can flexibly control the main and auxiliary power supply units to work together to supply power to electrical equipment, thereby improving the reliability of the vehicle power distribution system.

[0093] As an example, please see Figure 2A , Figure 2A This is a schematic diagram of the structure of a vehicle power distribution system disclosed in an embodiment of this application. Figure 2A The vehicle power distribution system shown includes a main power supply unit 21 and an auxiliary power supply unit 22. The vehicle power distribution system can supply power to various electrical devices in the vehicle through at least one of the main power supply unit 21 and the auxiliary power supply unit 22.

[0094] As another example, see Figure 2B , Figure 2B This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. Figure 2B The vehicle power distribution system shown includes a main power supply unit 21, an auxiliary power supply unit 22A, and an auxiliary power supply unit 22B. The vehicle power distribution system can supply power to various electrical devices in the vehicle through at least one of the main power supply unit 21, auxiliary power supply unit 22A, and auxiliary power supply unit 22B.

[0095] As another example, see Figure 2C , Figure 2C This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. Figure 2C The vehicle power distribution system shown includes a main power supply unit 21 and auxiliary power supply units 22A to 22N. The vehicle power distribution system can supply power to various electrical devices in the vehicle through at least one of the main power supply unit 21 and auxiliary power supply units 22A to 22N.

[0096] It should be noted that, Figures 2A to 2C The connection method shown is only an example, and the units can be connected in other ways, which this application does not limit.

[0097] It should be noted that the embodiments of this application do not limit the number and type of the main power supply unit in the vehicle power distribution system, nor the number and type of the auxiliary power supply unit.

[0098] In some implementations, the vehicle power distribution system provided in this application also includes at least one control unit.

[0099] Optionally, the control unit can be implemented based on a microcontroller unit (MCU). Each control unit can distribute electrical energy from the power supply unit to the electrical equipment on each main circuit controlled by the respective control unit to complete the power distribution process.

[0100] It should be noted that the embodiments of this application do not limit the number or type of control units in the vehicle power distribution system.

[0101] Optionally, this application provides various vehicle power distribution systems with different structures based on the number of control units, such as single-controller vehicle power distribution systems, dual-controller vehicle power distribution systems, and multi-controller vehicle power distribution systems.

[0102] As an example, such as Figure 2A The vehicle power distribution system shown includes a control unit 11, indicating that the vehicle power distribution system is a single-controller vehicle power distribution system.

[0103] As another example, such as Figure 2B The vehicle power distribution system shown includes control unit 11A and control unit 11B, indicating that the vehicle power distribution system is a dual-controller vehicle power distribution system.

[0104] As another example, such as Figure 2C The vehicle power distribution system shown includes control units 11A, 11B, 11C to 11N, indicating that the vehicle power distribution system is a multi-controller vehicle power distribution system.

[0105] It should be noted that, Figures 2A to 2C The connection methods shown are just a few examples. The units can be connected in other ways, and this application does not limit them.

[0106] In some implementations, each control unit in the vehicle's power distribution system is connected to at least one load.

[0107] The load in a vehicle refers to the various electrical devices that use electricity provided by the power supply unit as their energy source, such as cameras, air conditioners, car refrigerators, headlights, displays, door locks, car audio systems, and other electrical equipment.

[0108] It is understandable that each control unit can connect to one or more loads, meaning that each control unit can independently control the loads it is connected to, which means that each control unit can flexibly configure and adjust the working status of the loads it is connected to according to specific needs.

[0109] In some implementations, the vehicle power distribution system also includes a main control unit.

[0110] Optionally, the main control unit can be implemented based on a microcontroller unit (MCU), and this application does not limit this.

[0111] Optionally, the main control unit can send control commands to each control unit to control the power supply unit and load connected to each control unit.

[0112] In some implementations, each power supply unit in the vehicle power distribution system is used to supply power to a load connected to at least one control unit.

[0113] It is understandable that when each control unit in the vehicle's power distribution system is connected to a load, and the load connected to each control unit is in an on state, the power supply unit in the vehicle's power distribution system can supply power to the load in the on state.

[0114] It is understandable that a load in the "on" state means that the load is turned on and needs to be supplied with power to support its normal operation.

[0115] As an example, please see Figure 3 , Figure 3 This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. Figure 3 The vehicle power distribution system shown includes a control unit 11, a main power supply unit 21, an auxiliary power supply unit 22, loads 31A to 31N, and a main control unit 41. When load 31A is in the on state, the main control unit 41 can send a connection command to the control unit 11. In response to the command, the control unit 11 controls at least one of the main power supply unit 21 or the auxiliary power supply unit 22 to supply power to load 31A so that load 31A can operate normally.

[0116] It should be noted that, Figure 3 The connection method shown is only an example, and the units can be connected in other ways, which this application does not limit.

[0117] In some implementations, each of the M power supply units in the vehicle's power distribution system is connected to at least one control unit to supply power to the load connected to the at least one control unit via the M power supply units. It can be understood that the connection of the M power supply units to at least one control unit indicates that the M power supply units are in an active state, and that the M power supply units can supply power to the active load connected to the control unit.

[0118] Optionally, the M units can be at least one of a plurality of power supply units. It should be noted that M is an integer greater than or equal to 1, and this application does not limit the number of M power supply units.

[0119] Optionally, the M power supply units include a main power supply unit. It is understood that, in the case where multiple power supply units include a main power supply unit and at least one auxiliary power supply unit, the load connected to at least one control unit is preferentially powered via the main power supply unit.

[0120] As an example, such as Figure 3 In the vehicle power distribution system shown, the main power supply unit 21 (an example of M power supply units) is connected to the control unit 11, indicating that the main power supply unit 21 supplies power to the load 31A which is in the on state.

[0121] To make the purpose and technical solution of this application clearer and more intuitive, a vehicle power distribution method disclosed in this application will be described in detail below with reference to the accompanying drawings.

[0122] Please see Figure 4 , Figure 4 This is a schematic flowchart of a vehicle power distribution method disclosed in an embodiment of this application. Figure 4 The method shown may include the following steps:

[0123] Step 401: The main control unit obtains the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0124] In this embodiment, the vehicle power distribution system includes multiple loads. When at least one of the multiple loads is turned on, the main control unit obtains the load current corresponding to the load in the turned-on state. For ease of understanding, this embodiment refers to the load in the turned-on state as the first load, and the load current corresponding to the load in the turned-on state as the first load current.

[0125] It should be noted that the first load can be at least one load in the vehicle, such as headlights, cameras, and air conditioners. This application does not limit the type of the first load.

[0126] It should also be noted that the first load can be manually activated by the user or automatically activated after the vehicle starts; this application does not limit this.

[0127] In this embodiment, the first load current represents the sum of the actual current required when all the first loads are turned on and operating normally. The first load current reflects the actual current demand of the first loads. For example, if the first loads include a headlight and a camera, and the load current of the headlight is 5A and the load current of the camera is 1A, then the first load current is 6A.

[0128] Step 402: The main control unit determines whether the first load current is greater than or equal to the supply current corresponding to the M power supply units. If so, proceed to step 403.

[0129] In this embodiment of the application, the M power supply units are power supply units connected to at least one control unit and in an on state, and the M power supply units are used to supply power to the first load.

[0130] In some implementations, the main control unit can acquire the supply current of M power supply units. The supply current of the M power supply units is used to represent the sum of the supply currents of the M power supply units, and the supply current of the M power supply units reflects the power supply capacity of the M power supply units. For example, if there are two power supply units, one of which has a supply current of 20A and the other has a supply current of 10A, then the sum of the supply currents of the two power supply units is 30A.

[0131] In this embodiment, after obtaining the first load current corresponding to the first load, the main control unit can determine whether the power distribution method needs to be adjusted by comparing the first load current with the power supply current corresponding to the M power supply units. If the first load current is greater than or equal to the power supply current corresponding to the M power supply units, it indicates that the power supply capacity of the current M power supply units is lower than the actual current requirement corresponding to the first load; if the first load current is less than the power supply current corresponding to the M power supply units, it indicates that the power supply capacity of the current M power supply units is higher than the actual current requirement corresponding to the first load, and can support the normal operation of the first load.

[0132] In some implementations, the supply current for each power supply unit is determined based on the maximum stable current for that power supply unit. In this implementation, the maximum stable current for each power supply unit represents the maximum current that each power supply unit can provide under normal operating conditions for a long period. It can be understood that the supply current for each power supply unit is related to its maximum stable current, thus allowing the supply current of each power supply unit to be determined based on the maximum stable current, ensuring that each power supply unit can guarantee the stable operation of the load.

