Vehicle power supply architecture, power supply control method, vehicle and storage medium

Abstract

The application relates to the technical field of vehicle power supply, and discloses a vehicle power supply architecture, a power supply control method, a vehicle and a storage medium.A hybrid power supply architecture is constructed through a power battery, a first voltage conversion component, a 48V power supply component, a domain controller and an electronic fuse, so that the problem of high cost and single-point failure leading to vehicle paralysis of a traditional hybrid power supply architecture depending on a power distribution box is solved.The first voltage conversion component is adapted to power supply of a high-power 48V load; the domain controller integrates a second voltage conversion component, so that an additional independent conversion device is not needed, the structure is simplified, and the hardware cost is reduced.The first and second electronic fuses realize protection of a single-point failure of a circuit, and the first voltage conversion component and the 48V power supply component are redundant to each other, so that single-point power supply failure is avoided, vehicle paralysis risks are eliminated, high-power power supply and low-power power supply demands are considered at the same time, power supply safety and economy are improved, the traditional power distribution box is cancelled, and the hardware cost is further reduced.

Description

Technical Field

[0001] This invention relates to the field of vehicle power supply technology, specifically to vehicle power supply architecture, power supply control method, vehicle, and storage medium. Background Technology

[0002] Traditional automotive electrical systems typically employ a 12V power supply architecture. However, with the increasing electrification of vehicles and the integration of more and more electronic devices, the traditional 12V system faces bottlenecks in handling high power demands. Against this backdrop, the 48V system emerged. The 48V architecture achieves a good balance between cost, safety, and performance. Typically, existing 48V systems coexist with the original 12V system, forming a hybrid "48V+12V" power supply architecture.

[0003] However, although the current hybrid power supply architecture involves the mixed power supply of 48V and 12V for automotive low-voltage systems, its approach is still limited to traditional power distribution methods, namely, retaining traditional distribution boxes for power distribution, which is costly, and once the distribution box fails, it will cause the entire vehicle to be paralyzed, creating a safety hazard. Summary of the Invention

[0004] This invention provides a vehicle power supply architecture, power supply control method, vehicle, and storage medium to solve the problems of high cost and safety hazards associated with the existing 48V and 12V mixed power supply architecture for vehicles.

[0005] In a first aspect, the present invention provides a vehicle power supply architecture, including: a power battery, a first voltage conversion component, a 48V power supply component, and at least one domain controller, wherein the input terminal of the first voltage conversion component is connected to the output terminal of the power battery, and is used to convert the voltage of the power battery into a 48V power supply voltage. The 48V power supply component is connected in series with the domain controller and then connected to the output terminal of the first voltage conversion component. The first power distribution terminal of the domain controller is connected to the first type of electrical load of the vehicle, which is a load with a supply voltage of 48V. The domain controller integrates a second voltage conversion component, which is used to convert the 48V supply voltage to a 12V supply voltage. The second power distribution terminal of the domain controller is connected to the second type of electrical load of the vehicle, which is a load with a supply voltage of 12V. A first electronic fuse is provided between the domain controller and the 48V power supply component, and a second electronic fuse is provided between the domain controller and the first voltage conversion component. The first voltage conversion component and the 48V power supply component are redundant power supplies for each other.

[0006] This invention constructs a hybrid 48V and 12V power supply architecture using a power battery, a first voltage conversion component, a 48V power supply component, a domain controller, and electronic fuses. This directly solves the problems of traditional hybrid power supply architectures, such as reliance on a distribution box, high cost, and the risk of vehicle-wide failure due to a single point of failure. The first voltage conversion component converts the power battery voltage to 48V, adapting to high-power 48V loads. The domain controller integrates a second voltage conversion component to convert 48V to 12V, eliminating the need for additional independent conversion equipment, simplifying the structure, and reducing hardware costs. The first and second electronic fuses provide protection against single-point circuit failures and, through redundancy between the first voltage conversion component and the 48V power supply component, prevent single-point power supply failures, eliminating the risk of vehicle-wide failure. Simultaneously, it addresses the needs of both high-power 48V and low-power 12V power supply, improving power supply safety and economy, eliminating the traditional distribution box, and further reducing hardware costs.

[0007] In one optional embodiment, the vehicle's interior is physically divided into at least a first domain and a second domain. The domain controller includes a first domain controller located in the first domain and a second domain controller located in the second domain. The first domain controller and the second domain controller are connected in series, with one end connected to the output terminal of the first voltage conversion component and the other end connected to the 48V power supply component. A third electronic fuse is provided between the first domain controller and the second domain controller. The first power distribution terminal of the first domain controller is connected to a first type of electrical load located in the first domain of the vehicle, and the second power distribution terminal of the second domain controller is connected to a first type of electrical load located in the second domain of the vehicle. The second power distribution terminal of the first domain controller and the second power distribution terminal of the second domain controller are respectively connected to the second type of electrical load, and the first domain controller and the second domain controller are redundant power supplies for each other.

[0008] This invention divides the vehicle's interior into a first domain and a second domain, configuring corresponding first and second domain controllers. The two domain controllers are connected in series and equipped with a third electronic fuse, achieving zoned power distribution. Each domain controller supplies power to the 48V loads in its corresponding area, ensuring power is distributed to the nearest available load, shortening wiring harness length and reducing wiring losses. Simultaneously, the first and second domain controllers provide redundant power supplies for each other's 12V loads. In the event of a failure in one domain controller, the other can provide backup 12V power to the loads, ensuring the normal operation of basic vehicle safety-related functions, preventing regional power supply failures, and improving the reliability of domain-level power supply. Furthermore, the electronic fuse isolates regional circuit faults. By combining zoned power distribution with redundant power supply, this invention not only meets the layout requirements of zoned power supply in vehicles but also further enhances the fault tolerance of the entire vehicle's power supply, ensuring a continuous and stable power supply to some critical electrical loads.

[0009] In one optional embodiment, the vehicle power supply architecture further includes: a 12V power supply component and a third voltage conversion component, wherein the 12V power supply component and the third voltage conversion component are connected in series and then connected to the output terminal of the first voltage conversion component; The third voltage conversion component is used to convert the 48V power supply voltage output by the first voltage conversion component into a 12V power supply voltage; A fourth electronic fuse is provided between the third voltage conversion component and the 12V power supply component; A fifth electronic fuse is provided between the third voltage conversion component and the first voltage conversion component; The third type of electrical load in the vehicle is connected to the connection line between the 12V power supply component and the third voltage conversion component. The third voltage conversion component and the 12V power supply component are redundant power supplies for each other. The third type of electrical load is a load with a power supply voltage of 12V in the chassis system of the vehicle. The third voltage conversion component and the 12V power supply component are redundant power supplies for each other.

[0010] This invention adds a 12V power supply component and a third voltage conversion component, connected in series and equipped with a fourth and fifth electronic fuse. The third voltage conversion component converts 48V to 12V, providing dedicated power to the chassis system's 12V Category 3 loads. This achieves power separation between the chassis load and other loads, avoiding interference between different types of loads. The third voltage conversion component and the 12V power supply component are redundant, ensuring the continuity of power supply to critical loads like the chassis system and improving the vehicle chassis's operational safety. The electronic fuses provide independent protection for faults in this branch, without affecting other power supply circuits. This dedicated redundant power supply circuit adapts to the high reliability requirements of the chassis loads, improves the hierarchical power supply system for multiple types of loads in the vehicle, and strengthens the power supply guarantee capability for critical loads.

[0011] In one optional implementation, the second voltage conversion component is an onboard DC-DC converter, and / or the second voltage conversion component is also connected to an external 12V power supply for converting the external 12V power supply into a 48V power supply voltage to provide reverse power to the domain controller.

[0012] This invention defines the second voltage conversion component as an onboard DC-DC converter integrated within the domain controller, eliminating the need for external installation, saving vehicle layout space, and simplifying the assembly process. This component can be connected to an external 12V power supply for reverse power supply. When the vehicle's main power supply fails, the external 12V power supply can reverse to power the domain controller, enhancing the vehicle's emergency power supply capability. The combination of onboard integration and reverse power supply functionality optimizes the domain controller's integration, expands emergency power supply scenarios, and improves the architecture's practicality and compatibility.

[0013] In a second aspect, the present invention provides a power supply control method, applied to a vehicle power supply architecture provided in the first aspect or any corresponding embodiment thereof, the method comprising: Collect current operating data for each electrical load in the vehicle; The operating characteristics of the electrical load are extracted from the current operating data. The operating characteristics include at least one of the following: the number of times the electrical load starts and stops within a set time window, the continuous running time, and the number of times the operating state changes. Based on the operating characteristics, the power supply stability of the electrical load is evaluated to obtain the power supply stability evaluation result. The power supply stability evaluation result is used to characterize the suitability of the electrical load to operate stably under the current power supply conditions. Power consumption control is performed on the electrical load based on the power supply stability assessment results.

