Vehicle low-voltage power control system based on regional control architecture and vehicle

Abstract

The application provides a vehicle low-voltage power control system based on a regional control architecture and a vehicle, and relates to the technical field of vehicles.The system comprises a power supply system, a high-voltage power circuit, a low-voltage power circuit, a communication circuit and a control system; a central domain control unit and a chassis domain control unit are connected to the low-voltage power circuit, the chassis domain control units are arranged in the chassis position space respectively, the chassis domain control units are connected to the chassis power equipment in the region respectively to supply power and collect data; the central domain control unit is also connected to the driving control power equipment to supply power to the driving control power equipment and collect power monitoring data; the central domain control unit and the chassis domain control unit are connected to the communication circuit, and the central domain control unit is used to distribute power according to the power monitoring data in the region and the power monitoring data of the driving control power equipment.The application realizes accurate positioning of fault problems and improves the safety of vehicle power.

Description

Technical Field

[0001] The present application relates to the field of vehicle technology, and in particular to a vehicle low-voltage power control system based on a regional control architecture and a vehicle. Background Art

[0002] With the rapid development of automotive electrification and intelligent technology, the complexity of vehicle low-voltage electrical systems has increased significantly, especially in the field of new energy commercial vehicles. The number of low-voltage electrical equipment in the vehicle has increased significantly, and electricity demand has become diversified and dynamic.

[0003] Currently, commercial vehicles primarily rely on monitoring the combined protection mechanism of fuses and relays to determine if there are faults in low-voltage electrical equipment. Specifically, this system diagnoses low-voltage electrical equipment anomalies by real-time monitoring the on / off status of relays or relays in the low-voltage power circuit. Detecting an abnormal disconnection of a relay or relay typically indicates a short circuit, overload, or other fault in the low-voltage power circuit or connected equipment within that circuit.

[0004] However, existing technologies require maintenance personnel to troubleshoot each line section by section when a fault occurs, which prolongs troubleshooting time and increases operating costs. Furthermore, due to the large size and complex electrical systems of commercial vehicles, data collection and transmission are inherently delayed, causing local overloads or wasted resources, impacting the overall vehicle's energy efficiency and safety. Summary of the Invention

[0005] The purpose of this application is to address the deficiencies in the above-mentioned prior art and provide a vehicle low-voltage power control system and vehicle based on a regional control architecture, so as to accurately locate fault problems and improve the safety, reliability and response speed of the vehicle's power supply to faults.

[0006] To achieve the above objectives, the technical solutions adopted in the embodiments of the present application are as follows:

[0007] In a first aspect, an embodiment of the present application provides a vehicle low-voltage power control system based on a regional control architecture, the method comprising:

[0008] The vehicle low-voltage power control system includes: a power supply system, a high-voltage power line, a low-voltage power line, a communication line, and a control system; wherein, the control system includes: a central domain control unit and at least one chassis domain control unit;

[0009] The power supply system includes: a high-voltage power battery and a high-low voltage conversion module, wherein the high-voltage power battery is connected to the high-voltage power circuit, the high-voltage power circuit is also connected to the input end of the high-low voltage conversion module, and the output end of the high-low voltage conversion module is connected to the low-voltage power circuit for providing low-voltage power;

[0010] The central domain control unit and the at least one chassis domain control unit are both connected to the low-voltage power line. The at least one chassis domain control unit is respectively arranged in at least one area of ​​the chassis position space. The at least one chassis domain control unit is respectively connected to the chassis electrical equipment in the at least one area to supply power to the chassis electrical equipment in the corresponding area and collect power consumption monitoring data of the corresponding area.

[0011] The central domain control unit is further connected to the driving control electrical equipment to supply power to the driving control electrical equipment and collect power consumption monitoring data of the driving control electrical equipment;

[0012] The central domain control unit and the at least one chassis domain control unit are both connected to the communication line, and the central domain control unit is used to allocate electricity to the chassis electrical equipment in the at least one area based on the electricity consumption monitoring data of the chassis electrical equipment in the at least one area and the electricity consumption monitoring data of the driving control electrical equipment.

[0013] Optionally, the control system further comprises: a cab domain control unit, wherein the cab domain control unit and the central domain control unit are both arranged in the cab position space;

[0014] The cab domain control unit is further connected to the low-voltage power line, and the cab domain control unit is further connected to the auxiliary driving electrical equipment in the cab position space, for supplying power to the auxiliary driving electrical equipment and collecting power consumption monitoring data in the cab position space;

[0015] The cab domain control unit is also connected to the communication line to transmit the power consumption monitoring data within the cab location space to the central domain control unit.

[0016] Optionally, the central domain control unit includes: a central domain controller, a first sensor, a first actuator, a first power input module, a first power output module and a first communication interface;

[0017] The central domain controller is connected to the first sensor to collect vehicle operation data of the driving control unit through the first sensor; the central domain controller is also connected to the first actuator to adjust the start / stop state of the vehicle through the first actuator;

[0018] The first power input module is connected to the low-voltage power line, and the first power input module is also connected to the central domain controller to supply power to the central domain controller; the first power output module is connected to the low-voltage power line, and the first power output module is also connected to the first sensor and the first actuator to supply power to the first sensor and the first actuator; the first power output module is also connected to the central domain controller to control the power supply to the first sensor and the first actuator;

[0019] The central domain controller is further connected to the first sensor and the first actuator via a first power consumption monitoring line to collect power consumption monitoring data of the first sensor, power consumption monitoring data of the first actuator, and power consumption monitoring data of the central domain controller;

[0020] The central domain controller is also connected to the communication line through the first communication interface.

[0021] Optionally, the cab domain control unit includes: a cab domain controller, a second sensor, a second actuator, a second power supply input module, a second power supply output module and a second communication interface;

[0022] The cab domain controller is connected to the second sensor to collect status data of the auxiliary driving unit through the second sensor; the cab domain controller is also connected to the second actuator to drive the auxiliary driving unit through the second actuator;

[0023] The second power supply input module is connected to the low-voltage power line, and the second power supply input module is also connected to the cab domain controller to supply power to the cab domain controller; the second power supply output module is connected to the low-voltage power line, and the second power supply output module is also connected to the cab auxiliary power supply to supply power to the cab auxiliary power supply; the second power supply output module is also connected to the cab domain controller to control the power supply of the cab auxiliary power supply;

[0024] The cab domain controller is further connected to the cab auxiliary power supply through a second power consumption monitoring line to collect power consumption monitoring data of the cab auxiliary power supply and power consumption monitoring data of the cab domain controller;

[0025] The cab domain controller is also connected to the communication line through the second communication interface.

[0026] Optionally, the at least one chassis domain control unit includes: a first chassis domain control unit, a second chassis domain control unit and a third chassis domain control unit, and the first chassis domain control unit, the second chassis domain control unit and the third chassis domain control unit are respectively fixedly arranged in the chassis front area, chassis middle area and chassis rear area of ​​the chassis position space.

[0027] Optionally, the first chassis domain control unit includes: a chassis front area controller, a third sensor, a third actuator, a third power supply input module, a third power supply output module and a third communication interface;

[0028] The chassis front area controller is connected to the third sensor to collect first chassis status data of the chassis front area through the third sensor; the chassis front area controller is also connected to the third actuator to drive the vehicle-mounted load device corresponding to the chassis front area through the third actuator;

[0029] The third power supply input module is connected to the low-voltage power line and is also connected to the chassis front area controller to supply power to the chassis front area controller; the third power supply output module is connected to the low-voltage power line and is also connected to the first chassis electrical equipment in the chassis front area to supply power; the third power supply output module is also connected to the chassis front area controller to control the power supply to the first chassis electrical equipment;

[0030] The chassis front area controller is further connected to the first chassis electrical device via a third power monitoring line to collect power monitoring data of the first chassis electrical device and power monitoring data of the chassis front area controller;

[0031] The chassis front area controller is also connected to the communication line through the third communication interface.

[0032] Optionally, the second chassis domain control unit includes: a chassis mid-area controller, a fourth sensor, a fourth actuator, a fourth power supply input module, a fourth power supply output module, and a fourth communication interface;

[0033] The chassis mid-area controller is connected to the fourth sensor to collect second chassis status data of the mid-chassis area through the fourth sensor; the chassis mid-area controller is also connected to the fourth actuator to drive the driving indicator light through the fourth actuator;

[0034] The fourth power supply input module is connected to the low-voltage power line and is also connected to the chassis zone controller to supply power to the chassis zone controller; the fourth power supply output module is connected to the low-voltage power line and is also connected to the second chassis electrical equipment in the chassis zone to supply power; the fourth power supply output module is also connected to the chassis zone controller to control the power supply to the second chassis electrical equipment;

[0035] The chassis mid-area controller is further connected to the second chassis electrical equipment via a fourth power monitoring line to collect power monitoring data of the second chassis electrical equipment and power monitoring data of the chassis mid-area controller;

[0036] The area controller in the chassis is also connected to the communication line through the fourth communication interface.