[0133] It should be noted that the maximum stable current for each power supply unit may be different or the same, and this application does not limit this.

[0134] Optionally, the supply current for each power supply unit is the product of the maximum stable current for each power supply unit and the safety supply factor for each power supply unit. It can be understood that using the product of the maximum stable current for each power supply unit and the safety supply factor for each power supply unit as the supply current for each power supply unit can effectively reduce the damage to the power supply unit caused by overload or other situations in the vehicle's power distribution system.

[0135] For example, if the maximum stable current of a power supply unit is 20A and its corresponding safety power supply coefficient is 90%, then the power supply current of the power supply unit is 20A*90%=18A. If the first load current of the first load in the vehicle power distribution system exceeds 18A, the power distribution strategy will be adjusted immediately. This method does not require waiting for the first load current of the first load to exceed 20A before adjustment, thus improving the safety and reliability of power distribution control.

[0136] It should be noted that the safety power supply coefficient for each power supply unit may be different or the same, and this application does not limit this.

[0137] In some implementations, the supply current of each power supply unit is greater than or equal to the rated current of the load with the highest power distribution level among the loads connected to at least one control unit. It can be understood that if the supply current of each power supply unit is greater than or equal to the rated current of the load with the highest power distribution level, it means that even if only one power supply unit is available in the vehicle's power distribution system, the power demand of the highest-level load can still be met, thereby ensuring the stable operation of necessary high-level loads.

[0138] It should be noted that the load with the highest power distribution level is usually the load with high safety requirements. For example, for vehicles, loads related to autonomous driving can be considered the load with the highest power distribution level. It should also be noted that the load with the highest power distribution level can be determined by those skilled in the art, and this application does not impose any limitations on this.

[0139] Step 403: The main control unit controls each of the N1 power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units and the N1 power supply units together.

[0140] In this embodiment of the application, when the first load current is greater than or equal to the power supply current corresponding to the M power supply units, it indicates that the power supply capacity of the current M power supply units is lower than the actual current demand corresponding to the first load. In addition, the multiple power supply units in the vehicle power distribution system also include other power supply units to be turned on besides the M power supply units. Then, the main control unit controls each of the N1 power supply units to be turned on to be connected to at least one control unit.

[0141] In this embodiment of the application, after each of the N1 power supply units is connected to at least one control unit, the vehicle power distribution system is powered by M power supply units and N1 power supply units together to supply power to the first load.

[0142] It should be noted that N1 power supply units are at least one of the multiple power supply units other than M power supply units, and this application does not limit this.

[0143] In some implementations, each control unit in the vehicle power distribution system further includes at least one switching unit. The switching unit controls the connection between each power supply unit and its corresponding control unit, and also controls the connection between each load and its corresponding control unit.

[0144] In some implementations, the main control unit controls each of the N1 power supply units to be connected to at least one control unit, which may include controlling a switching unit to control each of the N1 power supply units to be connected to at least one control unit.

[0145] As an example, please see Figure 5 , Figure 5 This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. Figure 5 The vehicle power distribution system shown includes a control unit 11, a main power supply unit 21, an auxiliary power supply unit 22, loads 31A to 31E, and a main control unit 41. The control unit 11 includes switching units 51A to 51G. Switching unit 51A is used to connect the main power supply unit 21 and the control unit 11. Switching unit 51B is used to connect the auxiliary power supply unit 22 and the control unit 11. Switching unit 51C is used to connect the load 31A and the control unit 11. Switching unit 51D is used to connect the load 31B and the control unit 11. Switching unit 51E is used to connect the load 31C and the control unit 11. Switching unit 51F is used to connect the load 31D and the control unit 11. Switching unit 51G is used to connect the load 31E and the control unit 11.

[0146] Optionally, the switching unit may include an electronic fuse (e-fuse switch), which is an overcurrent protection device for a semiconductor device. The switching unit may also include a high-side driver (HSD switch), which is a load switch located on the positive side of the power supply and directly controls the on / off state of the load. It is commonly used to drive high-current loads (such as vehicle lights, windshield wipers, seat heating devices, etc.). This application does not limit the type and number of switching units.

[0147] As an example, in such Figure 5 When all loads 31A to 31C are in the ON state, it indicates that loads 31A to 31C are the first load; at the same time, as shown in the figure Figure 5 When the switch unit 51A is in the open state and the switch unit 51B is in the closed state, it means that the loads 31A to 31C are powered by the main power supply unit 21 (an example of M power supply units).

[0148] Assuming the sum of the load currents I(total) from load 31A to load 31C is 50A (an example of the first load current), the corresponding supply current I(main) of the main power supply unit 21 is 40A. I(total) > I(main), indicating that the main power supply unit 21 cannot meet the actual current requirements of loads 31A to 31C; because... Figure 5 The vehicle power distribution system shown also includes an unactivated auxiliary power supply unit 22 (an example of N1 power supply units). The main control unit 41 sends a connection command to the control unit 11, instructing the auxiliary power supply unit 22 to connect with the control unit 11. The control unit 11 responds to this connection command and controls the switch unit 51B to be in the open state, thus connecting the auxiliary power supply unit 22 with the control unit 11. The auxiliary power supply unit 22 is connected to the system as follows: Figure 5 The vehicle power distribution system shown provides power to loads 31A to 31C through the main power supply unit 21 and the auxiliary power supply unit 22, enabling loads 31A to 31C to operate normally.

[0149] It should be noted that, Figure 5 The connection method shown is only an example, and the units can be connected in other ways, which this application does not limit.

[0150] Optionally, if the first load current is greater than or equal to the supply current corresponding to the M power supply units, and the first load current is less than the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units, then the N1 power supply units are controlled to connect to at least one control unit. It can be understood that when the power supply capacity of the M power supply units and the N1 power supply units is higher than the actual current requirement corresponding to the first load, activating the N1 power supply units to assist the M power supply units in jointly supplying power to the first load can ensure the normal operation of the first load. For example, assuming... Figure 5 The main power supply unit 21 shown has a power supply current I (main) of 40A, and the auxiliary power supply unit 22 has a power supply current I (auxiliary) of 50A. After the auxiliary power supply unit 22 is turned on, the power supply current of the main power supply unit 21 and the auxiliary power supply unit 22 is 90A, which can meet the actual current requirement of 50A for loads 31A to 31C.

[0151] As can be seen, by implementing the embodiments of this application, a redundant vehicle power distribution system containing multiple power supply units is designed. When the load current (e.g., the first load current) corresponding to the load in the vehicle power distribution system that is in the open state is greater than or equal to the power supply current of the M connected power supply units, it indicates that the power demand of the load in the open state has exceeded the power supply capacity of the M power supply units. Then, by connecting N1 power supply units other than the M power supply units, the N1 power supply units cooperate with the M power supply units to supply power to the load in the open state, so as to meet the power demand of the load. This power distribution method can flexibly adjust whether to connect other power supply units according to the changes in the load current. This not only reduces the impact on the normal operation of the load, but also improves the power distribution efficiency and accuracy, thereby improving the safety and reliability of the power distribution and realizing reasonable power distribution control.

[0152] Please see Figure 6 , Figure 6 This is a schematic flowchart of another vehicle power distribution method disclosed in an embodiment of this application. Figure 6 The method shown may include the following steps:

[0153] Step 601: The main control unit obtains the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0154] Step 602: The main control unit determines whether the first load current is greater than or equal to the supply current corresponding to the M power supply units. If so, proceed to step 603.

[0155] Step 603: The main control unit controls each of the N1 power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units and the N1 power supply units together.

[0156] The implementation methods for steps 601 to 603 can be referred to the content of steps 401 to 403 above, and will not be repeated here.

[0157] Step 604: The main control unit determines whether the first load current is greater than or equal to the sum of the supply currents corresponding to the M power supply units and the supply currents corresponding to the N1 power supply units. If so, proceed to step 605.

[0158] In this embodiment, the first load in the active state changes in real time. For example, during vehicle operation, different loads may be activated at different times based on factors such as actual traffic conditions or user needs. Therefore, it can be understood that the first load current corresponding to the first load also changes in real time.

[0159] In some implementations, after the first load is powered by M power supply units and N1 power supply units in the vehicle power distribution system, the main control unit also needs to acquire the first load current in real time to monitor the changes in the first load current.

