A power scheduling method of a vehicle-mounted power supply system and the vehicle-mounted power supply system

Abstract

The application relates to the technical field of vehicle-mounted power supply management, and discloses a power scheduling method of a vehicle-mounted power supply system and the vehicle-mounted power supply system.The method comprises the following steps: constructing a power budget table according to real-time operation data reported by each power execution module; calculating total demand power and comparing the total demand power with a bus rated power threshold; when the total demand power exceeds the bus rated power threshold, distributing a corresponding power quota according to the priority of each power execution module; and according to the distributed power quota, adjusting the on-duty duty cycle of the corresponding load of each power execution module, so that the energy storage capacitor in the corresponding power execution module is discharged during the conduction of the load, and the capacitor is charged by using the excess power of the bus during the turn-off of the load. The application can realize high-power power supply and multi-node dynamic power scheduling under a 48V electrical architecture, effectively solves the problem of insufficient bus power, and improves the system power supply capacity and reliability.

Description

Technical Field

[0001] This invention relates to the field of vehicle power management technology, specifically to a power scheduling method for a vehicle power supply system and a vehicle power supply system. Background Technology

[0002] Currently, automotive electrical architecture is evolving from traditional 12V systems to 48V systems to address the power supply challenges posed by increasingly powerful loads (such as smart seats, power windows, heating and ventilation modules). While existing automotive power supply and communication systems have achieved networked control based on regional master modules and node controllers, standard PoDL technology only supports approximately 50W of power transmission, which cannot meet the power supply requirements of high-power actuators (peak >100W) such as smart seats and door modules. Furthermore, bus-type power supply topologies lack effective fault isolation mechanisms; a short circuit in a single node can easily cause the entire bus power supply to fail. Additionally, when multiple nodes (such as multiple windows and seats) operate at high power simultaneously, the bus power supply cannot support the load, easily leading to voltage drops and communication anomalies. Summary of the Invention

[0003] This invention provides a power scheduling method and a vehicle power supply system to solve the problem in related technologies where multiple nodes in a vehicle bus-type power supply system operate at high power simultaneously, resulting in a lack of dynamic power scheduling and an inability to achieve power balance.

[0004] In a first aspect, the present invention provides a power scheduling method for an on-board power supply system. The on-board power supply system includes multiple power execution modules for driving various loads within the vehicle. Each power execution module is connected in parallel via a bus, and each power execution module contains an energy storage capacitor. The method includes: constructing a power budget table based on real-time operating data reported by each power execution module; wherein the power budget table includes at least the real-time power, priority, and requested power of each power execution module; calculating the total required power and comparing the total required power with the bus rated power threshold; wherein the total required power is calculated based on the real-time power and requested power in the power budget table; when the total required power exceeds the bus rated power threshold, allocating a corresponding power quota according to the priority of each power execution module; according to the allocated power quota, adjusting the duty cycle of the load corresponding to each power execution module to discharge the energy storage capacitor in the corresponding power execution module during the load's conduction period, thereby supplementing the power gap where the actual power consumed by the load exceeds the bus power supply capacity, and charging the load using excess bus power during the load's off period.

[0005] The power scheduling method for an on-board power supply system provided by this invention dynamically constructs a power budget table containing real-time power, priority, and requested power based on the real-time operating data reported by each power execution module, and monitors the system power status in real time. When the total demand power exceeds the bus rated power threshold, power quotas are allocated to each power execution module according to priority. High-priority modules receive power resources first, while low-priority modules are derated or suspended, thereby achieving coordinated operation and dynamic power balance of multi-node high-power loads under limited bus power supply capacity. Simultaneously, by adjusting the load's duty cycle, distributed energy storage capacitors automatically discharge to supplement power gaps during load conduction and automatically charge using excess bus power during load de-conduction, thus utilizing the energy storage characteristics of capacitors to compensate for instantaneous bus power shortages and ensure normal load operation. This invention achieves high-power transmission without increasing bus power supply capacity or wiring harness specifications, significantly reducing the weight and cost of the vehicle wiring harness, and ensuring system stability and reliability when multiple nodes operate simultaneously.

[0006] In one optional implementation, the power budget table includes a node real-time power table, a node priority table, and a behavior request power table. The process of constructing the power budget table based on the real-time operating data reported by each power execution module includes: filling the node real-time power table with the periodically reported real-time power of each power execution module; filling the node priority table with the preset priority information of each power execution module; wherein the priority is preset according to the load type driven by each power execution module; and filling the behavior request table with the behavior request sent by the currently triggered power execution module; wherein the behavior request includes the requested power and expected duration of the load driven by the power execution module.

[0007] The power scheduling method for an on-board power supply system provided by this invention refines the power budget table into a real-time node power table, a node priority table, and a behavior request power table, and dynamically updates each table entry through periodic reporting and event-triggered reporting. Based on the power budget mechanism linked by these three tables, the central controller can monitor the actual power consumption, preset priority, and currently triggered power demand and expected duration of each power execution module in real time. This allows for accurate calculation of the total power demand and timely detection of power over-limit risks. Simultaneously, it provides refined decision-making basis for power quota allocation based on the preset priority and expected duration of load types, ensuring priority power supply for high-priority loads while also considering the reasonable operation of low-priority loads, thus improving the accuracy and flexibility of multi-node power scheduling.

[0008] In one optional implementation, the process of allocating corresponding power quotas according to the priority of each power execution module includes: when multiple power execution modules send action requests simultaneously, allocating requested power to each power execution module in descending order of priority, and calculating the current total required power; if the current total required power exceeds the bus rated power threshold, then reducing the power quota of each power execution module to its respective minimum effective power, and recalculating the total required power; if the total required power still exceeds the bus rated power threshold after recalculation, then pausing the action request of the power execution module with the lowest current priority, and recalculating the total required power; repeating the above steps of pausing the lowest priority power execution module until the total required power does not exceed the bus rated power threshold, which is the final power quota allocated to each power execution module.

[0009] The power scheduling method for an on-board power supply system provided by this invention addresses the situation where multiple power execution modules simultaneously send action requests, causing the total power demand to exceed the bus's rated power threshold. First, it allocates full requested power to each module in descending order of priority. If the limit is still exceeded, the power quota of all modules is uniformly reduced to their respective minimum effective power. If the limit is still exceeded, action requests are gradually suspended starting with the lowest priority module until the total power demand does not exceed the bus's rated power threshold. This mechanism, through a gradual adjustment of first allocating full power according to priority, then uniformly reducing the quota, and finally suspending low-priority modules step by step, maximizes the power demand of high-priority modules while ensuring that the bus power does not exceed the limit, and simultaneously reserves the opportunity for low-priority modules to resume operation later. This achieves efficient utilization of bus power resources and reasonable scheduling of multi-node loads.

[0010] In one optional implementation, the process of reducing the power quota of each power execution module to its respective minimum effective power and recalculating the total required power includes: obtaining the preset minimum effective duty cycle corresponding to each load type according to the type of load driven by each power execution module; multiplying the requested power of each power execution module by its corresponding minimum effective duty cycle to obtain the minimum effective power of each power execution module; and reducing the power quota of each power execution module from the requested power to its respective minimum effective power.

[0011] The power scheduling method for an on-board power supply system provided by this invention presets corresponding minimum effective duty cycles for different types of loads. When uniform derating is required, the preset minimum effective duty cycle is obtained according to the type of load driven by each module. The requested power is multiplied by this duty cycle to obtain the minimum effective power, and the power quota is reduced from the requested power to this minimum effective power. Since the minimum effective duty cycle of different loads is set differently according to their actual operating characteristics, this method can reserve the minimum operating power required by different types of loads, avoiding the inability of some loads to work properly or the waste of power resources due to uniform derating ratios. This ensures that the bus power does not exceed the limit while taking into account the basic functional requirements of each load.

