Vehicle power supply system, vehicle, method, device and intelligent power distribution unit

Abstract

This application provides a vehicle power supply system, vehicle, method, apparatus, and intelligent power distribution unit. It relates to the field of vehicle management technology. The vehicle power supply system includes a power battery, a first voltage conversion module, load devices, and multiple intelligent power distribution units. The output terminal of the power battery is connected to the input terminal of the first voltage conversion module; the output terminal of the first voltage conversion module is connected to a first power supply path, which converts high-voltage DC to low-voltage DC and inputs it into the first power supply path; the intelligent power distribution units are communicatively connected, with their input terminals connected to the output terminals of the first power supply path and their output terminals connected to load devices within a specific area. The intelligent power distribution units receive load access requests from the load devices and configure power supply paths for the load devices based on power supply status and distribution domain constraints. This application aims to improve the stability and reliability of vehicle power supply.

Description

Technical Field

[0001] This application relates to the field of vehicle control technology, and in particular to a vehicle power supply system, vehicle, method, device and intelligent power distribution unit. Background Technology

[0002] As vehicle functionality becomes increasingly complex, 12V power systems face power bottlenecks, leading to complex wiring harness layouts, carpet bulges, and difficulties with vias. 48V power systems, by increasing the voltage level, can reduce wiring harness weight, improve power transmission efficiency, and support the rapid response of high-power actuators. Against this backdrop, the 48V / 12V dual-bus architecture is gradually becoming the mainstream solution.

[0003] In related technologies, the 48V / 12V dual-bus architecture uses a single 48V main line to connect the control modules in various areas of the vehicle body, completing the voltage conversion from 48V to 12V at local power distribution nodes. The 48V / 12V dual-bus architecture often employs distributed power distribution nodes, local protection devices, and static rule-based control. The load access decision lacks global coordination, leading to situations where the 48V / 12V dual buses repeatedly supply power to the same load or have power supply blind spots, resulting in poor power supply stability and reliability. Summary of the Invention

[0004] This application provides vehicle power supply systems, vehicles, methods, devices, and intelligent power distribution units to improve the stability and reliability of vehicle power supply.

[0005] In a first aspect, embodiments of this application provide a vehicle power supply system, including a power battery, a first voltage conversion module, a load device, and multiple intelligent power distribution units, wherein:

[0006] The output terminal of the power battery is connected to the input terminal of the first voltage conversion module, and the power battery is used to provide high voltage DC power to the first voltage conversion module;

[0007] The output terminal of the first voltage conversion module is connected to the first power supply path. The first voltage conversion module is used to convert high voltage DC power into low voltage DC power corresponding to the first power supply path, and input the corresponding low voltage DC power to the first power supply path.

[0008] The intelligent power distribution units are interconnected. The input terminal of the intelligent power distribution unit is connected to the output terminal of the first power supply path, and the output terminal of the intelligent power distribution unit is connected to the load equipment in a specific area. The intelligent power distribution unit is used to receive load access requests from the load equipment in the specific area and configure power supply paths for the load equipment corresponding to the load access requests based on the power supply status and power distribution domain constraints.

[0009] In one possible implementation, the power distribution domain constraints include a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. The intelligent power distribution unit is specifically used for:

[0010] The load access request is parsed to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. Real-time power supply status and power distribution domain constraints are obtained by communicating with each intelligent power distribution unit.

[0011] If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, a power supply path is configured for the load device corresponding to the load access request based on the power supply status, capacity boundary and load level. The power supply path includes the main power supply path for undertaking the main power transmission and / or the auxiliary power supply path for backup power supply.

[0012] In one possible implementation, the intelligent power distribution unit is further used for:

[0013] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is a critical load, configure the main power supply path and the auxiliary power supply path for the target load device.

[0014] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is not a critical load, configure the main power supply path for the target load device.

[0015] If the sum of the target power and the total power during the power supply period exceeds the capacity limit, and the load level is a critical load, configure an auxiliary power supply path for the target load device.

[0016] In one possible implementation, the intelligent power distribution unit is further configured to: refuse to supply power to the target load device if the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary.

[0017] In one possible implementation, the intelligent power distribution unit further includes a rear cabin intelligent power distribution unit and a right front intelligent power distribution unit, wherein:

[0018] The load devices in the area corresponding to the right front intelligent power distribution unit are connected to the rear cabin intelligent power distribution unit by a redundant power supply link. The redundant power supply link is used to enable the rear cabin intelligent power distribution unit to receive load access requests from the load devices in the area corresponding to the right front intelligent power distribution unit when the power supply link of the right front intelligent power distribution unit fails, and to configure a power supply path for the load devices corresponding to the load access requests based on the power supply status and power distribution domain constraints.

[0019] In one possible implementation, the first power supply path includes a first main power supply path and a first auxiliary power supply path, and the intelligent power distribution unit includes a front cabin intelligent power distribution unit and a zone power controller with integrated electronic fuse elements, wherein:

[0020] The first main power supply path is connected to the input terminal of the front cabin intelligent power distribution unit. The first main power supply path is used to provide the front cabin intelligent power distribution unit with the low-voltage DC power corresponding to the first power supply path.

[0021] The first secondary power supply path is connected to the input terminal of the area power controller. The first secondary power supply path is used to provide the area power controller with the low-voltage DC power corresponding to the first power supply path.

[0022] In one possible implementation, the system further includes a second voltage conversion module, wherein:

[0023] The input terminal of the second voltage conversion module is connected to the first auxiliary power supply path, and the output terminal of the second voltage conversion module is connected to the second power supply path. The second power supply path is used to provide the load device with the low-voltage DC power corresponding to the second power supply path.

[0024] In one possible implementation, the intelligent power distribution unit further includes a right front intelligent power distribution unit, wherein:

[0025] The output terminals of the front cabin intelligent power distribution unit are connected to the load devices in the area corresponding to the front cabin intelligent power distribution unit and the input terminals of the right front intelligent power distribution unit, respectively. The front cabin intelligent power distribution unit is used to provide power to the right front intelligent power distribution unit. The front cabin intelligent power distribution unit is used to receive load access requests from the load devices in the area corresponding to the front cabin intelligent power distribution unit and / or load access requests from the right front intelligent power distribution unit, and configure power supply paths for the load devices and / or the right front intelligent power distribution unit corresponding to the load access requests based on the power supply status and power distribution domain constraints.

[0026] The output terminal of the right front intelligent power distribution unit is connected to the load device in the area corresponding to the right front intelligent power distribution unit. The right front intelligent power distribution unit is used to receive the load access request of the load device in the area corresponding to the right front intelligent power distribution unit, and configure the power supply path for the load device corresponding to the load access request based on the power supply status and power distribution domain constraints.

[0027] In one possible implementation, the intelligent power distribution unit further includes a rear cabin intelligent power distribution unit, wherein:

[0028] The output of the area power controller is connected to the input of the rear cabin intelligent power distribution unit. The area power controller is used to provide power to the rear cabin intelligent power distribution unit.

[0029] The output terminal of the rear cabin intelligent power distribution unit is connected to the load equipment in the area corresponding to the rear cabin intelligent power distribution unit. The rear cabin intelligent power distribution unit is used to receive load access requests from the load equipment in the area corresponding to the rear cabin intelligent power distribution unit, and configure power supply paths for the load equipment corresponding to the load access requests based on the power supply status and power distribution domain constraints.

[0030] In one possible implementation, the system further includes an energy storage battery connected to a first secondary power supply path, the energy storage battery being used to provide power support and energy recovery for the first secondary power supply path.

[0031] In one possible implementation, the intelligent power distribution unit is further used for:

[0032] After detecting a load device with abnormal power supply within the intelligent power distribution unit, query the load level of the load device with abnormal power supply.

[0033] Freeze the power supply path of load devices whose load level is not critical load, and add the load devices whose load level is not critical load as frozen objects to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraints.

[0034] Configure auxiliary power supply paths for load devices with critical load levels.

[0035] In one possible implementation, the intelligent power distribution unit is further used for:

[0036] When a frozen object in the fault isolation status table meets the preset recovery conditions, the frozen object that meets the preset recovery conditions is removed from the fault isolation status table.

[0037] The preset recovery conditions include the following conditions being met simultaneously within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

[0038] Secondly, embodiments of this application provide a vehicle in which a vehicle power supply system as described in the first aspect and / or various possible implementations of the first aspect is deployed.

[0039] Thirdly, embodiments of this application provide a vehicle power supply control method, applied to an intelligent power distribution unit within a vehicle power supply system as described in the first aspect and / or various possible implementations of the first aspect. The vehicle power supply control method includes:

[0040] Receive load access requests from load devices within the vehicle's power supply system;

[0041] Based on the power supply status and distribution domain constraints of the vehicle power supply system, power supply paths are configured for the load devices corresponding to load access requests.

[0042] In one possible implementation, the power distribution domain constraints include a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. Based on the power supply status of the vehicle power supply system and the power distribution domain constraints, a power supply path is configured for the load equipment corresponding to the load access request, including:

[0043] The load access request is parsed to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. The real-time power supply status and power distribution domain constraints in the vehicle are obtained by communicating with each intelligent power distribution unit in the vehicle power supply system.

[0044] If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, a power supply path is configured for the load device corresponding to the load access request based on the power supply status, capacity boundary and load level. The power supply path includes the main power supply path for undertaking the main power transmission and / or the auxiliary power supply path for backup power supply.

[0045] In one possible implementation, a power supply path is configured for the load device corresponding to the load access request based on the power supply status, capacity boundary, and load level, including:

[0046] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is a critical load, configure the main power supply path and the auxiliary power supply path for the target load device.

[0047] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is not a critical load, configure the main power supply path for the target load device.

[0048] If the sum of the target power and the total power during the power supply period exceeds the capacity limit, and the load level is a critical load, configure an auxiliary power supply path for the target load device.

[0049] In one possible implementation, the vehicle power supply control method further includes:

[0050] If the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary, power supply to the target load device will be refused.

[0051] In one possible implementation, the vehicle power supply control method further includes:

[0052] After detecting a load device with abnormal power supply within the intelligent power distribution unit, query the load level of the load device with abnormal power supply.

[0053] Freeze the power supply path of load devices whose load level is not critical load, and add the load devices whose load level is not critical load as frozen objects to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraints.

[0054] Configure auxiliary power supply paths for load devices with critical load levels.

[0055] In one possible implementation, the vehicle power supply control method further includes:

[0056] When a frozen object in the fault isolation status table meets the preset recovery conditions, the frozen object that meets the preset recovery conditions is removed from the fault isolation status table.

[0057] The preset recovery conditions include the following conditions being met simultaneously within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

[0058] Fourthly, embodiments of this application provide a vehicle power supply control device, applied to an intelligent power distribution unit within a vehicle power supply system as described in the first aspect and / or various possible implementations of the first aspect. The vehicle power supply control device includes:

[0059] The acquisition module is used to receive load access requests from load devices within the vehicle's power supply system.

[0060] The processing module is used to configure the power supply path for the load device corresponding to the load access request based on the power supply status and distribution domain constraints of the vehicle power supply system.

[0061] In one possible implementation, the power distribution domain constraints include a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. The processing module is specifically used for:

[0062] The load access request is parsed to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. The real-time power supply status and power distribution domain constraints in the vehicle are obtained by communicating with each intelligent power distribution unit in the vehicle power supply system.

[0063] If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, a power supply path is configured for the load device corresponding to the load access request based on the power supply status, capacity boundary and load level. The power supply path includes the main power supply path for undertaking the main power transmission and / or the auxiliary power supply path for backup power supply.

[0064] In one possible implementation, the processing module is further configured to:

[0065] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is a critical load, configure the main power supply path and the auxiliary power supply path for the target load device.

[0066] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is not a critical load, configure the main power supply path for the target load device.

[0067] If the sum of the target power and the total power during the power supply period exceeds the capacity limit, and the load level is a critical load, configure an auxiliary power supply path for the target load device.

[0068] In one possible implementation, the processing module is further configured to:

[0069] If the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary, power supply to the target load device will be refused.

[0070] In one possible implementation, the processing module is further configured to:

[0071] After detecting a load device with abnormal power supply within the intelligent power distribution unit, query the load level of the load device with abnormal power supply.

[0072] Freeze the power supply path of load devices whose load level is not critical load, and add the load devices whose load level is not critical load as frozen objects to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraints.

[0073] Configure auxiliary power supply paths for load devices with critical load levels.

[0074] In one possible implementation, the processing module is further configured to:

[0075] When a frozen object in the fault isolation status table meets the preset recovery conditions, the frozen object that meets the preset recovery conditions is removed from the fault isolation status table.

[0076] The preset recovery conditions include the following conditions being met simultaneously within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

[0077] Fifthly, embodiments of this application provide an intelligent power distribution unit, including: a memory and a processor;

[0078] The memory stores instructions that the computer executes;

[0079] The processor executes computer execution instructions stored in memory, causing the processor to perform the second aspect and / or various possible implementations of the second aspect as described above.

[0080] In a sixth aspect, embodiments of this application provide a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, are used to implement the second aspect and / or various possible implementations of the second aspect as described above.