[0160] In some implementations, the main control unit can also acquire the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units in real time to determine whether the power supply capacity of the M power supply units and the N1 power supply units matches the actual current requirement of the first load.

[0161] In this embodiment, the main control unit can determine whether the power distribution method needs to be adjusted by comparing the first load current with the sum of the supply currents corresponding to the M power supply units and the N1 power supply units. If the first load current is greater than or equal to the sum of the supply currents corresponding to the M power supply units and the N1 power supply units, it indicates that the current power supply capacity of the M power supply units and the N1 power supply units is lower than the actual current requirement of the first load. If the first load current is less than the sum of the supply currents corresponding to the M power supply units and the N1 power supply units, it indicates that the current power supply capacity of the M power supply units and the N1 power supply units is higher than the actual current requirement of the first load and can support the normal operation of the first load.

[0162] Step 605: The main control unit determines whether there are any power supply units other than M power supply units and N1 power supply units among the multiple power supply units. If yes, proceed to step 606; if no, proceed to step 607.

[0163] In some implementations, the main control unit can also determine whether there are other power supply units in the vehicle power distribution system besides the M power supply units and N1 power supply units. If they exist, the other power supply units are turned on first; if they do not exist, some loads are turned off.

[0164] Step 606: The main control unit controls at least one of the remaining power supply units to connect to at least one control unit.

[0165] In this embodiment of the application, when the first load current is greater than or equal to the sum of the power supply currents corresponding to the M power supply units and the power supply currents corresponding to the N1 power supply units, and there are power supply units other than the M power supply units and the N1 power supply units among the multiple power supply units, the main control unit controls at least one of the remaining power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units, the N1 power supply units and at least one of the remaining power supply units.

[0166] It should be noted that the remaining power supply units mentioned above are the power supply units other than the M power supply units and the N1 power supply units among the multiple power supply units.

[0167] As an example, please see Figure 7A , Figure 7A This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. In such... Figure 7A The vehicle power distribution system shown includes control units 11A and 11B, main power supply unit 21, auxiliary power supply unit 22A and 22B, loads 31A to 31E, loads 32A to 32D, and main control unit 41; wherein, control unit 11A includes switching units 51A to 51G, and control unit 11B includes switching units 52A to 52F.

[0168] In such Figure 7A When loads 31A to 31C and loads 32A to 32C are all in the ON state, it indicates that loads 31A to 31C and loads 32A to 32C are the first loads; at the same time, as shown in... Figure 7A When the switch units 51A, 51B, and 52A shown are in the open state, and the switch unit 52B is in the closed state, it indicates that the main power supply unit 21 (an example of M power supply units) and the auxiliary power supply unit 22A (an example of N1 power supply units) jointly supply power to the loads 31A to 31C and 32A to 32C.

[0169] Assuming the sum of the load currents I(total) from loads 31A to 31C and from loads 32A to 32C is 100A (an example of the first load current), the supply current I(main) of the main power supply unit 21 is 40A, and the supply current I(auxiliary) of the auxiliary power supply unit 22A is 50A. Since I(total) > I(main) + I(auxiliary), it means that the main power supply unit 21 and the auxiliary power supply unit 22A cannot meet the actual current requirements of loads 31A to 31C and from loads 32A to 32C. Because... Figure 7A The vehicle power distribution system shown also includes an unactivated auxiliary power supply unit 22B (an example of a remaining power supply unit). The main control unit 41 sends a connection command to the control unit 11B, instructing the auxiliary power supply unit 22B to connect with the control unit 11B. The control unit 11B responds to this connection command and controls the switch unit 52B to be in the open state, thus connecting the auxiliary power supply unit 22B with the control unit 11B. The auxiliary power supply unit 22B is connected to the power supply system as follows: Figure 7A The vehicle power distribution system shown here supplies power to loads 31A to 31C and loads 32A to 32C through the main power supply unit 21, the auxiliary power supply unit 22A and the auxiliary power supply unit 22B, so that loads 31A to 31C and loads 32A to 32C can all operate normally.

[0170] It should be noted that, Figure 7A The connection method shown is only an example, and the units can be connected in other ways, which this application does not limit.

[0171] The implementation method for connecting the power supply unit to at least one control unit in step 606 can be referred to the content in step 403 above, and will not be repeated here.

[0172] Step 607: The main control unit disconnects part of the load in the first load from the corresponding control unit.

[0173] In this embodiment of the application, when the first load current is greater than or equal to the sum of the power supply currents corresponding to the M power supply units and the power supply currents corresponding to the N1 power supply units, and there are no power supply units other than the M power supply units and the N1 power supply units among the multiple power supply units, the main control unit controls a portion of the load in the first load to disconnect from the corresponding control unit.

[0174] It is understandable that after the main control unit disconnects the connection between a portion of the first load and the corresponding control unit, the power supply capacity of the M power supply units and N1 power supply units can be higher than the actual current demand of the remaining load after disconnection, so as to support the normal operation of the remaining load. Here, the remaining load after disconnection is the remaining load in the first load excluding the portion of the load that has been disconnected.

[0175] In some implementations, the main control unit controls a portion of the first load to disconnect from the corresponding control unit, which may include: controlling a switching unit to disconnect a portion of the first load from at least one control unit.

[0176] As an example, please see Figure 7B , Figure 7B This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. In such... Figure 7B The vehicle power distribution system shown includes a control unit 11, a main power supply unit 21, an auxiliary power supply unit 22, loads 31A to 31E, and a main control unit 41; wherein, the control unit 11 includes switching units 51A to 51G.

[0177] In such Figure 7B When loads 31A to 31C are in the ON state, it indicates that loads 31A to 31C are the first load; simultaneously, as shown in... Figure 7B When both the main power supply unit 21 (an example of M power supply units) and the auxiliary power supply unit 22 (an example of N1 power supply units) in the vehicle power distribution system shown are in the open state, it means that the main power supply unit 21 and the auxiliary power supply unit 22 jointly supply power to loads 31A to 31C.

[0178] Assuming the load currents of loads 31A to 31C are 25A, 10A, and 15A respectively, and the sum of the power supply current I(main) of the main power supply unit 21 and the power supply current I(auxiliary) of the auxiliary power supply unit 22 (main) + I(auxiliary) = 45A, then the sum of the load currents I(total) of loads 31A to 31C is 50A (an example of the first load current), and I(total) > I(main) + I(auxiliary); since... Figure 7B If there are no other unactivated power supply units in the vehicle power distribution system shown, the main control unit 41 sends a disconnect command to the control unit 11. The disconnect command is used to instruct the control load 31C (an example of a partial load in the first load) to disconnect from the control unit 11. The control unit 11 responds to the disconnect command and controls the switch unit 51E to be in the closed state, so that the load 31C is disconnected from the control unit 11. It can be understood that after the load 31C is disconnected from the control unit 11, I (total) is 35A, I (total) < I (main) + I (auxiliary). Therefore, the power supply capacity of the main power supply unit 21 and the auxiliary power supply unit 22 is higher than the actual current demand of the load 31A and the load 31B, so that the load 31A and the load 31B can operate normally.

[0179] It should be noted that, Figure 7B The connection method shown is only an example, and the units can be connected in other ways, which this application does not limit.

[0180] In some implementations, step 607 can be performed as follows: Figure 8 Perform the steps shown. Please refer to [link / reference]. Figure 8 , Figure 8 This is a schematic flowchart of another vehicle power distribution method disclosed in an embodiment of this application. Figure 8 The method shown may include the following steps:

[0181] Step 6071: The main control unit controls the connection between the loads in the first load and their corresponding control units in order of increasing power distribution level, according to the power distribution level corresponding to each load in the first load.

[0182] Optionally, different power distribution levels can be pre-established for each load connected to each control unit in the vehicle's power distribution system to construct a correspondence between each load connected to each control unit and the power distribution level. For example, the correspondence between each load connected to each control unit and the power distribution level can be referred to Table 1.

[0183] Table 1

[0184]

[0185] It should be noted that, for safety reasons, the different power distribution levels in the correspondence between each load connected to each control unit and the power distribution level are set by those skilled in the art before the vehicle leaves the factory. The power distribution level of each load can be any one from level 1 to level N, and this application does not limit this. It can be understood that a higher power distribution level indicates a higher level of security for the corresponding load.