[0014] This invention extracts operational characteristics such as the number of start-stop cycles and continuous operating duration from electrical load operation data. After assessing power supply stability, it implements power control without relying on hardware threshold calibrations for power and voltage, reducing dependence on the accuracy of detection equipment and simplifying control logic. By dynamically assessing load power supply adaptability through operational characteristics, it can accurately identify unstable load operating states and implement targeted power control, preventing disordered load operation from interfering with the power supply system and improving the overall vehicle power supply coordination. This method is adapted to the vehicle power supply architecture, achieving power management through software without adding hardware circuitry. It improves the operational stability of the power supply system without increasing architectural costs and adapts to the dynamic management needs of different types of electrical loads.

[0015] In one optional implementation, the step of assessing the power supply stability of the electrical load based on the operating characteristics to obtain the power supply stability assessment result includes: The power supply stability score of the electrical load is determined based on the operating characteristics. The higher the power supply stability score, the more suitable the electrical load is for continuous and stable operation under the current power supply conditions. When the power supply stability score is higher than a preset score threshold, the power stability assessment result is determined to be a power supply permit state, which is used to characterize that the electrical load is allowed to continue to operate under the current vehicle operating conditions; When the power supply stability score is not higher than a preset score threshold, the power stability assessment result is determined to be an operating restriction state. The operating restriction state is used to characterize the power supply restriction on the electrical load under the current vehicle operating conditions.

[0016] This invention quantifies the evaluation results through power supply stability scores, comparing the scores with preset thresholds to clearly distinguish between permitted and restricted power supply states. The evaluation criteria are clear, and the control logic is intuitive. Under permitted power supply conditions, the system ensures normal load operation; under restricted operation conditions, timely intervention prevents system fluctuations caused by unauthorized load operation due to insufficient power. This quantitative scoring mechanism improves the accuracy of power supply stability assessment, avoids subjective judgment errors, and allows for rapid response to changes in load operating status. It achieves refined and standardized power supply management, adapts to load power supply management under different vehicle operating conditions, and ensures stable operation of the power supply system under reasonable load conditions.

[0017] In one optional implementation, the operational restriction state includes: prohibiting startup, delaying startup, and reducing operational priority. When the power supply stability score is not higher than a preset score threshold, determining the power stability assessment result as an operational restriction state includes: Based on the pre-defined correspondence between different power supply stability score ranges and different operating restriction states, the target operating restriction state corresponding to the power supply stability score is determined. Among them, the power supply stability scores corresponding to the power supply stability score ranges of prohibited startup, delayed startup, and reduced operating priority increase sequentially.

[0018] This invention subdivides operational restriction states into prohibited startup, delayed startup, and reduced priority, each corresponding to different score ranges. Higher scores result in lower restriction levels, achieving tiered and differentiated power consumption management. Corresponding restriction strategies are matched to loads with varying stability, preventing low-stability loads from excessively consuming power resources while maximizing the operational needs of high-stability loads, making management more targeted. This tiered restriction logic can dynamically adapt to changes in load power supply stability, eliminating the need for a one-size-fits-all approach. It optimizes power resource allocation, improves the power supply system's compatibility with different loads, and avoids power resource waste or load management failure caused by a single restriction strategy.

[0019] In one optional implementation, the step of controlling power consumption based on the power supply stability assessment result corresponding to the power load includes: When the power supply stability assessment result is in the power supply permitting state, power supply is maintained to the electrical load.

[0020] This invention maintains power supply to the load when the power supply stability assessment indicates a permissible power supply state, ensuring the continuous operation of loads meeting stable operating conditions without interfering with the normal functioning of the vehicle. This control logic aligns with the actual operating needs of the load, maintaining power continuity for compliant loads and avoiding unnecessary power interruptions that could negatively impact the vehicle's user experience. This precise power supply maintenance strategy balances power supply management with the normal operation requirements of the load, improving the stability of the power supply system while ensuring the reliable operation of the vehicle's basic functions and comfort-oriented loads, achieving a balance between rational and practical management.

[0021] In one optional implementation, the step of controlling power consumption based on the power supply stability assessment result corresponding to the power load further includes: When the power supply stability assessment result indicates that startup is prohibited, power supply to the electrical load is prohibited. When the power supply stability assessment result indicates delayed start-up, power is supplied to the power-consuming unit after a preset delay. When the power supply stability assessment result indicates a reduction in operating priority, the operating priority of the electrical load is reduced, and power is supplied based on the adjusted operating priority of each electrical load. Alternatively, when the operating priority of the electrical load before the reduction is the lowest operating priority, power supply to the electrical load is prohibited.

[0022] This invention implements corresponding power supply control for different operational restriction states, including prohibiting startup, delaying startup, and reducing priority through tiered intervention to adapt to different levels of power supply instability. After reducing priority, power is allocated according to the new priority, with the lowest priority loads being directly disabled to ensure power supply to core loads and optimize the scheduling of power resources for the entire vehicle. This differentiated control strategy can dynamically adapt to the carrying capacity of the power supply system, avoiding overload operation, while precisely constraining abnormal loads to reduce their interference with the power supply system. Tiered intervention ensures power supply safety while minimizing the impact on non-core loads, improving the flexibility and rationality of vehicle power consumption management.

[0023] In an optional implementation, the method further includes: The operating state of the second voltage conversion component is adjusted based on the vehicle's power supply status, including a normal operating state and a sleep state.

[0024] This invention adjusts the normal operation and sleep state of the second voltage conversion component based on the vehicle's power supply status, enabling on-demand start and stop of the second voltage conversion component. When the vehicle is powered on, it ensures power conversion needs are met; when not powered on, it enters sleep mode as needed, reducing static power consumption, minimizing energy loss when the vehicle is stationary, and extending the lifespan of the power supply component. This adjustment logic aligns with vehicle power usage scenarios, requiring no manual intervention and automatically adapting to operating and sleep modes. While meeting load power requirements, it optimizes energy consumption, improves the energy efficiency and intelligence of the power supply architecture, and adapts to the low-power operation requirements of the vehicle's low-voltage system.

[0025] In one optional implementation, adjusting the operating state of the second voltage conversion component based on the vehicle's power supply status includes: When the power supply is in the energized position, the second voltage conversion component is controlled to be in normal working condition; When the power supply position is not in the energized position, determine whether the time for the current of the vehicle's electrical load to exceed the preset current threshold exceeds the preset duration. When the current of the vehicle's electrical load exceeds the preset current threshold for a preset duration, the second voltage conversion component is controlled to be in normal working condition. When the current of the vehicle's electrical load does not exceed a preset current threshold, or when the time exceeds a preset duration, the second voltage conversion component is controlled to enter a sleep state.

[0026] This invention forces the second voltage conversion component to operate normally when the vehicle is energized, ensuring power supply for vehicle operation. When not energized, it combines the vehicle's load current and duration to determine whether high-power loads will continue operating for extended periods, while low-power loads will enter sleep mode. This precisely matches the conversion needs of different vehicle power usage scenarios, avoiding unnecessary energy waste from unnecessary operation and preventing sleep mode from affecting the operation of high-power loads, thus balancing energy conservation and power supply assurance. The dynamic judgment mechanism improves the operational adaptability of the second voltage conversion component, optimizes vehicle energy management, reduces ineffective energy consumption, and ensures that critical loads receive stable power even when not energized, enhancing the architecture's scenario adaptability.

[0027] Thirdly, the present invention provides a vehicle, the vehicle comprising: a vehicle power supply architecture provided in the first aspect or any corresponding embodiment thereof, wherein the domain controller in the vehicle power supply architecture comprises: The memory and the processor are interconnected and communicate with each other. The memory stores computer instructions, and the processor executes the computer instructions to perform the method provided in the second aspect above or any of its corresponding embodiments.

[0028] The vehicle provided by this invention achieves integrated 48V / 12V hybrid power supply, redundancy protection, and intelligent power management through a combination of hardware architecture and software control. At the hardware level, it addresses the high cost and poor security of traditional architectures, while at the software level, it optimizes load power supply management and improves system stability. The two work synergistically to achieve the desired technical effect. The domain controller integrates the execution unit, eliminating the need for additional control hardware, simplifying the vehicle's electrical structure, reducing assembly and maintenance costs, and simultaneously ensuring safe, stable, and energy-efficient power supply operation, meeting the intelligent and highly reliable power requirements of modern vehicles.

[0029] Fourthly, the present invention provides a computer-readable storage medium storing computer instructions for causing a computer to perform the method provided in the second aspect or any corresponding embodiment thereof. Attached Figure Description

[0030] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0031] Figure 1 This is a schematic diagram of a vehicle power supply architecture according to an embodiment of the present invention; Figure 2 This is a schematic flowchart of a first power supply control method according to an embodiment of the present invention; Figure 3 This is a schematic diagram of a second power supply control method according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the internal power supply architecture of a domain controller according to an embodiment of the present invention; Figure 5A This is a schematic diagram of the normal circuit principle of the onboard DC-DC converter according to an embodiment of the present invention; Figure 5B This is a schematic diagram of the onboard DC-DC sleep circuit according to an embodiment of the present invention; Figure 6 This is a schematic diagram of the onboard DC-DC control principle according to an embodiment of the present invention; Figure 7 This is a schematic diagram of the onboard DC-DC switching process according to an embodiment of the present invention; Figure 8 This is a schematic diagram illustrating the specific working process of a domain controller performing power supply control according to an embodiment of the present invention; Figure 9 This is a schematic diagram of the structure of a vehicle according to an embodiment of the present invention; Figure 10 This is a schematic diagram of the structure of a domain controller according to an embodiment of the present invention. Detailed Implementation

[0032] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, 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, 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.