[0037] Optionally, the third chassis domain control unit includes: a chassis rear area controller, a fifth sensor, a fifth actuator, a fifth power supply input module, a fifth power supply output module and a fifth communication interface;

[0038] The chassis rear area controller is connected to the fifth sensor to collect third chassis status data of the chassis rear area through the fifth sensor; the chassis rear area controller is also connected to the fifth actuator to drive the vehicle-mounted load device corresponding to the chassis rear area through the fifth actuator;

[0039] The fifth power supply input module is connected to the low-voltage power line and is also connected to the chassis rear area controller to supply power to the chassis rear area controller; the fifth power supply output module is connected to the low-voltage power line and is also connected to the third chassis electrical equipment in the chassis rear area to supply power; the fifth power supply output module is also connected to the chassis rear area controller to control the power supply to the third chassis electrical equipment;

[0040] The chassis rear area controller is further connected to the third chassis electrical device via a fifth power monitoring line to collect power monitoring data of the third chassis electrical device and power monitoring data of the chassis rear area controller;

[0041] The chassis rear area controller is also connected to the communication line through the fifth communication interface.

[0042] Optionally, the power supply system further comprises: a low-voltage battery and a maintenance switch;

[0043] The low-voltage battery is connected to the low-voltage power circuit through the maintenance switch.

[0044] In the second aspect, another embodiment of the present application provides a vehicle, which includes at least: a vehicle body and a vehicle low-voltage power control system based on a regional control architecture arranged on the vehicle body, and the vehicle low-voltage power control system based on a regional control architecture is any of the vehicle low-voltage power control systems based on a regional control architecture described in the first aspect above.

[0045] The beneficial effects of this application are:

[0046] In an embodiment of the present application, the vehicle low-voltage power control system includes a power supply system, a high-voltage power line, a low-voltage power line, a communication line and a control system. Among them, the control system includes: a central domain control unit and at least one chassis domain control unit; the power supply system includes: a high-voltage power battery and a high-low voltage conversion module, the high-voltage power battery is connected to the high-voltage power line, the high-voltage power line is also connected to the input end of the high-low voltage conversion module, and the output end of the high-low voltage conversion module is connected to the low-voltage power line for providing low-voltage power; the central domain control unit and at least one chassis domain control unit are both connected to the low-voltage power line, at least one chassis domain control unit is respectively set in at least one area of ​​the chassis position space, at least one chassis domain control unit is respectively connected to the chassis power equipment in at least one area to supply power to the chassis power equipment in the corresponding area and collect power consumption monitoring data of the corresponding area; the central domain control unit is also connected to the driving control power equipment to supply power to the driving control power equipment and collect power consumption monitoring data of the driving control power equipment; the central domain control unit and at least one chassis domain control unit are both connected to the communication line, and the central domain control unit is used to distribute power to the chassis power equipment in at least one area based on the power consumption monitoring data in at least one area and the power consumption monitoring data of the driving control power equipment. This application sets up a central domain control unit and a corresponding chassis domain control unit at the chassis position to monitor and manage the electrical load status of each area of ​​the vehicle in real time, preventing problems such as power load overload, power line short circuit, and further power loss of the power supply battery in each power-consuming functional area of ​​the vehicle, thereby improving the safety and reliability of the vehicle's power consumption. At the same time, it reduces the time delay in obtaining information and accurately monitors the areas corresponding to the power consumption monitoring data, thereby ensuring the accuracy of the central domain control unit's power distribution to the chassis power equipment based on the power consumption monitoring data, greatly reducing the risk of abnormal handling during the power consumption process. BRIEF DESCRIPTION OF THE DRAWINGS

[0047] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following is a brief introduction to the drawings required for use in the embodiments. It should be understood that the following drawings only show certain embodiments of the present application and therefore should not be regarded as limiting the scope. For ordinary technicians in this field, other relevant drawings can be obtained based on these drawings without creative work.

[0048] Figure 1 A schematic diagram of the structure of a first vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0049] Figure 2 A schematic diagram of the structure of a second vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0050] Figure 3 A schematic diagram of the structure of a central domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0051] Figure 4 A schematic diagram of the structure of a cab domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0052] Figure 5 A schematic structural diagram of a chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0053] Figure 6 A schematic structural diagram of a first chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0054] Figure 7 A schematic diagram of the structure of a second chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0055] Figure 8 A schematic structural diagram of a third chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0056] Figure 9 A schematic structural diagram of a third vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application;

[0057] Figure 10 A schematic structural diagram of a vehicle provided in an embodiment of the present application.

[0058] Reference numerals:

[0059] Power system-100; high-voltage power line-200; low-voltage power line-300; communication line-400; control system-500; high-low voltage conversion module-101; high-voltage power battery-102; low-voltage battery-103; maintenance switch-104; central domain control unit-501; driving control electrical equipment-5010; chassis domain control unit-502; chassis electrical equipment-5020; cab domain control unit-503; auxiliary driving electrical equipment-5030; central domain controller-5011; first sensor-5 012; first actuator 5013; first power input module 5014; first power output module 5015; first communication interface 5016; first power monitoring circuit 5017; cab domain controller 5031; second sensor 5032; second actuator 5033; second power input module 5034; second power output module 5035; second communication interface 5036; second power monitoring circuit 5037; cab auxiliary power supply 5038; first chassis domain control unit 502 1; Second chassis domain control unit - 5022; Third chassis domain control unit - 5023; Chassis front area controller - 50211; Third sensor - 50212; Third actuator - 50213; Third power input module - 50214; Third power output module - 50215; Third communication interface - 50216; Third power monitoring line - 50217; First chassis electrical equipment - 50218; Chassis middle area controller - 50221; Fourth sensor - 50222; Fourth actuator - 50223; Fourth Power supply input module-50224; fourth power supply output module-50225; fourth communication interface-50226; fourth power consumption monitoring circuit-50227; second chassis electrical equipment-50228; chassis rear area controller-50231; fifth sensor-50232; fifth actuator-50233; fifth power supply input module-50234; fifth power supply output module-50235; fifth communication interface-50236; fifth power consumption monitoring circuit-50237; third chassis electrical equipment-50238. DETAILED DESCRIPTION

[0060] In order to make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions in the embodiments of the present application will be clearly and completely described below in conjunction with the drawings in the embodiments of the present application. It should be understood that the drawings in the present application only serve the purpose of illustration and description and are not used to limit the scope of protection of the present application. In addition, it should be understood that the schematic drawings are not drawn to scale. The flowcharts used in this application illustrate the operations implemented according to some embodiments of the present application. It should be understood that the operations of the flowcharts can be implemented out of sequence, and steps without logical context can be reversed or implemented simultaneously. In addition, those skilled in the art, under the guidance of the contents of this application, can add one or more other operations to the flowchart, or remove one or more operations from the flowchart.

[0061] In addition, the described embodiments are only a part of the embodiments of the present application, rather than all of the embodiments. The components of the embodiments of the present application generally described and shown in the drawings here can be arranged and designed in various configurations. Therefore, the following detailed description of the embodiments of the present application provided in the drawings is not intended to limit the scope of the claimed application, but merely represents selected embodiments of the present application. Based on the embodiments of the present application, all other embodiments obtained by those skilled in the art without making creative work are within the scope of protection of the present application.

[0062] It should be noted that the term "comprising" will be used in the embodiments of the present application to indicate the existence of the features declared thereafter, but does not exclude the addition of other features.

[0063] To clearly describe the vehicle low-voltage power control system based on the regional control architecture provided in the embodiment of the present application, the system is described below with reference to a plurality of figures. Figure 1 This is a schematic diagram of the structure of the first vehicle low-voltage power control system based on the regional control architecture provided in the embodiment of the present application. Figure 1 A chassis domain control unit is used as an example to illustrate. Figure 1 As shown, the vehicle low-voltage power control system includes: a power supply system 100, a high-voltage power line 200, a low-voltage power line 300, a communication line 400 and a control system 500; wherein, the control system 500 includes: a central domain control unit 501 and at least one chassis domain control unit 502;

[0064] The power supply system 100 includes: a high-voltage power battery 102 and a high-low voltage conversion module 101. The high-voltage power battery 102 is connected to a high-voltage power line 200. The high-voltage power line 200 is also connected to the input end of the high-low voltage conversion module 101. The output end of the high-low voltage conversion module 101 is connected to a low-voltage power line 300 for providing low-voltage power.

[0065] The central domain control unit 501 and at least one chassis domain control unit 502 are both connected to the low-voltage power line 300. The at least one chassis domain control unit 502 is respectively set in at least one area of ​​the chassis location space. The at least one chassis domain control unit 502 is respectively connected to the chassis electrical equipment 5020 in the at least one area to supply power to the chassis electrical equipment 5020 in the corresponding area and collect power consumption monitoring data of the corresponding area.

[0066] The central domain control unit 501 is also connected to the driving control electrical equipment 5010 to supply power to the driving control electrical equipment 5010 and collect power consumption monitoring data of the driving control electrical equipment 5010;

[0067] The central domain control unit 501 and at least one chassis domain control unit 502 are both connected to the communication line 400. The central domain control unit 501 is used to distribute electricity to the chassis electrical equipment 5020 in at least one area based on the electricity consumption monitoring data of the chassis electrical equipment 5020 in at least one area and the electricity consumption monitoring data of the driving control electrical equipment 5010.

[0068] The high-voltage power battery 102 in the power system 100 can be an 800-volt high-voltage power battery. The high-to-low voltage conversion module 101 is used to convert the high voltage of the high-voltage power battery 102 into a low voltage. For example, it converts the high voltage of 800 volts into a low voltage of 27 volts, which is then provided to the low-voltage power circuit 300 to power the low-voltage electrical devices in the vehicle.