[0012] In one alternative implementation, the process of pausing the behavior request of the lowest-priority power execution module and recalculating the total power demand includes: resetting the power quota of the lowest-priority power execution module to zero; redistributing the released power to the remaining power execution modules according to priority, wherein the highest-priority power execution module is given priority to obtain a power quota to increase its duty cycle; and recalculating the total power demand based on the redistributed power quota.

[0013] The power scheduling method for an on-board power supply system provided by this invention, when pausing the lowest-priority power execution module, resets the power quota of that module to zero and redistributes the released power to the remaining power execution modules according to priority. The highest-priority module receives the power quota first, increasing its duty cycle. This mechanism dynamically redistributes the power resources released by the paused module to the still-running high-priority modules. Under the condition of limited total bus power, this maximizes the driving capability of high-priority modules, restoring them from a derating state to a higher power level or even full-capacity operation, further ensuring the execution efficiency of high-priority loads and achieving dynamic optimization of bus power resource allocation.

[0014] In one optional implementation, the method for configuring the capacitance value of each energy storage capacitor includes: calculating the steady-state capacitance value required for each power execution module based on the difference between the peak power of the load driven by each power execution module and the rated power of the bus, and the conduction time; calculating the surge capacitance value required for each power execution module based on the difference between the peak power of the load driven by each power execution module at startup and the rated power of the bus, and the startup duration; taking the larger of the surge capacitance value and the steady-state capacitance value as the candidate capacitance value of the energy storage capacitor in each power execution module; and adjusting the candidate capacitance value of each power execution module according to the proportion of the peak power of the load it drives to the total peak power, and then using it as the configured capacitance value of the energy storage capacitor in that power execution module.

[0015] The power scheduling method for an on-board power supply system provided by this invention calculates the required steady-state capacitance value based on the power gap and conduction time during steady-state load operation, and calculates the required surge capacitance value based on the surge power gap and start-up duration during load startup. The larger of the two values ​​is selected as the candidate capacitance value. The final configuration capacitance value of the energy storage capacitors in each power execution module is obtained after adjusting the values ​​according to the proportion of peak power of each load to the total peak power. This configuration method balances steady-state charging and discharging balance with startup surge suppression requirements, avoids insufficient or redundant capacity caused by single-condition configuration, and allocates capacitor values ​​according to the peak power ratio, achieving precise matching and efficient utilization of capacitor resources.

[0016] In one optional implementation, the method further includes: controlling the power execution module to cut off the power supply to the faulty branch based on the load branch fault information reported by the arbitrary power execution module, while maintaining the communication power supply of the power execution module; and controlling the power execution module to cut off the connection with the bus based on the bus power supply fault information reported by the arbitrary power execution module.

[0017] The power scheduling method for an on-board power supply system provided by this invention offers differentiated isolation strategies for load branch faults and bus power supply faults. When a load branch fault occurs, only the power supply to the faulty branch is cut off, while communication power is maintained, allowing the module to still communicate with the central controller. When a bus power supply fault occurs, the connection between the module and the bus is severed, completely isolating the faulty module. This bidirectional fault isolation mechanism enables precise fault location and partial removal, preventing a single point of failure from affecting the entire system, while preserving the communication capability of the faulty module for diagnosis and recovery, significantly improving the system's fault tolerance and reliability.

[0018] In a second aspect, the present invention provides an on-board power supply system, comprising: a central control module and a plurality of power execution modules, wherein each power execution module is connected to at least one in-vehicle load, each power execution module is connected in parallel with the central control module via a bus, and each power execution module is provided with an energy storage capacitor for discharging to replenish the power gap during load conduction and being charged by the bus during load de-conduction; the central control module is used to execute the method of the first aspect or any corresponding embodiment thereof.

[0019] The vehicle power supply system provided by this invention involves a central control module that executes the aforementioned power scheduling method. When the total power demand exceeds the limit, power quotas are allocated according to priority, and the duty cycle of the loads is adjusted. This allows the energy storage capacitors in each power execution module to automatically discharge and replenish the power gap during load conduction, and to be charged by the bus during load de-conduction. This system organically combines a centralized power scheduling strategy with a distributed energy storage capacitor replenishment mechanism. Without increasing the bus power supply capacity or wiring harness specifications, it achieves coordinated operation and power balance of multi-node high-power loads. At the same time, through the local energy support of distributed energy storage capacitors, it effectively reduces the instantaneous power supply pressure on the bus. The system has a simple structure, controllable cost, and high reliability.

[0020] In one optional embodiment, the central control module includes: a power conversion unit, a central control unit, a communication unit, and an injection unit. The power conversion unit is connected to the central control unit and the injection unit, and is used to convert externally input DC power into different levels of operating voltage. The central control unit is connected to the injection unit through the communication unit, and is used to execute the method of the first aspect or any corresponding embodiment described above. The injection unit is connected to each power execution module through a bus, and is used to couple externally input DC power and control signals output by the central control unit onto the bus.

[0021] The vehicle power supply system provided by this invention converts externally input DC power into different operating voltage levels through a power conversion unit in the central control module, meeting the voltage requirements of each unit within the module. The central control unit executes a power scheduling method to generate corresponding control signals, which are transmitted to the injection unit via the communication unit. The injection unit couples the externally input DC power and the control signals output by the central control unit onto the bus, achieving single-harness transmission of power and communication signals. This eliminates the need for separate wiring harnesses for power supply and communication, simplifying the overall vehicle wiring structure and reducing harness weight and cost. Simultaneously, the injection unit is directly connected to each power execution module via the bus, providing a foundation for subsequent decoupling and independent control of each module.

[0022] In one optional embodiment, the power execution module includes: a decoupling unit, a voltage conversion unit, a data acquisition unit, an execution control unit, a drive unit, and an energy storage capacitor. The decoupling unit is connected to the bus, the execution control unit, and the voltage conversion unit. The decoupling unit decouples the DC power supply and communication signal from the bus and transmits the control signal to the execution control unit. The energy storage capacitor is connected between the decoupling unit and the voltage conversion unit. The energy storage capacitor discharges to replenish the power gap during load conduction and is charged by the bus during load de-conduction. The data acquisition unit is connected to the execution control unit. The data acquisition unit acquires the input electrical signal and load electrical signal of the power execution module and transmits the acquired data to the execution control unit. The drive unit is connected to the execution control unit and each load. The drive unit drives the corresponding load voltage conversion unit to connect to each load according to the instructions of the execution control unit. The voltage conversion unit converts the decoupled DC power supply into different operating voltage levels. The execution control unit outputs corresponding control commands based on the decoupled communication signal.

[0023] The vehicle power supply system provided by this invention separates DC power and communication signals from the bus through a decoupling unit in the power execution module, enabling independent processing of power supply and communication. An energy storage capacitor is connected between the decoupling unit and the voltage conversion unit, automatically discharging to replenish power gaps during load conduction and charging via the bus during load de-conduction. A data acquisition unit collects local electrical signals in real time and feeds them back to the execution control unit. The execution control unit receives instructions from the central control module based on the decoupled communication signals and precisely controls the load operation through the drive unit. This architecture enables each power execution module to have independent power management and local control capabilities, achieving a collaborative working mode of centralized scheduling and distributed execution.

[0024] In one optional embodiment, the system further includes: a first switch and a plurality of second switches, wherein the first switch and each of the second switches are connected to the execution control unit; the first switch is connected in series between the decoupling unit and the energy storage capacitor to control the on / off state of the power execution module and the bus; each of the second switches is connected in series between the voltage conversion unit and each load to control the on / off state of the power supply to each load branch; when the execution control unit determines that any load branch is faulty based on the data collected by the acquisition unit, it controls the corresponding second switch to open; when a bus power supply fault is determined, it controls the first switch to open.