[0033] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0034] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0035] With the increasing electrification of automobiles, more and more electronic devices are being integrated into vehicles, such as electronic control units, in-vehicle infotainment systems, advanced driver assistance systems, electric power steering, and active suspension, leading to a continuous increase in the vehicle's electrical load. Traditional 12V systems face bottlenecks when dealing with high power demands, especially under conditions of frequent start-stop system operation, heavy air conditioning load, or low temperatures, where batteries are prone to depletion and power supply stability decreases. Furthermore, to meet increasingly stringent energy conservation and emission reduction regulations, the automotive industry urgently needs more efficient energy management solutions. Against this backdrop, the 48V system has emerged. The 48V architecture achieves a good balance between cost, safety, and performance. Compared to high-voltage hybrid systems (such as those above 300V), 48V remains a safe extra-low voltage, requiring no additional high-voltage safety protection, and is compatible with existing wiring standards and connectors, facilitating platform upgrades by OEMs. Considering current supply chain and cost factors, 48V systems typically coexist with existing 12V systems, forming a "48V+12V" hybrid power supply architecture.

[0036] While some related technologies involve hybrid 48V and 12V power supply solutions for automotive low-voltage systems, their approach remains limited to traditional power distribution, neglecting cost and single-point-of-failure issues. Traditional power distribution still relies on traditional distribution boxes, integrating 48V-12V DC-DC converters within them, resulting in high costs. Secondly, the 48V output of the power battery is directly connected to the lithium battery; a single-point failure at this connection point would deprive the subsequent controllers of power, leading to vehicle malfunction and failing to meet relevant safety regulations. Furthermore, existing vehicle electrical load control methods are largely based on power thresholds, voltage thresholds, or battery state thresholds. These methods are highly dependent on parameter calibration and struggle to adapt to dynamic changes in load behavior.

[0037] To address the aforementioned issues, this invention proposes a vehicle power supply architecture that employs a hybrid 48V and 12V power supply. High-power, low-voltage electrical loads are directly powered by 48V, while low-power electrical loads are powered by 12V, reducing the impact on the supply chain. Furthermore, this architecture eliminates the traditional power distribution box. Instead, a 48V DC-DC converter for the power battery, a domain controller, and a lithium battery are connected in series. An electronic fuse is installed at each connection point to protect the relevant electrical components in the event of a single-point fault.

[0038] This embodiment provides a vehicle power supply architecture, such as Figure 1 As shown, the vehicle power supply architecture includes: a power battery 101, a first voltage conversion component 102, a 48V power supply component 103, and at least one domain controller 104. The input terminal of the first voltage conversion component 102 is connected to the output terminal of the power battery 101 and is used to convert the voltage of the power battery 101 into a 48V power supply voltage. The 48V power supply component 103 is connected in series with the domain controller 104 and then connected to the output terminal of the first voltage conversion component 102. The first power distribution terminal of the domain controller 104 is connected to the first type of electrical load 105 of the vehicle, which is a load with a power supply voltage of 48V; The domain controller 104 integrates a second voltage conversion component 1041, which is used to convert the 48V supply voltage to a 12V supply voltage. The second power distribution terminal of the domain controller 104 is connected to the second type of electrical load 106 of the vehicle, which is a load with a supply voltage of 12V. A first electronic fuse is provided between the domain controller 104 and the 48V power supply component 103. Figure 1 (Not shown in the image) A second electronic fuse is provided between the domain controller 104 and the first voltage conversion component 102. Figure 1 (Not shown in the image), the first voltage conversion component 102 and the 48V power supply component 103 are redundant power supplies for each other.

[0039] It should be noted that, in Figure 1 The description uses two domain controllers 104 as an example. In practical applications, the number of domain controllers 104 can be one or more as needed. This invention is not limited to this.

[0040] The first voltage conversion component 102 and the second voltage conversion component 1041 are devices with voltage conversion functions, such as DC-DC converters. For example, the DC-DC converter in the domain controller 104 can be an onboard DC-DC converter for easy integration.

[0041] Specifically, the first type of electrical load 105 consists of high-power 48V loads in the vehicle, such as 48V motors, 48V thermal management loads, and 48V body loads. In practical applications, these 48V loads can be powered and controlled by the domain controller 104 through direct drive, bridge drive, and relay methods. The second type of electrical load 106 consists of 12V loads such as those for the cabin, intelligent driving, entry, and power systems. The 48V power supply component 103 is a 48V lithium battery or other types of 48V batteries installed in the vehicle. The domain controller 104 supplies power to the high-power 48V loads on one hand, and on the other hand, supplies power to the cabin, intelligent driving, and power system loads through its internally integrated onboard DC-DC converter. Meanwhile, by connecting the vehicle power battery 101, the first voltage conversion component 102, the domain controller 104, and the 48V power supply component 103 in series, and by setting a first electronic fuse and a second electronic fuse, the power battery 101 and the 48V power supply component 103 can serve as redundant power supplies for the domain controller 104. The power can be supplied by one of the two depending on the vehicle status, and if one power supply fails, the electronic fuse will protect the domain controller 104, ensuring that it can be safely powered by the other power supply and maintain normal operation. This avoids a single point of failure that could paralyze the entire vehicle and ensures the stability of the vehicle's power supply.

[0042] This embodiment constructs a hybrid 48V and 12V power supply architecture using a power battery, a first voltage conversion component, a 48V power supply component, a domain controller, and electronic fuses. This directly addresses the problems of traditional hybrid power supply architectures, such as reliance on a distribution box, high cost, and the risk of vehicle-wide failure due to a single point of failure. The first voltage conversion component converts the power battery voltage to 48V, adapting to high-power 48V loads. The domain controller integrates a second voltage conversion component, converting 48V to 12V without requiring additional independent conversion equipment, simplifying the structure and reducing hardware costs. The first and second electronic fuses provide protection against single-point circuit failures and, through redundancy between the first voltage conversion component and the 48V power supply component, prevent single-point power supply failures, eliminating the risk of vehicle-wide failure. Simultaneously, it accommodates both high-power 48V and low-power 12V power supply needs, improving power supply safety and economy, eliminating the traditional distribution box, and further reducing hardware costs.

[0043] In some alternative implementations, the vehicle's interior is physically divided into at least a first domain and a second domain. The domain controller includes a first domain controller located in the first domain and a second domain controller located in the second domain. The first domain controller and the second domain controller are connected in series, with one end connected to the output of a first voltage conversion component and the other end connected to a 48V power supply component. A third electronic fuse is provided between the first domain controller and the second domain controller. The first power distribution terminal of the first domain controller is connected to the first type of electrical load in the vehicle located within the first domain, and the second power distribution terminal of the second domain controller is connected to the first type of electrical load in the vehicle located within the second domain. The second power distribution terminal of the first domain controller and the second power distribution terminal of the second domain controller are respectively connected to the second type of electrical load, and the first domain controller and the second domain controller are redundant power supplies for each other.

[0044] For example, the vehicle's interior is physically divided into a left domain and a right domain. Domain controller 104 includes a left domain controller and a right domain controller, supplying power to the 48V loads on the left and right sides of the vehicle's interior, respectively. Each domain controller integrates a second voltage conversion component 1041 (DC-CDC) to supply power to the vehicle's 12V loads. Thus, the two DC-CDCs in the two domain controllers 104 provide redundant power supplies. In the event of a single point of failure, the redundant power supply allows the vehicle to operate briefly. For instance, if the left domain controller malfunctions, the right domain controller can supply power to the 12V loads. An electronic fuse is installed between the two domain controllers. Furthermore, a high-side drive chip can be used to replace traditional fuses and relays for real-time monitoring, fault diagnosis, disconnection and isolation, and remote control. This meets the high-power demands of automobiles, reduces wiring harness weight, provides redundant power to intelligent driving and safety-related loads, and also meets the needs of intelligent and networked power distribution management. Each load is connected to the domain controller nearby, which minimizes the overall wiring harness length. At the same time, after switching to 48V power supply, the wire diameter and weight are greatly reduced, further improving the economy of the overall architecture.

[0045] This embodiment divides the vehicle's interior into a first domain and a second domain, configuring corresponding first and second domain controllers. The two domain controllers are connected in series and equipped with a third electronic fuse, achieving zoned power distribution. Each domain controller supplies power to the 48V loads in its corresponding area, ensuring power is distributed to the nearest available load, shortening wiring harness length and reducing wiring harness losses. Simultaneously, the first and second domain controllers provide redundant power supplies for each other's 12V loads. In the event of a failure in one domain controller, the other can provide backup power to the 12V loads, ensuring the normal operation of basic vehicle safety-related functions, preventing regional power supply failures, and improving the reliability of domain-level power supply. Furthermore, the electronic fuse achieves regional circuit fault isolation. By combining zoned power distribution with redundant power supply, the layout requirements for zoned power supply in the vehicle are met, while further enhancing the fault tolerance of the entire vehicle's power supply, ensuring a continuous and stable power supply to some critical electrical loads.