[0069] The high-voltage power line 200 serves as a physical loop for providing power to the on-board high-voltage equipment. That is, the high-voltage power line 200 is used to connect the high-voltage power battery 102 with various high-voltage load devices, thereby forming a complete high-voltage circuit. The high-voltage load devices may include: a drive motor system, an on-board charger, high-voltage auxiliary equipment, and an energy recovery system, etc., which are not limited in the embodiments of the present application. Specifically, in the present application, the high-voltage power line 200 is used to receive the high voltage of the high-voltage power battery 102, and use the output of the high-voltage power battery 102 as the input of the high-low voltage conversion module 101, so that the high-low voltage conversion module 101 converts the high voltage of the high-voltage power battery 102 into a low voltage, and provides a low voltage for the low-voltage power line 300.

[0070] The low-voltage power circuit 300 serves as a physical circuit for providing power to the on-board low-voltage equipment. In other words, the low-voltage power circuit 300 connects the high-low voltage conversion module 101 with various low-voltage load devices. Low-voltage load devices are devices that do not directly participate in the energy transmission of the high-voltage power system. For example, they can include: lighting equipment, comfort and convenience equipment, information and entertainment equipment, etc. This embodiment of the application does not limit this. Specifically, in this application, the low-voltage power circuit 300 is used to receive the low voltage provided by the high-low voltage conversion module 101 and power the on-board low-voltage equipment in the vehicle.

[0071] Communication line 400 is used to facilitate signal transmission between the central domain control unit 501 and at least one chassis domain control unit 502. Communication line 400 may include a Controller Area Network (CAN) bus, a Local Interconnect Network (LIN) bus, and Ethernet (ETH). The CAN bus facilitates communication between the central domain control unit 501 and at least one chassis domain control unit 502. The LIN bus facilitates communication between the central domain control unit 501 and the driving control electrical devices 5010, and between at least one chassis domain control unit 502 and at least one chassis electrical device 5020 within the same area. ETH is used in communication line 400 for data transmission in high-data-volume scenarios such as intelligent vehicle networking and autonomous driving.

[0072] The central domain control unit 501 is a decision-making control system in the control system 500. It has the highest priority decision-making control authority and is responsible for system-level task control. The central domain control unit 501 is connected to the driving control electrical equipment 5010 to supply power to the driving control electrical equipment 5010 and collect power consumption monitoring data of the driving control electrical equipment 5010. The power consumption monitoring data may include: dynamic data such as voltage, current, and temperature of the driving control electrical equipment 5010. When the vehicle is an ordinary vehicle and there is a cab, the central domain control unit 501 can be set in the cab. When the vehicle is an autonomous vehicle and no cab is required, the central domain control unit 501 can be set in the vehicle chassis position space.

[0073] The number of chassis domain control units 502 is determined by the size of the vehicle. For a small vehicle, there can be one chassis domain control unit 502, located in the vehicle's chassis space. For a medium-sized vehicle, there can be two chassis domain control units 502, located in the front and rear areas of the chassis space. For a large vehicle, there can be three chassis domain control units 502, located in the front, middle, and rear areas of the chassis space. Chassis domain control units 502 are connected to chassis electrical devices 5020 to supply power to the chassis electrical devices 5020 within the corresponding area and collect power consumption monitoring data from the chassis electrical devices 5020 within the corresponding area. Chassis electrical devices 5020 are the electrical devices located at the corresponding location of chassis domain control unit 502. Power consumption monitoring data may include dynamic data such as voltage, current, and temperature of chassis electrical devices 5020.

[0074] Optionally, the specific operating process of the vehicle low-voltage power control system in this application is as follows: the output end of the high-voltage power battery 102 is connected to the high-voltage power line 200, the output end of the high-voltage power line 200 is connected to the high-low voltage conversion module 101, and the high-low voltage conversion module 101 converts the high voltage to low voltage, providing low voltage to the low-voltage power line 300. The low-voltage power line 300 is respectively connected to the central domain control unit 501 and at least one chassis domain control unit 502. The central domain control unit 501 supplies power to the driving control electrical equipment 5010, and the at least one chassis domain control unit 502 supplies power to the chassis electrical equipment 5020 in at least one area. The central domain control unit 501 and the at least one chassis domain control unit 502 are both connected to the communication line 400 for communication, so that the central domain control unit 501 allocates power to the chassis electrical equipment 5020 in at least one area based on the power consumption monitoring data of the chassis electrical equipment 5020 in at least one area and the power consumption monitoring data of the driving control electrical equipment 5010. The power distribution is used to control the start and stop of the electrical equipment in the central domain control unit 501 and at least one chassis domain control unit 502.

[0075] In an embodiment of the present application, the vehicle low-voltage power control system includes a power supply system, a high-voltage power line, a low-voltage power line, a communication line and a control system. Among them, the control system includes: a central domain control unit and at least one chassis domain control unit; the power supply system includes: a high-voltage power battery and a high-low voltage conversion module, the high-voltage power battery is connected to the high-voltage power line, the high-voltage power line is also connected to the input end of the high-low voltage conversion module, and the output end of the high-low voltage conversion module is connected to the low-voltage power line for providing low-voltage power; the central domain control unit and at least one chassis domain control unit are both connected to the low-voltage power line, at least one chassis domain control unit is respectively set in at least one area of ​​the chassis position space, at least one chassis domain control unit is respectively connected to the chassis power equipment in at least one area to supply power to the chassis power equipment in the corresponding area and collect power consumption monitoring data of the corresponding area; the central domain control unit is also connected to the driving control power equipment to supply power to the driving control power equipment and collect power consumption monitoring data of the driving control power equipment; the central domain control unit and at least one chassis domain control unit are both connected to the communication line, and the central domain control unit is used to distribute power to the chassis power equipment in at least one area based on the power consumption monitoring data in at least one area and the power consumption monitoring data of the driving control power equipment. This application sets up a central domain control unit and a corresponding chassis domain control unit at the chassis position to monitor and manage the electrical load status of each area of ​​the vehicle in real time, preventing problems such as power overload, power line short circuit, and further power loss of the power supply battery in each power-consuming functional area of ​​the vehicle, thereby improving the safety and reliability of the vehicle's power consumption. At the same time, it reduces the time delay in obtaining information and accurately monitors the areas corresponding to the power consumption monitoring data, thereby ensuring the accuracy of the central domain control unit's power distribution to the chassis power equipment based on the power consumption monitoring data, greatly reducing the risk of abnormal handling during the power consumption process.

[0076] When the vehicle is a vehicle that needs to be driven by a driver, it is a non-autonomous driving vehicle. The control system also includes: a cab domain control unit. This application also provides a second vehicle low-voltage power control system based on a regional control architecture, Figure 2 A schematic diagram of the structure of a second vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application is shown in FIG. Figure 2 As shown, the control system further includes: a cab domain control unit 503, the cab domain control unit 503 and the central domain control unit 501 are both arranged in the cab position space;

[0077] The cab domain control unit 503 is also connected to the low-voltage power line 300 and the auxiliary driving electrical equipment 5030 in the cab position space, and is used to supply power to the auxiliary driving electrical equipment 5030 and collect power consumption monitoring data in the cab position space;

[0078] The cab domain control unit 503 is also connected to the communication line 400 to transmit the power consumption monitoring data within the cab location space to the central domain control unit 501.

[0079] The cab domain control unit 503 is also connected to the low-voltage power line 300, obtaining low voltage from the low-voltage power line 300 to power the auxiliary driving electrical equipment 5030. The cab domain control unit 503 collects power consumption monitoring data within the cab location space, communicates with the central domain control unit 501 via the communication line 400, and transmits the power consumption monitoring data within the cab location space to the central domain control unit 501.

[0080] In an embodiment of the present application, the control system further includes: a cab domain control unit, wherein the cab domain control unit and the central domain control unit are both arranged in the cab position space; the cab domain control unit is also connected to a low-voltage power line, and the cab domain control unit is also connected to auxiliary driving electrical equipment in the cab position space, for supplying power to the auxiliary driving electrical equipment and collecting power consumption monitoring data in the cab position space; the cab domain control unit is also connected to a communication line to transmit the power consumption monitoring data in the cab position space to the central domain control unit. In an embodiment of the present application, obtaining power consumption monitoring data in the cab position space through the cab domain control unit can reduce the delay in obtaining power consumption monitoring data, thereby ensuring the accuracy of obtaining power consumption monitoring data, while ensuring accurate monitoring of faults in the cab position space and improving the response speed to faults.

[0081] Based on the above embodiments, the present application also provides a central domain control unit of a vehicle low-voltage power control system based on a regional control architecture. Figure 3 A schematic diagram of the structure of a central domain control unit of a vehicle low-voltage power control system based on a regional control architecture is provided in an embodiment of the present application. Figure 3 As shown, the central domain control unit 501 includes: a central domain controller 5011, a first sensor 5012, a first actuator 5013, a first power input module 5014, a first power output module 5015 and a first communication interface 5016;

[0082] The central domain controller 5011 is connected to the first sensor 5012 to collect vehicle operation data from the driving control unit through the first sensor 5012; the central domain controller 5011 is also connected to the first actuator 5013 to adjust the start / stop state of the vehicle through the first actuator 5013;

[0083] The first power input module 5014 is connected to the low-voltage power line 300 and is also connected to the central domain controller 5011 to provide power to the central domain controller 5011. The first power output module 5015 is connected to the low-voltage power line 300 and is also connected to the first sensor 5012 and the first actuator 5013 to provide power to the first sensor 5012 and the first actuator 5013. The first power output module 5015 is also connected to the central domain controller 5011 to control the power supply to the first sensor 5012 and the first actuator 5013.