[0025] The vehicle power supply system provided by this invention, when the execution control unit determines that any load branch is faulty based on the data collected by the acquisition unit, only the corresponding second switch is disconnected to cut off the power supply to the faulty branch, while maintaining the connection between the module and the bus and the operation of other normal load branches. When a bus power supply fault is determined, the first switch is disconnected to isolate the entire module from the bus, preventing the fault from spreading to other modules. This hierarchical switching architecture achieves precise fault isolation, avoids a single point of failure affecting the power supply and communication of the entire system, and significantly improves the system's fault tolerance and reliability. Attached Figure Description

[0026] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0027] Figure 1 This is a schematic flowchart of a first method for power scheduling of an on-board power supply system according to an embodiment of the present invention; Figure 2 This is a second flowchart illustrating the power scheduling method of an on-board power supply system according to an embodiment of the present invention; Figure 3 This is a schematic diagram of the third process of the power scheduling method for an on-board power supply system according to an embodiment of the present invention; Figure 4 This is a schematic diagram of the fourth process of the power scheduling method for an on-board power supply system according to an embodiment of the present invention; Figure 5 This is a detailed flowchart of the power scheduling method for an on-board power supply system according to an embodiment of the present invention; Figure 6 This is a fifth flowchart illustrating the power scheduling method for an on-board power supply system according to an embodiment of the present invention. Figure 7 This is a first composition diagram of an on-board power supply system according to an embodiment of the present invention; Figure 8 This is a second configuration diagram of an on-board power supply system according to an embodiment of the present invention; Figure 9 This is a detailed circuit structure diagram of the central control module according to an embodiment of the present invention; Figure 10 This is a detailed circuit structure diagram of the power execution module according to an embodiment of the present invention. Detailed Implementation

[0028] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0029] It is understood that before using the technical solutions disclosed in the various embodiments of the present invention, users should be informed of the types, scope of use, and usage scenarios of the personal information involved in the present invention and their authorization should be obtained in accordance with relevant laws and regulations through appropriate means.

[0030] The terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature. In the description of this invention, "a plurality of" means two or more, unless otherwise explicitly specified.

[0031] In related technologies, automotive power supply systems typically employ a 12V voltage architecture. With the increasing use of smart cockpits and autonomous driving functions, the power demands of in-vehicle loads have significantly increased, leading to increased current in the power supply circuit, severe wiring losses, and the complexity, high cost, and weight of traditional point-to-point hard-wired connections. Some solutions use Ethernet buses for communication, but the standard PoDL can only provide approximately 50W of power, which cannot meet the peak power requirements of high-power actuators such as windows and seats, which exceed 100W. Furthermore, existing bus-type power supply systems lack effective fault isolation mechanisms; when a short circuit or other fault occurs at one node, the fault can propagate to the entire bus, causing all nodes to fail.

[0032] Based on this, this embodiment provides a power scheduling method for an on-board power supply system. The on-board power supply system includes a central control module and multiple power execution modules for driving various loads within the vehicle. A node is a power execution module connected in parallel via a bus, with each node corresponding to an independent power execution module. Each power execution module is connected in parallel to the central control module via a bus, and each power execution module contains an energy storage capacitor. Figure 1 As shown, the method includes: Step S1: Construct a power budget table based on the real-time operating data reported by each power execution module; wherein the power budget table includes at least the real-time power, priority and requested power of each power execution module.

[0033] Specifically, the central control module receives periodically reported real-time power data and event-triggered behavior requests from each power execution module, and constructs a power budget table comprising a node real-time power table, a node priority table, and a behavior request power table. The node real-time power table records the current real-time power consumption of each module, the node priority table presets priority levels based on the type of load driven by each module, and the behavior request power table records the requested power and expected duration of the currently triggered load. Through this power budget mechanism linking these three tables, the central control module can monitor the overall power status of the system in real time, providing an accurate data foundation for subsequent power scheduling.

[0034] The power budget table includes a node real-time power table, a node priority table, and a behavior request power table. The process of constructing the power budget table based on the real-time operational data reported by each power execution module is as follows: Figure 2 As shown, it includes: Step S11: Fill the real-time power reported periodically by each power execution module into the node real-time power table.

[0035] Specifically, the central control module receives real-time power data periodically reported by each power execution module and fills it into the node real-time power table, which contains the current real-time power usage of all power execution modules. The real-time power data is calculated by each power execution module after collecting local input voltage, input current, load voltage, and load current through voltage and current acquisition modules.

[0036] Step S12: Fill the preset priority information of each power execution module into the node priority table; wherein, the priority is preset according to the load type driven by each power execution module.

[0037] Specifically, the central control module pre-configures the priority information of each power execution module. This priority is pre-set according to the load type driven by each module, and the central control module fills this priority information into the node priority table. Different load types correspond to different priority levels. For example, the priority of door unlocking and locking is higher than that of rearview mirror adjustment, which is higher than that of seat adjustment, which is higher than that of window adjustment, which is higher than that of seat ventilation and heating.

[0038] Step S13: Fill the behavior request sent by the currently triggered power execution module into the behavior request power table; wherein, the behavior request includes the requested power and expected duration of the load driven by the power execution module.

[0039] Specifically, when a user operation triggers a load, the corresponding power execution module sends a behavior request to the central control module. This behavior request includes the requested power and expected duration of the driven load. The central control module then fills this information into the behavior request power table. The behavior request is generated and sent by the power execution module when it detects a load switching operation.

[0040] For example, consider four power execution modules: the left front door module, the right front door module, the left front seat module, and the right front seat module. The left front door module mainly drives the loads such as the left front window, the left front door locking / unlocking, and the left rearview mirror folding / unfolding; the right front door module mainly drives the loads such as the right front window, the right front door locking / unlocking, and the right rearview mirror folding / unfolding; the left front seat module mainly drives the loads such as the left front seat ventilation, heating, left front seat fore-and-aft adjustment, left front seat height adjustment, and left front seat backrest fore-and-aft adjustment; the right front seat module mainly drives the loads such as the right front seat ventilation, heating, right front seat fore-and-aft adjustment, right front seat height adjustment, and right front seat backrest fore-and-aft adjustment.

[0041] In the real-time power table for nodes, the real-time power of the left front seat node is 1W, the real-time power of the right front seat node is 42W, the real-time power of the left front door module node is 1W, and the real-time power of the right front door module node is 85W. In the node priority table, the priorities are set from highest to lowest as follows: door locking / unlocking, rearview mirror adjustment, seat adjustment, window adjustment, and seat ventilation / heating. In the behavior request power table, when the user presses the "move forward" button on the left front seat, the left front seat module sends a behavior request to the central control module, including a requested power of 36W for seat fore-and-aft adjustment and an expected duration of 5 seconds. The central control module then enters this information into the behavior request power table.

[0042] For example, when a user presses the "heat" button on the left front seat, a request is sent containing 28W of power required for seat heating and an expected duration of 10 minutes; when the user presses the "one-touch window lift" button on the right front door module, a request is sent containing 85W of power required for window lifting and an expected duration of 3 seconds. Through the combination of periodic reporting and event-triggered reporting, the central control module dynamically maintains the real-time power table, node priority table, and behavior request power table of the nodes, constructs a complete power budget table, and monitors the real-time power, priority, and currently triggered power demand and expected duration of each power execution module in real time.

[0043] Step S2: Calculate the total power demand and compare it with the bus rated power threshold; wherein, the total power demand is calculated based on the real-time power and requested power in the power budget table.