[0046] In some alternative implementations, such as Figure 1As shown, the vehicle power supply architecture also includes: a 12V power supply component 107 and a third voltage conversion component 108, wherein the 12V power supply component 107 and the third voltage conversion component 108 are connected in series and then connected to the output terminal of the first voltage conversion component 102. The third voltage conversion component 108 is used to convert the 48V supply voltage output by the first voltage conversion component 102 into a 12V supply voltage; A fourth electronic fuse is provided between the third voltage conversion component 108 and the 12V power supply component 107. Figure 1 (not shown in the image) A fifth electronic fuse is provided between the third voltage conversion component 108 and the first voltage conversion component 102. Figure 1 (not shown in the image) The third type of electrical load 109 in the vehicle is connected to the connection line between the 12V power supply component 107 and the third voltage conversion component 108. The third voltage conversion component 108 and the 12V power supply component 107 are redundant power supplies for each other. The third type of electrical load 109 is a load with a power supply voltage of 12V in the chassis system of the vehicle. The third voltage conversion component 108 and the 12V power supply component 107 are redundant power supplies for each other.

[0047] Specifically, the third voltage conversion component 108 is similar to the first voltage conversion component 102 and the second voltage conversion component 1041, and can be a DC-DC converter. The 12V power supply component 107 can be a 12V lithium battery or other type of 12V battery installed in the vehicle. Redundant power supply is provided to the chassis-type 12V loads through the DC-DC converter and the 12V lithium battery. An electronic fuse is installed to promptly disconnect in the event of a single point of failure to protect the electrical components. For example, if the 12V lithium battery or the DC-DC converter fails, the unfailed power source will supply power to the chassis loads, allowing the vehicle to operate briefly.

[0048] This embodiment adds a 12V power supply component and a third voltage conversion component, connected in series and equipped with a fourth and fifth electronic fuse. The third voltage conversion component converts 48V to 12V, providing dedicated power to the chassis system's 12V Category 3 loads. This separates the power supply to the chassis load from other loads, avoiding interference between different types of loads. The third voltage conversion component and the 12V power supply component are redundant, ensuring the continuity of power supply to critical loads like the chassis system and improving the vehicle chassis's operational safety. The electronic fuses provide independent protection against faults in this branch, without affecting other power supply circuits. This dedicated redundant power supply circuit adapts to the high reliability requirements of the chassis loads, perfecting the hierarchical power supply system for multiple types of loads in the vehicle and strengthening the power supply guarantee capability for critical loads.

[0049] For example, the second voltage conversion component 1041 is an onboard DC-DC converter, and / or the second voltage conversion component 1041 is also connected to an external 12V power supply to convert the external 12V power supply to a 48V power supply voltage for reverse power supply to the domain controller 104.

[0050] Specifically, considering that DC-DC efficiency is generally around 95%, and taking into account the cost and heat dissipation of the domain controller 104, the onboard DC-DC power is selected to be 500W, with the heat dissipation power being the limit of the metal casing's heat dissipation. Furthermore, exceeding the air cooling limit requires liquid cooling, which is more expensive. However, the onboard DC-DC power is designed to be 500W, which is insufficient for the high loads of chassis-type loads. In this embodiment, an external 48V / 12V circuit is used to power it. Furthermore, if the chassis-type loads switch to 48V power supply, the external 48V / 12V circuit can be eliminated, further improving economic efficiency. The aforementioned onboard DC-DC is a bidirectional DC-DC. When the main circuit 48V lithium battery is depleted, an emergency jump-start reverse wake-up of the domain controller 104 is used, controlling the onboard DC-DC to supply power to the domain controller 104 in reverse, maintaining normal vehicle jump-start capability.

[0051] This embodiment defines the second voltage conversion component as an onboard DC-DC converter integrated within the domain controller, eliminating the need for external installation, saving vehicle layout space and simplifying the assembly process. This component can be connected to an external 12V power supply for reverse power supply. When the vehicle's main power supply fails, the external 12V power supply can reverse to power the domain controller, enhancing the vehicle's emergency power supply capability. The combination of onboard integration and reverse power supply functionality optimizes the domain controller's integration level, expands emergency power supply scenarios, and improves the architecture's practicality and compatibility.

[0052] For example, efuse devices are installed at the connections of the first voltage conversion component 102 and the left domain controller, the left domain controller and the right domain controller, the right domain controller and the 48V lithium battery, and the domain controller's onboard DC-DC converter and the load. These devices ensure timely disconnection of circuits in case of short circuits or other faults. It is important to note that the specifications of the efuse devices differ due to variations in current and voltage across the circuits. For instance, the current is higher at the connection between the output of the first voltage conversion component 102 and the left domain controller; therefore, a high-current efuse model should be selected. Furthermore, the domain controller operates on two supply voltages, 48V and 12V. These are physically isolated within the domain controller 104. Since both 48V and 12V hot-plugging generate arcs, the 12V arc extinguishes quickly, while the 48V arc lasts longer. Therefore, when selecting 48V electrical connectors, it is crucial to meet the required clearances and creepage distances based on the different material properties. To meet the above requirements, the 48V port can be jumpered to increase electrical clearance and creepage distance.

[0053] In some alternative implementations, after removing the 48V power supply load from the vehicle's low-voltage system, the remaining loads are powered by 12V loads. The load power supply is arranged according to proximity to the vehicle body; for example, the left door load is powered by the left domain controller, and the right door load is powered by the right domain controller.

[0054] This embodiment optimizes the vehicle power architecture and energy management strategy, employing a low-voltage hybrid power supply scheme: 48V control is implemented for high-energy-consuming onboard electronic devices, while maintaining a traditional 12V low-voltage system to handle low-power loads. In the entire power supply circuit, the main circuit is powered by 48V, with the first voltage conversion component, domain controller, and 48V lithium battery connected in series to meet redundancy requirements. Simultaneously, protection devices such as efuse are installed at the connection points to promptly disconnect and protect electrical components in case of short circuits or other faults. Furthermore, the onboard DC-DC converter integrated in the domain controller uses a two-stage power supply: a smaller DC-DC converter is used when the vehicle is in the OFF position or when the quiescent current is low; when the 12V load is high, it switches to a larger DC-DC converter. Therefore, the 48V vehicle power supply system provided in this embodiment can better meet the power and redundancy safety requirements of intelligent driving, intelligent cabin, and ecological functions. This architecture not only meets the upgrade requirements for power performance in the intelligentization process of new energy vehicles but also effectively coordinates generational differences in power supply systems, ensuring compatibility and coexistence of devices on different voltage platforms.

[0055] The vehicle power supply architecture provided in this embodiment constructs a hybrid 48V and 12V power supply architecture through a power battery, a first voltage conversion component, a 48V power supply component, a domain controller, a 12V power supply component, a third voltage conversion component, and multiple sets of electronic fuses. This eliminates the traditional power distribution box, using the domain controller as the core power distribution unit. The first voltage conversion component converts the power battery voltage to 48V. The domain controller integrates a second voltage conversion component to convert 48V to 12V, eliminating the need for additional independent voltage conversion equipment. Simultaneously, the cabin is divided into multiple domains based on physical areas and configured with corresponding domain controllers. Each domain controller supplies power to the 48V loads in its corresponding area. The 12V power supply component and the third voltage conversion component supply power to the chassis-type 12V loads. Electronic fuses are installed between the domain controller and the 48V power supply component, the first voltage conversion component, between different domain controllers, and between the 12V power supply component and the third voltage conversion component, the first voltage conversion component, etc. The first voltage conversion component and the 48V power supply component are redundant, as are different domain controllers. The third voltage conversion component and the 12V... The power supply components are redundant. This power supply architecture can achieve vehicle power distribution without a distribution box, saving hardware costs and assembly space, simplifying the vehicle's electrical structure, reducing overall hardware investment, and avoiding the risk of vehicle paralysis due to a single point of failure in the distribution box. Electronic fuses can quickly isolate fault points and ensure the safety of the power supply circuit. The domain controller integrates voltage conversion and power distribution functions, shortens wiring harness length, reduces wiring harness loss, and further improves power supply efficiency through local power distribution. The multiple redundant power supply design ensures continuous power supply to critical loads, and separate power supply for chassis loads and cabin loads avoids electrical interference. It meets the power supply needs of both high-power 48V loads and low-power 12V loads. While improving power supply safety, reliability, and stability, it achieves low-cost, lightweight, and efficient operation of the vehicle power supply system.

[0056] According to an embodiment of the present invention, a power supply control method embodiment is provided. It should be noted that the steps shown in the flowchart in the accompanying drawings can be executed in a computer system such as a set of computer-executable instructions. Furthermore, although a logical order is shown in the flowchart, in some cases, the steps shown or described may be executed in a different order than that shown here.

