Distributed electric drive vehicle high-voltage power distribution system

Abstract

The invention provides a distributed electric drive vehicle high-voltage power distribution system which comprises a main controller, the main controller is connected with a high-voltage source and a standard high-voltage power distribution unit through a CAN communication module, and the main controller is connected with a bridge drive high-voltage power distribution unit through a high-low side drive module. The standard high-voltage power distribution unit is connected with the high-voltage source and the bridge drive high-voltage power distribution unit through high-voltage cables. The bridge drive power distribution unit can also be directly connected with a power battery of a high-voltage source through a high-voltage cable. The standard high-voltage power distribution unit and the bridge drive high-voltage power distribution unit are respectively provided with two paths of high-voltage interfaces used for being connected with a bridge drive motor controller. According to the system, the modular design of high-voltage power distribution systems of different driving types of vehicles from 4 * 4 to 12 * 12 can be realized by increasing or decreasing the number of the bridge drive high-voltage power distribution units, and the problems of high development cost and poor expansibility of an integrated high-voltage power distribution scheme and low reliability caused by high module cost and increase of fault points of a modular direct-current bus power distribution scheme are solved.

Description

Technical Field

[0001] This invention relates to a distributed electric drive vehicle high-voltage power distribution system, and pertains to the field of high-voltage power distribution technology for new energy vehicles. Background Technology

[0002] Currently, most high-voltage power distribution systems in new energy vehicles adopt centralized power distribution, which uses a single distribution box to distribute power to all high-voltage equipment in the vehicle. Centralized power distribution solutions are usually only suitable for specific vehicle configurations and functional requirements, and their flexibility and scalability are relatively poor. At the same time, the higher the integration, the higher the development cost.

[0003] With the rapid development of distributed electric drive vehicles in recent years, a new modular DC bus power distribution scheme has emerged. This scheme uses power distribution modules with a unified circuit connected in parallel via a high-voltage DC bus to achieve high-voltage power distribution for the entire vehicle. The modular design supports the expansion of multiple inputs and outputs, meeting the multi-axle power distribution expansion needs of distributed electric drive vehicles. This modular power distribution box typically contains multiple inputs, multiple outputs, and necessary control modules. For models with low input / output requirements, this results in excessive redundancy, often leaving many unused ports, increasing costs. Furthermore, multiple control modules increase the number of potential failure points, affecting vehicle reliability. Summary of the Invention

[0004] To address the high development cost and poor scalability of integrated high-voltage power distribution solutions, and the reduced reliability caused by high module cost and increased failure points in modular DC bus power distribution solutions, this invention provides a low-cost, highly reliable, multi-axle expandable distributed high-voltage power distribution system for electric drive vehicles. The specific technical solution is as follows:

[0005] A distributed electric drive vehicle high-voltage power distribution system includes a main controller connected to a high-voltage source and a standard high-voltage power distribution unit. The standard high-voltage power distribution unit is provided with a first high-voltage source interface and a second high-voltage source interface for connecting to the high-voltage source, as well as a first axle drive motor controller interface and a second axle drive motor controller interface for corresponding connection to the first axle drive motor controller and the second axle drive motor controller, in order to match the 4×4 vehicle drive type.

[0006] Preferably, the high-voltage source includes a power unit and a power battery. The power unit is connected to a first high-voltage source interface via a high-voltage cable, and the power battery is connected to a second high-voltage source interface via a high-voltage cable.

[0007] Furthermore, the standard high-voltage power distribution unit is connected to the first axle drive high-voltage power distribution unit via a high-voltage cable. The first axle drive high-voltage power distribution unit is connected to the main controller. The first axle drive high-voltage power distribution unit is provided with interfaces for connecting to the third axle drive motor controller and the fourth axle drive motor controller, to match the 8×8 vehicle drive type. When the high-voltage cable is a thin-diameter high-voltage cable, the A and B interfaces of the standard high-voltage power distribution unit are connected to the C and D interfaces of the first axle drive high-voltage power distribution unit respectively. When the high-voltage cable is a thick-diameter high-voltage cable, the A or B interface of the standard high-voltage power distribution unit is connected to the C or D interface of the first axle drive high-voltage power distribution unit. The power battery is provided with a Y interface for connecting to the C or D interface of the first axle drive high-voltage power distribution unit using a thick-diameter high-voltage cable.