[0186] Optionally, when there are at least two loads in the same power distribution level, the sub-distribution level of each load in the same power distribution level can be customized by the user, which is not limited here. For example, if load 31C and load 31N are both level 1, the user can customize the sub-distribution level between load 31C and load 31N. For example, the sub-distribution level of load 31C can be higher than the sub-distribution level of load 31N.

[0187] In the embodiment shown in step 6071, during the process of the main control unit controlling the disconnection of some loads in the first load from the corresponding control unit, in order to avoid shutting down all the first loads, the main control unit can control the loads to disconnect sequentially from low to high according to the power distribution level of each load in the first load.

[0188] As an example, such as Figure 7BThe main control unit 41 sends a disconnect command to the control unit 11. The disconnect command instructs the loads 31A to 31C to be disconnected from the control unit 11 in ascending order of their power distribution levels. For example, if the power distribution levels of loads 31A to 31C are level 3, level 2, and level 1 respectively, then the control unit 11, in response to the disconnect command, first controls the switch unit 51E to be in the closed state, thereby disconnecting load 31C from the control unit 11; then it controls the switch unit 51D to be in the closed state, thereby disconnecting load 31B from the control unit 11.

[0189] Step 6072: The main control unit determines whether the second load current of the remaining load in the first load is less than the supply current corresponding to the multiple power supply units. If so, proceed to step 6073.

[0190] In this embodiment, while the main control unit is disconnecting the load in the first load from the corresponding control unit, it can also acquire the load current corresponding to the remaining load in the first load. For ease of understanding, this embodiment describes the load current corresponding to the remaining load in the first load as the second load current.

[0191] In this embodiment, the power supply current corresponding to multiple power supply units is used to represent the power supply current corresponding to all power supply units in the vehicle power distribution system.

[0192] In the embodiment shown in step 6072, the main control unit can further compare the magnitude of the second load current of the remaining load in the first load with the magnitude of the supply current corresponding to the multiple power supply units to determine whether to stop disconnecting the remaining load in the first load. For example, if the second load current is less than the supply current corresponding to the multiple power supply units, it indicates that the current power supply capacity corresponding to the multiple power supply units is higher than the actual current demand corresponding to the remaining load, and the system can control the disconnection of the remaining load in the first load to be stopped.

[0193] Step 6073: The main control unit stops disconnecting the load in the first load.

[0194] In this embodiment, the disconnection of the load in the first load is stopped when the second load current of the remaining load in the first load is less than the power supply current corresponding to the multiple power supply units.

[0195] As an example, such as Figure 7BAs shown, continuing the description from the example in step 6071 above, assuming that the sum of the power supply current I(main) corresponding to the main power supply unit 21 and the power supply current I(auxiliary) corresponding to the auxiliary power supply unit 22, I(main) + I(auxiliary) = 45A, then, after disconnecting the load 31C, the sum of the load current of the remaining load 31A and the load current of the load 31B, I(total), is 35A (an example of the second load current). I(total) < I(main) + I(auxiliary), so the disconnection of the remaining loads 31A and 31B is stopped. It can be understood that after the load 31C is disconnected from the control unit 11, the power supply capacity of the main power supply unit 21 and the auxiliary power supply unit 22 is higher than the actual current demand of the loads 31A and 31B, and they can jointly supply power to the loads 31A and 31B.

[0196] Using the implementation method shown in steps 6071 to 6073 above, loads that are in the open state are disconnected sequentially from low to high according to the load distribution level, until the power demand of the remaining load after partial disconnection does not exceed the power supply capacity of M power supply units, at which point the load disconnection is stopped. This method ensures that high-level loads are not shut down first, so as to guarantee the normal operation of high-level loads as much as possible. This method of shutting down loads is more reliable and improves the reliability of power distribution control.

[0197] Step 6074: The main control unit determines whether the difference between the second load current of the remaining load and the supply current corresponding to the multiple power supply units is greater than or equal to the rated current corresponding to the target load. If so, proceed to step 6075.

[0198] In this embodiment, the remaining load and the corresponding second load current can also change in real time. For example, the user can manually turn off at least one of the remaining loads according to their own needs. When the user manually turns off at least one of the remaining loads, the corresponding second load current will decrease.

[0199] In this embodiment, the main control unit can also acquire the second load current corresponding to the remaining load in real time to monitor the change of the second load current, and compare the second load current corresponding to the remaining load with the power supply current corresponding to multiple power supply units to determine whether to turn on the automatically disconnected load.

[0200] Optionally, the target load is at least one of the partial loads in the first load that is disconnected by the main control unit. It can be understood that if the difference between the supply current corresponding to the multiple power supply units and the second load current of the remaining load is greater than or equal to the rated current corresponding to the target load, it means that if the target load is restarted, the supply current corresponding to the multiple power supply units is higher than the actual current demand of the target load and the remaining load, and will not affect the normal operation of the remaining load.

[0201] Step 6075: The main control unit controls the target load to connect to the corresponding control unit.

[0202] In this embodiment of the application, when the difference between the second load current of the remaining load and the power supply current corresponding to the multiple power supply units is greater than or equal to the rated current corresponding to the target load, the target load is controlled to connect to the corresponding control unit.

[0203] As an example, continuing from the example in step 6073 above, in such a case... Figure 7B As shown, load 31C is shut down by control unit 11, and load 31B is manually shut down by the user. Assuming the sum of the power supply current I(main) of main power supply unit 21 and the power supply current I(auxiliary) of auxiliary power supply unit 22, I(main) + I(auxiliary) = 45A, the remaining load current of load 31A is 25A (an example of the second load current), and the load current of load 31C is 15A (an example of the target load). I(main) + I(auxiliary) - 25A = 20A. This difference of 20A is greater than the load current of load 31C. Therefore, main control unit 41 sends a connection command to control unit 11, instructing load 31C to connect to control unit 11. Control unit 11 responds to this connection command and controls switch unit 51E to be in the open state, thus connecting load 31C to control unit 11. Load 31C is connected as follows... Figure 7B The vehicle power distribution system is shown. It can be understood that after the load 31C is reconnected, I(total) is the sum of the load current of load 31A and the load current of load 31C, that is, I(total) = 40A, I(total) < I(main) + I(auxiliary). The power supply capacity of the main power supply unit 21 and the auxiliary power supply unit 22 is higher than the actual current demand of load 31A and load 31C, and they can jointly supply power to load 31A and load 31C.

[0204] Using the implementation method shown in steps 6074 to 6075 above, after stopping the load shutdown, if the difference between the power supply current of all power supply units in the vehicle power distribution system and the load current corresponding to the remaining un-shutdown load in the open state meets the rated current of the shut-down target load, it means that the power supply capacity of all power supply units can meet the normal operation of the remaining un-shutdown load and the target load. Then, the target load is controlled to be turned on. This method can flexibly control the turning on of the shut-down load without requiring the user to manually turn on the shut-down load again, which improves the flexibility of the power distribution method and is also conducive to improving the user experience.

[0205] As can be seen, implementing the embodiments of this application allows for flexible adjustment of whether to connect other power supply units based on changes in load current. This not only reduces the impact on the normal operation of the load but also improves power distribution efficiency and accuracy, thereby enhancing the safety and reliability of power distribution and achieving reasonable power distribution control. In cases where there are no power supply units other than the M power supply units, if the power demand of the currently active load exceeds the power supply capacity of the M power supply units, the active load may malfunction, or even damage the power supply units. Therefore, controlling the disconnection of some active loads reduces the number of active loads in the vehicle's power distribution system. This ensures that the power consumption of the loads in the vehicle's power distribution system does not exceed the power supply capacity of the M power supply units, thus reducing the adverse effects of insufficient power supply on the normal operation of the load and on the power supply units, thereby improving the safety and reliability of power distribution.

[0206] Please see Figure 9 , Figure 9 This is a schematic flowchart of another vehicle power distribution method disclosed in an embodiment of this application. Figure 9 The method shown may include the following steps:

[0207] Step 901: The main control unit obtains the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0208] Step 902: The main control unit determines whether the first load current is greater than or equal to the supply current corresponding to the M power supply units. If so, proceed to step 903.

[0209] Step 903: The main control unit controls each of the N1 power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units and the N1 power supply units together.

[0210] The implementation methods for steps 901 to 903 can be referred to the content of steps 401 to 403 above, and will not be repeated here.

[0211] Step 904: The main control unit determines whether there is an abnormal power supply unit among the M power supply units and N1 power supply units. If so, proceed to step 905.