[0084] The central domain controller 5011 is also connected to the first sensor 5012 and the first actuator 5013 through the first power consumption monitoring line 5017 to collect power consumption monitoring data of the first sensor 5012, power consumption monitoring data of the first actuator 5013 and power consumption monitoring data of the central domain controller 5011; the central domain controller 5011 is also connected to the communication line (not shown in the figure) through the first communication interface 5016, and sends the power consumption monitoring data and power consumption data obtained from the central domain control unit 501 to the communication line, thereby realizing interaction with other units connected to the communication line.

[0085] Among them, the first sensor 5012 includes: a driving acceleration throttle sensor and a driving brake foot valve sensor. The driving acceleration throttle sensor is used to connect the driving acceleration throttle, and the driving brake foot valve sensor is used to connect the driving brake foot valve. Accordingly, the vehicle operation data includes: driving acceleration operation data and driving brake operation data. The driving acceleration operation data may include: the opening of the accelerator pedal, the speed at which the accelerator pedal is stepped on, the position signal of the accelerator pedal, etc., which is not limited in this embodiment of the present application. The driving brake operation data may include: the opening of the brake pedal, the force of stepping on the brake pedal, the pressure signal of the brake foot valve, etc., which is not limited in this embodiment of the present application. The first actuator 5013 may include: a vehicle start-stop button working indicator light and a relay. The vehicle start-stop state can be adjusted by controlling the on and off of the first actuator 5013 by the central domain controller 5011.

[0086] The first power supply input module 5014 is connected to the low-voltage power line 300 , obtains the low voltage in the low-voltage power line 300 , and converts the low voltage so that the low voltage input to the central domain controller 5011 meets the voltage requirement of the central domain controller 5011 .

[0087] The first power output module 5015 is connected to the low-voltage power line 300 to receive low voltage. It is also connected to the central domain controller 5011 and converts the low voltage received from the low-voltage power line 300 based on control signals from the central domain controller 5011. The first power output module 5015 is also connected to the first sensor 5012 and the first actuator 5013, providing power to the first sensor 5012 and the first actuator 5013 with the converted low voltage, thereby meeting their power needs. For example, if the accelerator sensor requires 5 volts, the first power output module 5015 converts the low voltage received from the low-voltage power line 300 to 5 volts to power the accelerator sensor. If the service brake foot valve sensor requires 24 volts, the first power output module 5015 converts the low voltage received from the low-voltage power line 300 to 24 volts to power the service brake foot valve sensor.

[0088] The first communication interface 5016 may include: a CAN bus interface and a LIN bus interface.

[0089] Optionally, the working logic of the central domain control unit 501 is as follows: the first power supply input module 5014 is connected to the low-voltage power line 300 to supply power to the central domain controller 5011, the central domain controller 5011 is connected to the first power supply output module 5015, and the first power supply output module 5015 is connected to the low-voltage power line 300. The first power supply output module 5015 converts the low voltage of the low-voltage power line 300 based on the control signal of the central domain controller 5011. The first power supply output module 5015 is connected to the first sensor 5012 and the first actuator 5013, and supplies power to the first sensor 5012 and the first actuator 5013 through the converted voltage. The central domain controller 5011 is also connected to the first sensor 5012 and the first actuator 5013 via a first power monitoring line 5017 to collect power monitoring data from the first sensor 5012, the first actuator 5013, and the central domain controller 5011. The central domain controller 5011 is connected to a communication line (not shown) via a first communication interface 5016 and transmits the power monitoring data and power data acquired from the central domain control unit 501 to the communication line, thereby enabling interaction with other domain control units connected to the communication line. The central domain controller 5011 is also connected to the first actuator 5013 and controls the first actuator 5013 based on signals acquired from other domain control units connected to the communication line, thereby adjusting the vehicle's start / stop status through the first actuator 5013. In addition, current, voltage and temperature monitoring devices are also provided on the multiple electrical devices of the first sensor 5012 and the first actuator 5013 of the central domain control unit 501 to monitor the power consumption status of the multiple electrical devices of the first sensor 5012 and the first actuator 5013.

[0090] In an embodiment of the present application, the central domain control unit includes a central domain controller, a first sensor, a first actuator, a first power supply input module, a first power supply output module and a first communication interface. By collecting power consumption monitoring data of the first sensor, the first actuator and the central domain controller connected to the central domain control unit, the working status of the first sensor and the first actuator of the central domain control unit is determined. Through regional control, the number of monitoring devices in the vehicle is reduced, the time delay of data transmission is reduced, and the vehicle manufacturing cost is reduced.

[0091] Based on the above embodiments, the present application also provides a cab domain control unit of a vehicle low-voltage power control system based on a regional control architecture. Figure 4 A structural diagram of a cab domain control unit of a vehicle low-voltage power control system based on a regional control architecture is provided in an embodiment of the present application, such as Figure 4 As shown, the cab domain control unit 503 includes: a cab domain controller 5031, a second sensor 5032, a second actuator 5033, a second power supply input module 5034, a second power supply output module 5035 and a second communication interface 5036;

[0092] The cab domain controller 5031 is connected to the second sensor 5032 to collect status data of the auxiliary driving unit through the second sensor 5032; the cab domain controller 5031 is also connected to the second actuator 5033 to drive the auxiliary driving unit through the second actuator 5033;

[0093] The second power supply input module 5034 is connected to the low-voltage power line 300 and is also connected to the cab domain controller 5031 to supply power to the cab domain controller 5031. The second power supply output module 5035 is connected to the low-voltage power line 300 and is also connected to the cab auxiliary power supply 5038 to supply power to the cab auxiliary power supply 5038. The second power supply output module 5035 is also connected to the cab domain controller 5031 to control the power supply to the cab auxiliary power supply 5038.

[0094] The cab domain controller 5031 is also connected to the cab auxiliary power supply 5038 through the second power consumption monitoring line 5037 to collect power consumption monitoring data of the cab auxiliary power supply 5038 and the power consumption monitoring data of the cab domain controller 5031; the second power consumption monitoring line 5037 can also be connected to the second sensor 5032 and the second actuator 5033 to collect power consumption monitoring data of the second sensor 5032 and the second actuator 5033.

[0095] The cab domain controller 5031 is also connected to the communication line through the second communication interface 5036.

[0096] Among them, the second sensor 5032 includes a lighting sensor associated with the vehicle's cab, a wiper sensor, a steering wheel control button sensor, a door lock switch sensor, an energy recovery switch sensor, a power take-off switch sensor, and an axle differential switch sensor. The lighting sensors associated with the vehicle's cab may include: a reading light brightness sensor, a sleeper light brightness sensor, a high beam brightness sensor, a low beam brightness sensor, a fog light brightness sensor, a keyboard switch backlight brightness sensor, and other cab-related lighting brightness sensors. The lighting sensors associated with the vehicle's cab are positioned at locations corresponding to the lighting fixtures and monitor their brightness to determine their operating status. The specific number of these sensors is not limited in this embodiment of the application. A wiper sensor is positioned on the vehicle's front windshield to monitor rainfall, humidity, or foreign matter on the windshield, thereby controlling preset settings. A steering wheel control button sensor is positioned on the spokes or center of the steering wheel for cruise control. A door lock switch sensor is positioned on the inside of the vehicle's door handle or as a physical button on the door interior panel to detect the user's intention to lock / unlock the vehicle. The energy recovery switch sensor, located near the shift lever or steering wheel paddles, determines whether the vehicle is using energy recovery and the level of energy recovery. The power take-off switch sensor, located on the center console or the side of the instrument panel, or inside the power take-off's mechanical lever, drives additional equipment such as the hydraulic pump and compressor. The axle differential switch sensor, located near the instrument panel or the transfer case's mechanical lever, controls the locking / release of the inter-axle differential lock, improving the vehicle's ability to escape from distress.

[0097] The cab domain controller 5031 is connected to the second actuator 5033. The actuator in the second actuator 5033 corresponds to the electrical device in the auxiliary driving unit, and the auxiliary driving unit can be driven by the second actuator 5033. For example, the second actuator 5033 can drive loads such as cab-related lights, mobile phone wireless charging device switches, electric horn switches, wiper and washer motor switches, and cigarette lighter power supply switches.

[0098] The cab auxiliary power supply 5038 may include: cab switch backlight power supply, such as skipping switch, key switch work indicator switch; controlled normal power supply, for example, ignition lock power supply, hazard warning flasher switch power supply, main vehicle on-board diagnostic system power supply and co-driver on-board diagnostic system power supply; normal power supply; permanent power supply and switching power supply and other electrical equipment.

[0099] The second power supply input module 5034 is connected to the low-voltage power line 300, obtains the low-voltage power supply in the low-voltage power line 300, and converts the low voltage so that the low voltage input to the cab domain controller 5031 is a voltage that meets the power demand of the cab domain controller 5031.

[0100] The second power output module 5035 is connected to the low-voltage power line 300 and is used to obtain low voltage from the low-voltage power line 300. The second power output module 5035 is also connected to the cab domain controller 5031 and converts the low voltage obtained from the low-voltage power line 300 based on control signals from the cab domain controller 5031. The second power output module 5035 is also connected to the second sensor 5032 and the second actuator 5033, and uses the converted low voltage to power the second sensor 5032 and the second actuator 5033, thereby meeting their power needs.

[0101] The second communication interface 5036 may include: a CAN bus interface and a LIN bus interface.