[0008] Furthermore, it also includes a second bridge drive high-voltage power distribution unit connected to the standard high-voltage power distribution unit via a high-voltage cable. The second bridge drive high-voltage power distribution unit is connected to the main controller and is provided with a fifth bridge drive motor controller interface and a sixth bridge drive motor controller interface for connecting to the fifth and sixth bridge drive motor controllers to match the 12×12 vehicle drive type. When the high-voltage cable is a thin-diameter high-voltage cable, the box A interface and box B interface of the standard high-voltage power distribution unit are respectively connected to the box C interface and box D interface of the first bridge drive high-voltage power distribution unit, and the box E interface or box F interface of the second bridge drive high-voltage power distribution unit is connected to the box Y interface of the power battery. When the high-voltage cable is a thick-diameter high-voltage cable, the box A interface of the standard high-voltage power distribution unit is connected to the box C interface or box D interface of the first bridge drive high-voltage power distribution unit, and the box B interface of the standard high-voltage power distribution unit is connected to the box E interface or box F interface of the second bridge drive high-voltage power distribution unit.

[0009] Furthermore, when the high-voltage cable is a thick-diameter high-voltage cable, the A interface of the standard high-voltage distribution unit is connected to the C or D interface of the first bridge drive high-voltage distribution unit, and the Y interface of the power battery is connected to the E or F interface of the second bridge drive high-voltage distribution unit; or, the B interface of the standard high-voltage distribution unit is connected to the C or D interface of the first bridge drive high-voltage distribution unit, and the Y interface of the power battery is connected to the E or F interface of the second bridge drive high-voltage distribution unit.

[0010] Furthermore, a first pre-charging circuit and a second pre-charging circuit are connected in series between the first high-voltage source interface and the first bridge drive motor controller interface. The first pre-charging circuit is used to pre-charge the internal capacitor of the connected power unit. The second high-voltage source interface, the compartment A interface, and the compartment B interface are connected in parallel to the rear end of the first pre-charging circuit. The second bridge drive motor controller interface is connected in parallel to the rear end of the second pre-charging circuit. The second pre-charging circuit is used to pre-charge the capacitors in the connected first bridge drive motor controller and second bridge drive motor controller.

[0011] Furthermore, the standard high-voltage power distribution unit is also provided with multiple auxiliary machine interfaces, which are connected to the back end of the first pre-charging circuit through corresponding high-voltage relays.

[0012] Furthermore, the first pre-charging circuit includes a high-voltage relay K1, a pre-charging resistor R1, and a high-voltage relay K3. The high-voltage relay K1 and the pre-charging resistor R1 are connected in series and then in parallel across the two ends of the high-voltage relay K3. The second pre-charging circuit includes a high-voltage relay K2, a pre-charging resistor R2, and a high-voltage relay K4. The high-voltage relay K2 and the pre-charging resistor R2 are connected in series and then in parallel across the two ends of the high-voltage relay K4.

[0013] Furthermore, a third pre-charging circuit is provided between the C-interface of the first bridge drive high-voltage power distribution unit and the third bridge drive motor controller interface, and the fourth bridge drive motor controller interface is connected in parallel to the rear end of the third pre-charging circuit. The third pre-charging circuit is used to pre-charge the capacitors in the connected third and fourth bridge drive motor controllers. A fourth pre-charging circuit is provided between the E-interface of the second bridge drive high-voltage power distribution unit and the fifth bridge drive motor controller interface, and the sixth bridge drive motor controller interface is connected in parallel to the rear end of the fourth pre-charging circuit. The fourth pre-charging circuit is used to pre-charge the capacitors in the connected fifth and sixth bridge drive motor controllers.

[0014] Furthermore, the third pre-charging circuit includes a high-voltage relay K9, a high-voltage relay K10, and a pre-charging resistor R3. The high-voltage relay K10 and the pre-charging resistor R3 are connected in series and then in parallel across the two ends of the high-voltage relay K9. The fourth pre-charging circuit includes a high-voltage relay K11, a high-voltage relay K12, and a pre-charging resistor R4. The high-voltage relay K12 and the pre-charging resistor R4 are connected in series and then in parallel across the two ends of the high-voltage relay K11.