[0212] Step 905: The main control unit disconnects the abnormal power supply unit from at least one control unit.

[0213] In this embodiment of the application, if there is an abnormal power supply unit among the M power supply units and N1 power supply units, the connection between the abnormal power supply unit and at least one control unit is disconnected.

[0214] In some implementations, the main control unit controls the abnormal power supply unit to disconnect from at least one control unit, which may include: controlling the abnormal power supply unit to disconnect from at least one control unit by controlling the switching unit, such that the abnormal power supply unit disconnects from each of the at least one control unit.

[0215] As an example, please see Figure 10 , Figure 10 This is a schematic diagram of another vehicle power distribution system disclosed in an embodiment of this application. In such... Figure 10 The vehicle power distribution system shown includes a control unit 11, a main power supply unit 21, an auxiliary power supply unit 22, loads 31A to 31E, and a main control unit 41; wherein, the control unit 11 includes switch units 51A to 51G, and switch units 51A and 51B are both in the on state.

[0216] In such Figure 10 When the main power supply unit 21 (an example of an abnormal power supply unit) malfunctions, the main control unit 41 sends a disconnect command to the control unit 11. This disconnect command instructs the main power supply unit 21 to disconnect from the control unit 11. In response to this disconnect command, the control unit 11 controls the switch unit 51A to be in the closed state, thus disconnecting the main power supply unit 21 from the control unit 11. It can be understood that after the main power supply unit 21 disconnects from the control unit 11, the auxiliary power supply unit 22 provides power as follows: Figure 10 The load is powered on as shown.

[0217] It should be noted that, Figure 10 The connection method shown is only an example, and the units can be connected in other ways, which this application does not limit.

[0218] As can be seen, implementing the embodiments of this application allows for flexible adjustment of whether to connect other power supply units based on changes in load current. This not only reduces the impact on the normal operation of the load but also improves power distribution efficiency and accuracy, thereby enhancing the safety and reliability of power distribution and achieving reasonable power distribution control. In the event of an abnormal power supply unit in the vehicle's power distribution system, controlling the abnormal power supply unit to disconnect effectively isolates it, preventing the normal operation of the load in the vehicle's power distribution system, thus improving electrical safety and avoiding potential safety hazards.

[0219] Please see Figure 11 , Figure 11 This is a schematic flowchart of another vehicle power distribution method disclosed in an embodiment of this application. Figure 11 The method shown may include the following steps:

[0220] Step 1101: The main control unit obtains the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0221] Step 1102: The main control unit determines whether the first load current is greater than or equal to the supply current corresponding to the M power supply units. If so, proceed to step 1103.

[0222] Step 1103: The main control unit controls each of the N1 power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units and the N1 power supply units together.

[0223] The implementation methods for steps 1101 to 1103 can be referred to the content of steps 401 to 403 above, and will not be repeated here.

[0224] Step 1104: The main control unit determines whether there is an abnormal power supply unit among the M power supply units and N1 power supply units. If so, proceed to step 1105.

[0225] Step 1105: The main control unit disconnects the abnormal power supply unit from at least one control unit.

[0226] The implementation methods for steps 1104 to 1105 can be referred to the content of steps 904 to 905 above, and will not be repeated here.

[0227] Step 1106: The main control unit determines whether the first load current is greater than or equal to the supply current of the effective supply units (excluding abnormal supply units) among the M and N1 supply units. If yes, proceed to step 1107.

[0228] In this embodiment of the application, after the main control unit disconnects the abnormal power supply unit from each control unit in at least one control unit, the remaining unconnected power supply units are valid power supply units.

[0229] In this embodiment, the control unit can also compare the magnitude of the first load current corresponding to the first load with the power supply current corresponding to the effective power supply unit to determine whether the power supply capacity of the effective power supply unit matches the actual current requirement of the first load.

[0230] In this embodiment of the application, if the first load current corresponding to the first load is greater than or equal to the power supply current corresponding to the effective power supply unit, it indicates that the power supply capacity of the current effective power supply unit is lower than the actual current demand corresponding to the first load. Then, it is further determined whether there are any power supply units other than the effective power supply unit that are not connected in the vehicle power distribution system.

[0231] Step 1107: The main control unit determines whether there are any power supply units other than M power supply units and N1 power supply units among the multiple power supply units. If yes, proceed to step 1108; if no, proceed to step 1109.

[0232] Step 1108: The main control unit controls N2 power supply units to connect with at least one control unit.

[0233] In this embodiment of the application, when the first load current is greater than or equal to the power supply current of the effective power supply unit (excluding the abnormal power supply unit) among the M power supply units and N1 power supply units, the main control unit controls the N2 power supply units to connect with at least one control unit.

[0234] In this embodiment of the application, after controlling N2 power supply units to connect to at least one control unit, power is supplied to the load connected to at least one control unit through the effective power supply unit and N2 power supply units.

[0235] It should be noted that N2 power supply units are at least one of the multiple power supply units other than M power supply units and N1 power supply units, and this application does not limit this.

[0236] In some implementations, the main control unit controls the connection of N2 power supply units to at least one control unit, which may include controlling a switching unit to connect each of the N2 power supply units to at least one control unit.

[0237] Regarding the implementation method and example of controlling the connection of N2 power supply units to at least one control unit in step 1108, please refer to the content of controlling the connection of N1 power supply units to at least one control unit in step 403 above, and the content of controlling the connection of at least one power supply unit among the remaining power supply units to at least one control unit in step 606 above, which will not be repeated here.

[0238] Using the implementation methods shown in steps 1107 and 1108 above, after disconnecting the abnormal power supply unit, the power demand of the currently active load exceeds the power supply capacity of the active power supply unit. If there are other power supply units in the vehicle power distribution system besides the M and N1 power supply units, then by controlling the N2 power supply units among the other power supply units, the N2 power supply units can work together with the active power supply units to supply power to the load to meet the load's power demand. This power distribution method can flexibly adjust whether to connect other power supply units according to the changes in the load current and the power supply current of the power supply units, so as to reduce the impact on the normal operation of the load caused by shutting down the abnormal power supply unit. This not only improves the efficiency and accuracy of power distribution, but also improves the safety and reliability of power distribution.

[0239] Step 1109: The main control unit disconnects part of the load in the first load from the corresponding control unit.

[0240] In this embodiment of the application, when the first load current is greater than or equal to the power supply current of the effective power supply unit (excluding the abnormal power supply unit) among the M power supply units and N1 power supply units, and there is no power supply unit other than the M power supply units and N1 power supply units among the multiple power supply units, the main control unit controls a portion of the load in the first load to disconnect from the corresponding control unit.

[0241] Regarding the implementation method and example of disconnecting part of the first load from the corresponding control unit in step 1109, please refer to the content of disconnecting part of the first load from the corresponding control unit in steps 607 and 6071 to 6075 above, which will not be repeated here.

[0242] Using the implementation methods shown in steps 1107 and 1109 above, after disconnecting the abnormal power supply unit, if the power demand of the currently active load exceeds the power supply capacity of the active power supply unit, and there are no other power supply units in the vehicle power distribution system besides the M and N1 power supply units, then the system controls the disconnection of some active loads to reduce the number of active loads in the vehicle power distribution system. This ensures that the power consumption of the load does not exceed the power supply capacity of the active power supply unit, thereby reducing the adverse effects on the normal operation of the load caused by shutting down the abnormal power supply unit, and thus improving the safety and reliability of power distribution.

[0243] As can be seen, implementing the embodiments of this application allows for flexible adjustment of whether to connect other power supply units based on changes in load current. This not only reduces the impact on the normal operation of the load but also improves power distribution efficiency and accuracy, thereby enhancing the safety and reliability of power distribution and achieving reasonable power distribution control. In the event of an abnormal power supply unit in the vehicle's power distribution system, controlling the abnormal power supply unit to disconnect effectively isolates it, preventing the normal operation of the load in the vehicle's power distribution system, thus improving electrical safety and avoiding potential safety hazards. Furthermore, it allows for flexible adjustment of the power distribution control strategy based on changes in load current, changes in the supply current of the power supply unit, and whether other power supply units exist in the vehicle's power distribution system. This involves power distribution control by connecting other power supply units or disconnecting part of the load, reducing the impact on the normal operation of the load caused by shutting down abnormal power supply units and improving the safety and reliability of power distribution.