[0044] Specifically, the central control module sums the real-time power of each power execution module in the node real-time power table with the requested power of each behavior request in the behavior request power table. The real-time power in the node real-time power table reflects the power currently consumed by each module, while the requested power in the behavior request power table reflects the additional power required by the currently triggered load. The sum of the two is the total power demand of the system at the current moment.

[0045] Specifically, after obtaining the total power demand, the central control module compares it with a preset bus rated power threshold. The bus rated power threshold is a fixed value preset based on the bus power supply capacity, such as 150W. If the total power demand does not exceed the bus rated power threshold, it indicates that the current bus power supply capacity is sufficient, and the central control module can directly issue normal drive commands according to the power request of each module; if the total power demand exceeds the bus rated power threshold, it indicates that the current bus power supply capacity is insufficient to simultaneously meet the power demand of all modules, and the subsequent power scheduling step, i.e., step S3, needs to be triggered.

[0046] For example, using the sample data from step S1. Assume the real-time power table records the real-time power of the left front seat node as 1W, the right front seat node as 42W, the left front door module node as 1W, and the right front door module node as 85W, with a current real-time power sum of 129W. Simultaneously, the behavior request power table records that the left front seat module sent a 36W power request for seat fore-and-aft adjustment. Therefore, the total required power is 129W plus 36W, equal to 165W. Comparing this total required power with the bus rated power threshold of 150W, 165W is greater than 150W, indicating insufficient current bus power supply, requiring step S3 to be triggered for power scheduling. If there are no current behavior requests, the total required power is the sum of the real-time power, 129W, which is less than 150W, and each module can be driven normally according to its current state.

[0047] Step S3: When the total power demand exceeds the bus rated power threshold, allocate the corresponding power quota according to the priority of each power execution module.

[0048] Specifically, when the total power demand exceeds the bus's rated power threshold, the central control module allocates power quotas according to the preset priority levels of each module in the node priority table, in descending order of priority. Specifically, higher-priority modules receive their requested power first, while lower-priority modules receive smaller power quotas or are suspended when the bus power supply is insufficient. This priority allocation mechanism ensures that the power needs of high-priority loads are prioritized when bus power supply capacity is limited.

[0049] The process of allocating power quotas according to the priority of each power execution module is as follows: Figure 3As shown, it includes: Step S31: When multiple power execution modules send behavior requests simultaneously, allocate the requested power to each power execution module in descending order of priority, and then calculate the current total required power.

[0050] Specifically, when multiple power execution modules send action requests simultaneously, the central control module first allocates the full requested power to each power execution module according to the preset priority from high to low in the node priority table. That is, the requested power in each module's action request is used as its initial power quota. Then, the current total required power is calculated. This total required power includes the real-time power of each module in the node's real-time power table and the power of each requested power allocated in this operation.

[0051] Step S32: If the current total power demand exceeds the bus rated power threshold, the power quota of each power execution module is reduced to its own minimum effective power, and the total power demand is recalculated.

[0052] Specifically, the central control module determines whether the current total power demand exceeds the bus's rated power threshold. If it does not, it directly issues drive commands according to the allocated full-power request; if it does, it uniformly reduces the power quota of each power execution module to its respective minimum effective power and recalculates the total power demand. The minimum effective power is obtained by multiplying the requested power by the preset minimum effective duty cycle corresponding to the type of load driven by each module. Different load types correspond to different minimum effective duty cycles; for example, the minimum effective duty cycle for window lifting is 65%, and the minimum effective duty cycle for seat height adjustment is 70%.

[0053] Step S33: If the total power demand still exceeds the bus rated power threshold after recalculation, then suspend the behavior request of the power execution module with the lowest priority and recalculate the total power demand.

[0054] Specifically, if the total required power still exceeds the bus rated power threshold after being reduced to the minimum effective power, the central control module will suspend the behavior request of the lowest priority power execution module, that is, reset the power quota of that module to zero and recalculate the total required power.

[0055] Step S34: Repeat the above steps of pausing the lowest priority power execution module until the total power demand does not exceed the bus rated power threshold, which is the final power quota allocated to each power execution module.

[0056] Specifically, the central control module repeats the steps of suspending the lowest priority power execution module, recalculating the total power demand for each suspended module until the total power demand does not exceed the bus rated power threshold. At this point, the power quota finally allocated to each power execution module is the current allocation result. Under the premise of ensuring that the total bus power does not exceed the rated threshold, the power demand of high-priority modules is prioritized, while reserving the minimum effective power or the opportunity to resume operation later for low-priority modules.

[0057] This includes the process of lowering the power quota of each power execution module to its respective minimum effective power and recalculating the total required power, such as... Figure 4 As shown, it includes: Step S321: Based on the type of load driven by each power execution module, obtain the preset minimum effective duty cycle corresponding to each load type.

[0058] Step S322: Multiply the requested power of each power execution module by its corresponding minimum effective duty cycle to obtain the minimum effective power of each power execution module.

[0059] Step S323: Reduce the power quota of each power execution module from the requested power to its own minimum effective power.

[0060] For example, taking the simultaneous sending of behavior requests by four power execution modules—the left front door module, the right front door module, the left front seat module, and the right front seat module—as an example, refer to... Figure 5 : First, the left front door module detects that the user has pressed a button to request the left front window to close, and sends an 85W power request to the central control module. The central control module confirms that no other modules are currently driving high-power loads based on the behavior request power table, and directly issues a drive command. The left front door module then drives the left front window to rise at 85W.

[0061] If, during the closing of the left front window, the right front door module requests the closing of the right front window (85W), the left front seat module requests seat height adjustment (42W), and the right front seat module requests seat height adjustment (42W), then the central control module calculates the total power demand as 85W + 85W + 42W + 42W = 254W based on the node real-time power meter and the behavior request power meter. This exceeds the bus rated power of 150W, triggering the derating step.

[0062] The central control module obtains the preset minimum effective duty cycle corresponding to each load type: the minimum effective duty cycle corresponding to the window lifting load driven by the left front door module and the right front door module is 65%, and the minimum effective duty cycle corresponding to the seat height adjustment load driven by the left front seat module and the right front seat module is 70%. Then, it calculates the minimum effective power of each module: 85W multiplied by 65% ​​equals 56W for the left front door module, 85W multiplied by 65% ​​equals 56W for the right front door module, 42W multiplied by 70% equals 30W for the left front seat module, and 42W multiplied by 70% equals 30W for the right front seat module.

[0063] Subsequently, the central control module reduced the power allocation of each module from the requested power to its respective minimum effective power. Specifically, the left front door module was reduced from 85W to 56W, the right front door module from 85W to 56W, the left front seat module from 42W to 30W, and the right front seat module from 42W to 30W. After the reduction, the total required power was recalculated as 56W + 56W + 30W + 30W = 172W, which still exceeded 150W. Therefore, the central control module continued priority arbitration, suspending the lower priority nodes.

[0064] This includes pausing the action requests of the lowest-priority power execution module and recalculating the total power demand, such as... Figure 6 As shown, it includes: Step S331: Set the power quota of the power execution module with the lowest current priority to zero.

[0065] Step S332: The released power is redistributed to the remaining power execution modules according to priority, wherein the power execution module with the highest priority is given priority to obtain the power quota to increase its duty cycle.

[0066] Step S333: Recalculate the total required power based on the redistributed power quota.

[0067] For example, after the aforementioned steps to uniformly reduce the power allocation, the left front door module is allocated 56W (65% duty cycle), the right front door module is allocated 56W (65% duty cycle), the left front seat module is allocated 30W (70% duty cycle), and the right front seat module is allocated 30W (70% duty cycle). The total power demand of 172W still exceeds 150W. Assuming the priorities from highest to lowest are left front seat module, right front seat module, left front door module, and right front door module, the central control module resets the power allocation of the currently lowest priority right front door module to zero, releasing 56W of power. According to step S332, the released 56W is redistributed to the remaining modules according to priority.