[0081] In a seventh aspect, embodiments of this application provide a computer program product, including a computer program that, when executed by a processor, implements the second aspect and / or various possible implementations of the second aspect as described above.

[0082] The vehicle power supply system, vehicle, method, device, and intelligent power distribution unit provided in this application form a power supply path by connecting the power battery to the first voltage conversion module. They receive load access requests from load devices in a specific area through multiple interconnected intelligent power distribution units, and configure power supply paths for the corresponding load devices based on the power supply status and power distribution domain constraints. This enables global coordination and allocation of power supply resources in multi-area and multi-load scenarios, and orderly control of load access under abnormal branch, capacity fluctuation, or power distribution domain failure conditions, thereby improving the continuous power supply reliability of critical loads while taking into account power distribution coordination, fault isolation capability, and recovery stability. Attached Figure Description

[0083] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0084] Figure 1 A schematic diagram of the vehicle power supply system provided in the embodiments of this application. Figure 1 ;

[0085] Figure 2A schematic diagram of the vehicle power supply system provided in the embodiments of this application. Figure 2 ;

[0086] Figure 3 A schematic flowchart illustrating the vehicle power supply control method provided in an embodiment of this application;

[0087] Figure 4 A flowchart illustrating step S302 in the vehicle power supply control method provided in this application embodiment;

[0088] Figure 5 This is a schematic diagram of the vehicle power supply control device provided in the embodiments of this application;

[0089] Figure 6 This is a schematic diagram of the structure of the intelligent power distribution unit provided in the embodiments of this application.

[0090] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0091] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this application.

[0092] Low-voltage power supply technology for vehicles is widely used in pure electric vehicles and hybrid electric vehicles, and is particularly suitable for dual-voltage power distribution scenarios where high-power actuators, thermal management components, and body electrical systems coexist. In such scenarios, the vehicle power supply architecture is typically built around the power battery, voltage conversion module, power supply path, regional control nodes, and load devices within the region to meet the power demands of different areas and different types of loads.

[0093] Existing vehicle 48V power distribution systems typically supply power from the battery via voltage conversion to the 48V power supply path, and then distributed power distribution nodes or local control units supply power to loads in various areas. Their operation generally involves the load requesting connection, and the relevant branch or local node performing connection, disconnection, or protection according to preset rules. Overall, there is a lack of a unified coordination mechanism for loads in multiple areas of the vehicle.

[0094] Because each power distribution node makes independent decisions, it is often difficult to comprehensively consider the overall vehicle power supply status and regional constraints in a timely manner when multiple loads are connected concurrently, power supply capacity fluctuates, or local branch anomalies occur. This can easily lead to situations where non-critical loads compete for power resources with critical loads, and local protection actions affect the stable operation of loads in other areas. Especially in scenarios with high requirements for power supply continuity, such as chassis actuators and thermal management devices, if power distribution control relies solely on static rules or local protection devices, the continuous power supply capacity of critical loads is insufficient, and the recovery process after a fault lacks stable coordination, thus affecting the reliability and safety of the overall vehicle power supply. At the same time, due to the lack of unified access and management of loads, there are situations where the 48V / 12V dual busbars repeatedly supply power to the same load or there are power supply blind spots, resulting in poor power supply stability and availability.

[0095] In light of this, how to uniformly process access requests from loads in different areas under dual-voltage power distribution scenarios in vehicles, and how to rationally configure power supply paths for loads under changing power supply status and distribution domain constraints, has become an urgent technical problem to be solved. To address this issue, a vehicle power supply system is proposed. This system coordinates the power battery, the first voltage conversion module, the 48V power supply path, multiple intelligent power distribution units, and load devices. This enables the intelligent power distribution units to communicate with each other, and allows them to receive load access requests from load devices within their respective areas. Based on the power supply status and distribution domain constraints, the system configures power supply paths for the corresponding load devices, thereby improving the coordination of vehicle power supply and the reliability of power supply to critical loads.

[0096] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0097] Figure 1 A schematic diagram of the vehicle power supply system provided in the embodiments of this application. Figure 1 .like Figure 1As shown, the vehicle power supply system includes a power battery 11, a first voltage conversion module 12, load devices 14, and multiple intelligent power distribution units 13. The output terminal of the power battery 11 is connected to the input terminal of the first voltage conversion module 12, providing high-voltage direct current (DC) to the module. The output terminal of the first voltage conversion module 12 is connected to a first power supply path 15, converting the DC to low-voltage DC corresponding to the first power supply path 15 and inputting the corresponding low-voltage DC to the path. The intelligent power distribution units 13 are communicatively connected, with their input terminals connected to the output terminals of the first power supply path 15 and their output terminals connected to load devices 14 within a specific area. Each intelligent power distribution unit 13 receives load access requests from load devices 14 within the specific area and configures a power supply path for the load device 14 corresponding to the load access request based on the power supply status and power distribution domain constraints.

[0098] The power battery 11 refers to an energy storage device installed on the high-voltage side of the vehicle for outputting DC high-voltage electrical energy to the vehicle power conversion link. In this application, the power battery 11 serves as the input of the vehicle's high-voltage power supply and provides energy input to the first voltage conversion module 12 through the high-voltage wiring harness.

[0099] Optionally, the power battery 11 can be located in a suitable position within the vehicle, such as the vehicle chassis, battery pack compartment, or rear floor area. Furthermore, the power battery 11 can be connected to the vehicle body via at least one mounting method, such as bolt fixing, bracket mounting, or rail limiting.

[0100] The output terminal of the power battery 11 is electrically connected to the high-voltage input terminal of the first voltage conversion module 12. A high-voltage connector, fuse or contactor can be provided at the connection point to form a controllable power interface.

[0101] The first voltage conversion module 12 refers to an on-board power conversion unit that converts the high-voltage DC power output from the power battery 11 into DC power corresponding to the first power supply path 15. Optionally, the DC power corresponding to the first power supply path 15 is 48 volts DC power.

[0102] The first voltage conversion module 12 can be installed near the power battery 11, in the front compartment area, or near the electric drive, and is connected to the power battery 11 through the high voltage input terminal.

[0103] The output terminal of the first voltage conversion module 12 is connected to the first power supply path 15. The terminal layout, wiring harness interface direction, and cooling surface arrangement on the output side of the first power supply path 15 can be adapted and adjusted according to the vehicle architecture.

[0104] Load device 14 refers to an electrical unit that consumes electrical energy and performs specific functions of the vehicle. Load device 14 receives the power supply path configured by intelligent power distribution unit 13 and completes the corresponding execution, control or sensing tasks.

[0105] The load devices 14 are distributed in specific areas of the vehicle and connected to the output terminal of the corresponding intelligent power distribution unit 13.

[0106] Optionally, the load device 14 may be installed in at least one of the following areas: chassis area, body area, front compartment area, or thermal management area.

[0107] Optionally, the load device 14 can be connected to the output circuit of the intelligent power distribution unit 13 using plug-in terminals, wire harness crimp terminals, or board-end connectors.

[0108] Multiple intelligent power distribution units 13 refer to distributed control and power distribution units located in different areas of the vehicle, used for access management and power distribution control of loads within the area. The intelligent power distribution unit 13 is responsible for receiving load access requests from load devices 14 within a specific area and configuring power supply paths for the corresponding load devices 14 according to the power supply status and power distribution domain constraints.

[0109] The intelligent power distribution unit 13 acts as the hub for zoned power distribution, managing the power supply to the load devices 14 within a specific area. Multiple intelligent power distribution units 13 can communicate in real time and receive access requests from the load devices 14 within their respective areas. The intelligent power distribution unit 13 can also dynamically configure power supply paths for the load devices 14 based on the overall vehicle power supply status and power distribution domain constraints.

[0110] Each intelligent power distribution unit 13 has its input terminal connected to the output terminal of the first power supply path 15 to obtain a unified power supply input. The output terminals of each intelligent power distribution unit 13 are connected to the load devices 14 within a specific area to form a zoned power supply loop. The intelligent power distribution units 13 are also interconnected via communication links to exchange power supply status and area load information. This allows for the transmission of relevant information between different intelligent power distribution units 13, enabling them to collaboratively configure loads in different areas within a unified power supply framework.

[0111] Optionally, the intelligent power distribution unit 13 may be a modular control box, an integrated power distribution board, or a controller assembly with electronic fuses.

[0112] The vehicle power supply system provided in this application embodiment. When the vehicle power supply system is started, the power battery 11 first outputs high-voltage DC power to the first voltage conversion module 12. The first voltage conversion module 12 converts the received high-voltage power into low-voltage DC power and sends it into the first power supply path 15. Subsequently, multiple intelligent power distribution units 13 obtain a unified low-voltage DC power supply input and establish inter-regional status interaction through a communication link. After receiving a load access request from a load device 14 in its respective region, each intelligent power distribution unit 13 collects the power supply status of its own region and other regions, and filters the accessible power supply paths in combination with power distribution domain constraints, thereby determining whether the load device 14 corresponding to the load access request is allowed to access. Then, when the load device 14 corresponding to the load access request is allowed to access, the corresponding output channel is selected and the power supply path is configured, and the electrical energy in the first power supply path 15 is distributed to the target load device 14 through the intelligent power distribution unit 13. By coordinating the power battery 11, the first voltage conversion module 12, the first power supply path 15, multiple intelligent power distribution units 13, and the load device 14, and having the intelligent power distribution unit 13 uniformly process load access requests based on power supply status and distribution domain constraints, the access decisions of distributed loads can be incorporated into the same zoned power distribution framework. This allows the load device 14 to still obtain the corresponding power supply path configuration according to the regional status when power supply changes. Simultaneously, this structure also ensures consistency in the power supply switching and recovery processes between different regions.

[0113] Optionally, when the power supply status changes, each intelligent power distribution unit 13 can also update the power supply path configuration according to the power supply status obtained through communication.

[0114] In one possible implementation, the power distribution domain constraints include a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit 13, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit 13, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. The intelligent power distribution unit 13 is specifically used to: parse the load access request to obtain the target load device 14 corresponding to the load access request, as well as the target power supply domain, target power, and load level of the target load device 14, and obtain the real-time power supply status and power distribution domain constraints by communicating with each intelligent power distribution unit 13; if the target power supply domain does not break the power supply domain mapping boundary and does not belong to the fault isolation boundary, configure a power supply path for the load device 14 corresponding to the load access request based on the power supply status, capacity boundary, and load level. The power supply path includes a main power supply path for undertaking the main power transmission and / or an auxiliary power supply path for backup power supply.

[0115] The main power supply path is a power supply path used to carry the main power transmission. It is usually set on the main power supply branch between the intelligent power distribution unit 13 and the target load device 14 to carry the rated operating current of the target load device 14 under normal power supply conditions.

[0116] A secondary power supply path is a redundant path used for backup power supply. It is usually set up in parallel with the main power supply path or connected to the target load device 14 through an independent branch, so as to maintain the minimum functional operation of the target load device 14 when the capacity is limited or the main power supply path is unavailable.

[0117] Distribution domain constraints are a set of rules used to limit the power supply decision boundaries of the intelligent power distribution unit 13. In dual-voltage power distribution scenarios for vehicles, distribution domain constraints are used to constrain and filter load access behavior in different areas, preventing cross-domain mis-distribution and fault propagation.

[0118] The power supply domain mapping boundary is used to characterize the manageable range of the power supply area corresponding to the intelligent power distribution unit 13. The essence of the power supply domain mapping boundary is the logical boundary of area division and control authority. The intelligent power distribution unit 13 determines whether the target power supply domain to which the target load device 14 belongs is within the controllable range of this area based on the power supply domain mapping boundary.

[0119] In one possible embodiment, the power supply domain mapping boundary can be defined as a domain partitioning table maintained internally by the intelligent power distribution unit 13. The power supply domain mapping boundary can be stored in non-volatile memory, random access memory (RAM) cache, or an onboard domain configuration file to record the correspondence between each power supply area and each target device. The function of the power supply domain mapping boundary is to logically limit the set of target power supply domains that the current intelligent power distribution unit 13 is allowed to manage. The power supply domain mapping boundary does not require the formation of independent mechanical components in its physical implementation; instead, it is maintained and invoked through software modules, parameter tables, or mapping matrices within the intelligent power distribution unit 13. The power supply domain mapping boundary can be represented as a list of area numbers, a list of node addresses, or a domain topology mapping table.

[0120] The capacity boundary characterizes the power supply capability of the intelligent power distribution unit 13. Essentially, the capacity boundary limits the maximum power, maximum current, or remaining power supply margin that can be carried. It prevents overload power supply after a load is connected. Optionally, the capacity boundary can be determined by the intelligent power distribution unit 13 based on the rated current, rated power, current remaining capacity, and branch temperature rise status of its area.

[0121] In one exemplary implementation, the capacity boundary can be a fixed threshold or a dynamic threshold that is updated over time, temperature, or power supply status.

[0122] Fault isolation boundaries characterize the isolation range of faulty areas and faulty equipment within a vehicle. Essentially, fault isolation boundaries are logically shielded areas formed by combining fault diagnosis results. They are used to prevent faulty paths from being reconnected and to constrain power supply paths to bypass faulty branches.