[0244] Please see Figure 12 , Figure 12 This is a schematic flowchart of another vehicle power distribution method disclosed in an embodiment of this application.Figure 12 The method shown may include the following steps:

[0245] Step 1201: The main control unit obtains the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0246] Step 1202: The main control unit determines whether the first load current is greater than or equal to the supply current corresponding to the M power supply units. If so, proceed to step 1203.

[0247] Step 1203: The main control unit controls each of the N1 power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units and the N1 power supply units together.

[0248] The implementation methods for steps 1201 to 1203 can be referred to the content of steps 401 to 403 above, and will not be repeated here.

[0249] Step 1204: The main control unit obtains the rated current corresponding to the second load, which is a load connected to at least one control unit and predicted to be turned on during the target time period.

[0250] In some implementations, the vehicle power distribution system also includes at least one unactivated load, and the main control unit can predict the loads to be activated during a future target time period. For ease of understanding, the loads to be activated during the target time period are described as second loads in this application embodiment.

[0251] It should be noted that the target time period can be customized by the user or a person skilled in the art. For example, during vehicle operation, the load to be turned on within the next 10 or 20 minutes can be predicted. This application does not limit the target time period.

[0252] Regarding the aforementioned second load, in some implementations, the second load is predicted based on navigation information within the target time period.

[0253] Optionally, navigation information may include information such as maps and current vehicle speed, which is not limited in this application. For example, in autonomous driving mode, braking, steering, and light activation can all be predicted based on map information in the navigation. For instance, if the navigation information predicts that a right turn will occur in one minute, the rated current corresponding to the right turn signal can be obtained, and a power supply unit sufficient for the normal operation of the right turn signal can be prepared one minute before entering the turn.

[0254] Regarding the aforementioned second load, in some other embodiments, the second load is predicted based on the weather type during the target time period.

[0255] Optionally, the weather type may include rain, snow, fog, etc., and this application does not limit it.

[0256] Optionally, the weather type can be detected by sensors, and this application does not limit this. For example, a rain sensor can detect whether the current weather is rainy. For instance, when rain is detected, it is predicted that the windshield wipers will be activated, and the rated current of the windshield wipers can be obtained in advance to prepare a power supply unit that meets the normal operation requirements of the windshield wipers.

[0257] Regarding the aforementioned second load, in some other embodiments, the second load is predicted based on the geographical environment type within the target time period.

[0258] Optionally, the geographical environment type may include ramps, tunnels, etc., and this application does not limit this.

[0259] Optionally, the geographical environment type can be detected by camera monitoring, and this application does not limit this. For example, when it is detected that the vehicle is about to enter the ramp, since the vehicle usually needs to activate the braking system when entering the ramp, the rated current corresponding to the braking system can be obtained, and a power supply unit to meet the normal operation of the braking system can be prepared 10 minutes in advance before entering the ramp.

[0260] The above-mentioned different implementation methods for predicting the second load can be implemented in any way, and this application does not limit this to any particular implementation method. By adopting the above multiple implementation methods, that is, by predicting the load to be turned on (e.g., the second load) in a future target time period in multiple ways, it is possible not only to quickly predict the load to be turned on in advance, but also to improve the accuracy of the prediction results, and help the vehicle power distribution system to perform more reasonable power distribution control.

[0261] Step 1205: The main control unit determines whether the sum of the rated current corresponding to the first load and the second load is greater than or equal to the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units. If so, proceed to step 1206.

[0262] In this embodiment of the application, the main control unit can also compare the sum of the rated current of the second load to be turned on and the first load current of the first load in the on state during the future target time period with the sum of the power supply current of the M power supply units and the power supply current of the N1 power supply units, so as to determine whether the power supply capacity of the M power supply units and the N1 power supply units matches the actual current demand of the first load in the on state and the second load to be turned on.

[0263] In some implementations, if the sum of the first load current corresponding to the first load and the rated current corresponding to the second load is greater than or equal to the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units, it indicates that the current power supply capacity of the M power supply units and the N1 power supply units is lower than the actual current requirements corresponding to the first load and the second load to be turned on.

[0264] Step 1206: The main control unit adjusts the power supply unit connected to at least one control unit, or adjusts the load connected to at least one control unit.

[0265] In some implementations, when the sum of the rated current corresponding to the first load current and the second load is greater than or equal to the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units, the main control unit adjusts the power supply units connected to at least one control unit.

[0266] Optionally, adjusting the power supply unit connected to at least one control unit may include controlling at least one power supply unit other than M power supply units and N1 power supply units to connect to at least one control unit.

[0267] In other embodiments, when the sum of the rated current corresponding to the first load current and the second load is greater than or equal to the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units, the main control unit adjusts the load connected to at least one control unit.

[0268] As can be seen, implementing the embodiments of this application allows for flexible adjustment of whether to connect other power supply units based on changes in load current. This not only reduces the impact on the normal operation of the load but also improves power distribution efficiency and accuracy, thereby enhancing the safety and reliability of power distribution and achieving reasonable power distribution control. When it is predicted that a load (e.g., a second load) will be activated in a future target time period, indicating that the load's power demand will increase, the power distribution control strategy can be flexibly adjusted in advance by comparing the load currents of the currently activated loads and the loads to be activated in the future, as well as the power supply capabilities of M power supply units and N1 power supply units. This optimizes the power distribution control capability of the vehicle's power distribution system, thereby improving power distribution reliability and achieving more reasonable power distribution control.

[0269] Please see Figure 13 , Figure 13 This is a schematic flowchart of another vehicle power distribution method disclosed in an embodiment of this application. Figure 13 The method shown may include the following steps:

[0270] Step 1301: The main control unit obtains the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0271] Step 1302: The main control unit determines whether the first load current is greater than or equal to the supply current corresponding to the M power supply units. If so, proceed to step 1303.

[0272] Step 1303: The main control unit controls each of the N1 power supply units to connect with at least one control unit, so that the first load is powered by the M power supply units and the N1 power supply units together.

[0273] The implementation methods for steps 1301 to 1303 can be referred to the content of steps 401 to 403 above, and will not be repeated here.

[0274] Step 1304: The main control unit obtains the rated current corresponding to the second load, which is a load connected to at least one control unit and predicted to be turned on during the target time period.

[0275] Step 1305: The main control unit determines whether the sum of the rated current corresponding to the first load and the second load is greater than or equal to the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units. If so, proceed to step 1306.

[0276] The implementation methods for steps 1304 to 1305 can be referred to the content of steps 1204 to 1205 above, and will not be repeated here.

[0277] Step 1306: The main control unit determines whether there are any power supply units other than M power supply units and N1 power supply units among the multiple power supply units. If yes, proceed to step 1307; if no, proceed to step 1308.

[0278] Step 1307: The main control unit controls the N3 power supply units to connect with at least one control unit.

[0279] In this embodiment of the application, when the sum of the rated current corresponding to the first load current and the second load is greater than or equal to the sum of the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units, the main control unit controls the N3 power supply units to connect to the at least one control unit.

[0280] In this embodiment of the application, after controlling N3 power supply units to connect with at least one control unit, power is supplied to the first load and the second load through M power supply units, N1 power supply units and N3 power supply units.

[0281] It should be noted that N3 power supply units are at least one of the multiple power supply units other than M power supply units and N1 power supply units, and this application does not limit this.

[0282] In some implementations, the main control unit controls the connection of N3 power supply units to at least one control unit, which may include controlling a switching unit to connect each of the N3 power supply units to at least one control unit.

[0283] Regarding the implementation method and example of controlling the connection of N3 power supply units to at least one control unit in step 1307, please refer to the content of controlling the connection of N1 power supply units to at least one control unit in step 403 above, and the content of controlling the connection of at least one power supply unit among the remaining power supply units to at least one control unit in step 606 above, which will not be repeated here.

[0284] Using the implementation methods shown in steps 1306 and 1307 above, when the sum of the load current corresponding to the activated load and the rated current of the load to be activated is greater than or equal to the supply current of the M and N1 power supply units already connected, it indicates that the power demand of the activated load and the load to be activated exceeds the power supply capacity of the currently connected power supply units. If there are other power supply units in the vehicle power distribution system besides the already connected power supply units, then by controlling N3 power supply units in the other power supply units, the N3 power supply units cooperate with the already connected power supply units to supply power to the load, so as to meet the power demand of the load. This power distribution method can flexibly adjust whether to connect other power supply units according to the changes in the load current, so as to adjust the power distribution control strategy in advance, thereby ensuring the normal operation of the load and improving the reliability of power distribution.