[0068] The released power is first allocated to the highest priority left front seat module, increasing its duty cycle from 70% to 100% and restoring its power allocation from 30W to 42W. The remaining power is then allocated to the second highest priority right front seat module, increasing its duty cycle from 70% to 100% and restoring its power allocation from 30W to 42W. The left front door module remains at 56W. If the total power demand still exceeds 150W after redistributing the released power, the next lowest priority module is paused until the total power demand does not exceed 150W.

[0069] For example, taking into account the inrush current when the loads are started, the central control module staggers the start-up time of each load by 10ms. The up-and-down adjustment loads of the left and right front seats are started first, and the up-and-down load of the left front window is started 10ms later.

[0070] During execution, when the adjustment load of the left and right front seats is completed before that of the left front window, the bus releases 84W of power. At this time, the central control module redistributes the released power to the still-operating left and right front windows. The duty cycle of the left front window increases from 65% to 100%, and the power recovers from 56W to 85W, while the right front window maintains a 65% duty cycle and operates at 56W.

[0071] When the lifting load of the left front window is completed before the left and right front seats, the bus releases 85W of power. At this time, the central control module redistributes the released power to the still-operating left front seat, right front seat, and right front window. The duty cycle of the left and right front seats increases from 70% to 100%, and the power recovers from 30W to 42W. The right front window maintains a 65% duty cycle and operates at 56W.

[0072] Once the left front window and both front seats have been processed, if the right front window has not yet been processed, the bus power is fully released, the central control module increases the duty cycle of the right front window from 65% to 100%, and the power is restored from 56W to 85W to complete the remaining travel.

[0073] If a new action request is received from the power execution module during the remaining travel of the right front window, the central control module will continue to perform power assessment, reallocate power quotas according to priority, and execute the newly requested load according to priority.

[0074] Step S4: According to the allocated power quota, by adjusting the duty cycle of the load corresponding to each power execution module, the energy storage capacitor in the corresponding power execution module is discharged during the conduction period of the load to make up for the power gap when the actual power consumption of the load exceeds the bus power supply capacity, and the excess power of the bus is used for charging during the turn-off period of the load.

[0075] Specifically, the central control module drives the corresponding power execution module by adjusting the duty cycle of each load according to the power quota allocated in step S3. During the load's on-time, the load operates at peak power. When the actual power consumed by the load exceeds the bus power supply capacity, the energy storage capacitor in the power execution module automatically discharges to directly supplement the power gap and ensure the load operates normally. During the load's off-time, the excess power on the bus automatically charges the energy storage capacitor, causing the capacitor voltage to rise.

[0076] The configuration method for the capacitance value of each energy storage capacitor includes: (1) Calculate the steady-state capacitance required for each power execution module based on the difference between the peak power of the load driven by each power execution module and the rated power of the bus and the conduction time.

[0077] For example, based on the load conditions, the minimum effective duty cycle for each type of motor load during normal PWM control is set. The power and minimum effective duty cycle parameters for each type of load are shown in the table below.

[0078] For example, the power and minimum effective duty cycle parameters for each type of load are shown in Table 1 below.

[0079] Table 1 Power and Minimum Effective Duty Cycle Parameters for Each Load

[0080] The formula for calculating capacitor capacity is: C = 2 × ΔE / (Vmax²) Vmin²)(1) Where ΔE is the discharge energy, equal to the gap power P_gap multiplied by the conduction time T_on, Vmax is the highest voltage after the capacitor is charged (48V), and Vmin is the lowest allowable voltage after the capacitor is discharged (42V). According to this formula, the design of the capacitor capacity C depends on three factors: first, the maximum power gap, i.e., the difference between the maximum power of the driven load and the rated power of the bus (150W); second, the conduction frequency and conduction time, i.e., the conduction time of the load within one conduction cycle; and third, the allowable voltage drop range, ΔV = 48V - 42V = 6V. The larger the capacitor capacity, the smaller the voltage drop.

[0081] The bus power supply capability is fixed at 150W, the conduction frequency is 10kHz, and one conduction cycle is 100μs. The load's on-time T_on equals the duty cycle D multiplied by the cycle, and the off-time T_off equals (1-D) multiplied by the cycle. During steady-state operation, to ensure capacitor charging and discharging balance, the average load power within one conduction cycle must not exceed the bus's rated power, i.e., the product of the load peak power P_load and the duty cycle D must not exceed 150W.

[0082] Next, we will analyze the operating conditions. Considering the capacitor's charge-discharge balance, the average power of the load must be less than or equal to the bus's rated power of 150W within one conduction cycle. This means that the energy provided by the bus within this cycle must be greater than or equal to the energy consumed by the load for the capacitor to maintain a steady-state charge-discharge balance. To obtain more severe operating conditions, we will analyze the following conditions as shown in Table 2: Table 2 Operating Conditions

[0083] Based on the above operating conditions, it can be analyzed that, under the condition that the average power during the conduction period does not exceed 150W, the power gap is the largest in operating condition 4, P_gap=80W, and the total power P_load=230W. Therefore, operating condition 4 is selected as the worst operating condition for calculating the steady-state capacitor capacity.

[0084] In operating condition 4, to meet the constraint of an average power of 150W, the formula for determining the duty cycle D is as follows: D=P_load_avg / P_load=150W / 230W≈0.652 (2) The formula for the conduction time T_on is: T_on=D×T=0.652×100μs=65.2μs (3) The formula for the off time T_off is: T_off=(1-D)×T=34.8μs(4) During conduction, the bus provides 150W, the load consumes 230W, and the power gap P_gap = 230W - 150W = 80W is replenished by the discharge of the energy storage capacitor. The formula for calculating the discharge energy ΔE is: ΔE=P_gap×T_on=80W×65.2μs=5.216mJ (5) The capacitor voltage drops from 48V to 42V. During the shutdown period, the load consumes 0W, and the bus provides 150W to charge the energy storage capacitor. The charging energy E_charge = 150W × T_off = 150W × 34.8μs = 5.220mJ. The charging energy is greater than the discharging energy, satisfying the charge-discharge balance.

[0085] Substituting ΔE=5.216mJ, Vmax=48V, and Vmin=42V into formula (1), the required steady-state capacitance is approximately 19.32μF. This capacitance is the total capacitance of all power execution modules involved in the drive, allocated according to the peak power ratio of each load: the left front door module capacitor is (85W / 230W)×19.32μF≈7.14μF, the right front door module capacitor is also 7.14μF, and the left front seat module capacitor is ((32+28)W / 230W)×19.32μF≈5.04μF. In practical applications, considering that the load of each power execution module may exceed 150W and approach 230W, each module should use a capacitor greater than 19.32μF.

[0086] (2) Calculate the surge capacity required for each power execution module based on the difference between the peak power of the load driven by each power execution module when it starts up and the rated power of the bus, as well as the start-up duration.

[0087] For example, when the load starts, its instantaneous peak power can reach 2 to 3 times the steady-state power. Taking the window lifting load as an example, the steady-state rated power is 85W, the starting peak power is 210W, and the starting duration is 10ms. The bus rated power is 150W, the surge power gap P_gap=210W-150W=60W, and the surge discharge energy ΔE=P_gap×T_on=60W×10ms=0.6J. The highest voltage before capacitor discharge is 48V, and the lowest allowable voltage after discharge is 42V. Substituting into formula (1), the surge capacitance required is approximately 2222μF. Considering the engineering margin, a 4700μF capacitor is selected. It should be noted that this capacitor cannot support operation for a duration of seconds, and the average power over a long period of time still needs to comply with the 150W limit, but it can support short-term surges of about 10ms. Meanwhile, when the left and right front windows or front seats are controlled simultaneously, the start-up time will be staggered by 10ms according to priority, and the maximum number of loads that can be started at the same time is 1.