[0123] The fault isolation boundary can be generated by the intelligent power distribution unit 13 based on the fault diagnosis results. Once a fault area or faulty device is identified, the corresponding branch, node, or device can be marked as an isolation object and added to the fault isolation boundary. In subsequent power distribution decisions, the relevant paths within the fault isolation boundary are masked. The fault isolation boundary can be represented as a fault status table, isolation permission table, or logical masking matrix, or it can be updated in real time based on fault tree analysis, connectivity graph analysis, or branch tracing results.

[0124] After receiving a load access request, the intelligent power distribution unit 13 first parses the load access request and extracts the target load device 14, as well as the target power supply domain, target power and load level corresponding to the target load device 14 from the load access request.

[0125] Optionally, the target power supply domain can be determined by querying the area mapping table using the device address or domain number carried in the load access request.

[0126] Optionally, the target power can be obtained from the rated power, starting power, or operating power parameters of the target load device 14.

[0127] Load ratings can be used to differentiate between critical loads, general loads, or safety loads.

[0128] Meanwhile, the intelligent power distribution unit 13 communicates with each other to obtain the current power supply status and distribution domain constraints within the vehicle in real time. The power supply status typically includes information such as bus voltage, current, remaining power supply capacity, branch load rate, and switch status. The distribution domain constraints include the latest mapping boundaries, capacity boundaries, and fault isolation boundaries of each intelligent power distribution unit 13.

[0129] If the target power supply domain corresponding to the target load device 14 does not exceed the power supply domain mapping boundary, and the target load device 14 does not belong to the area defined by the fault isolation boundary, then the intelligent power distribution unit 13 configures its power supply path based on the current power supply status, capacity boundary and load level.

[0130] Optionally, when the target power is high and the power supply margin is sufficient, a main power supply path that undertakes the main power transmission can be established first.

[0131] Optionally, when the target load device 14 is a critical backup object or needs to maintain minimum operating requirements when the main power supply path is abnormal, an auxiliary power supply path for backup power supply can be further configured. The auxiliary power supply path can maintain the basic power supply continuity of the target load device 14 when the main power supply path fails, is derated, or is switched.

[0132] The boundary form of the distribution domain constraints can be realized by a real-time calculation model. This application embodiment does not limit the representation form of the distribution domain constraints. The judgment method of the intelligent distribution unit 13 can be either a fixed threshold comparison or a dynamic judgment method based on fault spectrum or connectivity analysis.

[0133] The target power supply domain, target power, and load level are typically obtained through standardized message fields during request parsing. The intelligent power distribution unit 13 can read the device address, target area identifier, power demand field, and level identifier field from the communication bus according to the message format, and match the read device address, target area identifier, power demand field, and level identifier field with the mapping relationship maintained locally to form the input parameters required for power supply decision.

[0134] The configuration of power supply paths is typically accomplished through control switches, relays, solid-state switches, or power distribution units.

[0135] The main power supply path and the auxiliary power supply path can share part of the upstream bus, or they can be connected to the target load device 14 through different branches, different protection devices or different interface ports, so as to realize main and backup switching, derating operation or backup maintenance under different power supply conditions.

[0136] The relationship between capacity limits and load levels in decision-making can be understood as follows: when the capacity limit still has a large margin and the load level is high, a primary and secondary parallel power supply method is preferred for the target load device 14. When the capacity limit is close to the threshold or the load level is of the minimum requirement type, a secondary power supply path is preferred to ensure the minimum operating requirements of critical equipment.

[0137] When the system starts, each intelligent power distribution unit 13 first completes the initialization calibration of its own power supply area and simultaneously maintains the power supply domain mapping boundary, capacity boundary, and fault isolation boundary. Subsequently, each intelligent power distribution unit 13 continuously listens for load access requests from load devices 14 within its area and status broadcasts from other intelligent power distribution units 13. During the operation of the intelligent power distribution unit 13, when a target load device 14 issues a load access request, the corresponding intelligent power distribution unit 13 parses the load access request to obtain the target power supply domain, target power, and load level of the target load device 14. Combining this with real-time collected bus voltage, current, branch status, and power distribution domain constraint information shared by other intelligent power distribution units 13, it comprehensively judges whether the target power supply domain exceeds the power supply domain mapping boundary, whether it is at the fault isolation boundary, and whether the current capacity boundary allows access. If the target load device 14 corresponding to the load access request meets the access conditions, the main power supply path and / or auxiliary power supply path are configured according to the load level and current power supply status, so that the target load device 14 can access the first power supply path 15 in a way that meets the power requirements. Because the intelligent power distribution units 13 maintain communication and linkage, they can promptly adjust path configurations when power supply capacity changes, local branch circuits malfunction, or fault isolation status is updated, avoiding cross-domain erroneous access and fault propagation. Simultaneously, they enable critical loads to maintain basic operation through auxiliary power supply paths even when capacity is limited or the main power supply path is abnormal, thereby improving the overall vehicle power supply coordination, power distribution safety, and the continuity of power supply to critical loads. Without departing from the overall concept of this application, the power supply path switching method, boundary determination method, and load level classification method can all be modified according to the specific vehicle model and control strategy.

[0138] In one possible implementation, the intelligent power distribution unit 13 is further configured to: configure a main power supply path and an auxiliary power supply path for the target load device 14 if the sum of the target power and the total power within the power supply state does not exceed the capacity boundary and the load level is a critical load; configure a main power supply path for the target load device 14 if the sum of the target power and the total power within the power supply state does not exceed the capacity boundary and the load level is not a critical load; and configure an auxiliary power supply path for the target load device 14 if the sum of the target power and the total power within the power supply state exceeds the capacity boundary and the load level is a critical load.

[0139] The intelligent power distribution unit 13 is used to determine the capacity of the target power by combining the real-time power supply status after parsing the access request of the target load device 14, and select the corresponding power supply path according to the load level.

[0140] Optionally, the main power supply path may consist of at least one of the following: copper busbar, low-impedance wire harness, relay contact, or semiconductor switch link.

[0141] Optionally, the auxiliary power supply path may consist of at least one of the following links: fine-gauge wiring harness, current-limiting branch, independent 48-volt branch, 12-volt monitoring branch, backup battery branch, or low-power electronic fuse channel.

[0142] Critical loads refer to load types that require priority power supply even in the event of a fault or capacity limitation. Optionally, the equipment corresponding to critical loads may include at least one of the following load devices 14: brake actuators, steering actuators, chassis controllers, thermal management controllers, or other load devices that play a critical role in vehicle safety and core functions. Correspondingly, non-critical loads corresponding to critical loads may include at least one of the following load types: comfort loads, infotainment loads, auxiliary lighting loads, or non-emergency actuators.

[0143] When configuring power supply paths, the intelligent power distribution unit 13 typically establishes the required power supply links by controlling relay activation, semiconductor switch activation, or electronic fuse closure, and achieves path switching or path isolation by controlling disconnection actions, thereby enabling the main power supply path and the auxiliary power supply path to form a logically independently controllable power supply relationship.

[0144] The specific form, materials and connection methods of the main power supply path and the auxiliary power supply path can be adjusted according to the vehicle's power distribution architecture, load current level and layout space. The purpose is to enable the intelligent power distribution unit 13 to perform differentiated power supply configuration based on capacity boundaries and load levels.

[0145] Upon startup, the intelligent power distribution unit 13 first receives the load access request from the target load device 14 and parses the target power and load level of the target load device 14 from the load access request. Simultaneously, the intelligent power distribution unit 13 combines communication data with other intelligent power distribution units 13 to obtain the power supply status and distribution domain constraints. The intelligent power distribution unit 13 superimposes the target power with the total power within the power supply status and compares it with a preset capacity boundary. When the superposition result of the target power and the total power within the power supply status does not exceed the capacity boundary and the target load device 14 is a critical load, the intelligent power distribution unit 13 simultaneously configures a primary power supply path and an auxiliary power supply path for the target load device 14, ensuring that the primary power transmission for the target load device 14 is handled by the primary power supply path during normal operation. Simultaneously, in the event of an abnormal disconnection of the primary power supply path, excessive local voltage drop, or fluctuations in the power supply status, the auxiliary power supply path maintains a minimum power supply, thus forming a dual-path power supply guarantee mechanism.

[0146] When the sum of the target power and the total power in the power supply state does not exceed the capacity boundary and the target load device 14 is not a critical load, the intelligent power distribution unit 13 only configures the main power supply path for the target load device 14, so that the target load device 14 does not occupy redundant resources while meeting the normal operation requirements, thereby improving the utilization efficiency of the power supply path.

[0147] When the sum of the target power and the total power in the power supply state exceeds the capacity boundary and the target load device 14 is a critical load, the intelligent power distribution unit 13 only configures an auxiliary power supply path for the target load device 14. This is to prioritize the minimum functional operation of the critical load under limited capacity conditions and to prevent it from occupying the main power supply path and further aggravating the power supply congestion of the whole vehicle.

[0148] Therefore, the intelligent power distribution unit 13 can allocate power supply paths in a hierarchical manner according to capacity boundaries and load levels, so that critical loads can obtain dual-path redundancy protection when capacity is sufficient, and can still maintain a backup power supply when capacity is limited, while non-critical loads can use single-path power supply under the premise of meeting functional requirements, thereby reducing redundancy occupation and improving the overall vehicle power supply coordination.

[0149] By linking power supply status, capacity boundaries, and load levels for judgment, a more stable path configuration can be achieved under conditions of multiple loads accessing concurrently and power supply capacity fluctuations, thereby improving the vehicle power supply system's continuous power supply capability and fault recovery stability for critical loads.

[0150] In one possible implementation, the intelligent power distribution unit 13 is further configured to: refuse to supply power to the target load device 14 if the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary.

[0151] If the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary, the intelligent power distribution unit 13 will output a power supply prohibition command to keep the power supply path corresponding to the target load device 14 disconnected, thereby avoiding the transmission of power to areas that are not allowed to be accessed or fault areas.

[0152] In this way, when the target power supply domain is within the fault isolation boundary, the fault propagation path can be cut off, preventing abnormal energy from spreading to other areas. Simultaneously, when the target power supply domain exceeds the power supply domain mapping boundary, it ensures that a certain load can only be connected by power supply resources within a preset area, making the power distribution boundary clearer.

[0153] Furthermore, the intelligent power distribution unit 13 can also report the rejection result to other intelligent power distribution units 13, so that other intelligent power distribution units 13 will no longer allocate power to the target load device 14. Through this boundary interception mechanism implemented before power supply access, on the one hand, it can prevent power distribution chaos caused by cross-domain load misconnection, and on the other hand, it can prevent the fault area from continuing to absorb or leak electrical energy, thereby reducing the impact of short circuit propagation, thermal runaway propagation, or local branch interlocking protection on the stability of the vehicle's power supply. It can be seen that this enhances the isolation capability of the fault area, so that critical power supply resources prioritize serving the load device 14 that is allowed to access and is in normal condition.

[0154] Figure 2 A schematic diagram of the vehicle power supply system provided in the embodiments of this application. Figure 2 .like Figure 2 As shown, in this embodiment... Figure 1 Based on the embodiments, the vehicle power supply system is described in detail, which includes:

[0155] In one possible implementation, the intelligent power distribution unit 13 further includes a rear cabin intelligent power distribution unit 132 and a right front intelligent power distribution unit 131. The load devices 14 in the area corresponding to the right front intelligent power distribution unit 131 are connected to the rear cabin intelligent power distribution unit 132 via redundant power supply links. The redundant power supply links are used to enable the rear cabin intelligent power distribution unit 132 to receive load access requests from the load devices 14 in the area corresponding to the right front intelligent power distribution unit 131 when the power supply link of the right front intelligent power distribution unit 131 fails, and to configure a power supply path for the load devices 14 corresponding to the load access requests based on the power supply status and power distribution domain constraints.

[0156] The rear compartment intelligent power distribution unit 132 is a power distribution control unit located in the rear compartment area of ​​the vehicle. After receiving a load access request from the right front area, the rear compartment intelligent power distribution unit 132 is used to parse, verify and configure the power supply path of the request, and take over some of the power distribution control functions originally performed by the right front intelligent power distribution unit 131 when necessary.

[0157] The right front intelligent power distribution unit 131 is a power distribution control unit located in the right front area of ​​the vehicle. The right front intelligent power distribution unit 131 is used for access management, status monitoring and fault reporting of the normal power supply of the load equipment 14 in the right front area.

[0158] A redundant power supply link is a backup channel used to replace the original power supply path when the main power supply link fails. The function of the redundant power supply link is to ensure that the load equipment 14 in the right front area can still obtain power control and path allocation through the rear cabin intelligent power distribution unit 132 in the event of main link failure, communication interruption, or power failure of a local control unit.

[0159] Optionally, the redundant power supply link is typically located across the front and rear areas of the vehicle or extends along the vehicle floor, side panels, sill beams, etc., and forms a switchable connection with the rear compartment intelligent power distribution unit 132 and the right front intelligent power distribution unit 131, so as to quickly establish an alternative control path in the event of a fault.