[0285] Step 1308: The main control unit disconnects part of the load in the first load from the corresponding control unit.

[0286] In this embodiment of the application, when the sum of the rated current of the first load and the second load is greater than or equal to the sum of the power supply currents of the M power supply units and the power supply currents of the N1 power supply units, and when there are no power supply units other than the M power supply units and the N1 power supply units among the multiple power supply units, the main control unit controls the connection between a portion of the first load and the corresponding control unit to be disconnected.

[0287] For the implementation method and example of disconnecting part of the first load from the corresponding control unit in step 1308, please refer to the content of disconnecting part of the first load from the corresponding control unit in steps 607 and 6071 to 6075 above, which will not be repeated here.

[0288] Using the implementation methods shown in steps 1306 and 1308 above, when the power demand of the already activated loads and the loads to be activated exceeds the power supply capacity of the currently connected power supply units, and there are no other power supply units in the vehicle power distribution system besides the M and N1 already connected power supply units, the system controls the disconnection of some loads in the activated state. This reduces the number of loads in the activated state in the current vehicle power distribution system, ensuring that the power consumption of the loads in the future does not exceed the power supply capacity of the M and N1 power supply units. This reduces the adverse impact of newly added loads in the future on the normal operation of the loads, meets the power demand of more loads, and improves the safety and reliability of power distribution.

[0289] As can be seen, implementing the embodiments of this application allows for flexible adjustment of whether to connect other power supply units based on changes in load current. This not only reduces the impact on the normal operation of the load but also improves power distribution efficiency and accuracy, thereby enhancing the safety and reliability of power distribution and achieving reasonable power distribution control. When it is predicted that a load (e.g., a second load) will be activated in a future target time period, indicating that the load's power demand will increase, the power distribution control strategy can be flexibly adjusted in advance by comparing the load currents of the currently activated loads and the loads to be activated in the future, as well as the power supply capabilities of M power supply units and N1 power supply units. This optimizes the power distribution control capability of the vehicle's power distribution system, thereby improving power distribution reliability and achieving more reasonable power distribution control.

[0290] It should be understood that although the steps in the above flowcharts are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the above flowcharts may include multiple sub-steps or multiple stages. These sub-steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these sub-steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the sub-steps or stages of other steps. In addition, the above embodiments can be implemented independently or in combination with each other, without limitation.

[0291] Based on the foregoing embodiments, this application provides a vehicle power distribution system, which includes various units that can be implemented by a processor; of course, it can also be implemented by specific logic circuits; in the implementation process, the processor can be a central processing unit (CPU), microprocessor (MPU), digital signal processor (DSP) or field programmable gate array (FPGA), etc.

[0292] The vehicle power distribution system disclosed in this application includes: at least one control unit and a plurality of power supply units. Each control unit is connected to at least one load, and each power supply unit is used to supply power to the load connected to at least one control unit. Among the plurality of power supply units, each of the M power supply units is connected to at least one control unit so as to supply power to the load connected to at least one control unit through the M power supply units, where M is an integer greater than or equal to 1.

[0293] The vehicle power distribution system disclosed in this application also includes a main control unit.

[0294] The main control unit is used to obtain the first load current of the first load, which is a load connected to at least one control unit and in the on state.

[0295] The main control unit is also used to control each of the N1 power supply units to be connected to at least one control unit when the first load current is greater than or equal to the power supply current corresponding to the M power supply units, so as to supply power to the first load through the M power supply units and the N1 power supply units. The N1 power supply units are at least one of the multiple power supply units other than the M power supply units.

[0296] In some embodiments, the main control unit is further configured to disconnect a portion of the first load from the corresponding control unit when the first load current is greater than or equal to the sum of the power supply currents corresponding to the M power supply units and the power supply currents corresponding to the N1 power supply units, and there are no power supply units other than the M power supply units and the N1 power supply units among the multiple power supply units.

[0297] In some embodiments, the main control unit controls a portion of the first load to disconnect from the corresponding control unit, specifically for:

[0298] According to the power distribution level corresponding to each load in the first load, the connection between the load in the first load and the corresponding control unit is disconnected in order from low to high level until the second load current of the remaining load in the first load is less than the power supply current corresponding to multiple power supply units, and then the disconnection of the load in the first load is stopped.

[0299] In some embodiments, the main control unit is further configured to control the target load to connect to the corresponding control unit when the difference between the second load current of the remaining load and the supply current corresponding to the plurality of power supply units is greater than or equal to the rated current corresponding to the target load. The target load is at least one of the partial loads.

[0300] In some embodiments, the main control unit is further configured to disconnect the abnormal power supply unit from at least one control unit in the case of an abnormal power supply unit among the M power supply units and N1 power supply units.

[0301] In some embodiments, the main control unit is further configured to control N2 power supply units to connect with at least one control unit when the first load current is greater than or equal to the power supply current corresponding to the effective power supply units other than the abnormal power supply units among the M power supply units and N1 power supply units, so as to supply power to the load connected to at least one control unit through the effective power supply units and N2 power supply units, wherein N2 power supply units are at least one of the multiple power supply units other than the M power supply units and N1 power supply units.

[0302] In some embodiments, the main control unit is further configured to disconnect a portion of the load in the first load from the corresponding control unit when the first load current is greater than or equal to the power supply current of the effective power supply unit (excluding the abnormal power supply unit) among the M power supply units and N1 power supply units, and there is no power supply unit other than the M power supply units and N1 power supply units among the multiple power supply units.

[0303] In some embodiments, the main control unit is further configured to acquire the rated current corresponding to a second load, the second load being a load connected to the at least one control unit and predicted to be turned on during a target time period.

[0304] The main control unit is also used to adjust the power supply unit connected to at least one control unit, or to adjust the load connected to at least one control unit, when the sum of the rated current corresponding to the first load current and the second load is greater than or equal to the sum of the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units.

[0305] In some embodiments, the main control unit adjusts the power supply unit connected to at least one control unit, specifically for:

[0306] This is used to control N3 power supply units to connect with the at least one control unit when the sum of the rated current corresponding to the first load and the second load is greater than or equal to the sum of the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units, so as to supply power to the first load and the second load together through the M power supply units, the N1 power supply units and the N3 power supply units, wherein the N3 power supply units are at least one of the plurality of power supply units other than the M power supply units and the N1 power supply units.

[0307] In some embodiments, the main control unit adjusts the power supply unit connected to at least one control unit, specifically for:

[0308] If the sum of the rated current of the first load and the second load is greater than or equal to the sum of the power supply currents of the M power supply units and the power supply currents of the N1 power supply units, and if there are no power supply units other than the M power supply units and the N1 power supply units, then the connection between a portion of the load in the first load and the corresponding control unit is disconnected.

[0309] In some embodiments, the main control unit is further configured to predict the second load based on at least one of navigation information during the target time period, weather type during the target time period, and geographic environment type during the target time period.

[0310] It should be noted that the division of the vehicle power distribution system shown in this embodiment is illustrative and is only a logical functional division. In actual implementation, there may be other division methods.

[0311] Please refer to Figure 14 , Figure 14 This is a schematic diagram of the structure of an electronic device disclosed in an embodiment of this application. For example... Figure 14 As shown, the electronic device includes:

[0312] Memory 1401 storing executable program code;

[0313] Processor 1402 coupled to memory 1401;

[0314] The processor 1402 calls the executable program code stored in the memory 1401 to execute any one of the vehicle power distribution methods in the above method embodiments.

[0315] This application provides a computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements some or all of the steps in any of the vehicle power distribution methods provided in the above embodiments.

[0316] This application also provides a computer program product, including a computer program that, when executed by a processor, implements some or all of the steps in any of the vehicle power distribution methods provided in the above embodiments.

[0317] Those skilled in the art will understand that Figure 14 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the electronic device to which the present application is applied. The specific electronic device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0318] It should be noted that the descriptions of the above embodiments of the vehicle power distribution system, power distribution equipment, electronic equipment, computer-readable storage medium, and computer program product are similar to the descriptions of the above method embodiments and have similar beneficial effects. For technical details not disclosed in the embodiments of the vehicle power distribution system, power distribution equipment, electronic equipment, computer-readable storage medium, and computer program product of this application, please refer to the descriptions of the method embodiments of this application for understanding.