[0088] (3) Take the larger of the surge capacitance value and the steady-state capacitance value as the candidate capacitance value of the energy storage capacitor in each power execution module.

[0089] For example, the larger of the surge capacitance value and the steady-state capacitance value is taken as the candidate capacitance value for the energy storage capacitor in each power execution module. The steady-state capacitance value is 19.32μF, and the surge capacitance value is 2222μF. The larger of the two is 2222μF, so the candidate capacitance value is 2222μF.

[0090] (4) The candidate capacitance value of each power execution module is adjusted according to the ratio of the peak power of the load it drives to the total peak power, and then used as the configuration capacitance value of the energy storage capacitor in the power execution module.

[0091] For example, the candidate capacitance values ​​of each power execution module are adjusted according to the proportion of the peak power of the load it drives to the total peak power, and then used as the configuration capacitance value of the energy storage capacitor within that power execution module. Since the surge-required capacitance value of 2222μF is much larger than the capacitance values ​​obtained by proportional allocation in steady state (7.14μF, 5.04μF, etc.), the energy storage capacitor of each power execution module can be directly configured as 4700μF according to the surge suppression requirements.

[0092] It should be noted that although a 4700μF capacitor was selected for surge suppression, this capacitor cannot support operation for durations on the order of seconds, such as a continuous 3-second window closing motion. Therefore, the long-term average power must strictly adhere to the 150W limit. The multi-node power dynamic scheduling strategy and priority arbitration scenario analyzed earlier are both applicable, except that a 4700μF capacitor is selected to support a short-term surge of 210W for approximately 10ms.

[0093] For example, the charging and discharging process of the energy storage capacitor is explained using the right front door module and the left front door module as examples.

[0094] When all power execution modules are operating normally and are not driving high-current loads, the right front door module detects a user's button press requesting the right front window to close and sends an 85W power request to the central control module. The central control module, based on the behavior request power table, confirms that no other modules are currently driving high-power loads and directly issues a drive command, causing the right front door module to drive the right front window up at 85W.

[0095] During the closing of the right front window, the left front door module requests the opening of the left front window, sending an 85W power request to the central control module. The central control module calculates the total power demand as 85W + 85W = 170W based on the node's real-time power table and the behavior request power table, exceeding the bus's rated power of 150W. The central control module then sends a derating instruction to the right front door module according to the node priority table, limiting its duty cycle to 65%, reducing the actual power to 56W. Simultaneously, it issues a control command to the left front door module to open the left front window at 85W.

[0096] During the conduction period when the right front window operates at 65% duty cycle, the right front window consumes 85W, and the left front window consumes 85W, totaling 170W. However, the bus can only provide 150W, and the 20W power gap is supplemented by the discharge of the energy storage capacitor in the right front door module. During the shutdown period when the 65% duty cycle is off, the right front window stops drawing power, and only the left front window consumes 85W. The bus still provides 150W of power, and the remaining 65W is used to charge the energy storage capacitor in the right front door module.

[0097] When the power execution module powers on, the bus automatically charges its internal energy storage capacitor until the capacitor voltage matches the bus voltage. When the load is on, the actual power consumed by the load causes the bus voltage to drop, and the voltage across the energy storage capacitor becomes higher than the bus voltage. The capacitor automatically discharges to provide current to the load, making up for the power shortfall. When the load is off, the load stops consuming power, the bus voltage rises, and the voltage across the energy storage capacitor becomes lower than the bus voltage. The bus automatically charges the capacitor, and the capacitor absorbs excess energy. As long as the charging energy is greater than or equal to the discharging energy within one conduction cycle, the capacitor's charging and discharging balance can be maintained, ensuring normal system operation.

[0098] In addition, when an abnormal situation such as continuous motor stall is detected, causing the bus voltage to drop too much (e.g., below 42V), the central control module sends a command to turn off the corresponding graded power switch, cut off the power supply to the load, and prevent the energy storage capacitor from over-discharging.

[0099] Based on the above case, the charge-discharge balance of the energy storage capacitor is verified. The discharge energy is 20W multiplied by 65μs, which equals 1.3mJ, and the charging energy is 65W multiplied by 35μs, which equals 2.275mJ. The charging energy is greater than the discharge energy, satisfying the charge-discharge balance. Substituting into formula (1), where ΔE=0.0013J, Vmax=48V, and Vmin=42V, the calculated capacitor capacity is approximately 4.81μF. Although a 4700μF capacitor is selected in practical applications to consider surge suppression, the above charge-discharge strategy and capacitor capacity calculation meet the relevant parameter requirements of the multi-node power dynamic scheduling strategy.

[0100] The power scheduling method for the vehicle power supply system provided in this embodiment dynamically constructs a power budget table containing real-time power, priority, and requested power based on the real-time operating data reported by each power execution module, and monitors the system power status in real time. When the total demand power exceeds the bus rated power threshold, power quotas are allocated to each power execution module according to priority. High-priority modules receive power resources first, while low-priority modules are derated or suspended, thereby achieving coordinated operation and dynamic power balance of multi-node high-power loads under limited bus power supply capacity. Simultaneously, by adjusting the load's duty cycle, distributed energy storage capacitors automatically discharge to supplement power gaps during load conduction and automatically charge using excess bus power during load de-conduction, thus utilizing the energy storage characteristics of capacitors to compensate for instantaneous bus power shortages and ensure normal load operation. This invention achieves high-power transmission without increasing bus power supply capacity or wiring harness specifications, significantly reducing the weight and cost of the vehicle wiring harness, and ensuring system stability and reliability when multiple nodes operate simultaneously.

[0101] In some optional implementations, the method further includes: controlling the corresponding power execution module to cut off the power supply to the faulty branch based on the load branch fault information reported by any power execution module, while maintaining the communication power supply of the power execution module; and controlling the power execution module to cut off the connection with the bus based on the bus power supply fault information reported by any power execution module.

[0102] Specifically, when any power execution module detects an overvoltage or overcurrent fault in the load branch it drives through its acquisition unit, the power execution module reports the load branch fault information to the central control module. Based on the received load branch fault information, the central control module controls the power execution module to cut off the power supply to the corresponding faulty branch, while maintaining the communication power supply of the power execution module, so that the module can still maintain communication with the central control module through the bus, facilitating the continuous reporting of fault information and the receipt of subsequent recovery commands.

[0103] When any power execution module detects an overvoltage or overcurrent fault in the bus power supply through its acquisition unit, it reports the bus power supply fault information to the central control module. Based on the received bus power supply fault information, the central control module controls the power execution module to disconnect from the bus, completely isolating the faulty module from the bus, preventing the fault from spreading to other power execution modules, and protecting the internal components of the module from damage.

[0104] This embodiment provides an on-board power supply system, such as Figure 7 As shown, it includes: a central control module 1 and multiple power execution modules (#21~#2n), wherein each power execution module is connected to at least one in-vehicle load, each power execution module is connected in parallel with the central control module 1 via a bus, and each power execution module is equipped with an energy storage capacitor for discharging to replenish the power gap during load conduction and being charged by the bus during load de-conduction; the central control module is used to execute the method of the above embodiment or any corresponding implementation thereof.