[0160] In one possible embodiment, the connection between the rear compartment intelligent power distribution unit 132 and the right front intelligent power distribution unit 131 can be achieved through an independent wiring harness, a backup bus, a redundant power link, or a parallel communication circuit. The independent wiring harness can be in the form of twisted-pair shielded wire, low-voltage power line, or composite wiring harness. The backup bus can be in the form of Controller Area Network (CAN), Local Interconnect Network (LIN), Ethernet, or other communication media suitable for low-voltage control of the vehicle. The redundant power link can be a parallel power supply bus or an independent fuse branch that is electrically isolated from the main link.

[0161] To ensure the reliability of the redundant power supply links during fault switching, the rear compartment intelligent power distribution unit 132 and the right front intelligent power distribution unit 131 can be equipped with dual-channel interfaces, redundant ports, or switchable transceiver units, respectively, and the switching of the primary and backup paths can be achieved through relays, solid-state switching devices, or logic forwarding modules. In practical applications, the connection form, wiring route, and switching method of the redundant power supply links can be adjusted according to the vehicle platform, electrical architecture, and installation space, and this application embodiment does not impose any restrictions on these aspects.

[0162] The front intelligent power distribution unit 13 first monitors the status of its own power supply link and responds routinely to the access requests of the load device 14 in the right front area. If a fault, power failure, communication anomaly, or interruption of the main power supply path is detected in the power supply link of the right front intelligent power distribution unit 131, the redundant power supply link is activated. By adjusting the power distribution domain constraints, the load access request of the load device 14 in the right front area is then transmitted to the rear cabin intelligent power distribution unit 132 via the redundant power supply path.

[0163] Subsequently, after receiving the load access request from the load device 14 in the area corresponding to the right front intelligent power distribution unit 131, the rear cabin intelligent power distribution unit 132, in combination with the real-time power supply status of the whole vehicle, the current capacity boundary of each intelligent power distribution unit 13, the power demand of the target load, and the power distribution domain constraints, determines whether the load device 14 can continue to be powered and configures the power supply path for the target load device 14.

[0164] Specifically, when the target power supply domain does not exceed the power supply domain mapping boundary and does not enter the fault isolation boundary, the rear compartment intelligent power distribution unit 132 can establish a main power supply path, an auxiliary power supply path, or a combination of both for the target load device 14 to maintain continuous operation of the load. When the power supply status allows and the target load is a critical load, the rear compartment intelligent power distribution unit 132 can prioritize maintaining its backup power supply, thereby reducing the risk of functional interruption in the event of an abnormal control link in the right front area of ​​the vehicle.

[0165] Therefore, when a link failure occurs in the right front intelligent power distribution unit 131, the relevant load does not directly lose management. Instead, the rear compartment intelligent power distribution unit 132 takes over the control and completes the path reconstruction through the redundant power supply link. This allows the load equipment 14 in the right front area to still receive continuous and coordinated power supply support under fault conditions, thereby improving the reliability, fault tolerance and stability of the vehicle power supply system.

[0166] In one possible implementation, the first power supply path 15 includes a first main power supply path 151 and a first auxiliary power supply path 152. The intelligent power distribution unit 13 includes a front cabin intelligent power distribution unit 133 and a zone power controller 134 with an integrated electronic fuse element. The first main power supply path 151 is connected to the input terminal of the front cabin intelligent power distribution unit 133 and is used to provide the front cabin intelligent power distribution unit 133 with the low-voltage DC power corresponding to the first power supply path 15. The first auxiliary power supply path 152 is connected to the input terminal of the zone power controller 134 and is used to provide the zone power controller 134 with the low-voltage DC power corresponding to the first power supply path 15.

[0167] The first main power supply path 151 is a branch path that undertakes the main power supply task of the forward cabin intelligent power distribution unit 133. The function of the first main power supply path 151 is to deliver stable power to the forward cabin intelligent power distribution unit 133 and provide continuous input to its internal control circuits, communication circuits and the forward cabin load control unit it manages during the power supply process.

[0168] The first auxiliary power supply path 152 is an auxiliary branch used to supply power to the area power controller 134. The function of the first auxiliary power supply path 152 is to provide operating power to the area power controller 134 with integrated electronic fuse, so that the area power controller 134 can implement on / off control and overcurrent protection for the downstream load branch.

[0169] The forward cabin intelligent power distribution unit 133 is a controller located in the forward cabin area. The input terminal of the forward cabin intelligent power distribution unit 133 receives power from the first main power supply path 151 and outputs power to the forward cabin loads and other controllers.

[0170] The area power controller 134 is a power distribution controller with an integrated electronic fuse. The function of the area power controller 134 is to realize branch protection and area power distribution. It is typically connected to the first secondary power supply path 152 and outputs power to the subsequent intelligent power distribution unit 13, thus forming a controllable area-level power supply node. The electronic fuse typically uses semiconductor devices to implement overcurrent protection, short-circuit protection, and controlled reset. It can quickly disconnect the corresponding branch when the load current is abnormal and reconnect it after the recovery conditions are met.

[0171] Optionally, the first main power supply path 151 and the first secondary power supply path 152 can form independent power supply branches in terms of topology. Optionally, the first secondary power supply path 152 can be set in parallel with the first main power supply path 151 but serve different control nodes.

[0172] After the front cabin intelligent power distribution unit 133 is connected to the first main power supply path 151, it can centrally coordinate the load devices 14 in the area corresponding to the front cabin intelligent power distribution unit 133. After the area power controller 134 is connected to the first secondary power supply path 152, it can perform branch protection and controlled power supply for the load links in the area corresponding to the area power controller 134.

[0173] After the high-voltage DC power from the power battery 11 is converted into low-voltage DC power corresponding to the first power supply path 15 by the first voltage conversion module 12, the corresponding low-voltage DC power is sent to the first main power supply path 151 and the first auxiliary power supply path 152 respectively. The first main power supply path 151 provides a stable operating power supply for the front cabin intelligent power distribution unit 133, enabling the front cabin intelligent power distribution unit 133 to continuously receive, parse, and forward load access requests from the load devices 14 in the corresponding area of ​​the front cabin intelligent power distribution unit 133. The first auxiliary power supply path 152 provides power to the area power controller 134, which integrates electronic fuse elements, enabling the area power controller 134 to perform distribution, monitoring, and protection control on the downstream branches after power-on.

[0174] Since the first main power supply path 151 and the first secondary power supply path 152 serve different types of control nodes, when the control requirements of the front cabin change or when overcurrent or short circuit occurs in the regional power distribution branch, the front cabin intelligent power distribution unit 133 and the regional power controller 134 can maintain independent operation under the stable support of their respective power supply paths, and complete the coordinated configuration of the power supply path through the established communication relationship.

[0175] In particular, with the integration of electronic fuse components within the regional power controller 134, it is able to perform finer-grained protection and reset control on downstream regional loads based on the power supply from the first secondary power supply path 152, thereby reducing the impact of a single branch failure on the continuity of power supply to the entire vehicle.

[0176] Meanwhile, the front compartment intelligent power distribution unit 133 is continuously powered by the first main power supply path 151, which helps to ensure the continuity and response speed of key control functions in the front compartment. As a result, a hierarchical power supply relationship is formed in the vehicle for different control nodes, making the controller power supply path clearer, the area protection more independent, and the fault isolation more explicit. This helps to improve the power supply coordination in dual-voltage power distribution scenarios, the continuous working capability of key controllers, and the reliability of the vehicle's power distribution system.

[0177] In one possible implementation, the system further includes a second voltage conversion module 15, wherein:

[0178] The input terminal of the second voltage conversion module 15 is connected to the first auxiliary power supply path 152, and the output terminal of the second voltage conversion module 15 is connected to the second power supply path. The second power supply path is used to provide the load device 14 with the low-voltage DC power corresponding to the second power supply path.

[0179] The second voltage conversion module 15 is a voltage conversion device used to further convert the low-voltage DC power output from the first auxiliary power supply path 152. The function of the second voltage conversion module 15 is to provide a stable power supply to the load device 14 that matches the operating voltage of the load device 14, thereby enabling the low-voltage load device 14 to operate independently and reliably in the vehicle's dual-voltage power supply system. Optionally, the second voltage conversion module 15 is used to convert the low-voltage DC power output from the first auxiliary power supply path 152 into 12V DC power.

[0180] Optionally, the second voltage conversion module 15 is typically located near the low-voltage load device 14 or at a branch location of the first auxiliary power supply path 152 in order to shorten the length of the low-voltage side wiring harness, reduce line voltage drop, and reduce power loss.

[0181] When the second voltage conversion module 15 is located close to the load side, it can directly send the low voltage output to the corresponding low voltage load device 14, avoiding electromagnetic interference and increased wiring complexity caused by long-distance low voltage power distribution.

[0182] For example, the second voltage conversion module 15 can be implemented as an automotive-grade second voltage conversion module 15, an onboard step-down circuit, or a sealed power conversion box, etc.

[0183] Under the coordination of the intelligent power distribution unit 13 and the regional power controller 134, the first secondary power supply path 152 provides input power to the second voltage conversion module 15. The second voltage conversion module 15, according to a preset control strategy, converts the low-voltage DC power output from the first secondary power supply path 152 into a target voltage and outputs it to the low-voltage load device 14, enabling the low-voltage load device 14 to operate stably within its rated voltage range. The target voltage characterizes the voltage requirement of a stable power supply that matches the operating voltage of the load device 14.

[0184] When the low-voltage load device 14 is in intermittent operation, light load operation, or peak start-up phase, the second voltage conversion module 15 can maintain the continuity and dynamic response capability of the output voltage by adjusting the output duty cycle, synchronous rectification state, or voltage regulation loop parameters through feedback. Since the low-voltage load side obtains a specially adapted voltage from the first auxiliary power supply path 152 through the second voltage conversion module 15, it can reduce the wiring harness burden caused by direct conversion between high and low voltages, and can also form a certain voltage buffer for the low-voltage side when local fluctuations occur in the first auxiliary power supply path 152, thereby improving the power supply stability, power distribution flexibility, and coordination of the vehicle power supply system of the on-board low-voltage load device 14.

[0185] In one possible implementation, the intelligent power distribution unit 13 further includes a right front intelligent power distribution unit 131, wherein: the output terminal of the front cabin intelligent power distribution unit 133 is connected to the load device 14 in the area corresponding to the front cabin intelligent power distribution unit 133 and the input terminal of the right front intelligent power distribution unit 131, respectively; the front cabin intelligent power distribution unit 133 is used to provide power to the right front intelligent power distribution unit 131; and the front cabin intelligent power distribution unit 133 is used to receive load access requests from the load device 14 in the area corresponding to the front cabin intelligent power distribution unit 133 and / or from the right front intelligent power distribution unit 131. The system receives load access requests from load devices 14 and / or the right front intelligent power distribution unit 131, and configures power supply paths for the load devices 14 and / or the right front intelligent power distribution unit 131 corresponding to the load access requests based on power supply status and power distribution domain constraints. The output terminal of the right front intelligent power distribution unit 131 is connected to the load devices 14 in the area corresponding to the right front intelligent power distribution unit 131. The right front intelligent power distribution unit 131 is used to receive load access requests from load devices 14 in the area corresponding to the right front intelligent power distribution unit 131, and configures power supply paths for the load devices 14 corresponding to the load access requests based on power supply status and power distribution domain constraints.

[0186] The front compartment intelligent power distribution unit 133 and the right front intelligent power distribution unit 131 are usually electrically connected through an independent wiring harness, branch bus or dual-port connector. Optionally, the electrical connection can be fixed by any structure such as plug-in terminal, bolt crimp terminal or crimp terminal to adapt to the requirements of vehicle front compartment layout space, vibration environment and maintenance convenience.

[0187] For example, the connection between the front cabin intelligent power distribution unit 133 and the right front intelligent power distribution unit 131 can also be achieved by cascading power supply, ring network power supply or backup power supply line. When the first main power supply branch fluctuates, the right front intelligent power distribution unit 131 can still maintain the continuity of power input.

[0188] The front cabin intelligent power distribution unit 133 is used to receive load access requests from load devices 14 within the front cabin area and / or load access requests from the right front intelligent power distribution unit 131. This means that the front cabin intelligent power distribution unit 133 can uniformly receive, parse, and allocate load access requests from the area corresponding to the front cabin intelligent power distribution unit 133 and from the right front intelligent power distribution unit 131 connected to the front cabin intelligent power distribution unit 133. It should be understood that when the right front intelligent power distribution unit 131 is connected to the front cabin intelligent power distribution unit 133, the right front intelligent power distribution unit 131 can be considered as a load device 14 within the area corresponding to the front cabin intelligent power distribution unit 133.

[0189] The right front intelligent power distribution unit 131 is used to receive load access requests from load devices 14 in the right front area, which means that the right front intelligent power distribution unit 131 can perform localized processing of the power-on requirements of each load device 14 in the area corresponding to the right front intelligent power distribution unit 131.