[0102] Optionally, the working logic of the cab domain control unit 503 is as follows: the second power supply input module 5034 is connected to the low-voltage power line 300 to supply power to the cab domain controller 5031, the cab domain controller 5031 is connected to the second power supply output module 5035, and at the same time, the second power supply output module 5035 is connected to the low-voltage power line 300 to convert the low voltage of the low-voltage power line 300, so that the second power supply output module 5035 is connected to the second sensor 5032 and the second actuator 5033 to supply power to the second sensor 5032 and the second actuator 5033. The cab domain controller 5031 is also connected to the cab auxiliary power supply 5038 via a second power monitoring line 5037 to collect power usage monitoring data from the cab auxiliary power supply 5038 and the cab domain controller 5031. Simultaneously, the cab domain controller 5031 collects power usage monitoring data from the second sensor 5032 and the second actuator 5033 via the second power monitoring line 5037. Connecting to a communication line (not shown) via a second communication interface 5036, the cab domain controller 5031 transmits the power monitoring data and power usage data acquired from the cab domain control unit 503 to the communication line, enabling communication with other domain control units connected to the communication line. The cab domain controller 5031 is also connected to the second actuator 5033 and, based on interaction signals received from other control units via the communication line, controls the second actuator 5033 to drive the auxiliary driving unit. Furthermore, the second sensor 5032 of the cab domain control unit 503, the second actuator 5033 and multiple electrical devices of the auxiliary driving unit are also provided with current, voltage and temperature monitoring devices for monitoring the power consumption status of the second sensor 5032, the second actuator 5033 and multiple electrical devices of the auxiliary driving unit. The above-mentioned power consumption monitoring data also includes the power consumption status.

[0103] In an embodiment of the present application, the cab domain control unit includes a cab domain controller, a second sensor, a second actuator, a second power supply input module, a second power supply output module and a second communication interface. By collecting the power consumption monitoring data of the cab auxiliary power supply, the power consumption monitoring data of the cab domain controller and the sensor data, the present application can realize real-time monitoring of the status of the power consumption system in the cab area, improve the power consumption safety and response speed of the electrical equipment in the cab, prevent electrical fires or controller damage caused by line short circuit or load abnormality, and improve the safety level and reliability of the entire vehicle electrical system.

[0104] Based on the above embodiments, the present application also provides a chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture. Figure 5 A schematic diagram of the structure of a chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture is provided in an embodiment of the present application, such as Figure 5 As shown, the at least one chassis domain control unit 502 in the present application includes: a first chassis domain control unit 5021, a second chassis domain control unit 5022 and a third chassis domain control unit 5023. The first chassis domain control unit 5021 is fixedly set in the front area of ​​the chassis position space, the second chassis domain control unit 5022 is fixedly set in the middle area of ​​the chassis position space, and the third chassis domain control unit 5023 is fixedly set in the rear area of ​​the chassis position space.

[0105] In an embodiment of the present application, the chassis domain control unit includes a first chassis domain control unit, a second chassis domain control unit, and a third chassis domain control unit, which are fixedly arranged in the front, middle, and rear areas of the chassis position space, respectively. By dividing the chassis area, the present application implements regionalized distributed control, thereby reducing system latency, improving response speed, and enhancing the real-time and stability of vehicle control. Control of a single area avoids affecting the power supply of other areas, improving the system's fault tolerance and security.

[0106] Based on the above embodiments, the present application further provides a first chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture. Figure 6 A structural diagram of the first chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application is shown as follows: Figure 6 As shown, the first chassis domain control unit 5021 includes: a chassis front area controller 50211, a third sensor 50212, a third actuator 50213, a third power supply input module 50214, a third power supply output module 50215 and a third communication interface 50216;

[0107] The chassis front area controller 50211 is connected to the third sensor 50212 to collect first chassis status data of the chassis front area through the third sensor 50212; the chassis front area controller 50211 is also connected to the third actuator 50213 to drive the vehicle-mounted load device corresponding to the chassis front area through the third actuator 50213;

[0108] The third power input module 50214 is connected to the low-voltage power line 300 and is also connected to the chassis front area controller 50211 to supply power to the chassis front area controller 50211. The third power output module 50215 is connected to the low-voltage power line 300 and is also connected to the first chassis electrical device 50218 in the chassis front area to supply power. The third power output module 50215 is also connected to the chassis front area controller 50211 to control the power supply to the first chassis electrical device 50218.

[0109] The chassis front area controller 50211 is also connected to the first chassis electrical equipment 50218 via the third power monitoring line 50217 to collect power monitoring data of the first chassis electrical equipment 50218 and power monitoring data of the chassis front area controller 50211;

[0110] The chassis front area controller 50211 is also connected to the communication line through the third communication interface 50216.

[0111] Among them, the third sensor 50212 includes sensors related to the front area of ​​the chassis frame, specifically including: a motor cooling fan fault feedback sensor, a front brake shoe wear switch, a heater water pump fault sensor, and a heater expansion tank liquid level switch. These sensors are configured based on the vehicle's driving requirements and are not limited in this embodiment. The motor cooling fan fault feedback sensor is located inside the cooling fan motor to monitor the motor cooling fan's speed, current, or stall status. The front brake shoe wear switch is embedded in the wear indicator plate inside the brake caliper and monitors the brake shoe thickness. The heater water pump fault sensor is located inside the water pump housing or in the heater piping to monitor the operating status of the heater circulation water pump. The heater expansion tank liquid level switch is located on the bottom or side of the expansion tank to monitor whether the coolant level is below a safety threshold. The first chassis status data is the status data of the front area of ​​the chassis collected by the third sensor 50212. Specifically, it may include: whether the motor cooling fan is faulty, whether the front brake shoe is worn, whether the heater water pump is faulty, and whether the heater expansion tank liquid level is below a safety threshold. This embodiment is not limited in this embodiment.

[0112] The cab domain controller 5031 is connected to the third actuator 50213. The actuator in the third actuator 50213 corresponds to the onboard load device, and the onboard load device can be driven by the third actuator 50213. The third actuator 50213 may include actuators corresponding to the air conditioning solenoid shutoff valve, the fuel cell stack waste heat recovery solenoid shutoff valve, the motor cooling fan pulse width modulation speed control device, and the heater circulation pump pulse width modulation speed control device.

[0113] The first chassis electrical equipment 50218 may include: a drive motor cooling fan, a fuel cell hydrogen pump power supply, a tire pressure monitoring system power supply, and a power steering system power supply.

[0114] The third power supply input module 50214 is connected to the low-voltage power line 300, obtains the low voltage in the low-voltage power line 300, and converts the low voltage so that the low voltage input to the cab domain controller 5031 is a voltage that meets the power demand of the chassis front area controller 50211.

[0115] The third power output module 50215 is connected to the low-voltage power line 300 to obtain low voltage. The third power output module 50215 is also connected to the chassis front area controller 50211 and converts the low voltage received from the low-voltage power line 300 based on control signals from the chassis front area controller 50211. The third power output module 50215 is also connected to the third sensor 50212 and the third actuator 50213, and uses the converted low voltage to power the third sensor 50212 and the third actuator 50213, thereby meeting their power needs.

[0116] The third communication interface 50216 may include: a CAN bus interface and a LIN bus interface.

[0117] Optionally, the working logic of the chassis front area controller 50211 is as follows: the third power supply input module 50214 is connected to the low-voltage power line 300 to supply power to the chassis front area controller 50211, the chassis front area controller 50211 is connected to the third power supply output module 50215, and at the same time, the third power supply output module 50215 is connected to the low-voltage power line 300 to convert the low voltage of the low-voltage power line 300, the third power supply output module 50215 is connected to the first chassis electrical equipment 50218 to supply power to the first chassis electrical equipment 50218, and the third power supply output module 50215 is also connected to the third sensor 50212 and the third actuator 50213 to supply power to the third sensor 50212 and the third actuator 50213. The chassis front area controller 50211 is also connected to the first chassis electrical equipment 50218 through the third power monitoring line 50217 to collect power monitoring data of the first chassis electrical equipment 50218 and the power monitoring data of the chassis front area controller 50211. At the same time, the chassis front area controller 50211 can also be connected to the third sensor 50212 and the third actuator 50213 through the third power monitoring line 50217 to collect power monitoring data of the third sensor 50212 and the third actuator 50213, and connected to the communication line (not shown in the figure) through the third communication interface 50216, and the power monitoring data and power data obtained from the chassis front area controller 50211 are sent to the communication line, thereby realizing communication with other domain control units connected to the communication line. The front chassis area controller 50211 is also connected to a third actuator 50213. Based on interactive signals received from other control units via the communication line, it controls the third actuator 50213, thereby driving the onboard load devices. Current, voltage, and temperature monitoring devices are also provided on the third sensor 50212 and third actuator 50213 of the front chassis area controller 50211, as well as on the various electrical devices on the onboard load devices. These devices monitor the power consumption of the third sensor 50212, the third actuator 50213, and the various electrical devices on the onboard load devices. The power consumption monitoring data includes the power consumption status.

[0118] In an embodiment of the present application, the chassis front domain control unit includes a chassis front area controller, a third sensor, a third actuator, a third power supply input module, a third power supply output module and a third communication interface. By collecting the power consumption monitoring data of the first chassis electrical equipment, the power consumption monitoring data of the cab domain controller and the sensor data, the present application can realize real-time monitoring of the status of the power consumption system in the front area of ​​the chassis, provide detailed power distribution for the central domain control unit, realize refined energy management, avoid overload or underload of electrical equipment, and improve the power safety of the entire vehicle.