[0015] The beneficial effects of this invention compared to the prior art are as follows:

[0016] The first bridge drive high-voltage power distribution unit and the second bridge drive high-voltage power distribution unit provided by the present invention adopt low-voltage hard-wire control, which reduces the cost of the controller and improves the reliability of the control.

[0017] The standard high-voltage power distribution unit provided by this invention is directly connected to the first axle drive high-voltage power distribution unit and / or the second axle drive high-voltage power distribution unit through the box-to-box port, which improves the reliability of the vehicle axle drive high-voltage power supply and avoids the whole vehicle power interruption that may be caused by the failure of the standard high-voltage power distribution unit.

[0018] The first and second axle drive high-voltage power distribution units provided by this invention can be increased according to the actual axle drive power distribution needs of the vehicle, supporting multi-axle power distribution expansion of distributed electric drive vehicles and improving configuration flexibility. Attached Figure Description

[0019] Figure 1 This is a system architecture diagram of Embodiment 1 of the present invention.

[0020] Figure 2 This is a system architecture diagram of Embodiment 2 of the present invention.

[0021] Figure 3 This is a system architecture diagram of Embodiment 3 of the present invention.

[0022] Figure 4 This is the circuit diagram of the standard high-voltage power distribution unit of this invention.

[0023] Figure 5 This is a circuit diagram of the first bridge-driven high-voltage power distribution unit of the present invention.

[0024] Figure 6 This is a circuit diagram of the second bridge drive high-voltage power distribution unit of the present invention. Detailed Implementation

[0025] The technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0026] Example 1:

[0027] like Figure 1As shown, a distributed electric drive vehicle high-voltage power distribution system includes a main controller connected to a high-voltage source and a standard high-voltage power distribution unit. The standard high-voltage power distribution unit has a first high-voltage source interface and a second high-voltage source interface for connection to the high-voltage source, as well as a first axle drive motor controller interface and a second axle drive motor controller interface for corresponding connection to the first and second axle drive motor controllers, to match a 4×4 vehicle drive configuration. The high-voltage source includes a power unit and a power battery. The power unit is connected to the first high-voltage source interface via a high-voltage cable, and the power battery is connected to the second high-voltage source interface via a high-voltage cable. The power unit (APU) specifically refers to an engine-generator set, mainly including an engine and its controller, and a generator and its controller. The engine drives the generator to generate electrical energy to charge the power battery or directly supply power to the axle drive and auxiliary drive equipment.

[0028] like Figure 4 As shown, a first pre-charging circuit and a second pre-charging circuit are connected in series between the first high-voltage source interface and the first bridge drive motor controller interface. The first pre-charging circuit is used to pre-charge the internal capacitor of the connected power unit. The engine generator set includes a generator controller, and the actual pre-charging function is to charge the supporting capacitor inside the generator controller. The second high-voltage source interface, the compartment A interface, and the compartment B interface are connected in parallel to the rear end of the first pre-charging circuit. The second bridge drive motor controller interface is connected in parallel to the rear end of the second pre-charging circuit. The second pre-charging circuit is used to pre-charge the capacitors inside the connected first bridge drive motor controller and second bridge drive motor controller. The first pre-charging circuit includes a high-voltage relay K1, a pre-charging resistor R1, and a high-voltage relay K3. The high-voltage relay K1 and the pre-charging resistor R1 are connected in series and then in parallel across the two ends of the high-voltage relay K3. The second pre-charging circuit includes a high-voltage relay K2, a pre-charging resistor R2, and a high-voltage relay K4. The high-voltage relay K2 and the pre-charging resistor R2 are connected in series and then in parallel across the two ends of the high-voltage relay K4. The capacitor needs pre-charging because its initial voltage is zero, resulting in a short-circuit condition. Direct connection to the power battery would cause a short circuit, damaging high-voltage relays and other equipment in the circuit. Therefore, a resistor is first connected in series to limit the charging current. Once the capacitor is fully charged, it can be directly connected to the power battery. Auxiliary equipment is not designed for pre-charging; the power unit and power battery supply power directly to each auxiliary device via the corresponding high-voltage relay.