[0190] The function and role of the front cabin intelligent power distribution unit 133 is to coordinate the upstream power supply between the front cabin area and the right front area. When the load device 14 in the area corresponding to the front cabin intelligent power distribution unit 133 and the load in the right front area simultaneously request access, the power supply can be selected based on the real-time power supply status, capacity occupancy, and pre-set power distribution domain constraints. Through power supply selection, available power resources are allocated to the corresponding load device 14 or a power supply path is established for the right front intelligent power distribution unit 131 itself, thereby ensuring that the right front intelligent power distribution unit 131 obtains a stable voltage power supply under the control of the upstream node.

[0191] The function and role of the right front intelligent power distribution unit 131 is to respond locally to the access requests of each load device 14 in the right front area, and, in combination with the power supply status and power distribution domain constraints of its own area, establish a main power supply path or an auxiliary power supply path to the corresponding load device 14, so as to realize the orderly access of the load in this area.

[0192] The output terminals of the front cabin intelligent power distribution unit 133 are connected to the load equipment 14 in the front cabin area and the input terminals of the right front intelligent power distribution unit 131, respectively. Therefore, the front cabin intelligent power distribution unit 133 is responsible for both power distribution in this area and power supply and control information forwarding to the right front intelligent power distribution unit 131.

[0193] The output terminal of the right front intelligent power distribution unit 131 is connected to each load device 14 in the area corresponding to the right front intelligent power distribution unit 131. The connection interface between the front cabin intelligent power distribution unit 133 and the right front intelligent power distribution unit 131 can be set as a separate power input terminal, a composite signal power port, or a multi-core connector with communication contacts to ensure synchronous transmission of power supply and control signals.

[0194] The front cabin intelligent power distribution unit 133 first obtains power from the first power supply path 15, and directly distributes a portion of the power in the first power supply path 15 to the load equipment 14 in the area corresponding to the front cabin intelligent power distribution unit 133, and sends another portion of the power to the input end of the right front intelligent power distribution unit 131 through the output end of the front cabin intelligent power distribution unit 133, so that the right front intelligent power distribution unit 131 keeps in a power-on standby state.

[0195] Optionally, the front cabin intelligent power distribution unit 133 first obtains power from the first power supply path 15, and directly distributes a portion of the power in the first power supply path 15 to the load device 14 in the area corresponding to the front cabin intelligent power distribution unit 133. After receiving the load access request from the right front intelligent power distribution unit 131, based on the power supply status and power distribution domain constraints, the other portion of the power is transmitted from the output terminal of the front cabin intelligent power distribution unit 133 to the input terminal of the right front intelligent power distribution unit 131 to configure the power supply path for the front cabin intelligent power distribution unit 133.

[0196] Subsequently, the front cabin intelligent power distribution unit 133 receives load access requests from load devices 14 within its corresponding area. After parsing the load access requests, it determines whether the target load access is allowed based on the power supply status and power distribution domain constraints, obtaining a judgment result. Then, based on the judgment result, it configures the main power supply path or auxiliary power supply path for the corresponding load device 14 or the right front intelligent power distribution unit 131.

[0197] Meanwhile, if the right front intelligent power distribution unit 131 receives a load access request from the load device 14 in the area corresponding to the right front intelligent power distribution unit 131, it further configures a power supply path for the load device 14 corresponding to the load access request based on the power supply status and power distribution domain constraints.

[0198] Because the front compartment intelligent power distribution unit 133 provides upstream power support to the downstream right front intelligent power distribution unit 131, and the right front intelligent power distribution unit 131 performs localized access control for the loads in its area, the entire power supply link can achieve hierarchical coordination based on area division, reducing the probability of contention when multiple area loads are connected simultaneously. Simultaneously, this approach ensures continuous and controllable power transfer between the front compartment and the right front area, thereby improving the coordination, stability, and continuous power supply capability of the vehicle's 48V power distribution system for critical loads.

[0199] In one possible implementation, the intelligent power distribution unit 13 further includes a rear cabin intelligent power distribution unit 132, wherein: the output terminal of the area power controller 134 is connected to the input terminal of the rear cabin intelligent power distribution unit 132, and the area power controller 134 is used to provide power to the rear cabin intelligent power distribution unit 132; the output terminal of the rear cabin intelligent power distribution unit 132 is connected to the load device 14 in the area corresponding to the rear cabin intelligent power distribution unit 132, wherein the rear cabin intelligent power distribution unit 132 is used to receive load access requests from the load device 14 in the area corresponding to the rear cabin intelligent power distribution unit 132, and configure a power supply path for the load device 14 corresponding to the load access request based on the power supply status and power distribution domain constraints.

[0200] The output terminal of the zone power controller 134 is electrically connected to the input terminal of the rear cabin intelligent power distribution unit 132 via an output wiring harness, a power supply bus, or a plug-in connector, enabling the stable delivery of electrical energy from the zone power controller 134 to the rear cabin intelligent power distribution unit 132. Optionally, the connection between the output terminal of the zone power controller 134 and the input terminal of the rear cabin intelligent power distribution unit 132 can also employ a dual redundant power supply path to improve the power supply continuity of the rear cabin intelligent power distribution unit 132.

[0201] Optionally, the load devices 14 in the area corresponding to the rear cabin intelligent power distribution unit 132 may include at least one of the following: rear cabin lighting, rear actuators, rear cabin pumps, tailgate-related actuators, communication devices, or other rear cabin electrical loads.

[0202] Optionally, the input of the load device 14 is typically connected to the output of the rear cabin intelligent power distribution unit 132 via a wiring harness.

[0203] Optionally, the rear cabin intelligent power distribution unit 132 can achieve connection, disconnection and overcurrent protection of each load branch through relays, electronic switches, fuse units or integrated power drivers.

[0204] Based on the above structure, after receiving a load access request from the load device 14 in the area corresponding to the rear compartment intelligent power distribution unit 132, it can combine the current power supply status of the vehicle, the capacity boundary information synchronously acquired by each intelligent power distribution unit 13, and the power distribution domain constraint information to determine and configure the power supply path of the target load, thereby selecting the main power supply path, the auxiliary power supply path, or rejecting power supply, so that the power supply behavior in the rear compartment area is consistent with the vehicle power distribution strategy.

[0205] Specifically, when the target load device 14 belongs to the permitted power supply domain within the rear compartment area and is not within the fault isolation range, the rear compartment intelligent power distribution unit 132 establishes a corresponding power supply path for the load device 14 based on the matching relationship between the target power and the real-time power supply status. If the load level is a critical load and the remaining capacity meets the requirements, both the main power supply path and the auxiliary power supply path can be configured simultaneously to ensure that basic power supply can still be maintained during main circuit fluctuations or partial protection actions. If the load level is not a critical load, only the main power supply path is usually configured to meet its normal operating requirements.

[0206] If the rear cabin intelligent power distribution unit 132 determines that the target power supply domain exceeds the power supply domain mapping boundary, or the target power supply domain is within the fault isolation boundary, the rear cabin intelligent power distribution unit 132 may refuse to supply power to the corresponding load equipment 14 in order to avoid the safety risks caused by fault expansion or cross-domain power supply.

[0207] In one possible implementation, the system further includes an energy storage battery 16 connected to the first secondary power supply path 152, which provides power support and energy recovery for the first secondary power supply path 152.

[0208] The energy storage battery 16 is an energy storage unit used in an on-board power supply system. The function of the energy storage battery 16 is to supplement the power supply of the first secondary power supply path 152 when the power supply is insufficient, and to receive the recovered power from the first secondary power supply path 152 during vehicle braking, deceleration or power generation, so as to maintain the voltage stability of the first secondary power supply path 152 and improve the energy utilization rate of the whole vehicle.

[0209] The energy storage battery 16 is typically located in the chassis, battery pack compartment, or rear energy storage area of ​​the vehicle, and is coupled to the first secondary power supply path 152 via a bidirectional electrical connection, thereby enabling bidirectional energy flow for discharge support and charge recovery. The energy storage battery 16 and the first secondary power supply path 152 can be electrically connected via a bidirectional direct current (DC) interface, an energy management interface, or a battery management connection terminal to adapt to the voltage levels and control strategies of different vehicle platforms.

[0210] For example, the energy storage battery 16 may be implemented as a lithium-ion battery module, a lithium iron phosphate battery pack, or a hybrid energy storage unit.

[0211] Optionally, the voltage of the energy storage battery 16 needs to be aligned with the rated parameters of the vehicle's ZCU intelligent power distribution system and DC-DC converter to avoid problems such as abnormal power distribution efficiency and unstable load power supply. For example, the voltage of the energy storage battery 16 can be 48V.

[0212] Optionally, the capacity and rated power of the energy storage battery 16 are typically determined based on the number of intelligent power distribution units 13 carried by the first secondary power supply path 152, the peak power of the critical load, and the available space in the vehicle. Its dimensions can be cuboid, flat box, or modular assembly. The length, width, and height can be designed to match the installation location, typically maintaining coordination with the reserved space in the vehicle chassis, busbar length, and cooling structure dimensions. This provides stable auxiliary power supply and energy recovery buffering capabilities for the first secondary power supply path 152 without significantly increasing the overall vehicle layout complexity. It should be understood that the above examples are merely illustrative and not limiting.

[0213] The first secondary power supply path 152 enters a standby state under the coordinated action of the first voltage conversion module 12 and the related intelligent power distribution unit 13. The energy storage battery 16 establishes electrical coupling with the first secondary power supply path 152 through a bidirectional connection interface. When the load access demand increases, the main power output fluctuates, or local loads operate concurrently, the energy storage battery 16 can discharge in a timely manner according to the voltage, current, and power demand on the first secondary power supply path 152 to compensate for the power supply to critical loads. When the vehicle is braking, decelerating, or in energy recovery mode, the recovered electrical energy generated on the first secondary power supply path 152 can be recharged back into the energy storage battery 16 through the bidirectional interface, so that excess energy is temporarily stored and released again when the subsequent power demand increases.

[0214] Since the energy storage battery 16 forms a bidirectional energy exchange relationship with the first secondary power supply path 152, it can buffer and support the first secondary power supply path 152 when the power supply status fluctuates, regional load switches, and short-term peak power occurs, reducing the impact of transient voltage drop on the intelligent power distribution unit 13 and load equipment 14, and improving the energy recovery and utilization rate under recovery conditions, thereby improving the power supply continuity, response speed and energy utilization efficiency of the whole vehicle power supply network.

[0215] In one possible implementation, the intelligent power distribution unit 13 is further configured to: after detecting that there is a load device 14 with abnormal power supply within the intelligent power distribution unit 13, query the load level of the load device 14 with abnormal power supply; freeze the power supply path of the load device 14 whose load level is not critical load, and add the load device 14 whose load level is not critical load as a frozen object to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraint; and configure an auxiliary power supply path for the load device 14 whose load level is critical load.

[0216] The load device 14 with abnormal power supply refers to an electrical object that exhibits at least one abnormal characteristic in voltage, current, temperature, insulation status, or communication status monitored by the intelligent power distribution unit 13. The intelligent power distribution unit 13 typically identifies this abnormal state through sampling circuits, diagnostic algorithms, electronic fuse status feedback, or communication message verification results.

[0217] The load level is classification information used to distinguish the importance of the load device 14. In the embodiments of this application, the load level of the complex device includes at least critical loads and non-critical loads. The critical loads may correspond to core functions such as vehicle operation safety, braking control, steering control, thermal management maintenance, or power control, while the non-critical loads may correspond to ordinary loads such as comfort, electric assistance, or delayed recovery.

[0218] Freezing the power supply path of load device 14 whose load level is not critical load means that the intelligent power distribution unit 13 keeps the corresponding power supply channel in an open, current-limited or restricted state by turning off the relay of the branch where the load device 14 is located, reducing the drive duty cycle, limiting the output current or triggering the electronic fuse, thereby preventing abnormal loads from continuing to draw energy from the power supply path.

[0219] A fault isolation status table is a collection of logical entries used to record the frozen object, the corresponding fault area, the reason for isolation, and the duration of isolation. The fault isolation status table can be stored in the memory of the intelligent power distribution unit 13, or it can be updated synchronously among multiple intelligent power distribution units 13 to form a consistent basis for isolation determination.

[0220] Fault isolation boundaries are logical boundaries that are activated as entries in the status table are updated. Fault isolation boundaries are used to constrain the power supply range of the area where abnormal loads are located and their associated links, preventing fault currents, abnormal voltages, or uncontrolled communication from affecting the normal power supply of adjacent areas.

[0221] A secondary power supply path is a backup power supply channel relative to the primary power supply path. It can be composed of another controlled branch, redundant power supply link, bypass relay, or low-power maintenance channel, and is used to continuously supply power to critical loads when the primary power supply path is limited, a local branch is abnormal, or the capacity is under pressure.

[0222] First, the intelligent power distribution unit 13 may be equipped with an input interface for status acquisition, an output interface for power distribution, and a processor and memory for executing abnormal isolation logic. The processor runs a preset program to form the aforementioned freeze and isolation control strategy. The determination of power supply abnormality may be based on one or more of the following conditions: instantaneous current exceeding a threshold, voltage drop exceeding the allowable range, abnormal temperature rise, decreased insulation impedance, or communication timeout.