[0057] This embodiment provides a power supply control method, which can be used for, for example Figure 1 The domain controllers in the vehicle power supply architecture shown include microcontrollers, CPUs, etc. Figure 2 This is a flowchart of a power supply control method according to an embodiment of the present invention, such as... Figure 2 As shown, the process includes the following steps: Step S201: Collect the current operating data of each electrical load in the vehicle.

[0058] Specifically, after the vehicle is powered on, the domain controller collects real-time operating data from all electrical loads connected to it within the vehicle. This data is acquired through software signals such as load control signals, enable signals, and status indicators, eliminating the need for hardware sampling of load voltage, current, and power. The data collection process is continuous, covering all operating conditions including vehicle driving, parking, and sleep modes, ensuring the data fully reflects the actual operating status of the loads. This includes collecting operating data such as start commands, stop commands, and operating status switching signals from loads like the vehicle's air conditioning system, window lift motors, seat adjustment motors, and intelligent driving domain sensors.

[0059] Step S202: Extract the operating characteristics of the electrical load from the current operating data.

[0060] The operating characteristics include at least one of the following: the number of times the electrical load starts and stops within a set time window, the continuous running time, and the number of times the operating status changes.

[0061] Specifically, the domain controller filters and statistically analyzes the collected operational data to extract the operational characteristics of the electrical load within a set time window. These operational characteristics include at least one of the following: number of start / stop cycles, continuous operating duration, and number of operating state changes. These characteristics can be flexibly selected based on the load type. Specifically, the number of start / stop cycles is the total number of times the load starts and stops within the time window; the continuous operating duration is the longest time the load can operate continuously in a single cycle; and the number of operating state changes is the frequency of the load switching between start, running, standby, and stopped states.

[0062] For example, a 5-minute time window is set, and the following statistics are recorded: the vehicle air conditioner starts and stops 3 times, runs continuously for a maximum of 2 minutes, and changes its status 6 times within the window; the seat motor starts and stops once, runs continuously for 5 seconds, and changes its status 2 times.

[0063] Step S203: Based on the operating characteristics, the power supply stability of the electrical load is evaluated to obtain the power supply stability evaluation results.

[0064] Among them, the power supply stability assessment results are used to characterize the suitability of the electrical load to operate stably under the current power supply conditions.

[0065] Specifically, based on the extracted operational characteristics, the domain controller assesses the suitability of the electrical load for continuous and stable operation under the current power supply conditions, generating a power supply stability assessment result. The assessment logic is: the fewer the number of load start-stop cycles, the longer the continuous operation time, and the fewer the number of state changes, the higher the power supply stability; conversely, the higher the stability, the lower the stability. The assessment result only represents the degree to which the load adapts to the current power supply state and does not change the power supply voltage or power supply path.

[0066] For example, the air conditioner frequently starts and stops within 5 minutes, and its status changes frequently, so the assessment result is that it is not suitable for continuous full-load operation; the seat motor only works for a short time once, without frequent switching, so the assessment result is that it is suitable for normal operation.

[0067] Step S204: Control the power consumption of the load based on the power supply stability assessment results.

[0068] Specifically, the domain controller executes corresponding control strategies based on the power supply stability assessment results, maintaining normal power supply to loads that are suitable for stable operation and managing loads with insufficient stability to prevent disorderly operation from interfering with the power supply system. The control process is executed automatically by software, requiring no manual operation or hardware switching.

[0069] For example, the air conditioner's operating power is limited or its start-up is delayed due to insufficient stability; the seat motor, on the other hand, operates normally immediately after receiving the start command because its stability meets the standard.

[0070] This embodiment extracts operational characteristics such as the number of start-stop cycles and continuous operating duration from electrical load operation data. After assessing power supply stability, it implements power control without relying on hardware threshold calibrations for power and voltage, reducing dependence on the accuracy of detection equipment and simplifying control logic. By dynamically assessing the load's power supply adaptability through operational characteristics, it can accurately identify unstable load operating states and implement targeted power control, preventing disordered load operation from interfering with the power supply system and improving the overall vehicle power supply coordination. This method is adapted to the vehicle's power supply architecture, achieving power management through software without adding hardware circuits. It improves the operational stability of the power supply system without increasing architectural costs and adapts to the dynamic management needs of different types of electrical loads.

[0071] This embodiment provides a power supply control method, which can be used for, for example Figure 1 The domain controllers in the vehicle power supply architecture shown include microcontrollers, CPUs, etc. Figure 3 This is a flowchart of a power supply control method according to an embodiment of the present invention, such as... Figure 3 As shown, the process includes the following steps: Step S301: Collect the current operating data of each electrical load in the vehicle. For details, please refer to [link to relevant documentation]. Figure 2 Step S201 of the illustrated embodiment will not be described again here.

[0072] Step S302: Extract the operating characteristics of the electrical load from the current operating data.

[0073] The operational characteristics include at least one of the following: the number of times the electrical load starts and stops within a set time window, the continuous operating duration, and the number of times its operating status changes. For details, please refer to [link to relevant documentation]. Figure 2 Step S202 of the illustrated embodiment will not be described again here.

[0074] Step S303: Based on the operating characteristics, the power supply stability of the electrical load is evaluated to obtain the power supply stability evaluation result.

[0075] Among them, the power supply stability assessment results are used to characterize the suitability of the electrical load to operate stably under the current power supply conditions.

[0076] Specifically, step S303 includes: Step S3031: Determine the power supply stability score of the electrical load based on the operating characteristics.

[0077] Among them, a higher power supply stability score indicates that the electrical load is more suitable for continuous and stable operation under the current power supply conditions.

[0078] Specifically, the domain controller normalizes the extracted operating characteristics of the electrical load and then performs a weighted calculation to obtain the power supply stability score of the electrical load. The specific calculation process will not be elaborated here. The power supply stability score is used to intuitively reflect the suitability of the load for continuous and stable operation under the current power supply conditions. The higher the score, the more suitable the electrical load is for continuous operation under the current power supply conditions. The statistics and calculation of the operating characteristics are all based on the load control signals, enable signals, and status indicators within a set time window. There is no need to collect hardware electrical parameters such as power, voltage, and current. The calculation process is automatically executed by the internal processor of the domain controller. In addition, a pre-trained power supply stability evaluation model using historical operating data of each electrical load of the vehicle can be integrated into the domain controller. The operating characteristics of the electrical load are input into the model, and the power supply stability score of the electrical load is output. This embodiment of the invention is not limited to this.

[0079] For example: using a 5-minute time window, the load of the vehicle air conditioning compressor was statistically analyzed. It started and stopped 4 times, ran continuously for 1 minute, and changed its working state 8 times. Based on the above operating characteristics, the domain controller calculated the power supply stability score of the air conditioning compressor to be 42 points. The load of the vehicle interior lighting was statistically analyzed. It started and stopped 1 time, ran continuously for 4.5 minutes, and changed its working state 2 times. The power supply stability score of the vehicle interior lighting was calculated to be 91 points.

[0080] Step S3032: When the power supply stability score is higher than the preset score threshold, the power supply stability assessment result is determined to be a power supply permit state.

[0081] The power supply permit status is used to characterize the continued operation of electrical loads under the current vehicle operating conditions.

[0082] Specifically, the domain controller compares the calculated power supply stability score with a pre-stored preset score threshold. When the power supply stability score is higher than the preset score threshold, the power supply stability assessment result of the electrical load is determined to be in a power supply permissible state. The power supply permissible state indicates that the electrical load operates smoothly and will not impact the power supply stability of the vehicle's 48V and 12V hybrid power supply architecture. Under the current vehicle operating conditions, the electrical load is allowed to continue operating normally.

[0083] For example, the preset score threshold is set to 60 points. The power supply stability score of the in-vehicle lighting load is 91 points, which is greater than 60 points. Therefore, it is determined that the in-vehicle lighting load is in a power supply permitting state and is allowed to continue to operate with power.

[0084] Step S3033: When the power supply stability score is not higher than the preset score threshold, the power stability assessment result is determined to be an operating limitation state.

[0085] Among them, the operating restriction status is used to characterize the power supply restriction on electrical loads under the current vehicle operating conditions.

[0086] Specifically, when the power supply stability score is less than or equal to a preset score threshold, the domain controller determines that the power supply stability assessment result of the electrical load is in an operating restricted state. The operating restricted state indicates that the operating behavior of the electrical load fluctuates greatly. If it continues to operate without constraints, it will affect the stability of the vehicle's power supply system. Therefore, under the current vehicle operating conditions, it is necessary to implement power supply restrictions on the electrical load to avoid power supply fluctuations or anomalies caused by disordered load operation.

[0087] For example, the power supply stability score of the vehicle air conditioning compressor load is 42 points ≤ 60 points. Therefore, it is determined that the vehicle air conditioning compressor load is in an operating restricted state and its power supply needs to be controlled to prevent frequent start-stop cycles from impacting the 48V power supply circuit.