[0119] On the basis of the above embodiments, the present application further provides a second chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture. Figure 7 A schematic diagram of the structure of the second chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application is shown as follows: Figure 7 As shown, the second chassis domain control unit 5022 includes: a chassis mid-area controller 50221, a fourth sensor 50222, a fourth actuator 50223, a fourth power supply input module 50224, a fourth power supply output module 50225 and a fourth communication interface 50226;

[0120] The chassis mid-area controller 50221 is connected to the fourth sensor 50222 to collect the second chassis status data of the mid-chassis area through the fourth sensor 50222; the chassis mid-area controller 50221 is also connected to the fourth actuator 50223 to drive the driving indicator light through the fourth actuator 50223;

[0121] The fourth power input module 50224 is connected to the low-voltage power line 300 and is also connected to the chassis area controller 50221 to supply power to the chassis area controller 50221. The fourth power output module 50225 is connected to the low-voltage power line 300 and is also connected to the second chassis electrical device 50228 in the chassis area to supply power. The fourth power output module 50225 is also connected to the chassis area controller 50221 to control the power supply to the second chassis electrical device 50228.

[0122] The chassis mid-area controller 50221 is also connected to the second chassis electrical equipment 50228 via the fourth power monitoring line 50227 to collect power monitoring data of the second chassis electrical equipment 50228 and power monitoring data of the chassis mid-area controller 50221.

[0123] The area controller 50221 in the chassis is also connected to the communication line through the fourth communication interface 50226.

[0124] Among them, the fourth sensor 50222 includes sensors located in the area relative to the center of the chassis frame. Examples include: a brake air pressure signal sensor, a cab lock signal sensor, a cargo box lift switch sensor, a battery coolant level switch, a motor coolant level switch, a fuel cell stack coolant low level switch, a topside water pump fault feedback sensor, a trailer anti-lock braking system signal sensor, a dryer tank pressure switch sensor, a charging confirmation signal sensor, etc., which are not limited in this embodiment of the present application. The brake air pressure signal sensor is located at the brake reservoir outlet or in the air duct behind the air dryer to monitor the air brake system pressure in real time. The cab lock signal sensor is located within the cab flip hinge locking mechanism to determine the mechanical locking status of the cab and chassis. The cargo box lift switch sensor is located at the base of the lift cylinder or on the frame rail to monitor the cargo box lift angle / hydraulic pressure. The battery coolant level switch is located at the bottom of the battery pack coolant expansion tank to monitor whether the battery pack coolant level is below a preset threshold. The motor coolant level switch is installed on the side wall of the motor radiator auxiliary water tank to monitor the coolant level in real time and limit the motor output torque when the level is insufficient. The fuel cell stack coolant low level switch is installed on the top of the stack cooling circuit high-level tank to monitor whether the fuel cell stack coolant is lower than the preset threshold. The upper water pump fault feedback sensor is installed inside the water pump motor control box to monitor water pump stall or abnormal speed. The trailer anti-lock signal sensor is installed in the trailer axle hub or the anti-lock braking system valve group interface to transmit the trailer wheel speed signal. The dryer tank pressure switch sensor is installed near the air dryer tank exhaust valve to monitor the dryer tank regeneration pressure. The charging confirmation signal sensor is installed on the charging socket pin to confirm the physical connection of the charging gun. The second chassis status data is the status data of the area in the chassis collected by the fourth sensor 50222, which can specifically include: real-time monitoring of whether the air brake system pressure is within the normal range; whether the mechanical locking status of the cab and chassis is normal; whether the cargo box lifting angle / hydraulic pressure is normal; whether the battery pack coolant is lower than the preset threshold; real-time monitoring of the coolant inventory; monitoring of whether the fuel cell stack coolant is lower than the preset threshold; water pump stall or abnormal speed; trailer wheel speed signal; dry tank regeneration pressure; whether the charging gun is physically connected.

[0125] The chassis mid-area controller 50221 is connected to the fourth actuator 50223. The actuators in the fourth actuator 50223 correspond to the electrical devices of the onboard load equipment corresponding to the front area of ​​the chassis. The fourth actuator 50223 can be used to drive the onboard load equipment corresponding to the front area of ​​the chassis. The fourth actuator 50223 may include actuators corresponding to the front / rear side marker lights, the trailer's left / right turn signals, the trailer's reverse lights, the trailer's fog lights, and the trailer's brake lights. The second chassis electrical devices 50228 may include power supplies for the battery management system controller, the transmission control unit, the motor controller, the trailer's electronic control module, the trailer's brake valve control, the cab's electric lift mechanism, and the power battery cooling water pump.

[0126] The fourth power supply input module 50224 is connected to the low-voltage power line 300, obtains the low voltage in the low-voltage power line 300, and converts the low voltage so that the low voltage input to the regional controller 50221 in the chassis is a voltage that meets the power demand of the regional controller 50221 in the chassis.

[0127] The fourth power output module 50225 is connected to the low-voltage power line 300 to obtain low voltage. The fourth power output module 50225 is also connected to the chassis zone controller 50221 and converts the low voltage received from the low-voltage power line 300 based on control signals from the chassis zone controller 50221. The fourth power output module 50225 is also connected to the fourth sensor 50222 and the fourth actuator 50223, providing power to the fourth sensor 50222 and the fourth actuator 50223 using the converted low voltage, thereby meeting their power needs. The fourth power output module 50225 is also connected to the second chassis electrical device 50228 to provide power to the second chassis electrical device 50228.

[0128] The fourth communication interface 50226 may include: a CAN bus interface and a LIN bus interface.

[0129] Optionally, the working logic of the second chassis domain control unit 5022 is as follows: the fourth power supply input module 50224 is connected to the low-voltage power line 300 to supply power to the chassis area controller 50221, and the chassis area controller 50221 is connected to the fourth power supply output module 50225. At the same time, the fourth power supply output module 50225 is connected to the low-voltage power line 300 to convert the low voltage of the low-voltage power line 300, so that the fourth power supply output module 50225 is connected to the fourth sensor 50222 and the fourth actuator 50223 to supply power to the fourth sensor 50222 and the fourth actuator 50223, and the fourth power supply output module 50225 is connected to the second chassis electrical equipment 50228 to supply power to the second chassis electrical equipment 50228. The mid-chassis area controller 50221 is also connected to the second chassis electrical equipment 50228 via a fourth power monitoring line 50227 to collect power usage monitoring data from the second chassis electrical equipment 50228 and the mid-chassis area controller 50221. Simultaneously, the mid-chassis area controller 50221 collects power usage monitoring data from the fourth sensor 50222 and the fourth actuator 50223 via the fourth power monitoring line 50227. Connecting to a communication line (not shown) via a fourth communication interface 50226, the mid-chassis area controller 50221 transmits the monitoring data and power usage data obtained from the second chassis domain control unit 5022 to the communication line, thereby enabling communication with other domain control units connected to the communication line. The mid-chassis area controller 50221 is also connected to the fourth actuator 50223, and receives interactive signals from other control units on the communication line to control the fourth actuator 50223 to control the power supply to the onboard load equipment corresponding to the front area of ​​the chassis. The fourth sensor 50222 and the fourth actuator 50223 of the second chassis domain control unit 5022, and multiple electrical devices of the on-board load equipment corresponding to the front area of ​​the chassis are also provided with current, voltage and temperature monitoring equipment, which are used to monitor the power usage status of the fourth sensor 50222 and the fourth actuator 50223, and multiple electrical devices of the on-board load equipment corresponding to the front area of ​​the chassis. The power usage monitoring data includes the power usage status.

[0130] In an embodiment of the present application, the chassis regional control unit includes a chassis regional controller, a fourth sensor, a fourth actuator, a fourth power input module, a fourth power output module, and a fourth communication interface. By collecting power consumption monitoring data from the second chassis electrical equipment, power consumption monitoring data from the chassis regional controller, and sensor data, the present application can integrate control, sensing, execution, and power supply modules into the chassis regional control unit, thereby facilitating unified control and centralized management of the region and reducing vehicle wiring complexity and cost. This allows for comprehensive perception of the power consumption status of the chassis region, improving system fault tolerance.

[0131] Based on the above embodiments, the present application also provides a third chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture. Figure 8 A schematic diagram of the structure of the third chassis domain control unit of a vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application is shown as follows: Figure 8 As shown, the third chassis domain control unit 5023 includes: a chassis rear area controller 50231, a fifth sensor 50232, a fifth actuator 50233, a fifth power supply input module 50234, a fifth power supply output module 50235 and a fifth communication interface 50236;

[0132] The rear chassis area controller 50231 is connected to the fifth sensor 50232 to collect third chassis status data of the rear chassis area through the fifth sensor 50232; the rear chassis area controller 50231 is also connected to the fifth actuator 50233 to drive the vehicle-mounted load device corresponding to the rear chassis area through the fifth actuator 50233;

[0133] The fifth power input module 50234 is connected to the low-voltage power line 300 and is also connected to the rear chassis area controller 50231 to supply power to the rear chassis area controller 50231. The fifth power output module 50235 is connected to the low-voltage power line 300 and is also connected to the third chassis electrical device 50238 in the rear chassis area to supply power. The fifth power output module 50235 is also connected to the rear chassis area controller 50231 to control the power supply to the third chassis electrical device 50238.

[0134] The rear chassis area controller 50231 is also connected to the third chassis electrical equipment 50238 via the fifth power monitoring line 50237 to collect power monitoring data of the third chassis electrical equipment 50238 and the power monitoring data of the rear chassis area controller 50231.

[0135] The chassis rear area controller 50231 is also connected to the communication line through the fifth communication interface 50236.