[0223] After confirming the anomaly, the intelligent power distribution unit 13 first queries the load level of the corresponding load from the local cache or the load ledger obtained synchronously by other intelligent power distribution units 13, and then performs differentiated handling according to the load level.

[0224] For non-critical loads, the intelligent power distribution unit 13 puts the power supply path corresponding to the load into a frozen state and writes the load as a frozen object into the fault isolation state table, so that the fault isolation boundary corresponding to the table entry is activated, thereby causing the local branch, area output port or associated redundant path connected to the load to enter the isolation constraint, preventing the anomaly from spreading to adjacent branches.

[0225] For critical loads, the intelligent power distribution unit 13 switches to the auxiliary power supply path to maintain power supply, ensuring that critical functions can still receive continuous power support under abnormal operating conditions. It should be understood that the above example is only for demonstration purposes and is not a limitation. The freezing action can be manifested as a complete disconnection, limited conduction, or periodic pulse power supply. The auxiliary power supply path can also be implemented by a backup branch of the same voltage level, a cross-regional redundant link, or a power supply channel with power buffer, depending on the vehicle power topology.

[0226] The intelligent power distribution unit 13 continuously receives the operating electrical parameters and communication status of the load devices 14 within its corresponding area. Upon detecting a load device 14 with an abnormal power supply, it immediately queries the load level of the abnormal load for classification and handling. If the load level is not a critical load, the intelligent power distribution unit 13 freezes its power supply path and adds it as a frozen object to the fault isolation status table, activating the corresponding fault isolation boundary within the power distribution domain constraints, thereby limiting the abnormal load from continuing to affect other circuits in the same area. If the load level is a critical load, the intelligent power distribution unit 13 does not completely interrupt it, but switches or maintains its auxiliary power supply path, enabling the critical load to maintain necessary operation even under conditions of main power supply path disturbance, capacity fluctuation, or partial fault.

[0227] Therefore, it is possible to prioritize the continuous power supply to critical loads after an anomaly occurs, while timely freezing and isolation of non-critical loads can be implemented to reduce the spread of fault current and the occupation of power supply resources, thereby improving the stability, coordination and fault recovery capability of the vehicle power supply system in dual-voltage power distribution scenarios.

[0228] In one possible implementation, the intelligent power distribution unit 13 is further configured to: remove frozen objects that meet preset recovery conditions from the fault isolation status table when frozen objects in the fault isolation status table meet preset recovery conditions; wherein, the preset recovery conditions include simultaneously meeting the following states within a continuously preset stable observation period: the bus voltage of the first power supply path 15 is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module 12 nor the electronic fuse element is in a protected state; the intelligent power distribution unit 13 does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

[0229] The fault isolation status table is used to record objects that are frozen due to power supply abnormality, branch overcurrent, protection action or communication abnormality. The frozen objects can be load equipment 14, branches, power supply paths or corresponding control objects. The intelligent power distribution unit 13 maintains them as a management unit for limited recovery.

[0230] The preset recovery conditions can be understood as a set of judgment thresholds and timing constraints used to confirm that the fault has been eliminated and the system state has returned to stability. Among them, the continuously preset stable observation period is used to eliminate misjudgments caused by short-term voltage fluctuations, current drop jitter, and instantaneous communication recovery.

[0231] The allowable range corresponds to the acceptable bus voltage range for the first power supply path 15 and the second power supply path under normal vehicle operating conditions.

[0232] The recovery threshold is used to limit the current in the branch corresponding to the frozen object to a safe range that will not trigger the protection action again.

[0233] The fact that the first voltage conversion module 12 and the electronic fuse element are not in the protection state indicates that both the upstream power supply unit and the downstream protection unit have exited the current limiting, overcurrent, undervoltage, or overtemperature protection lockout state.

[0234] If the intelligent power distribution unit 13 does not detect any continuous power supply anomalies, it indicates that the system no longer exhibits signs of continuous undervoltage, intermittent power outages, abnormal fluctuations, or partial short circuits. If the communication status is valid and the module temperature does not exceed limits, it means that the communication link between the intelligent power distribution unit 13 and the relevant nodes remains available, and the thermal status of the controller, electronic fuse, or related modules is within the sustainable operating range.

[0235] When a frozen object in the fault isolation status table meets the preset recovery conditions, the recovery logic for removing the frozen object that meets the preset recovery conditions from the fault isolation status table belongs to the software recovery judgment and status table update mechanism of the intelligent power distribution unit 13. Its carrying medium is usually a processor, memory, and the judgment program and status data written in it. The intelligent power distribution unit 13 collects bus voltage, branch current, protection status, abnormal flag, communication status, and temperature information, and continuously verifies this information during a stable observation period to determine whether the frozen object meets the conditions for release from isolation.

[0236] Optionally, the intelligent power distribution unit 13 can acquire various input data through voltage sampling circuits, current sampling circuits, temperature sensors, and communication message monitoring units, and use a time counter or sliding window to time a continuously preset stable observation period. When it is detected that the branch current corresponding to the frozen object is continuously lower than the recovery threshold, and the bus voltages of the first power supply path 15 and the second power supply path remain within the allowable range, the intelligent power distribution unit 13 further confirms that the first voltage conversion module 12 and the electronic fuse element have exited the protection state. At the same time, after confirming that there is no continuous power supply abnormality, the communication status is valid, and the module temperature does not exceed the limit, it can be determined that the frozen object has met the preset recovery conditions and is automatically removed from the fault isolation status table.

[0237] The removal operation can be performed by clearing the freeze flag, restoring the power supply path enable bit, or updating the priority record, thereby allowing the corresponding object to re-enter the normal scheduling state.

[0238] To improve the reliability of recovery determination, the stable observation period can be set from hundreds of milliseconds to tens of seconds, and the specific length can be calibrated according to the vehicle platform, load inertia, ambient temperature and line impedance.

[0239] The recovery threshold can also be set according to the branch rated current, the operating characteristics of the protection device, and the load type. A hysteresis-based upper and lower threshold structure can be used to avoid frequent freezing and thawing near the critical current. The allowable range can be set according to the upper and lower limits of the normal operation of the first power supply path 15 and the second power supply path, respectively, to adapt to the actual operating requirements of the dual-voltage power supply architecture. In terms of form, the preset recovery conditions are embodied in the combination of the program algorithm in the controller, the recovery judgment table, and the monitoring input data.

[0240] In a possible implementation, the intelligent power distribution unit 13 can be implemented using a single-chip processor, an automotive-grade microcontroller, or a domain controller with real-time task scheduling capabilities, while the electronic fuse element can be a solid-state electronic fuse, an intelligent high-side switch, or a power switching device with diagnostic functions.

[0241] In one possible embodiment, when performing a recovery judgment, the intelligent power distribution unit 13 first clears or attenuates the historical abnormal information of the branch where the frozen object is located, and then continuously confirms whether all conditions are met at the same time during the stable observation period. Only when the continuous monitoring meets the requirements will the removal action be performed, thereby avoiding misunderstanding due to transient recovery.

[0242] Since the recovery process requires both the first power supply path 15 and the second power supply path to be in a stable range simultaneously, the energy supply relationship between the main power supply link and the low-voltage branch can be effectively maintained in a coordinated manner. Since the first voltage conversion module 12 and the electronic fuse element are also required to be in an unprotected state, premature restoration of power to downstream objects while upstream protection lockout is still present can be avoided. Since communication status is required to be valid and module temperature is not exceeded, the controller can be ensured to continuously receive feedback from each node and operate under safe thermal conditions. Therefore, during the transition from fault isolation state to recovery state, the intelligent power distribution unit 13 can release the isolation markers of frozen objects one by one in a controlled manner, allowing objects whose faults have been eliminated and whose states are stable to be reintegrated into power supply management. This avoids premature restoration of power before the fault is completely resolved, which could lead to secondary overcurrent, repeated power outages, or repeated protection triggering, thereby improving the recovery stability, power supply continuity, and overall vehicle operational reliability of the vehicle's dual-voltage power distribution system.

[0243] This application provides a vehicle in which a vehicle power supply system as described in the above embodiment or any of the possible implementations of the above embodiments is deployed.

[0244] By integrating a vehicle power supply system within the vehicle, the power battery, first voltage conversion module, first power supply path, multiple intelligent power distribution units, and load devices within the area form a collaborative power supply architecture. Each intelligent power distribution unit can receive access requests from corresponding load devices and coordinate them in a unified manner based on the current power supply status and power distribution domain constraints. This allows for the rational allocation of power supply paths for loads in different areas, thereby reducing resource competition and localized malfunctions caused by decentralized decision-making. Through the vehicle structure described above, continuous power supply to critical loads such as chassis actuators and thermal management components can be prioritized, improving power supply stability and recovery coordination during concurrent power consumption in multiple areas. Therefore, this contributes to enhancing the reliability of low-voltage power supply and the overall safety of vehicle operation.

[0245] Figure 3 This is a schematic flowchart illustrating the vehicle power supply control method provided in an embodiment of this application. Figure 3 As shown, the vehicle power supply control method is applied to an intelligent power distribution unit within a vehicle power supply system as described in the above embodiments or any possible implementation of the above embodiments. The vehicle power supply control method includes:

[0246] S301, Receive load access requests from load devices within the vehicle power supply system.

[0247] When a load device needs to be powered on, the load control center within the load device or vehicle sends a load access request to the intelligent power distribution unit. The intelligent power distribution unit then receives the load access request and uses it as the initial input for subsequent power distribution processing.

[0248] In practice, after detecting a load access request from a load device within its area, the intelligent power distribution unit associates the corresponding load access request with the device identifier of the area and registers the request as a pending object. The receiving action of receiving load access requests from load devices within the vehicle power supply system structurally depends on the existing physical connection between the intelligent power distribution unit and the load device, as well as the power-on relationship between the intelligent power distribution unit and the first power supply path. Only when the intelligent power distribution unit is powered by the first power supply path and is in a working state can it continuously receive and buffer access requests from load devices within its area, thus providing clear target objects and input conditions for subsequent power supply path configuration.

[0249] S302. Based on the power supply status and distribution domain constraints of the vehicle power supply system, configure the power supply path for the load device corresponding to the load access request.

[0250] The above steps structurally rely on the connection between the intelligent power distribution unit and the relevant parts of the vehicle power supply system, the electrical connection between the intelligent power distribution unit and the first power supply path, and the output connection between the intelligent power distribution unit and the target load device.

[0251] After receiving a load access request, the intelligent power distribution unit does not directly connect the branch where the target load device is located. Instead, it first determines whether to allow the establishment of a power supply path and what kind of power supply path to establish, based on the current power supply status of the vehicle power supply system and the constraints of the power distribution domain.

[0252] In this application, power supply status refers to status information that reflects the current power supply system's distribution capacity and the operational status of each branch, including at least whether the first power supply path is currently in a power-supplying state and the occupancy status of the branches currently managed by the intelligent distribution unit. Distribution domain constraints are constraint rules used to limit the configuration of power supply paths.

[0253] The intelligent power distribution unit identifies the corresponding target load device based on the received load access request, and retrieves the area mapping relationship, branch connection relationship and current output status saved in this area. At the same time, it obtains the power supply status and distribution domain constraints of the vehicle power supply system, and then determines the power supply path for the target load device accordingly.

[0254] In this application, the power supply path refers to the controlled power transmission path from the first power supply path through the output terminal of the intelligent power distribution unit to the target load device. It can be the path directly output by the current intelligent power distribution unit to the target load device in this area, or it can be the path established under the coordination of vehicle zoning.

[0255] Optionally, if the power supply status indicates that the current system still has access capability, and the power distribution domain constraints allow the target load device to access, the intelligent power distribution unit controls the output circuit corresponding to the target load device to enter the connection preparation or connection state, so that the power in the first power supply path is distributed to the corresponding load device through the intelligent power distribution unit.

[0256] Optionally, if the power supply status indicates that the current system does not have access capability, or if the distribution domain constraints do not allow the target load device to connect, the intelligent distribution unit will not establish the power supply path. Whether to establish a power supply path can be further confirmed based on information such as the load level of the load device.

[0257] The current intelligent power distribution unit does not rely solely on the local state of the area when executing path configuration, but rather combines the relevant state of the vehicle's power supply system to make judgments. Therefore, this step is structurally manifested as follows: the upstream is powered by the power battery and the first voltage conversion module, the first power supply path serves as a unified power bus, multiple intelligent power distribution units serve as partition execution nodes to receive the power supply status, and then the intelligent power distribution unit that receives the request allocates the constrained power supply path to the target load device.

[0258] Through the above steps, the load access action is transformed from a single branch response into a unified configuration process based on the vehicle power supply status and distribution domain constraints, ensuring that the establishment of the power supply path is consistent with the vehicle's zone power supply relationship.