[0029] The pre-charging process and current flow of the first pre-charging circuit are as follows: First, the high-voltage relay K1 is closed. Then, the current in the power battery pre-charges the capacitor in the power unit through the pre-charging resistor R1 and the high-voltage relay K1. After pre-charging is completed, the high-voltage relay K3 is closed and the high-voltage relay K1 is opened. At this time, the power unit can output electrical energy to supply power to the bridge drive and auxiliary drive equipment at the back end of the circuit through the high-voltage relay K3. The pre-charging process and current flow of the second pre-charging circuit are as follows: First, the high-voltage relay K2 is closed. Then, the current in the power battery pre-charges the capacitors in the first and second bridge drive motor controllers simultaneously through the high-voltage relay K2 and the pre-charging resistor R2. After pre-charging is completed, the high-voltage relay K4 is closed and the high-voltage relay K2 is opened. At this time, the electrical energy of the power unit and the power battery supplies power to the first and second bridge drive motor controllers through the high-voltage relay K4.

[0030] The standard high-voltage power distribution unit is also equipped with multiple auxiliary machine interfaces, which are connected to the back end of the first pre-charging circuit through corresponding high-voltage relays.

[0031] The standard high-voltage power distribution unit is used for power distribution to the vehicle's two axle drives and all possible auxiliary equipment (including but not limited to air conditioning compressors, PTC heaters, DC-DC converters, etc.), and is used for on / off control and short-circuit protection of the high-voltage circuits of the axle drives and auxiliary equipment. A single standard high-voltage power distribution unit can support two high-voltage source inputs, two cabinet outputs, two axle drive motor outputs, and seven auxiliary equipment outputs. Therefore, a single standard high-voltage power distribution unit can meet the high-voltage power distribution needs of the axle drives and auxiliary equipment of a 4×4 vehicle model.

[0032] Example 2:

[0033] like Figure 2 As shown, the standard high-voltage power distribution unit is connected to the first axle drive high-voltage power distribution unit via a high-voltage cable. The first axle drive high-voltage power distribution unit is connected to the main controller. The first axle drive high-voltage power distribution unit is provided with interfaces for connecting to the third axle drive motor controller and the fourth axle drive motor controller, to match the 8×8 vehicle drive type. When the high-voltage cable is a thin-diameter high-voltage cable, the A and B interfaces of the standard high-voltage power distribution unit are connected to the C and D interfaces of the first axle drive high-voltage power distribution unit respectively. When the high-voltage cable is a thick-diameter high-voltage cable, the A or B interface of the standard high-voltage power distribution unit is connected to the C or D interface of the first axle drive high-voltage power distribution unit. The power battery is provided with a Y interface for connecting to the C or D interface of the first axle drive high-voltage power distribution unit using a thick-diameter high-voltage cable. With multiple connection options, the system can be adjusted promptly in case of a fault in any interface circuit, ensuring a certain level of vehicle drivability and greatly improving vehicle reliability.

[0034] like Figure 5 As shown, a third pre-charging circuit is provided between the C-interface of the first bridge drive high-voltage power distribution unit and the interface of the third bridge drive motor controller. The interface of the fourth bridge drive motor controller is connected in parallel to the rear end of the third pre-charging circuit. The third pre-charging circuit is used to pre-charge the capacitors in the connected third and fourth bridge drive motor controllers. The third pre-charging circuit includes a high-voltage relay K9, a high-voltage relay K10, and a pre-charging resistor R3. The high-voltage relay K10 and the pre-charging resistor R3 are connected in series and then in parallel across the two ends of the high-voltage relay K9. The pre-charging process and current flow of the third pre-charging circuit are as follows: First, the high-voltage relay K10 is closed. Then, the current in the power battery flows from the A and B interfaces of the compartment to the C and D interfaces of the first bridge drive high-voltage power distribution unit. Then, through the high-voltage relay K10 and the pre-charging resistor R3, the capacitors in the third and fourth bridge drive motor controllers are pre-charged simultaneously. After the pre-charging is completed, the high-voltage relay K9 is closed and the high-voltage relay K10 is opened. At this time, the power energy of the power unit and the power battery flows from the A and B interfaces of the compartment to the C and D interfaces of the compartment, and then through the high-voltage relay K9, it supplies power to the third and fourth bridge drive motor controllers.

[0035] A single axle drive high-voltage power distribution unit, i.e., only the first axle drive high-voltage power distribution unit is equipped, can support 2-way box input and 2-way axle drive motor output, and support the modular expansion requirements of 2 distributed axles / axles. That is, 4×4 and above models can achieve the expansion of the whole vehicle power distribution by simply adding the first axle drive high-voltage power distribution unit, which greatly reduces the design and development cost of the power distribution system, while improving the configuration flexibility.