[0088] This embodiment quantifies the evaluation results through power supply stability scores. The scores are compared with preset thresholds to clearly distinguish between permitted and restricted power supply states. The evaluation criteria are clear, and the control logic is intuitive. Under permitted power supply conditions, the system ensures normal load operation; under restricted power supply conditions, timely intervention prevents system fluctuations caused by unauthorized load operation due to insufficient power. This quantitative scoring mechanism improves the accuracy of power supply stability assessment, avoids subjective judgment errors, and allows for rapid response to changes in load operating status. It achieves refined and standardized power supply management, adapts to load power supply management under different vehicle operating conditions, and ensures stable operation of the power supply system under reasonable load conditions.

[0089] Furthermore, the aforementioned operational restriction states include: disabling startup, delaying startup, and reducing operational priority. Step S3033 includes: Step a1: Based on the preset correspondence between different power supply stability score ranges and different operating restriction states, determine the target operating restriction state corresponding to the power supply stability score.

[0090] Among them, the power supply stability scores for the power supply stability score ranges corresponding to prohibiting startup, delaying startup, and reducing operating priority increase sequentially.

[0091] Specifically, after determining that the electrical load is in an operational restriction state, the domain controller further matches the target operational restriction state corresponding to the current power supply stability score based on the preset correspondence between different power supply stability score ranges and different operational restriction states. Among these, the three operational restriction states—disable startup, delayed startup, and reduced operating priority—correspond to power supply stability score ranges that increase sequentially from low to high. That is, the lower the power supply stability score, the stricter the corresponding operational restriction state; the higher the power supply stability score, the more lenient the corresponding operational restriction state. This correspondence is pre-stored in the domain controller's memory and is directly invoked by the processor during the evaluation process, eliminating the need for real-time calculations and additional calibration, thus enabling rapid matching and determination of the target operational restriction state.

[0092] For example, the preset correspondence between power supply stability score ranges and operating restriction states is as follows: 0-40 points is the prohibited start range, 41-60 points is the delayed start range, and 61-80 points is the reduced operating priority range. When the power supply stability score of a high-power in-vehicle entertainment load is 35 points, this score falls into the prohibited start range of 0-40 points, and the system determines the target operating restriction state corresponding to this load as prohibited start; when the power supply stability score of the in-vehicle air conditioning load is 55 points, this score falls into the delayed start range of 41-60 points, and the system determines the target operating restriction state corresponding to this load as delayed start; when the power supply stability score of the in-vehicle seat heating load is 70 points, this score falls into the reduced operating priority range of 61-80 points, and the system determines the target operating restriction state corresponding to this load as reduced operating priority.

[0093] This embodiment subdivides operational restriction states into prohibited startup, delayed startup, and reduced priority, each corresponding to different score ranges. Higher scores result in lower restriction levels, achieving tiered and differentiated power consumption management. Corresponding restriction strategies are matched to loads with varying stability, preventing low-stability loads from excessively consuming power resources while maximizing the operational needs of high-stability loads, making management more targeted. This tiered restriction logic can dynamically adapt to changes in load power supply stability, avoiding a one-size-fits-all approach, optimizing power resource allocation, improving the power supply system's compatibility with different loads, and preventing power resource waste or load management failure caused by a single restriction strategy.

[0094] Step S304: Control the power consumption of the load based on the power supply stability assessment results.

[0095] Specifically, step S304 includes: Step S3041: When the power supply stability assessment result is in the power supply permitting state, maintain power supply to the electrical load.

[0096] Specifically, when a power load is determined to be in a permissible power supply state, the domain controller maintains the original power output to that load without cutting off, reducing, or delaying power supply. This ensures that the load can start normally, run continuously, or stop as needed according to vehicle control commands, fully guaranteeing the functionality of the vehicle's regular and core loads. This control method only intervenes in loads with insufficient stability, maintaining power supply continuity for loads operating smoothly, avoiding unnecessary power supply adjustments that could affect the vehicle's user experience.

[0097] This embodiment maintains power supply to the load when the power supply stability assessment indicates a permissible power supply state, ensuring the continuous operation of loads meeting stable operating conditions without interfering with the normal functioning of the vehicle. This control logic aligns with the actual operating needs of the load, maintaining power continuity for compliant loads and avoiding unnecessary power interruptions that could negatively impact the vehicle's user experience. This precise power supply maintenance strategy balances power supply control with the normal operation requirements of the load, improving the stability of the power supply system while ensuring the reliable operation of the vehicle's basic functions and comfort loads, achieving a balance between rational and practical control.

[0098] Step S3042: When the power supply stability assessment result is "prohibit startup", power supply to the electrical load is prohibited.

[0099] Specifically, when the target operating restriction state corresponding to the electrical load is determined to be prohibited from starting, the domain controller refuses to respond to the start request of the electrical load, cuts off the power supply circuit of the load, and does not output any power to it, so as to prevent the load from being connected to the power supply system due to drastic fluctuations in operating behavior, prevents the impact on the vehicle's 48V and 12V hybrid power supply architecture, and ensures the overall stability of the power supply system.

[0100] Step S3043: When the power supply stability assessment result is delayed start, power is supplied to the power user after a preset delay period.

[0101] Specifically, when the target operating constraint state corresponding to an electrical load is determined to be delayed start, the domain controller, upon receiving the start request of that load, does not immediately supply power. Instead, it waits for a preset time until the power supply system is stable and the load's operating behavior becomes stable before providing power to the electrical load to enable it to start operating. The preset time can be pre-calibrated and stored in the domain controller's memory according to the vehicle model and power supply architecture.

[0102] Step S3044: When the power supply stability assessment result is to reduce the operating priority, reduce the operating priority of the power load and supply power based on the adjusted operating priority of each power load; or, when the operating priority of the power load before the reduction is the lowest operating priority, prohibit the supply of power to the power load.

[0103] Specifically, when the target operating restriction state corresponding to the electrical load is determined to be a reduced operating priority, the domain controller lowers the power supply operating priority of the electrical load to a level lower than the original priority, and allocates power supply resources according to the adjusted priority order of all electrical loads in the vehicle, giving priority to meeting the power demand of higher priority loads; if the operating priority of the electrical load was already the lowest preset operating priority of the vehicle before the priority was lowered, then there is no available priority after the reduction, and the domain controller directly prohibits the supply of power to the electrical load to ensure the power resources of higher priority loads.

[0104] This embodiment implements corresponding power supply control for different operational restriction states, including prohibiting startup, delaying startup, and reducing priority through tiered intervention to adapt to different levels of power supply instability. After reducing priority, power is allocated according to the new priority, with the lowest priority loads being directly disabled to prioritize power supply to core loads and optimize the scheduling of power resources for the entire vehicle. This differentiated control strategy can dynamically adapt to the carrying capacity of the power supply system, avoiding overload operation, while precisely constraining abnormal loads to reduce their interference with the power supply system. Tiered intervention ensures power supply safety while minimizing the impact on non-core loads, improving the flexibility and rationality of vehicle power consumption management.

[0105] Step S305: Adjust the operating state of the second voltage conversion component based on the vehicle's power supply status.

[0106] This operating state includes: normal operating state and hibernation state.

[0107] Specifically, the domain controller collects and identifies the vehicle's power status in real time. Based on the power status mode, it adaptively adjusts the working state of the second voltage conversion component. The working state is divided into two categories: normal working state and sleep state, so as to achieve dynamic matching between power conversion and energy saving.

[0108] In practical applications, taking the right domain controller as an example, the internal power supply structure of this domain controller is as follows: Figure 4As shown, a 48V lithium battery is connected to the right domain controller via an efuse circuit to meet the power requirements of the right domain controller and low-voltage loads. In this embodiment, the right domain controller receives 48V power, which is converted to 12V power by three DC-DC converters (DCDC) to provide power to various electrical appliances in the vehicle. Under normal vehicle operation, the normal DC-DC power supply provides power to the vehicle, while the logic DC-DC power supply provides power to the power management chip. When the vehicle is in sleep mode or the overall vehicle load power is low, the normal DC-DC power supply is turned off, the sleep DC-DC power supply provides power, and the logic DC-DC power supply continues to provide power. A master control chip is present in the domain controller, providing control signals to the drivers, loads, power management chips, etc. These control signals include, but are not limited to, PWM, I / O, and SPI.

[0109] For example, the normal electrical structure of a DC-DC converter is as follows: Figure 5A As shown, it includes input capacitor C1, first switch S1, second switch S2, third switch S3, fourth switch S4, and output capacitor C2. The DC-DC sleep converter is as follows... Figure 5B As shown, its input is 48V and its output is 12V. It includes an input capacitor C1, a first switching transistor S1, a first diode D, a first inductor L1, a first resistor R1, and an output capacitor C2. The DC-DC normal-state converter and the DC-DC sleep-state converter are SCC and BUCK structures, respectively. The SCC structure has higher conversion efficiency, while the BUCK structure has slightly lower efficiency. Of course, this is only one implementation method; other buck converter methods are also within the scope of this invention.