[0259] Figure 4 This is a flowchart illustrating step S302 of the vehicle power supply control method provided in an embodiment of this application. Figure 4 As shown, in this embodiment... Figure 3 Based on the embodiments, the vehicle power supply control method is described in detail, which includes:

[0260] In one possible implementation, the power distribution domain constraint includes a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. Step S302 may further include:

[0261] S3021. Parse the load access request to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. And obtain the real-time power supply status and power distribution domain constraints in the vehicle by communicating with each intelligent power distribution unit in the vehicle power supply system.

[0262] The intelligent power distribution unit communicates with the front cabin intelligent power distribution unit, the right front intelligent power distribution unit, or the rear cabin intelligent power distribution unit to obtain the bus voltage, current, branch status, and fault status of the first power supply path, and updates the power distribution domain constraint table synchronously.

[0263] In practical implementation, after the intelligent power distribution unit receives the access request from the load device, the processor reads the request message and parses out the target power supply domain, target power and load level, and then performs verification in combination with the real-time power supply status received from the communication interface.

[0264] S3022. If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, based on the power supply status, capacity boundary and load level, configure a power supply path for the load device corresponding to the load access request. The power supply path includes the main power supply path for undertaking the main power transmission and / or the auxiliary power supply path for backup power supply.

[0265] If the target power supply domain does not exceed the power supply domain mapping boundary and does not fall within the fault isolation boundary, the processor outputs control signals based on the capacity boundary and load level to drive relays, electronic fuses, or power switching devices to establish a main power supply path and / or an auxiliary power supply path. The main power supply path is formed by the output circuit of the front cabin intelligent power distribution unit, intelligent power distribution unit, or rear cabin intelligent power distribution unit, while the auxiliary power supply path is formed by redundant power supply links or restricted branches. Both are electrically connected to the input terminals of the corresponding load devices.

[0266] If the target load device is a critical load and the capacity boundary meets the requirements, the main power supply path and the auxiliary power supply path are connected simultaneously.

[0267] If it is a non-critical load, only the main power supply path is connected; when the capacity limit is insufficient, the auxiliary power supply path is used for backup power supply.

[0268] In this application, the intelligent power distribution unit completes access screening and path configuration based on power supply status, power distribution domain constraints, and load level, ensuring that load devices receive power only within the permitted mapping area. Normal power transmission is handled by the main power supply path, while the auxiliary power supply path provides backup power. This approach enables the intelligent power distribution unit to uniformly manage loads in multiple areas within the vehicle's low-voltage power supply architecture and to implement isolation control for faulty areas, thereby ensuring that the power supply path configuration remains consistent with the vehicle's power distribution constraints.

[0269] In one possible implementation, a power supply path is configured for the load device corresponding to the load access request based on the power supply status, capacity boundary, and load level. This includes: if the sum of the target power and the total power within the power supply status does not exceed the capacity boundary, and the load level is a critical load, configuring a main power supply path and an auxiliary power supply path for the target load device; if the sum of the target power and the total power within the power supply status does not exceed the capacity boundary, and the load level is not a critical load, configuring a main power supply path for the target load device; and if the sum of the target power and the total power within the power supply status exceeds the capacity boundary, and the load level is a critical load, configuring an auxiliary power supply path for the target load device.

[0270] Each intelligent power distribution unit can execute the above-described power supply path configuration logic. Specifically, the front cabin intelligent power distribution unit, the right front intelligent power distribution unit, and the rear cabin intelligent power distribution unit in this embodiment can all execute the above-described power supply path configuration logic.

[0271] Specifically, after receiving a load access request from a load device, the intelligent power distribution unit first parses the target power and load level of the target load device, then combines the power supply status obtained from the communication of each intelligent power distribution unit to calculate the sum of the target power and the total power within the power supply status, and compares it with the capacity boundary.

[0272] If the result does not exceed the capacity limit and the target load device is a critical load, the intelligent power distribution unit connects the main power supply path and the auxiliary power supply path simultaneously through relays, electronic fuses or power switches. The main power supply path undertakes the main power transmission, and the auxiliary power supply path serves as a backup power supply path.

[0273] If the result does not exceed the capacity limit and the target load device is not a critical load, then only the main power supply path is connected so that the load can obtain power through the output of the corresponding intelligent power distribution unit.

[0274] If the result exceeds the capacity limit and the target load device is a critical load, only the auxiliary power supply path will be connected so that the critical load can still be maintained with minimum power supply by the rear cabin intelligent power distribution unit or other corresponding intelligent power distribution units when the capacity is limited.

[0275] The above path configurations are all controlled by the processor in the intelligent power distribution unit based on the power distribution parameters in the memory, and the processor sends a connection signal to the load device through the output interface.

[0276] In terms of operating principle, the intelligent power distribution unit uses total power and capacity boundaries as access criteria and load level as power supply priority criteria. This allows critical loads to receive parallel primary and secondary power supply when capacity is sufficient, and to switch to secondary power supply when capacity is limited, while non-critical loads only occupy the primary power supply path. This approach enables the front cabin intelligent power distribution unit, the right front intelligent power distribution unit, and the rear cabin intelligent power distribution unit to complete differentiated path allocation under a unified power supply state, and to form a linkage with the power battery, the first voltage conversion module, and the first power supply path. This ensures that the power supply continuity of critical loads is consistent with the regional power distribution coordination and reduces path conflicts under capacity-limited conditions.

[0277] In one possible implementation, the vehicle power supply control method further includes: if the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary, refusing to supply power to the target load device.

[0278] In this application, the intelligent power distribution unit is communicatively connected to the front cabin intelligent power distribution unit, the right front intelligent power distribution unit, or the rear cabin intelligent power distribution unit, and parses the target power supply domain of the target load device from the load access request, and then compares the target power supply domain with the boundary information maintained locally.

[0279] When the target power supply domain exceeds the power supply domain mapping boundary, or when the target power supply domain is determined to be within the fault isolation boundary, the intelligent power distribution unit outputs a power supply rejection command and keeps the output circuit corresponding to the target load device disconnected.

[0280] After the rejection instruction is generated by the processor, it is applied to relays, solid-state switches or electronic fuses via the output of the intelligent power distribution unit, so that neither the main power supply path nor the auxiliary power supply path establishes a connection to the target load device.

[0281] If the target load device belongs to the area corresponding to the right front intelligent power distribution unit, the front cabin intelligent power distribution unit will also perform boundary verification upon receiving the request. If the target load device belongs to the area corresponding to the rear cabin intelligent power distribution unit, the rear cabin intelligent power distribution unit will perform the same verification logic upon receiving power from the intelligent power distribution unit.

[0282] In actual operation, the intelligent power distribution unit first obtains the power supply domain mapping information and fault status information synchronously updated by each intelligent power distribution unit through the communication link, and then makes a judgment based on the target power supply domain of the target load device. If the judgment result is that the mapping boundary is crossed or the fault isolation boundary is located, the controller will not enter the power supply path configuration process, but will directly return a rejection result, keeping the target load device in a de-energized state. This process limits the establishment of power supply paths to the allowed access area and prevents the faulty area from receiving new power supply access.

[0283] With this implementation method, the intelligent power distribution unit can complete boundary interception before power supply access. The target load device will only enter the subsequent power distribution process when the target power supply domain meets the mapping constraints and is not within the fault isolation range. This makes the regional control relationship of the vehicle power supply system clearer and the isolation state of the fault area can be stably maintained.

[0284] In one possible implementation, the vehicle power supply control method further includes: after detecting a load device with abnormal power supply within the intelligent power distribution unit, querying the load level of the load device with abnormal power supply; freezing the power supply path of the load device whose load level is not critical load, and adding the load device whose load level is not critical load as a frozen object to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraint; and configuring an auxiliary power supply path for the load device whose load level is critical load.

[0285] The intelligent power distribution unit receives the operating electrical parameters and status messages of each load device through its input terminal, and queries the load level by combining the load ledger stored internally. The load ledger corresponds one-to-one or many-to-one with the corresponding output port of the intelligent power distribution unit.

[0286] The intelligent power distribution unit uses a processor to judge the sampling results. When it is confirmed that a certain load device has a power supply abnormality and its load level is not a critical load, the processor outputs a freeze control command, causing the relay, electronic fuse or power switch on the corresponding output port to enter the shutdown or current limiting state, and writes the identifier of the load device into the fault isolation status table.

[0287] The fault isolation status table can be stored in the memory of the intelligent power distribution unit and updated synchronously through communication with other intelligent power distribution units, thereby activating and maintaining the corresponding fault isolation boundary within the power distribution domain constraints.

[0288] When a load device with a power supply anomaly is identified as a critical load, the intelligent power distribution unit does not completely freeze its power supply path. Instead, it switches the output circuit corresponding to the load device to the auxiliary power supply path. The auxiliary power supply path can be composed of a backup output channel, redundant branch, or controlled bypass within the intelligent power distribution unit. It is activated by a control signal to drive the corresponding switching devices, allowing the critical load to continue receiving power through the low-power backup circuit.

[0289] If the intelligent power distribution unit corresponding to the load device is the front cabin intelligent power distribution unit, the right front intelligent power distribution unit, or the rear cabin intelligent power distribution unit, then the above-mentioned freezing and auxiliary power supply control are all completed through their corresponding output terminals and internal protection devices, and the control logic is consistent with the communication status between each intelligent power distribution unit.

[0290] During operation, upon detecting an anomaly, the intelligent power distribution unit first queries the load level, then freezes non-critical loads and writes them into the fault isolation status table based on the query results, while configuring auxiliary power supply paths for critical loads. This ensures that abnormal loads are isolated in a timely manner, while critical loads continue to receive backup power. This implementation method enables the intelligent power distribution unit to perform abnormal power diversion and critical load power supply continuity without changing the overall power supply architecture.

[0291] In this way, the vehicle power supply system can maintain the continuous operation of critical loads when a local power supply anomaly occurs, and limit non-critical loads outside the fault isolation boundary, thereby improving the overall vehicle power distribution coordination and fault isolation stability.

[0292] In one possible implementation, the vehicle power supply control method further includes: removing frozen objects that meet preset recovery conditions from the fault isolation status table when frozen objects in the fault isolation status table meet preset recovery conditions; wherein the preset recovery conditions include simultaneously meeting the following states within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

[0293] By jointly verifying bus voltage, branch current, protection status, abnormal status, communication status, and temperature status during a stable observation period, frozen objects in the fault isolation status table can be removed in a controlled manner after the recovery conditions are met. This allows the fault isolation boundary to converge according to its status and restores the normal management of the corresponding power supply path. Since the recovery action depends on the continuous fulfillment of conditions, the fault isolation status will not be prematurely released due to instantaneous fluctuations, ensuring the consistency and stability of the vehicle power supply control process.

[0294] Figure 5 This is a schematic diagram of the vehicle power supply control device provided in an embodiment of this application. Figure 5 As shown, the vehicle power supply control device 50 provided in this embodiment is applied to an intelligent power distribution unit within a vehicle power supply system as described in the above embodiments and / or any possible implementation of the above embodiments. The vehicle power supply control device includes:

[0295] The acquisition module 501 is used to receive load access requests from load devices within the vehicle power supply system.

[0296] The processing module 502 is used to configure the power supply path for the load device corresponding to the load access request based on the power supply status and distribution domain constraints of the vehicle power supply system.

[0297] In one possible implementation, the power distribution domain constraints include a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. The processing module 502 is specifically used for:

[0298] The load access request is parsed to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. The real-time power supply status and power distribution domain constraints in the vehicle are obtained by communicating with each intelligent power distribution unit in the vehicle power supply system.

[0299] If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, a power supply path is configured for the load device corresponding to the load access request based on the power supply status, capacity boundary and load level. The power supply path includes the main power supply path for undertaking the main power transmission and / or the auxiliary power supply path for backup power supply.

[0300] In one possible implementation, the processing module 502 is further configured to:

[0301] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is a critical load, configure the main power supply path and the auxiliary power supply path for the target load device.

[0302] If the sum of the target power and the total power during the power supply period does not exceed the capacity limit, and the load level is not a critical load, configure the main power supply path for the target load device.

[0303] If the sum of the target power and the total power during the power supply period exceeds the capacity limit, and the load level is a critical load, configure an auxiliary power supply path for the target load device.

[0304] In one possible implementation, the processing module 502 is further configured to:

[0305] If the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary, power supply to the target load device will be refused.

[0306] In one possible implementation, the processing module 502 is further configured to:

[0307] After detecting a load device with abnormal power supply within the intelligent power distribution unit, query the load level of the load device with abnormal power supply.

[0308] Freeze the power supply path of load devices whose load level is not critical load, and add the load devices whose load level is not critical load as frozen objects to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraints.

[0309] Configure auxiliary power supply paths for load devices with critical load levels.

[0310] In one possible implementation, the processing module 502 is further configured to:

[0311] When a frozen object in the fault isolation status table meets the preset recovery conditions, the frozen object that meets the preset recovery conditions is removed from the fault isolation status table.

[0312] The preset recovery conditions include the following conditions being met simultaneously within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

[0313] The vehicle power supply control device provided in this embodiment can execute the method provided in the above method embodiment. Its implementation principle and technical effect are similar, and will not be described in detail here.