[0105] Specifically, Figure 7 In this system, the central control module 1 serves as the main control unit, responsible for constructing and maintaining the power budget table, calculating and comparing the total power demand, allocating power quotas, and issuing drive commands. The power execution modules (#21~#2n), as distributed execution units, are located in different physical areas within the vehicle, each driving its connected load. Each power execution module is connected in parallel to the central control module 1 via a bus, forming a bus topology. The central control module 1 simultaneously provides DC power and communication signals to each power execution module via the bus, eliminating the need for separate wiring harnesses for power supply and communication.

[0106] Specifically, Figure 7In this system, each power execution module is equipped with an energy storage capacitor. When the load corresponding to the power quota allocated by the central control module 1 is turned on, the load operates at peak power. If the actual power consumed by the load exceeds the bus power supply capacity, the energy storage capacitor automatically discharges to supplement the power shortfall. When the load is turned off, the excess power of the bus automatically charges the energy storage capacitor. Through this distributed energy storage mechanism, each power execution module has local energy buffering capabilities, enabling it to provide instantaneous power support to the driven load when the bus power supply capacity is insufficient, while simultaneously utilizing the excess bus energy during the off-peak period for supplementation, thus achieving dynamic expansion of the bus power supply capacity.

[0107] For example, Figure 8 Taking the central control module 1 as an example, which connects to four power execution modules, namely the left front door module, the right front door module, the left front seat module, and the right front seat module. The left front door module connects to loads such as the left front window lift motor, the left front door unlock motor, and the left rearview mirror folding and unfolding motor; the right front door module connects to loads such as the right front window lift motor, the right front door unlock motor, and the right rearview mirror folding and unfolding motor; the left front seat module connects to loads such as the left front seat ventilation fan, the left front seat heating element, the left front seat fore-and-aft adjustment motor, the left front seat height adjustment motor, and the left front seat backrest fore-and-aft adjustment motor; the right front seat module connects to loads such as the right front seat ventilation fan, the right front seat heating element, the right front seat fore-and-aft adjustment motor, the right front seat height adjustment motor, and the right front seat backrest fore-and-aft adjustment motor.

[0108] It should be noted that the specific steps of the power scheduling method executed by the central control module in this embodiment are the same as those in the previous embodiments, and will not be repeated here.

[0109] The vehicle power supply system provided in this embodiment implements the aforementioned power scheduling method through a central control module. When the total power demand exceeds the limit, it allocates power quotas according to priority and adjusts the duty cycle of the loads. This allows the energy storage capacitors in each power execution module to automatically discharge and replenish the power gap during load conduction and to be charged by the bus during load de-conduction. This system organically combines a centralized power scheduling strategy with a distributed energy storage capacitor replenishment mechanism. Without increasing the bus power supply capacity or wiring harness specifications, it achieves coordinated operation and power balance of multi-node high-power loads. At the same time, through the local energy support of distributed energy storage capacitors, it effectively reduces the instantaneous power supply pressure on the bus. The system has a simple structure, controllable cost, and high reliability.

[0110] In some alternative implementations, such as Figure 9As shown, the central control module 1 includes: a power conversion unit 11, a central control unit 12, a communication unit 13, and an injection unit 14. The power conversion unit 11 is connected to the central control unit 12 and the injection unit 14. The power conversion unit 11 is used to convert the externally input DC power supply into different levels of operating voltage. The central control unit 12 is connected to the injection unit 14 through the communication unit 13. The central control unit 12 is used to execute the methods of the above embodiments or any corresponding implementation methods. The injection unit 14 is connected to each power execution module through a bus. The injection unit 14 is used to couple the externally input DC power supply and the control signal output by the central control unit 12 onto the bus.

[0111] Specifically, Figure 9 In the middle, the power conversion unit 11 is used to perform multi-stage step-down conversion of the external input DC power (48V). It generates 12V and 5V regulated power supplies respectively by relying on two independent BUCK-type DC-DC circuits. The 12V voltage supplies various drive and interface devices on the board, and the 5V voltage is dedicated to the MCU, Ethernet transceiver chip (PHY) and other digital chips in the central control unit 12. It relies on voltage regulation and filtering design to suppress vehicle power supply ripple and voltage drop disturbances, and ensure the power supply stability of all devices.

[0112] Specifically, Figure 9 In this process, the central control unit 12 is used to fully execute the power scheduling method described in the aforementioned embodiments. It periodically receives voltage and current acquisition data periodically transmitted back by all power execution modules through the bus, dynamically establishes and updates the node real-time power table, node priority table, and behavior request power table in real time. After calculating that the total demand power exceeds the bus rated power threshold, it performs a series of logical operations such as power quota calculation, load drive PWM duty cycle reduction, and fault isolation control command generation based on the preset load priority.

[0113] Specifically, Figure 9 In the middle, the communication unit 13 is responsible for communication protocol adaptation and signal level conversion. It converts the power scheduling command and fault reporting message output by the central control unit into differential communication waveforms that conform to the 10BASE-T1S bus specification. At the same time, it is compatible with data interaction of other vehicle communication protocols such as CAN bus, so as to realize data interoperability between multiple controllers in the vehicle.

[0114] Specifically, Figure 9In this embodiment, the injection unit 14 is the core component of the non-standard high-power PoDL. It is equipped with a customized high-frequency coupling transformer and a multi-stage filtering network, which breaks through the technical limitation of conventional standard PoDLs that can only achieve power supply within 50W. By using the coupling mechanism of the transformer center tap, the 48V DC power supply and 10BASE-T1S differential communication signal are combined into the same 22AWG twisted pair cable. Relying on the selected power transformer with a saturation current of more than 3.5A, a maximum of 150W high-power synchronous power transmission and signal transmission can be achieved on a single cable, avoiding the defects of transformer magnetic saturation and crosstalk between power supply and communication signal under high-power coupling conditions.

[0115] In some alternative implementations, such as Figure 10 As shown, taking power execution module #21 as an example, power execution module #21 includes: decoupling unit 211, voltage conversion unit 212, acquisition unit 213, execution control unit 214, drive unit 215, and energy storage capacitor C1. Decoupling unit 211 is connected to the bus, execution control unit 214, and voltage conversion unit 212. Decoupling unit 211 is used to decouple DC power and communication signals from the bus and transmit control signals to execution control unit 214. Energy storage capacitor is connected between decoupling unit 211 and voltage conversion unit 212. Energy storage capacitor is used to discharge to supplement power shortages during load conduction and to discharge during load operation. During shutdown, the device is charged via the bus. The acquisition unit 213 is connected to the execution control unit 214. The acquisition unit 213 is used to acquire the input electrical signal and load electrical signal of the power execution module and transmit the acquired data to the execution control unit 214. The drive unit 215 is connected to the execution control unit 214 and each load. The drive unit 215 is used to drive the corresponding load voltage conversion unit 212 to connect to each load according to the instructions of the execution control unit 214. The voltage conversion unit 212 is used to convert the decoupled DC power supply into different levels of operating voltage. The execution control unit 214 is used to output corresponding control commands based on the decoupled communication signal.

[0116] Specifically, Figure 10 In the decoupling unit 211, a built-in filter circuit and CT coupling transformer are used to separate power and communication signals from a single 10BASE-T1S twisted-pair bus by relying on the frequency division isolation characteristics of the transformer. The 48V DC power supply and the ETH_P and ETH_N differential communication signals are decoupled from the bus. The separated DC power supply supplies power to the next stage, and the differential communication signals are sent to the execution control unit 214 with integrated PHY function to complete the reception and parsing of the bus downlink control commands.