[0036] In this embodiment, the power battery is equipped with one inter-box port (inter-box Y interface), and the standard high-voltage power distribution unit is equipped with two inter-box ports (inter-box A interface and inter-box B interface). Depending on the arrangement of the vehicle's power battery and the standard high-voltage power distribution unit, different input devices can be selected for the inter-box port of the first axle drive high-voltage power distribution unit. Taking an 8×8 distributed electric drive vehicle as an example, the standard high-voltage power distribution unit is arranged at the front of the vehicle to distribute power to the axle drive motors of the 1st and 2nd axles, the first axle drive high-voltage power distribution unit is arranged at the rear of the vehicle to distribute power to the axle drive motors of the 3rd and 4th axles, and the power battery is arranged in the middle of the vehicle. At this time, the high-voltage cable connecting the power battery's inter-box port to the first axle drive high-voltage power distribution unit is much shorter than the high-voltage cable connecting the standard high-voltage power distribution unit to the first axle drive high-voltage power distribution unit. To ensure the optimal cable length for the entire vehicle, the inter-box port of the first axle drive high-voltage power distribution unit should be connected to the inter-box port of the power battery.

[0037] In this embodiment, the inter-box ports of the power battery, standard high-voltage power distribution unit, and first axle drive high-voltage power distribution unit support crimping of different high-voltage cable diameters. When the high-voltage cable routing between the inter-box ports is smooth, two thick-diameter high-voltage cables can be used to reduce cable weight and space occupation. When the high-voltage cable routing between the inter-box ports requires necessary looping or bending, four thin-diameter high-voltage cables can be used to achieve a smaller bending radius and facilitate the arrangement of vehicle high-voltage cables.

[0038] Example 3:

[0039] like Figure 3 As shown, the present invention further includes a second bridge drive high-voltage power distribution unit connected to the standard high-voltage power distribution unit via a high-voltage cable. The second bridge drive high-voltage power distribution unit is connected to the main controller. The second bridge drive high-voltage power distribution unit is provided with a fifth bridge drive motor controller interface and a sixth bridge drive motor controller interface for connecting to the fifth bridge drive motor controller and the sixth bridge drive motor controller to match the 12×12 vehicle drive type. When the high-voltage cable is a thin-diameter high-voltage cable, the box A interface and box B interface of the standard high-voltage power distribution unit are respectively connected to the box C interface and box D interface of the first bridge drive high-voltage power distribution unit, and the box E interface or box F interface of the second bridge drive high-voltage power distribution unit is connected to the box Y interface of the power battery. When the high-voltage cable is a thick-diameter high-voltage cable, the box A interface of the standard high-voltage power distribution unit is connected to the box C interface or box D interface of the first bridge drive high-voltage power distribution unit, and the box B interface of the standard high-voltage power distribution unit is connected to the box E interface or box F interface of the second bridge drive high-voltage power distribution unit.

[0040] Furthermore, when the high-voltage cable is a thick-diameter high-voltage cable, the A interface of the standard high-voltage distribution unit is connected to the C or D interface of the first bridge drive high-voltage distribution unit, and the Y interface of the power battery is connected to the E or F interface of the second bridge drive high-voltage distribution unit; or, the B interface of the standard high-voltage distribution unit is connected to the C or D interface of the first bridge drive high-voltage distribution unit, and the Y interface of the power battery is connected to the E or F interface of the second bridge drive high-voltage distribution unit.

[0041] Specifically, such as Figure 6As shown, a fourth pre-charging circuit is provided between the E interface of the second bridge drive high-voltage power distribution unit and the interface of the fifth bridge drive motor controller. The interface of the sixth bridge drive motor controller is connected in parallel to the rear end of the fourth pre-charging circuit. The fourth pre-charging circuit is used to pre-charge the capacitors in the connected fifth and sixth bridge drive motor controllers. The fourth pre-charging circuit includes high-voltage relays K11 and K12 and a pre-charging resistor R4. The high-voltage relays K12 and R4 are connected in series and then in parallel across the two ends of the high-voltage relay K11. The pre-charging process and current flow principle of the fourth circuit are similar to those of the third pre-charging circuit. Pre-charging is performed only once before the vehicle is first powered on with high voltage. After the high voltage is powered on, the pre-charging high-voltage relays K1, K2, K10, and K12 remain open, while the remaining relays are closed. During normal driving, the power unit and the power battery simultaneously supply power to the other ports of the standard high-voltage power distribution unit. After the vehicle is turned off, all closed relays are directly opened.