[0319] It should be understood that the phrases "one embodiment," "an embodiment," or "some embodiments" mentioned throughout the specification mean that a specific feature, structure, or characteristic related to an embodiment is included in at least one embodiment of this application. Therefore, "in one embodiment," "in one embodiment," or "in some embodiments" appearing throughout the specification do not necessarily refer to the same embodiment. Furthermore, these specific features, structures, or characteristics can be combined in any suitable manner in one or more embodiments. It should be understood that in the various embodiments of this application, the sequence numbers of the above-described processes do not imply a sequential order of execution; the execution order of each process should be determined by its function and internal logic, and should not constitute any limitation on the implementation process of the embodiments of this application. The sequence numbers of the above-described embodiments are merely for descriptive purposes and do not represent the superiority or inferiority of the embodiments. The descriptions of the various embodiments above tend to emphasize the differences between the various embodiments; their similarities or commonalities can be referred to mutually, and for the sake of brevity, they will not be repeated here.

[0320] In this article, the term "and / or" is merely a description of the relationship between related objects, indicating that there can be three kinds of relationships. For example, object A and / or object B can represent three situations: object A exists alone, object A and object B exist simultaneously, and object B exists alone.

[0321] It should be noted that, in this document, the terms "comprising," "including," or any other variations thereof are intended to cover non-exclusive inclusion, such that a process, method, article, or apparatus that comprises a list of elements includes not only those elements but also other elements not expressly listed, or elements inherent to such a process, method, article, or apparatus. Unless otherwise specified, an element defined by the phrase "comprising one..." does not exclude the presence of other identical elements in the process, method, article, or apparatus that includes that element.

[0322] In the embodiments provided in this application, it should be understood that the disclosed devices, systems, and methods can be implemented in other ways. The embodiments described above are merely illustrative. For example, the division of modules above is only a logical functional division, and in actual implementation, there may be other division methods, such as: multiple modules or components can be combined, or integrated into another system, or some features can be ignored or not executed. In addition, the coupling, direct coupling, or communication connection between the various components shown or discussed can be through some interfaces, and the indirect coupling or communication connection between devices or modules can be electrical, mechanical, or other forms.

[0323] Those skilled in the art will understand that all or part of the steps of the above method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When the program is executed, it performs the steps of the above method embodiments. The aforementioned storage medium includes various media that can store program code, such as mobile storage devices, read-only memory (ROM), magnetic disks, or optical disks.

[0324] The methods disclosed in the several method embodiments provided in this application can be arbitrarily combined without conflict to obtain new method embodiments.

[0325] The features disclosed in the several system embodiments provided in this application can be arbitrarily combined without conflict to obtain new system embodiments.

[0326] The above description is merely an embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A vehicle power distribution method, characterized in that, An application is made to a vehicle power distribution system, the vehicle power distribution system including at least one control unit and multiple power supply units, each control unit being connected to at least one load, and each power supply unit being used to supply power to the load connected to the at least one control unit, wherein each of M power supply units among the multiple power supply units is connected to the at least one control unit to supply power to the load connected to the at least one control unit through the M power supply units, where M is an integer greater than or equal to 1; the method includes: Obtain the first load current of the first load, wherein the first load is a load connected to the at least one control unit and is in the on state; When the first load current is greater than or equal to the supply current corresponding to the M power supply units, each of the N1 power supply units is controlled to be connected to the at least one control unit so that the first load is supplied with power by the M power supply units and the N1 power supply units. The N1 power supply units are at least one of the plurality of power supply units other than the M power supply units.

2. The method according to claim 1, characterized in that, The method further includes: If the first load current is greater than or equal to the sum of the power supply currents corresponding to the M power supply units and the power supply currents corresponding to the N1 power supply units, and there are no power supply units other than the M power supply units and the N1 power supply units among the plurality of power supply units, the connection between a portion of the first load and the corresponding control unit is disconnected.

3. The method according to claim 2, characterized in that, Disconnecting a portion of the load in the first load from the corresponding control unit includes: According to the power distribution level corresponding to each load in the first load, the connection between the load in the first load and the corresponding control unit is disconnected in order from low to high level until the second load current of the remaining load in the first load is less than the power supply current corresponding to the plurality of power supply units, and then the disconnection of the load in the first load is stopped.

4. The method according to claim 3, characterized in that, After stopping the disconnection of the load in the first load, the method further includes: If the difference between the second load current of the remaining load and the supply current corresponding to the plurality of power supply units is greater than or equal to the rated current corresponding to the target load, the target load is controlled to be connected to the corresponding control unit, wherein the target load is at least one of the partial loads.

5. The method according to any one of claims 1 to 4, characterized in that, The method further includes: If an abnormal power supply unit exists among the M power supply units and the N1 power supply units, the connection between the abnormal power supply unit and the at least one control unit shall be disconnected.

6. The method according to claim 5, characterized in that, After the connection between the abnormal power supply unit and the at least one control unit is disconnected, the method further includes: When the first load current is greater than or equal to the power supply current of the effective power supply unit (excluding the abnormal power supply unit) among the M power supply units and the N1 power supply units, the N2 power supply units are controlled to connect to the at least one control unit so that the load connected to the at least one control unit is powered by the effective power supply unit and the N2 power supply units together. The N2 power supply unit is at least one of the power supply units other than the M power supply units and the N1 power supply units.

7. The method according to claim 5, characterized in that, After the connection between the abnormal power supply unit and the at least one control unit is disconnected, the method further includes: If the first load current is greater than or equal to the power supply current of the effective power supply unit (excluding the abnormal power supply unit) among the M power supply units and N1 power supply units, and there is no power supply unit other than the M power supply units and N1 power supply units among the plurality of power supply units, the connection between part of the first load and the corresponding control unit is disconnected.

8. The method according to any one of claims 1 to 4, characterized in that, The method further includes: Obtain the rated current corresponding to the second load, which is a load connected to the at least one control unit and predicted to be turned on during the target time period; If the sum of the rated current corresponding to the first load current and the second load is greater than or equal to the sum of the power supply current corresponding to the M power supply units and the power supply current corresponding to the N1 power supply units, the power supply unit connected to the at least one control unit is adjusted, or the load connected to the at least one control unit is adjusted.

9. The method according to claim 8, characterized in that, The adjustment of the power supply unit connected to the at least one control unit includes: When the sum of the rated current corresponding to the first load and the second load is greater than or equal to the sum of the supply current corresponding to the M power supply units and the supply current corresponding to the N1 power supply units, the N3 power supply units are controlled to be connected to the at least one control unit so that the first load and the second load are supplied together by the M power supply units, the N1 power supply units and the N3 power supply units, wherein the N3 power supply units are at least one of the plurality of power supply units other than the M power supply units and the N1 power supply units.

10. The method according to claim 8, characterized in that, The adjustment of the load connected to the at least one control unit includes: If the sum of the rated current of the first load and the second load is greater than or equal to the sum of the power supply currents of the M power supply units and the N1 power supply units, and there are no power supply units other than the M power supply units and the N1 power supply units among the plurality of power supply units, the connection between a portion of the first load and the corresponding control unit is disconnected.

11. The method according to claim 8, characterized in that, The method further includes: The second load is predicted based on at least one of the navigation information during the target time period, the weather type during the target time period, and the geographical environment type during the target time period.

12. The method according to any one of claims 1 to 4, characterized in that, The power supply current corresponding to each power supply unit is determined based on the maximum stable current corresponding to each power supply unit.

13. The method according to any one of claims 1 to 4, characterized in that, The power supply current of each power supply unit is greater than or equal to the rated current of the load with the highest power distribution level among the loads connected to the at least one control unit.

14. The method according to any one of claims 1 to 4, characterized in that, The plurality of power supply units include a main power supply unit and at least one auxiliary power supply unit, and the M power supply units include the main power supply unit.

15. A vehicle power distribution system, characterized in that, The vehicle power distribution system includes: At least one control unit and a plurality of power supply units, each control unit being connected to at least one load, each power supply unit being used to supply power to the load connected to the at least one control unit, wherein each of the M power supply units is connected to the at least one control unit to supply power to the load connected to the at least one control unit through the M power supply units, where M is an integer greater than or equal to 1; The main control unit is used to obtain the first load current of the first load, wherein the first load is a load connected to the at least one control unit and is in the on state; The main control unit is further configured to control each of the N1 power supply units to connect to the at least one control unit when the first load current is greater than or equal to the power supply current corresponding to the M power supply units, so as to supply power to the first load through the M power supply units and the N1 power supply units, wherein the N1 power supply units are at least one of the plurality of power supply units other than the M power supply units.

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