[0110] In one implementation, the control block diagram of the DC-DC sleep converter is as follows: Figure 6 As shown, by acquiring the output voltage and input current, and utilizing a dual closed-loop control method with an inner current loop and an outer voltage loop, the duty cycle of the first switching transistor S1 is determined. Specifically, the difference between the voltage reference value Vref1 and the acquired voltage V1 is used to adjust the output current reference benchmark i1* via a PI controller. This benchmark is then compared with the measured input current i1, and the difference is used to adjust the duty cycle d1 of the first switching transistor S1 via a PI controller. Furthermore, in this embodiment, Vref1 is 48V and 12V respectively; the value of i1 is greater than i2. Through the above control method, the output voltage can be controlled at 12V, thereby achieving the voltage reduction requirement.

[0111] This embodiment adjusts the normal operation and sleep state of the second voltage conversion component based on the vehicle's power supply status, enabling on-demand start and stop of the second voltage conversion component. When the vehicle is powered on, the power conversion needs are guaranteed; when not powered on, it enters sleep mode as needed, reducing static power consumption, lowering energy loss when the vehicle is stationary, and extending the lifespan of the power supply component. This adjustment logic aligns with the vehicle's power supply usage scenarios, requiring no manual intervention and automatically adapting to operating and sleep modes. While meeting the load's power supply requirements, it optimizes energy consumption, improves the energy efficiency and intelligence of the power supply architecture, and adapts to the low-power operation requirements of the vehicle's low-voltage system.

[0112] Specifically, step S205 includes: Step b1: When the power supply is in the energized position, control the second voltage conversion component to be in normal working condition.

[0113] Specifically, when the vehicle's power supply is in the energized position, i.e., when the vehicle is operating at high voltage, the domain controller directly controls the second voltage conversion component to enter and maintain normal operation. At this time, the second voltage conversion component operates stably at its rated conversion capacity, continuously converting the 48V supply voltage to a 12V supply voltage, providing sufficient and stable power supply to various 12V electrical loads such as the vehicle cabin, intelligent driving system, and vehicle body, ensuring that all loads can respond and operate normally when the vehicle is in motion or energized.

[0114] For example, when the vehicle power switch is in the ON position, the domain controller controls the internal onboard DC-DC converter to operate normally and output 12V voltage in real time to meet the power needs of all 12V loads such as the vehicle central control, instrument panel, headlights, and sensors.

[0115] Step b2: When the power supply is not in the energized position, determine whether the time for which the current of the vehicle's electrical load exceeds the preset current threshold exceeds the preset duration.

[0116] Specifically, when the current of the vehicle's electrical load exceeds the preset current threshold for a preset duration, the second voltage conversion component is controlled to operate normally; when the current of the vehicle's electrical load does not exceed the preset current threshold, or when the duration exceeds the preset duration, the second voltage conversion component is controlled to enter a sleep state.

[0117] When the vehicle's power supply is not in the energized position, the domain controller collects the total current value of the vehicle's electrical load in real time and determines whether the duration of the current exceeding the preset current threshold has reached the preset duration. If the current of the vehicle's electrical load exceeds the preset current threshold and the duration of the over-threshold state exceeds the preset duration, it indicates that the vehicle has a continuous demand for high-power load operation. The domain controller controls the second voltage conversion component to maintain normal operation to ensure stable power supply to the high-power load. If the current of the vehicle's electrical load does not exceed the preset current threshold, or the duration of the over-threshold does not reach the preset duration, it indicates that the vehicle's electrical load is low and there is no continuous demand for high-power power. The domain controller controls the second voltage conversion component to enter a sleep state, retaining only minimal standby power consumption and stopping high-power voltage conversion output to reduce the vehicle's static energy consumption.

[0118] For example, the vehicle power supply is in the OFF position, the preset current threshold is 8A, and the preset duration is 30 seconds; if the vehicle electrical load current is 10A for more than 30 seconds, the domain controller controls the second voltage conversion component to maintain normal operation; if the vehicle electrical load current is only 3A and does not exceed the threshold, the domain controller controls the second voltage conversion component to enter sleep mode.

[0119] This embodiment forces the second voltage conversion component to operate normally when the vehicle is energized, ensuring power supply for vehicle operation. When not energized, it combines the vehicle's load current and duration to determine whether high-power loads will continue operating for extended periods, while low-power loads will enter sleep mode. This precise matching of the vehicle's power consumption needs across different scenarios avoids unnecessary energy waste and prevents sleep mode from affecting high-power load operation, balancing energy saving and power supply assurance. The dynamic judgment mechanism improves the operational adaptability of the second voltage conversion component, optimizes vehicle energy management, reduces ineffective energy consumption, and ensures stable power supply to critical loads even when not energized, enhancing the architecture's scenario adaptability.

[0120] For example, such as Figure 7 As shown, by first obtaining the vehicle's power supply status, it is determined whether the vehicle is operating at high voltage. If high voltage is applied, the DC-DC converter in the domain controller is switched on for normal operation and switched off for sleep mode. If the vehicle's power supply is not operating at high voltage, it is determined whether the vehicle's load current exceeds 8A for an extended period (this can be calibrated). If not, the DC-DC converter in sleep mode is switched on and switched off for normal operation. If a high-power load is operating, the DC-DC converter in the domain controller is switched on for normal operation and switched off for sleep mode. This control method comprehensively considers the static power consumption when the vehicle is in sleep mode. When the vehicle is operating at low power, the power consumption of switching on the DC-DC converter is relatively high. Therefore, this DC-DC switching method is more in line with engineering practice.

[0121] For example, Figure 8The diagram illustrates the specific process of power supply control for a domain controller. It should be noted that after the domain controller limits or delays the operation of a load, it can continue to monitor the operating data of the load. When the power supply stability assessment results meet the conditions, the power supply operation can be restored, or the power supply limit can be canceled step by step according to the new power supply stability assessment results, such as: increasing the power supply priority, changing from prohibiting power supply to delaying power supply, or changing from delaying power supply to maintaining power supply.

[0122] This embodiment achieves control over the operating status of electrical loads by analyzing and evaluating their operational behavior characteristics, without requiring switching of the supply voltage or supply path. Therefore, it improves the overall coordination and controllability of electrical load operation without altering the existing vehicle electrical architecture. This power supply control method does not rely on direct detection of electrical load power, current, voltage, or battery state of charge, nor does it require setting any power thresholds, voltage thresholds, or energy thresholds. Controlling through operational behavior characteristics and power supply permitting status makes it applicable to different types of power supply systems and vehicle platforms, reducing reliance on hardware detection accuracy and parameter calibration, and improving the versatility of the solution. By comprehensively evaluating the start-stop behavior, continuous operating duration, or state change characteristics of electrical loads, it can avoid the adverse effects of frequent start-stop or disordered operation of electrical loads on the stability of the power supply system. Restricting or delaying load operation under insufficient power supply conditions or unsuitable operating conditions helps maintain the overall operational stability of the power supply system, thereby improving the reliability of vehicle operation. The entire power supply control scheme can be implemented through the vehicle controller's software program, without adding additional power detection, voltage sampling, or hardware switching circuits. Therefore, effectively managing the power supply behavior of electrical loads without increasing hardware complexity helps reduce system design and implementation costs. Managing electrical loads through abstract operational behavior characteristics and power supply permission states allows different types of electrical loads to be managed using the same control logic. Furthermore, control strategies for different loads can be flexibly extended without adjusting the power supply architecture, improving system scalability. By analyzing the operational behavior characteristics of electrical loads within the aforementioned vehicle power supply architecture, generating power supply permission states, and controlling the operation of electrical loads accordingly, flexible management of electrical load operation is achieved without adjusting the power supply voltage or parameters, improving the stability and applicability of the power supply system.

[0123] This invention provides a vehicle, such as... Figure 9 As shown, the vehicle includes a vehicle power supply architecture 901, the details of which can be found in the following description: Figure 1 The relevant description of the vehicle power supply architecture shown will not be repeated here.

[0124] The vehicle provided in this embodiment achieves integrated 48V / 12V hybrid power supply, redundancy protection, and intelligent power management through a combination of hardware architecture and software control. At the hardware level, it addresses the high cost and poor security issues of traditional architectures, while at the software level, it optimizes load power supply management and improves system stability. The two work synergistically to achieve the desired technical effect. The domain controller integrates the execution unit, eliminating the need for additional control hardware, simplifying the vehicle's electrical structure, reducing assembly and maintenance costs, and simultaneously ensuring safe, stable, and energy-efficient vehicle power supply operation, meeting the intelligent and highly reliable power requirements of modern vehicles.

[0125] Figure 10 This is a schematic diagram of the structure of a domain controller provided in an embodiment of the present invention.

[0126] The following is a detailed reference. Figure 10 This diagram illustrates a suitable structural design for implementing a domain controller in an embodiment of the present invention. The domain controller may include a processor (e.g., a central processing unit, graphics processing unit, etc.) 1001, which can perform various appropriate actions and processes based on a program stored in read-only memory (ROM) 1002 or a program loaded from memory 1008 into random access memory (RAM) 1003. RAM 1003 also stores various programs and data required for the operation of the electronic device. The processor 1001, ROM 1002, and RAM 1003 are interconnected via bus 1004. Input / output (I / O) interface 1005 is also connected to bus 1004.