[0042] The main controller of this invention is used to interact with other components in the system, controlling the corresponding relays to control the high-voltage power supply and shutdown of the vehicle, ensuring that each high-voltage circuit is connected in sequence. The first and second axle drive high-voltage power distribution units are used for power distribution to the vehicle's two axle drive devices, controlling the on / off state of the axle drive high-voltage circuits and providing short-circuit protection. For low-voltage signal interaction, the main controller interacts with the high-voltage source and the standard high-voltage power distribution unit via CAN communication, and interacts with the first and second axle drive high-voltage power distribution units via hard-wired I / O ports. For high-voltage connections, the high-voltage source, standard high-voltage power distribution unit, first axle drive high-voltage power distribution unit, and second axle drive high-voltage power distribution unit are connected via high-voltage cables, ensuring normal power supply to multiple axle drives and auxiliary equipment in the vehicle. The first and second axle drive high-voltage power distribution units use hard-wired I / O port control, reducing controller cost and improving control reliability. The number of axle drive power distribution units can be set according to actual needs.

[0043] The vehicle high-voltage power distribution system of this invention, consisting of a standard distribution unit and a first / second axle drive high-voltage power distribution unit, achieves decoupling and isolation between drive axles. When one axle drive circuit fails, the remaining axle drive circuits are not affected, ensuring a certain level of vehicle drivability and significantly improving vehicle reliability. The axle drive high-voltage power distribution unit uses low-voltage hard-wired control, reducing controller costs while improving control reliability.

[0044] Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art can still modify the technical solutions described in the foregoing embodiments or make equivalent substitutions for some of the technical features. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A distributed electric drive vehicle high voltage power distribution system, characterized by, The main controller is connected with a high-voltage source and a standard high-voltage distribution unit, the standard high-voltage distribution unit is provided with a first high-voltage source interface and a second high-voltage source interface for connecting with the high-voltage source, and a first bridge drive motor controller interface and a second bridge drive motor controller interface for connecting with the first bridge drive motor controller and the second bridge drive motor controller, so as to match a 4x4 vehicle driving type.

2. The distributed electric drive vehicle high voltage power distribution system of claim 1, wherein, The high-voltage source comprises a power unit and a power battery, the power unit is connected with the first high-voltage source interface through a high-voltage cable, and the power battery is connected with the second high-voltage source interface through a high-voltage cable.

3. The distributed electric drive vehicle high voltage power distribution system of claim 2, wherein, The standard high-voltage distribution unit is connected with a first bridge drive high-voltage distribution unit through a high-voltage cable, the first bridge drive high-voltage distribution unit is connected with the main controller, the first bridge drive high-voltage distribution unit is provided with a third bridge drive motor controller interface and a fourth bridge drive motor controller interface for connecting with the third bridge drive motor controller and the fourth bridge drive motor controller, so as to match an 8x8 vehicle driving type; when the high-voltage cable is a high-voltage cable with a thin wire diameter, the inter-box A interface and the inter-box B interface of the standard high-voltage distribution unit are connected with the inter-box C interface and the inter-box D interface of the first bridge drive high-voltage distribution unit; when the high-voltage cable is a high-voltage cable with a thick wire diameter, the inter-box A interface or the inter-box B interface of the standard high-voltage distribution unit is connected with the inter-box C interface or the inter-box D interface of the first bridge drive high-voltage distribution unit; the power battery is provided with an inter-box Y interface for connecting with the inter-box C interface or the inter-box D interface of the first bridge drive high-voltage distribution unit through a high-voltage cable with a thick wire diameter.