[0136] The fifth sensor 50232 includes sensors for collecting data relative to the rear area of ​​the chassis frame. For example, these sensors may include: an inter-axle differential lock signal switch, an inter-wheel differential lock signal switch, a center / rear brake shoe wear switch, a rear door closing signal sensor, a saddle position sensor, a cargo box lift position monitoring switch, and other sensors related to the rear area of ​​the chassis. The specific number is not limited in this embodiment. The inter-axle differential lock signal switch is located outside the rear axle differential housing or near the shift fork to monitor the locked / released state of the inter-axle differential lock. The inter-wheel differential lock signal switch is located on the wheel reducer or inside the wheel hub to monitor the inter-wheel differential lock status. The center / rear brake shoe wear switch is embedded in the brake shoe friction material to monitor the wear level of the center / rear brake shoes. The rear door closing signal sensor is located at the contact edge between the cargo box rear door frame and the door body to monitor whether the rear door is fully closed. The saddle position sensor is located at the bottom of the fifth wheel saddle rail to monitor whether the saddle is fully locked with the semi-trailer pin. The cargo box lift position monitoring switch is located on the cargo box lift cylinder support or the rear crossbar of the vehicle frame to monitor the cargo box lift angle. The third chassis status data is the status data of the rear chassis area collected by the fifth sensor 50232. Specifically, it may include: the locked / released status of the inter-axle differential lock; the status of the inter-wheel differential lock; the wear of the center / rear brake shoes; whether the rear door is fully closed; whether the saddle and semi-trailer pins are fully locked; and monitoring the cargo box lift angle.

[0137] The chassis rear area controller 50231 is connected to the fifth actuator 50233. The execution unit in the fifth actuator 50233 is the execution unit corresponding to the electrical equipment of the vehicle-mounted load equipment corresponding to the chassis rear area. The vehicle-mounted load equipment corresponding to the chassis rear area can be driven by the fifth actuator 50233.

[0138] The third chassis electrical equipment 50238 may include: a reserved interface power supply for traction and dumping; a power supply for the vehicle angle sensor; a control power supply for the electronic parking brake system, and other electrical equipment.

[0139] The fifth power supply input module 50234 is connected to the low-voltage power line 300, obtains the low voltage in the low-voltage power line 300, and converts the low voltage so that the low voltage input to the rear chassis area controller 50231 is a voltage that meets the power demand of the rear chassis area controller 50231.

[0140] The fifth power output module 50235 is connected to the low-voltage power line 300 to obtain low voltage. The fifth power output module 50235 is also connected to the rear chassis area controller 50231 and converts the low voltage received from the low-voltage power line 300 based on control signals from the rear chassis area controller 50231. The fifth power output module 50235 is also connected to the fifth sensor 50232 and the fifth actuator 50233, and supplies power to the fifth sensor 50232 and the fifth actuator 50233 using the converted low voltage, thereby meeting their power needs.

[0141] The fifth communication interface 50236 may include: a CAN bus interface and a LIN bus interface.

[0142] Optionally, the working logic of the third chassis domain control unit 5023 is as follows: the fifth power supply input module 50234 is connected to the low-voltage power line 300 to supply power to the chassis rear area controller 50231, the chassis rear area controller 50231 is connected to the fifth power supply output module 50235, and the fifth power supply output module 50235 is connected to the low-voltage power line 300, and is used to convert the low voltage of the low-voltage power line 300, so that the fifth power supply output module 50235 is connected to the fifth sensor 50232 and the fifth actuator 50233 to supply power to the fifth sensor 50232 and the fifth actuator 50233. The fifth power supply output module 50235 is also connected to the third chassis electrical equipment 50238 to supply power to the third chassis electrical equipment 50238. The rear chassis area controller 50231 is also connected to the third chassis electrical device 50238 via a fifth power monitoring line 50237 to collect power usage monitoring data from the third chassis electrical device 50238 and the power usage monitoring data from the rear chassis area controller 50231. Simultaneously, the rear chassis area controller 50231 also collects power usage monitoring data from the fifth sensor 50232, the fifth actuator 50233, and the onboard load devices corresponding to the rear chassis area via the fifth power monitoring line 50237. The rear chassis area controller 50231 connects to a communication line (not shown) via a fifth communication interface 50236 and transmits the monitoring data and power usage data acquired by the third chassis domain control unit 5023 to the communication line, enabling communication with other domain control units connected to the communication line. The rear chassis area controller 50231 is also connected to a fifth actuator 50233 and, based on interaction signals received from other domain control units via the communication line, drives the onboard load devices corresponding to the rear chassis area via the fifth actuator 50233. The fifth sensor 50232 of the third chassis domain control unit 5023, the fifth actuator 50233 and multiple electrical devices of the on-board load equipment corresponding to the rear area of ​​the chassis are also equipped with current, voltage and temperature monitoring equipment, which are used to monitor the power consumption status of the fifth sensor 50232, the fifth actuator 50233 and multiple electrical devices of the on-board load equipment corresponding to the rear area of ​​the chassis. The power consumption monitoring data includes the power consumption status.

[0143] In an embodiment of the present application, the third chassis domain control unit includes a chassis rear area controller, a fifth sensor, a fifth actuator, a fifth power supply input module, a fifth power supply output module and a fifth communication interface. By collecting power consumption monitoring data of the third chassis electrical equipment, power consumption monitoring data of the chassis rear area controller and sensor data, the present application can realize chassis rear domain function integration, improve system controllability and coordination, and collect multi-dimensional power consumption data of the chassis rear area, improve energy management accuracy, identify potential faults in advance, and improve vehicle safety.

[0144] Based on the above embodiments, this application also provides a third vehicle low-voltage power control system based on a regional control architecture. Figure 9 A schematic diagram of the structure of a third vehicle low-voltage power control system based on a regional control architecture provided in an embodiment of the present application is shown in FIG. Figure 9 As shown, the power supply system 100 further includes: a low voltage battery 103 and a maintenance switch 104;

[0145] The low-voltage battery 103 is connected to the low-voltage power line 300 via the maintenance switch 104 .

[0146] The low-voltage battery 103 can be a 24V low-voltage battery. It can directly provide low voltage to the low-voltage power circuit 300. The maintenance switch 104 is used to disconnect the vehicle key when the vehicle needs maintenance. This ensures that the vehicle is completely powered off, ensuring safe maintenance.

[0147] In an embodiment of the present application, the power supply system further includes a low-voltage battery and a maintenance switch, with the low-voltage battery connected to the low-voltage power line via the maintenance switch. The present application can achieve physical isolation of the electrical system through the maintenance switch, preventing the spread of faults or excessive battery discharge, thereby protecting battery life.

[0148] The following describes the workflow of the vehicle low-voltage power control system in this application:

[0149] In one possible implementation, while the vehicle is in motion, the central domain control unit, the driving domain control unit, the first chassis domain control unit, the second chassis domain control unit, and the third chassis domain control unit perform real-time dynamic zoned power distribution control for the vehicle's low-voltage power control system. The first chassis domain control unit is the front chassis zone control unit, the second chassis domain control unit is the middle chassis zone control unit, and the third chassis domain control unit is the rear chassis zone control unit.

[0150] When the vehicle's power battery state of charge (SOC) parameter reported by the battery management system controller (BMS) controlling the power output of the chassis regional control unit drops to 10%, the chassis regional control unit transmits this information to the central domain control unit via communication lines. The central domain control unit then makes a central power allocation decision based on the regional power load reported by each regional controller via communication lines. For example, if the central domain control unit determines, through collecting the accelerator sensor signal, that the throttle sensor opening is greater than 80% and the vehicle speed is greater than 75 km / h, and the central domain control unit's control strategy determines that the driver is in high-power demand driving mode and the air conditioner driven by the chassis front regional control unit is also in cooling mode, the central domain control unit issues a shut-off control command to the air conditioner's solenoid shut-off valve to the chassis front regional control unit, prioritizing power control.

[0151] In one possible implementation, when the chassis front domain control unit detects an abnormally high current flow in a device connected to a branch circuit, it immediately triggers a transistor or solid-state relay to disconnect the circuit, preventing wiring harness overheating. Simultaneously, the fault is reported to the central domain control unit via a communication line, prompting the driver to check the device connected to the branch circuit. This improves fault response speed, reduces the risk of abnormal vehicle temperature rise due to localized overload, and reduces the risk of flammability for passengers and cargo.

[0152] In one possible implementation, when the driver is driving and there is a steering power battery low power protection, the central domain control unit monitors that the charge state parameter of the vehicle power battery is less than 20%; it sends instructions to each domain control unit to gradually shut down non-essential loads, such as seat heating and ambient lighting; if the power voltage continues to drop, it enters deep protection mode and only maintains power supply to the core system, which can be the Electronic Control Unit (ECU), brake power assist and other systems.

[0153] The embodiment of the present application also provides a vehicle, Figure 10 A schematic diagram of the structure of a vehicle provided in an embodiment of the present application is shown in FIG. Figure 10 As shown, the vehicle includes at least: a vehicle body 1001 and a vehicle low-voltage power control system 1002 based on a regional control architecture arranged on the vehicle body. The vehicle low-voltage power control system 1002 based on a regional control architecture is any of the above-mentioned vehicle low-voltage power control systems based on a regional control architecture.