[0127] Typically, the following devices can be connected to I / O interface 1005: input devices 1006 including, for example, touchscreens, touchpads, keyboards, mice, cameras, microphones, accelerometers, gyroscopes, etc.; output devices 1007 including, for example, liquid crystal displays (LCDs), speakers, vibrators, etc.; memory devices 1008 including, for example, magnetic tapes, hard disks, etc.; and communication devices 1009. Communication device 1009 allows the domain controller to communicate wirelessly or wiredly with other devices to exchange data. Although Figure 10 A domain controller with various devices is shown, but it should be understood that it is not required to implement or have all of the devices shown, and it may be implemented or have more or fewer devices instead.

[0128] In particular, according to embodiments of the present invention, the processes described above with reference to the flowcharts can be implemented as computer software programs. For example, embodiments of the present invention include a computer program product comprising a computer program carried on a non-transitory computer-readable medium, the computer program containing program code for performing the methods shown in the flowcharts. In such embodiments, the computer program can be downloaded and installed from a network via a communication device 1009, or installed from a memory 10010, or installed from a ROM 1002. When the computer program is executed by the processor 1001, it performs the functions defined in the automatic drift path planning method of the embodiments of the present invention.

[0129] Figure 10 The domain controller shown is merely an example and should not be construed as limiting the functionality and scope of use of the embodiments of the present invention.

[0130] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor domain controllers, or programmable hardware include storage components capable of storing or receiving software or computer code. When the software or computer code is accessed and executed by the computer, processor, or hardware, the automatic drift path planning method shown in the above embodiments is implemented.

[0131] A portion of this invention can be applied as a computer program product, such as computer program instructions, which, when executed by a computer, can invoke or provide the methods and / or technical solutions according to the invention through the operation of the computer. Those skilled in the art will understand that the forms in which computer program instructions exist in a computer-readable medium include, but are not limited to, source files, executable files, installation package files, etc. Correspondingly, the ways in which computer program instructions are executed by a computer include, but are not limited to: the computer directly executing the instructions, or the computer compiling the instructions and then executing the corresponding compiled program, or the computer reading and executing the instructions, or the computer reading and installing the instructions and then executing the corresponding installed program. Here, the computer-readable medium can be any available computer-readable storage medium or communication medium accessible to a computer.

[0132] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A vehicle power supply architecture, characterized in that, include: The power battery, the first voltage conversion component, the 48V power supply component, and at least one domain controller, wherein, The input terminal of the first voltage conversion component is connected to the output terminal of the power battery, and is used to convert the voltage of the power battery into a 48V power supply voltage; The 48V power supply component is connected in series with the domain controller and then connected to the output terminal of the first voltage conversion component. The first power distribution terminal of the domain controller is connected to the first type of electrical load of the vehicle, which is a load with a supply voltage of 48V. The domain controller integrates a second voltage conversion component, which is used to convert the 48V supply voltage to a 12V supply voltage. The second power distribution terminal of the domain controller is connected to the second type of electrical load of the vehicle, which is a load with a supply voltage of 12V. A first electronic fuse is provided between the domain controller and the 48V power supply component, and a second electronic fuse is provided between the domain controller and the first voltage conversion component. The first voltage conversion component and the 48V power supply component are redundant power supplies for each other.

2. The vehicle power supply architecture according to claim 1, characterized in that, The vehicle's interior is physically divided into at least a first domain and a second domain. The domain controller includes a first domain controller located in the first domain and a second domain controller located in the second domain. After the first domain controller and the second domain controller are connected in series, one end is connected to the output terminal of the first voltage conversion component, and the other end is connected to the 48V power supply component. A third electronic fuse is provided between the first domain controller and the second domain controller. The first power distribution terminal of the first domain controller is connected to a first type of electrical load located in the first domain of the vehicle, and the second power distribution terminal of the second domain controller is connected to a first type of electrical load located in the second domain of the vehicle. The second power distribution terminal of the first domain controller and the second power distribution terminal of the second domain controller are respectively connected to the second type of electrical load, and the first domain controller and the second domain controller are redundant power supplies for each other.

3. The vehicle power supply architecture according to claim 1, characterized in that, The vehicle power supply architecture also includes: a 12V power supply component and a third voltage conversion component, wherein... The 12V power supply component is connected in series with the third voltage conversion component and then connected to the output terminal of the first voltage conversion component. The third voltage conversion component is used to convert the 48V power supply voltage output by the first voltage conversion component into a 12V power supply voltage; A fourth electronic fuse is provided between the third voltage conversion component and the 12V power supply component; A fifth electronic fuse is provided between the third voltage conversion component and the first voltage conversion component; The third type of electrical load in the vehicle is connected to the connection line between the 12V power supply component and the third voltage conversion component. The third voltage conversion component and the 12V power supply component are redundant power supplies for each other. The third type of electrical load is a load with a power supply voltage of 12V in the chassis system of the vehicle. The third voltage conversion component and the 12V power supply component are redundant power supplies for each other.

4. The vehicle power supply architecture according to claim 1, characterized in that, The second voltage conversion component is an onboard DC-DC converter, and / or the second voltage conversion component is also connected to an external 12V power supply to convert the external 12V power supply to a 48V power supply voltage for reverse power supply to the domain controller.

5. A power supply control method, characterized in that, Applied to the vehicle power supply architecture as described in any one of claims 1-4, the method includes: Collect current operating data for each electrical load in the vehicle; The operating characteristics of the electrical load are extracted from the current operating data. The operating characteristics include at least one of the following: the number of times the electrical load starts and stops within a set time window, the continuous running time, and the number of times the operating state changes. Based on the operating characteristics, the power supply stability of the electrical load is evaluated to obtain the power supply stability evaluation result. The power supply stability evaluation result is used to characterize the suitability of the electrical load to operate stably under the current power supply conditions. Power consumption control is performed on the electrical load based on the power supply stability assessment results.

6. The method according to claim 5, characterized in that, The process of evaluating the power supply stability of the electrical load based on the operating characteristics to obtain the power supply stability evaluation result includes: The power supply stability score of the electrical load is determined based on the operating characteristics. The higher the power supply stability score, the more suitable the electrical load is for continuous and stable operation under the current power supply conditions. When the power supply stability score is higher than a preset score threshold, the power stability assessment result is determined to be a power supply permit state, which is used to characterize that the electrical load is allowed to continue to operate under the current vehicle operating conditions; When the power supply stability score is not higher than a preset score threshold, the power stability assessment result is determined to be an operating restriction state. The operating restriction state is used to characterize the power supply restriction on the electrical load under the current vehicle operating conditions.

7. The method according to claim 6, characterized in that, The operational restriction states include: prohibited startup, delayed startup, and reduced operational priority. Determining the electrical stability assessment result as an operational restriction state includes: Based on the pre-defined correspondence between different power supply stability score ranges and different operating restriction states, the target operating restriction state corresponding to the power supply stability score is determined. Among them, the power supply stability scores corresponding to the power supply stability score ranges of prohibited startup, delayed startup, and reduced operating priority increase sequentially.

8. The method according to claim 6, characterized in that, The power consumption control based on the power supply stability assessment result corresponding to the power load includes: When the power supply stability assessment result is in the power supply permitting state, power supply is maintained to the electrical load.

9. The method according to claim 7, characterized in that, The method of controlling power consumption based on the power supply stability assessment result corresponding to the power load further includes: When the power supply stability assessment result indicates that startup is prohibited, power supply to the electrical load is prohibited. When the power supply stability assessment result indicates delayed start-up, power is supplied to the power-consuming unit after a preset delay. When the power supply stability assessment result indicates a reduction in operating priority, the operating priority of the electrical load is reduced, and power is supplied based on the adjusted operating priority of each electrical load. Alternatively, when the operating priority of the electrical load before the reduction is the lowest operating priority, power supply to the electrical load is prohibited.

10. The method according to any one of claims 5-9, characterized in that, The method further includes: The operating state of the second voltage conversion component is adjusted based on the power supply status of the vehicle, and the operating state includes a normal operating state and a sleep state.

11. The method according to claim 10, characterized in that, Adjusting the operating state of the second voltage conversion component based on the vehicle's power supply status includes: When the power supply is in the energized position, the second voltage conversion component is controlled to be in normal working condition; When the power supply position is not in the energized position, determine whether the time for the current of the vehicle's electrical load to exceed the preset current threshold exceeds the preset duration. When the current of the vehicle's electrical load exceeds the preset current threshold for a preset duration, the second voltage conversion component is controlled to be in normal working condition. When the current of the vehicle's electrical load does not exceed a preset current threshold, or when the time exceeds a preset duration, the second voltage conversion component is controlled to enter a sleep state.

12. A vehicle, characterized in that, The vehicle includes: a vehicle power supply architecture as described in any one of claims 1-4, wherein the domain controller in the vehicle power supply architecture includes: A memory and a processor, the memory and the processor being communicatively connected to each other, the memory storing computer instructions, the processor executing the computer instructions to perform the method of any one of claims 5 to 11.

13. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing a computer to perform the method of any one of claims 5 to 11.

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