[0314] Figure 6 This is a schematic diagram of the structure of the intelligent power distribution unit provided in an embodiment of this application. Figure 6 As shown, the intelligent power distribution unit 60 provided in this embodiment includes at least one processor 601 and a memory 602. Optionally, the intelligent power distribution unit 60 further includes a communication component 603. The processor 601, memory 602, and communication component 603 are connected via a bus 604.

[0315] In a specific implementation, at least one processor 601 executes computer execution instructions stored in memory 602, causing at least one processor 601 to perform the above-described method.

[0316] The specific implementation process of processor 501 can be found in the above method embodiments, and its implementation principle and technical effect are similar. It will not be repeated here.

[0317] In the above embodiments, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. The general-purpose processor can be a microprocessor or any conventional processor. The steps of the method disclosed in this invention can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0318] The memory may include random access memory (RAM) and may also include non-volatile memory (NVM), such as at least one disk storage device.

[0319] The bus can be an Industry Standard Architecture (ISA) bus, a Peripheral Component Interconnect (PCI) bus, or an Extended Industry Standard Architecture (EISA) bus, etc. Buses can be categorized as address buses, data buses, control buses, etc. For ease of illustration, the buses shown in the accompanying drawings are not limited to a single bus or a single type of bus.

[0320] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the above-described method.

[0321] This application also provides a computer-readable storage medium storing computer-executable instructions, which, when executed by a processor, implement the above-described method.

[0322] The aforementioned readable storage medium can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as Static Random-Access Memory (SRAM), Electrically Erasable Programmable Read-Only Memory (EEPROM), Erasable Programmable Read-Only Memory (EPROM), Programmable Read-Only Memory (PROM), Read-Only Memory (ROM), magnetic storage, flash memory, magnetic disk, or optical disk. The readable storage medium can be any available medium accessible to a general-purpose or special-purpose computer.

[0323] An exemplary readable storage medium is coupled to a processor, enabling the processor to read information from and write information to the readable storage medium. Of course, the readable storage medium can also be a component of the processor. The processor and the readable storage medium can reside in an application-specific integrated circuit (ASIC). Alternatively, the processor and the readable storage medium can exist as discrete components in the device.

[0324] The division of units is merely a logical functional division; in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be indirect coupling or communication connection through some interfaces, devices, or units, and may be electrical, mechanical, or other forms.

[0325] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0326] In addition, the functional units in the various embodiments of this application can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit.

[0327] If a function is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of this application, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of this application. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0328] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to program instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0329] Finally, it should be noted that other embodiments of this application will readily conceive of by those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein, and is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes may be made without departing from its scope.

Claims

1. A vehicle power supply system, characterized in that, It includes a power battery, a first voltage conversion module, load equipment, and multiple intelligent power distribution units, among which: The output terminal of the power battery is connected to the input terminal of the first voltage conversion module, and the power battery is used to provide high voltage DC power to the first voltage conversion module. The output terminal of the first voltage conversion module is connected to the first power supply path. The first voltage conversion module is used to convert the high voltage DC power into the low voltage DC power corresponding to the first power supply path, and input the corresponding low voltage DC power to the first power supply path. The intelligent power distribution units are interconnected. The input terminal of the intelligent power distribution unit is connected to the output terminal of the first power supply path, and the output terminal of the intelligent power distribution unit is connected to the load device in a specific area. The intelligent power distribution unit is used to receive the load access request of the load device in the specific area, and configure the power supply path for the load device corresponding to the load access request based on the power supply status and power distribution domain constraints.

2. The vehicle power supply system according to claim 1, characterized in that, The power distribution domain constraints include a power distribution domain mapping boundary characterizing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary characterizing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary characterizing the fault area and faulty equipment within the vehicle. The intelligent power distribution unit is specifically used for: The load access request is parsed to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. Real-time power supply status and power distribution domain constraints are obtained by communicating with each of the intelligent power distribution units. If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, based on the power supply status, the capacity boundary and the load level, a power supply path is configured for the load device corresponding to the load access request. The power supply path includes a main power supply path for undertaking the main power transmission and / or an auxiliary power supply path for backup power supply.

3. The vehicle power supply system according to claim 2, characterized in that, The intelligent power distribution unit is also used for: If the sum of the target power and the total power in the power supply state does not exceed the capacity boundary, and the load level is a critical load, configure a main power supply path and an auxiliary power supply path for the target load device; If the sum of the target power and the total power in the power supply state does not exceed the capacity boundary, and the load level is not a critical load, configure the main power supply path for the target load device; If the sum of the target power and the total power in the power supply state exceeds the capacity boundary, and the load level is a critical load, an auxiliary power supply path is configured for the target load device.

4. The vehicle power supply system according to claim 2, characterized in that, The intelligent power distribution unit is further configured to: refuse to supply power to the target load device if the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary.

5. The vehicle power supply system according to any one of claims 1 to 4, characterized in that, The intelligent power distribution unit also includes a rear cabin intelligent power distribution unit and a right front intelligent power distribution unit, wherein: The load devices in the area corresponding to the right front intelligent power distribution unit are connected to the rear cabin intelligent power distribution unit via redundant power supply links. The redundant power supply links are used to enable the rear cabin intelligent power distribution unit to receive load access requests from the load devices in the area corresponding to the right front intelligent power distribution unit when the power supply link of the right front intelligent power distribution unit fails, and to configure a power supply path for the load devices corresponding to the load access requests based on the power supply status and the power distribution domain constraints.

6. The vehicle power supply system according to any one of claims 1 to 4, characterized in that, The first power supply path includes a first main power supply path and a first auxiliary power supply path. The intelligent power distribution unit includes a front cabin intelligent power distribution unit and a zone power controller with integrated electronic fuse elements, wherein: The first main power supply path is connected to the input terminal of the front cabin intelligent power distribution unit, and the first main power supply path is used to provide the front cabin intelligent power distribution unit with the low-voltage DC power corresponding to the first power supply path; The first auxiliary power supply path is connected to the input terminal of the area power controller, and the first auxiliary power supply path is used to provide the area power controller with the low-voltage DC power corresponding to the first power supply path.

7. The vehicle power supply system according to claim 6, characterized in that, The system also includes a second voltage conversion module, wherein: The input terminal of the second voltage conversion module is connected to the first auxiliary power supply path, and the output terminal of the second voltage conversion module is connected to the second power supply path. The second power supply path is used to provide the load device with the low-voltage DC power corresponding to the second power supply path.

8. The vehicle power supply system according to claim 6, characterized in that, The intelligent power distribution unit also includes a right front intelligent power distribution unit, wherein: The output terminal of the front cabin intelligent power distribution unit is connected to the load device in the area corresponding to the front cabin intelligent power distribution unit and the input terminal of the right front intelligent power distribution unit, respectively. The front cabin intelligent power distribution unit is used to provide power to the right front intelligent power distribution unit. The front cabin intelligent power distribution unit is used to receive load access requests from the load device in the area corresponding to the front cabin intelligent power distribution unit and / or the load access request from the right front intelligent power distribution unit, and configure power supply paths for the load device corresponding to the load access request and / or the right front intelligent power distribution unit based on the power supply status and the power distribution domain constraints. The output terminal of the right front intelligent power distribution unit is connected to the load device in the area corresponding to the right front intelligent power distribution unit. The right front intelligent power distribution unit is used to receive the load access request of the load device in the area corresponding to the right front intelligent power distribution unit, and configure the power supply path for the load device corresponding to the load access request based on the power supply status and the power distribution domain constraints.

9. The vehicle power supply system according to claim 6, characterized in that, The intelligent power distribution unit also includes a rear cabin intelligent power distribution unit, wherein: The output terminal of the area power controller is connected to the input terminal of the rear cabin intelligent power distribution unit, and the area power controller is used to provide power to the rear cabin intelligent power distribution unit. The output terminal of the rear cabin intelligent power distribution unit is connected to the load device in the area corresponding to the rear cabin intelligent power distribution unit. The rear cabin intelligent power distribution unit is used to receive the load access request of the load device in the area corresponding to the rear cabin intelligent power distribution unit, and configure the power supply path for the load device corresponding to the load access request based on the power supply status and the power distribution domain constraints.

10. The vehicle power supply system according to claim 6, characterized in that, The system also includes an energy storage battery connected to the first secondary power supply path, which provides power support and energy recovery for the first secondary power supply path.

11. The vehicle power supply system according to any one of claims 1 to 4, characterized in that, The intelligent power distribution unit is also used for: After detecting that there is a load device with abnormal power supply in the intelligent power distribution unit, query the load level of the load device with abnormal power supply; Freeze the power supply path of load devices whose load level is not critical load, and add the load devices whose load level is not critical load as frozen objects to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraint. Configure an auxiliary power supply path for the load devices whose load level is critical load.

12. The vehicle power supply system according to claim 11, characterized in that, The intelligent power distribution unit is also used for: When a frozen object in the fault isolation status table meets a preset recovery condition, the frozen object that meets the preset recovery condition is removed from the fault isolation status table. The preset recovery conditions include simultaneously meeting the following states within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

13. A vehicle, characterized in that, The vehicle is equipped with a vehicle power supply system as described in any one of claims 1 to 12.

14. A vehicle power supply control method, characterized in that, The vehicle power supply control method, applied to an intelligent power distribution unit within a vehicle power supply system as described in any one of claims 1 to 12, comprises: Receive load access requests from load devices within the vehicle power supply system; Based on the power supply status and distribution domain constraints of the vehicle power supply system, a power supply path is configured for the load device corresponding to the load access request.

15. The vehicle power supply control method according to claim 14, characterized in that, The power distribution domain constraints include a power distribution domain mapping boundary representing the power supply area corresponding to the intelligent power distribution unit, a capacity boundary representing the power supply capacity of the intelligent power distribution unit, and a fault isolation boundary representing the fault area and faulty equipment within the vehicle. Configuring a power supply path for the load device corresponding to the load access request based on the power supply status and power distribution domain constraints of the vehicle power supply system includes: The load access request is parsed to obtain the target load device corresponding to the load access request, as well as the target power supply domain, target power and load level of the target load device. The real-time power supply status and power distribution domain constraints in the vehicle are obtained by communicating with each intelligent power distribution unit in the vehicle power supply system. If the target power supply domain does not exceed the power supply domain mapping boundary and does not belong to the fault isolation boundary, based on the power supply status, the capacity boundary and the load level, a power supply path is configured for the load device corresponding to the load access request. The power supply path includes a main power supply path for undertaking the main power transmission and / or an auxiliary power supply path for backup power supply.

16. The vehicle power supply control method according to claim 15, characterized in that, The step of configuring a power supply path for the load device corresponding to the load access request based on the power supply status, the capacity boundary, and the load level includes: If the sum of the target power and the total power in the power supply state does not exceed the capacity boundary, and the load level is a critical load, configure a main power supply path and an auxiliary power supply path for the target load device; If the sum of the target power and the total power in the power supply state does not exceed the capacity boundary, and the load level is not a critical load, configure the main power supply path for the target load device; If the sum of the target power and the total power in the power supply state exceeds the capacity boundary, and the load level is a critical load, an auxiliary power supply path is configured for the target load device.

17. The vehicle power supply control method according to any one of claims 14 to 16, characterized in that, The vehicle power supply control method further includes: If the target power supply domain exceeds the power supply domain mapping boundary, or if the target power supply domain belongs to the fault isolation boundary, power supply to the target load device will be refused.

18. The vehicle power supply control method according to any one of claims 14 to 16, characterized in that, The vehicle power supply control method further includes: After detecting that there is a load device with abnormal power supply in the intelligent power distribution unit, query the load level of the load device with abnormal power supply; Freeze the power supply path of load devices whose load level is not critical load, and add the load devices whose load level is not critical load as frozen objects to the fault isolation status table to activate the corresponding fault isolation boundary within the power distribution domain constraint. Configure an auxiliary power supply path for the load devices whose load level is critical load.

19. The vehicle power supply control method according to claim 18, characterized in that, The vehicle power supply control method further includes: When a frozen object in the fault isolation status table meets a preset recovery condition, the frozen object that meets the preset recovery condition is removed from the fault isolation status table. The preset recovery conditions include simultaneously meeting the following states within a continuously preset stable observation period: the bus voltage of the first power supply path is within the allowable range; the bus voltage of the second power supply path is within the allowable range; the branch current corresponding to the frozen object is lower than the recovery threshold; neither the first voltage conversion module nor the electronic fuse element is in a protected state; the intelligent power distribution unit does not detect any continuous power supply abnormality; and the communication status is valid and the module temperature does not exceed the limit.

20. A vehicle power supply control device, characterized in that, The vehicle power supply control device, applied to an intelligent power distribution unit within a vehicle power supply system as described in any one of claims 1 to 12, comprises: The acquisition module is used to receive load access requests from load devices within the vehicle power supply system; The processing module is used to configure a power supply path for the load device corresponding to the load access request based on the power supply status and distribution domain constraints of the vehicle power supply system.

21. An intelligent power distribution unit, characterized in that, include: Memory, processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory, causing the processor to perform the method as described in any one of claims 14-19.

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