4. The distributed electric drive vehicle high voltage power distribution system of claim 2, wherein, The standard high-voltage distribution unit is connected with a second bridge drive high-voltage distribution unit through a high-voltage cable, the second bridge drive high-voltage distribution unit is connected with the main controller, the second bridge drive high-voltage distribution unit is provided with a fifth bridge drive motor controller interface and a sixth bridge drive motor controller interface for connecting with the fifth bridge drive motor controller and the sixth bridge drive motor controller, so as to match a 12x12 vehicle driving type; when the high-voltage cable is a high-voltage cable with a thin wire diameter, the inter-box A interface and the inter-box B interface of the standard high-voltage distribution unit are connected with the inter-box C interface and the inter-box D interface of the first bridge drive high-voltage distribution unit, and the inter-box E interface or the inter-box F interface of the second bridge drive high-voltage distribution unit is connected with the inter-box Y interface of the power battery; when the high-voltage cable is a high-voltage cable with a thick wire diameter, the inter-box A interface of the standard high-voltage distribution unit is connected with the inter-box C interface or the inter-box D interface of the first bridge drive high-voltage distribution unit, and the inter-box B interface of the standard high-voltage distribution unit is connected with the inter-box E interface or the inter-box F interface of the second bridge drive high-voltage distribution unit.

5. The distributed electric drive vehicle high voltage power distribution system of claim 4, wherein, When the high-voltage cable is a high-voltage cable with a large wire diameter, the inter-box A interface of the standard high-voltage distribution unit is connected with the inter-box C interface or the inter-box D interface of the first bridge drive high-voltage distribution unit, and the inter-box Y interface of the power battery is connected with the inter-box E interface or the inter-box F interface of the second bridge drive high-voltage distribution unit; or the inter-box B interface of the standard high-voltage distribution unit is connected with the inter-box C interface or the inter-box D interface of the first bridge drive high-voltage distribution unit, and the inter-box Y interface of the power battery is connected with the inter-box E interface or the inter-box F interface of the second bridge drive high-voltage distribution unit.

6. The distributed electric drive vehicle high voltage power distribution system of claim 4, wherein, The first pre-charging circuit is used to pre-charge the internal capacitor of the connected power unit, and the second pre-charging circuit is used to pre-charge the capacitor in the first bridge drive motor controller and the second bridge drive motor controller.

7. The distributed electric drive vehicle high voltage power distribution system of claim 6, wherein, The standard high-voltage distribution unit is further provided with a plurality of auxiliary machine interfaces connected to the rear end of the first pre-charging circuit through corresponding high-voltage relays.

8. The distributed electric drive vehicle high voltage power distribution system of claim 6, wherein, The first pre-charging circuit includes a high-voltage relay K1, a pre-charging resistor R1 and a high-voltage relay K3, and the high-voltage relay K1 and the pre-charging resistor R1 are connected in series and then connected in parallel across the high-voltage relay K3; the second pre-charging circuit includes a high-voltage relay K2, a pre-charging resistor R2 and a high-voltage relay K4, and the high-voltage relay K2 and the pre-charging resistor R2 are connected in series and then connected in parallel across the high-voltage relay K4.

9. The distributed electric drive vehicle high voltage power distribution system of claim 4, wherein, The third pre-charging circuit is provided between the inter-box C interface of the first bridge drive high-voltage distribution unit and the third bridge drive motor controller interface, the fourth bridge drive motor controller interface is connected in parallel at the rear end of the third pre-charging circuit, and the third pre-charging circuit is used to pre-charge the capacitor in the connected third bridge drive motor controller and the fourth bridge drive motor controller; the fourth pre-charging circuit is provided between the inter-box E interface of the second bridge drive high-voltage distribution unit and the fifth bridge drive motor controller interface, and the sixth bridge drive motor controller interface is connected in parallel at the rear end of the fourth pre-charging circuit; the fourth pre-charging circuit is used to pre-charge the capacitor in the connected fifth bridge drive motor controller and the sixth bridge drive motor controller.

10. The distributed electric drive vehicle high voltage power distribution system of claim 9, wherein, The third pre-charging circuit includes a high-voltage relay K9, a high-voltage relay K10 and a pre-charging resistor R3, and the high-voltage relay K10 and the pre-charging resistor R3 are connected in series and then connected in parallel across the high-voltage relay K9; the fourth pre-charging circuit includes a high-voltage relay K11, a high-voltage relay K12 and a pre-charging resistor R4, and the high-voltage relay K12 and the pre-charging resistor R4 are connected in series and then connected in parallel across the high-voltage relay K11.

Images