[0154] The vehicle can be a new energy commercial vehicle. The structure of the vehicle low-voltage power control system 1002 based on the regional control architecture is the same as the vehicle low-voltage power control system based on the regional control architecture. Figure 10 The middle driving domain controller 5031, the central domain controller 5011, the chassis front area controller 50211, the chassis middle area controller 50221 and the chassis rear area controller 50231 are for illustration only.

[0155] Those skilled in the art can clearly understand that, for the convenience and brevity of description, the specific working process of the system and device described above can refer to the corresponding process in the method embodiment, and will not be repeated in this application. In the several embodiments provided in this application, it should be understood that the disclosed system, device and method can be implemented in other ways. The device embodiments described above are merely schematic. For example, the division of the modules is only a logical function division. There may be other division methods in actual implementation. For example, multiple modules or components can be combined or integrated into another system, or some features can be ignored or not executed. Another point is that the mutual coupling or direct coupling or communication connection shown or discussed can be through some communication interfaces, indirect coupling or communication connection of devices or modules, which can be electrical, mechanical or other forms.

[0156] In addition, the functional units in the various embodiments of the present application can be integrated into a single processing unit, each unit can exist physically separately, or two or more units can be integrated into a single unit. If the functions are implemented in the form of software functional units and sold or used as independent products, they can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, or the portion that contributes to the prior art, or a portion of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions for causing a computer device (which can be a personal computer, server, or network device, etc.) to execute all or part of the steps of the method described in the various embodiments of the present invention. The aforementioned storage medium includes various media that can store program code, such as a USB flash drive, a mobile hard drive, a read-only memory (ROM), a random access memory (RAM), a magnetic disk, or an optical disk.

[0157] The above is only a specific implementation method of the present application, but the protection scope of the present application is not limited thereto. Any technician familiar with this technical field can easily think of changes or replacements within the technical scope disclosed in this application, which should be covered by the protection scope of the present application.

Claims

1. A vehicle low-voltage power control system based on a regional control architecture, characterized in that: The vehicle low-voltage power control system includes: a power supply system, a high-voltage power line, a low-voltage power line, a communication line, and a control system; wherein the control system includes: a central domain control unit, a cab domain control unit, and at least one chassis domain control unit; The power supply system includes: a high-voltage power battery and a high-low voltage conversion module, wherein the high-voltage power battery is connected to the high-voltage power circuit, the high-voltage power circuit is also connected to the input end of the high-low voltage conversion module, and the output end of the high-low voltage conversion module is connected to the low-voltage power circuit for providing low-voltage power; The central domain control unit and the at least one chassis domain control unit are both connected to the low-voltage power line. The at least one chassis domain control unit is respectively arranged in at least one area of ​​the chassis position space. The at least one chassis domain control unit is respectively connected to the chassis electrical equipment in the at least one area to supply power to the chassis electrical equipment in the corresponding area and collect power consumption monitoring data of the corresponding area. The central domain control unit is further connected to the driving control electrical equipment to supply power to the driving control electrical equipment and collect power consumption monitoring data of the driving control electrical equipment; The central domain control unit and the at least one chassis domain control unit are both connected to the communication line, and the central domain control unit is configured to allocate power to the chassis electrical devices in the at least one area based on the power consumption monitoring data of the chassis electrical devices and the power consumption monitoring data of the driving control electrical devices in the at least one area; The cab domain control unit includes: a cab domain controller and a second power supply output module; The second power supply output module is connected to the low-voltage power line, and the second power supply output module is also connected to the cab auxiliary power supply to supply power to the cab auxiliary power supply; the second power supply output module is also connected to the cab domain controller to control the power supply of the cab auxiliary power supply; The cab domain controller is also connected to the cab auxiliary power supply through a second power consumption monitoring line to collect power consumption monitoring data of the cab auxiliary power supply and power consumption monitoring data of the cab domain controller.

2. The system according to claim 1, wherein: The cab domain control unit and the central domain control unit are both arranged in the cab position space; The cab domain control unit is further connected to the low-voltage power line, and the cab domain control unit is further connected to the auxiliary driving electrical equipment in the cab position space, for supplying power to the auxiliary driving electrical equipment and collecting power consumption monitoring data in the cab position space; The cab domain control unit is also connected to the communication line to transmit the power consumption monitoring data within the cab location space to the central domain control unit.

3. The system according to claim 1, wherein: The central domain control unit includes: a central domain controller, a first sensor, a first actuator, a first power input module, a first power output module and a first communication interface; The central domain controller is connected to the first sensor to collect vehicle operation data of the driving control unit through the first sensor; the central domain controller is also connected to the first actuator to adjust the start / stop state of the vehicle through the first actuator; The first power input module is connected to the low-voltage power line, and the first power input module is also connected to the central domain controller to supply power to the central domain controller; the first power output module is connected to the low-voltage power line, and the first power output module is also connected to the first sensor and the first actuator to supply power to the first sensor and the first actuator; the first power output module is also connected to the central domain controller to control the power supply to the first sensor and the first actuator; The central domain controller is further connected to the first sensor and the first actuator via a first power consumption monitoring line to collect power consumption monitoring data of the first sensor, power consumption monitoring data of the first actuator, and power consumption monitoring data of the central domain controller; The central domain controller is also connected to the communication line through the first communication interface.

4. The system according to claim 1, wherein: The cab domain control unit further includes: a second power supply input module, a second communication interface, a second sensor, and a second actuator; The cab domain controller is connected to the second sensor to collect status data of the auxiliary driving unit through the second sensor; the cab domain controller is also connected to the second actuator to drive the auxiliary driving unit through the second actuator; The second power supply input module is connected to the low-voltage power line, and the second power supply input module is also connected to the cab domain controller to supply power to the cab domain controller; The cab domain controller is also connected to the communication line through the second communication interface.

5. The system according to claim 1, wherein: The at least one chassis domain control unit includes: a first chassis domain control unit, a second chassis domain control unit and a third chassis domain control unit. The first chassis domain control unit, the second chassis domain control unit and the third chassis domain control unit are respectively fixedly arranged in the chassis front area, the chassis middle area and the chassis rear area of ​​the chassis position space.

6. The system according to claim 5, characterized in that The first chassis domain control unit includes: a chassis front area controller, a third sensor, a third actuator, a third power supply input module, a third power supply output module and a third communication interface; The chassis front area controller is connected to the third sensor to collect first chassis status data of the chassis front area through the third sensor; the chassis front area controller is also connected to the third actuator to drive the vehicle-mounted load device corresponding to the chassis front area through the third actuator; The third power supply input module is connected to the low-voltage power line and is also connected to the chassis front area controller to supply power to the chassis front area controller; the third power supply output module is connected to the low-voltage power line and is also connected to the first chassis electrical equipment in the chassis front area to supply power; the third power supply output module is also connected to the chassis front area controller to control the power supply to the first chassis electrical equipment; The chassis front area controller is further connected to the first chassis electrical device via a third power monitoring line to collect power monitoring data of the first chassis electrical device and power monitoring data of the chassis front area controller; The chassis front area controller is also connected to the communication line through the third communication interface.

7. The system according to claim 5, characterized in that The second chassis domain control unit includes: a chassis mid-area controller, a fourth sensor, a fourth actuator, a fourth power supply input module, a fourth power supply output module, and a fourth communication interface; The chassis mid-area controller is connected to the fourth sensor to collect second chassis status data of the mid-chassis area through the fourth sensor; the chassis mid-area controller is also connected to the fourth actuator to drive the driving indicator light through the fourth actuator; The fourth power supply input module is connected to the low-voltage power line and is also connected to the chassis zone controller to supply power to the chassis zone controller; the fourth power supply output module is connected to the low-voltage power line and is also connected to the second chassis electrical equipment in the chassis zone to supply power; the fourth power supply output module is also connected to the chassis zone controller to control the power supply to the second chassis electrical equipment; The chassis mid-area controller is further connected to the second chassis electrical equipment via a fourth power monitoring line to collect power monitoring data of the second chassis electrical equipment and power monitoring data of the chassis mid-area controller; The area controller in the chassis is also connected to the communication line through the fourth communication interface.

8. The system according to claim 5, wherein: The third chassis domain control unit includes: a chassis rear area controller, a fifth sensor, a fifth actuator, a fifth power input module, a fifth power output module and a fifth communication interface; The chassis rear area controller is connected to the fifth sensor to collect third chassis status data of the chassis rear area through the fifth sensor; the chassis rear area controller is also connected to the fifth actuator to drive the vehicle-mounted load device corresponding to the chassis rear area through the fifth actuator; The fifth power supply input module is connected to the low-voltage power line and is also connected to the chassis rear area controller to supply power to the chassis rear area controller; the fifth power supply output module is connected to the low-voltage power line and is also connected to the third chassis electrical equipment in the chassis rear area to supply power; the fifth power supply output module is also connected to the chassis rear area controller to control the power supply to the third chassis electrical equipment; The chassis rear area controller is further connected to the third chassis electrical device via a fifth power monitoring line to collect power monitoring data of the third chassis electrical device and power monitoring data of the chassis rear area controller; The chassis rear area controller is also connected to the communication line through the fifth communication interface.

9. The system according to claim 1, wherein: The power supply system also includes: a low-voltage battery and a maintenance switch; The low-voltage battery is connected to the low-voltage power circuit through the maintenance switch.

10. A vehicle, characterized in that: The vehicle comprises at least: a vehicle body and a vehicle low-voltage power control system based on a regional control architecture arranged on the vehicle body, and the vehicle low-voltage power control system based on a regional control architecture is the vehicle low-voltage power control system based on a regional control architecture as described in any one of claims 1-9 above.

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