[0117] Specifically, Figure 10In the process, one end of the energy storage capacitor C1 is connected to the connection point between the decoupling unit 211 and the voltage conversion unit 212, and the other end is grounded. When the high-power load connected to the power execution module #21 starts up instantaneously and the instantaneous power supply of the bus is insufficient, the energy storage capacitor discharges quickly to make up for the instantaneous power gap, avoiding the bus voltage drop from lowering the working voltage of other power execution modules in the same link. Under the conditions of load hibernation and no-load operation, the 48V power supply of the bus completes the capacitor replenishment and energy storage, realizing peak power peak shaving and valley filling.

[0118] Specifically, Figure 10 In the middle, the voltage conversion unit 212 integrates two independent DC-DC conversion circuits, which receive the decoupled 48V DC power supply and convert it to output 12V and 5V regulated power supplies respectively. The 12V power supply is used to power the motor and high and low side loads, while the 5V power supply is dedicated to the execution control unit, various acquisition chips, drive chips and other low-voltage components, so as to meet the differentiated power specifications of different components in the board.

[0119] Specifically, Figure 9 In the middle, the acquisition unit 213 is divided into a front-end input acquisition branch and a back-end load acquisition branch. The front-end branch acquires the 48V input voltage and input current on the bus input side in real time. The back-end multi-channel acquisition module acquires the working voltage and working current of the 48V load, 12V load and 5V load respectively. All sampled data are uploaded to the execution control unit 214 in real time via the AD channel.

[0120] Specifically, Figure 10 In the middle, the drive unit 215 integrates multiple NMOS drive circuits, motor drive chips, high and low side drive chips and peripheral interface circuits. It receives PWM and switching control signals issued by the execution control unit and drives 48V / 12V motors, high and low side switching loads and external switching peripherals respectively.

[0121] Specifically, Figure 10 In the process, the execution control unit 214 has an integrated PHY RCP main control chip. On the one hand, it connects to the decoupling unit to parse the scheduling control commands sent by the bus, and on the other hand, it summarizes the electrical parameters returned by the full-link acquisition unit. Combined with the preset load priority logic, it generates various drive control commands. At the same time, it packages and encapsulates the real-time load condition data of this module into 10BASE-T1S protocol messages, couples them back to the twisted-pair bus through the decoupling unit, and uploads them to the front-end central control module.

[0122] In some alternative implementations, such as Figure 10As shown, it also includes: a first switch Q1 and multiple second switches (Q2 and Q3), wherein the first switch and each second switch are connected to the execution control unit 214; the first switch is connected in series between the decoupling unit 211 and the energy storage capacitor C1, and is used to control the on / off state of the power execution module and the bus; each second switch is connected in series between the voltage conversion unit and each load, and is used to control the on / off state of the power supply to each load branch; when the execution control unit 214 determines that any load branch is faulty based on the data collected by the acquisition unit, it controls the corresponding second switch to open; when it determines that the bus power supply is faulty, it controls the first switch to open.

[0123] Specifically, Figure 10 In this module, the power execution module has bidirectional fault isolation capability.

[0124] (1) Forward isolation: Q2 is connected in series between the 48V power supply output branch and the 48V load to control the on / off state of the 48V load branch; Q3 is connected in series between the 12V power supply branch and the 12V load to control the on / off state of the 12V load branch. When the execution control unit 214 detects an overvoltage or overcurrent in a load branch through the 48V load voltage and current acquisition module or the 12V voltage and current acquisition module, the execution control unit 214 controls the corresponding NMOS drive circuit to turn off the corresponding NMOS transistor: if the 48V load branch is faulty, Q2 is disconnected; if the 12V load branch is faulty, Q3 is disconnected. After the faulty branch is disconnected, Q1 on the input circuit remains on, the 5V communication power supply is always normal, and the node can still communicate with the central control module through the bus. The execution control unit 214 sends a fault diagnosis frame to the central control module through the bus to notify the node of the fault; after the fault is recovered, the node reports the information to the central control module and resumes normal operation according to the instructions issued by the central control module.

[0125] (2) Reverse isolation: When the power execution module detects overvoltage or overcurrent in the bus power supply through the 48V input voltage and current acquisition module, the execution control unit 214 controls the NMOS drive circuit #1 to turn off Q1, cut off the connection between this power execution module and the bus, prevent the chip of this node from being damaged, and at the same time prevent the fault from spreading to other power execution modules connected to the bus.

[0126] Although embodiments of the invention have been described in conjunction with the accompanying drawings, those skilled in the art can make various modifications and variations without departing from the spirit and scope of the invention, and such modifications and variations all fall within the scope defined by the appended claims.

Claims

1. A power scheduling method for an on-board power supply system, characterized in that, The vehicle power supply system includes multiple power execution modules for driving various loads inside the vehicle. Each power execution module is connected in parallel via a bus, and each power execution module has an internal energy storage capacitor. The method includes: A power budget table is constructed based on the real-time operating data reported by each power execution module; wherein, the power budget table includes at least the real-time power, priority, and requested power of each power execution module; Calculate the total power demand and compare it with the bus rated power threshold; wherein the total power demand is calculated based on the real-time power and requested power in the power budget table; When the total power demand exceeds the bus rated power threshold, the corresponding power quota is allocated according to the priority of each power execution module; According to the allocated power quota, by adjusting the duty cycle of the load corresponding to each power execution module, the energy storage capacitor in the corresponding power execution module is discharged during the load's conduction period to make up for the power gap when the actual power consumption of the load exceeds the bus power supply capacity, and during the load's off period, the excess power of the bus is used for charging.

2. The method according to claim 1, characterized in that, The power budget table includes a node real-time power table, a node priority table, and a behavior request power table. The process of constructing the power budget table based on the real-time operating data reported by each power execution module includes: Fill the real-time power reported periodically by each power execution module into the node real-time power table; Fill the node priority table with the preset priority information of each power execution module; wherein the priority is preset according to the load type driven by each power execution module; The behavior request sent by the currently triggered power execution module is filled into the behavior request power table; wherein the behavior request includes the requested power and expected duration of the load driven by the power execution module.

3. The method according to claim 1, characterized in that, The process of allocating corresponding power quotas according to the priority of each power execution module includes: When multiple power execution modules send behavior requests simultaneously, the requested power is allocated to each power execution module in descending order of priority, and then the current total power demand is calculated. If the current total power demand exceeds the bus rated power threshold, the power quota of each power execution module will be reduced to its own minimum effective power, and the total power demand will be recalculated. If the total power demand still exceeds the bus rated power threshold after recalculation, then the behavior request of the lowest priority power execution module is suspended, and the total power demand is recalculated. Repeat the steps above to pause the lowest priority power execution module until the total power demand does not exceed the bus rated power threshold, which will be the final power quota allocated to each power execution module.

4. The method according to claim 3, characterized in that, The process of reducing the power quota of each power execution module to its respective minimum effective power and recalculating the total required power includes: Based on the type of load driven by each power execution module, obtain the preset minimum effective duty cycle corresponding to each load type; The minimum effective power of each power execution module is obtained by multiplying the requested power of each power execution module by its corresponding minimum effective duty cycle. The power quota for each power execution module is reduced from the requested power to its respective minimum effective power.

5. The method according to claim 3, characterized in that, The process of pausing the action request of the lowest priority power execution module and recalculating the total power demand includes: Set the power quota of the lowest priority power execution module to zero; The released power is redistributed to the remaining power execution modules according to priority, with the highest priority power execution module receiving the power quota first to increase its duty cycle; The total required power is recalculated based on the redistributed power quotas.

6. The method according to claim 1, characterized in that, The method for configuring the capacitance value of each of the energy storage capacitors includes: Calculate the steady-state capacitance required for each power execution module based on the difference between the peak power of the load driven by each power execution module and the rated power of the bus, as well as the conduction time. Calculate the surge capacity required for each power execution module based on the difference between the peak power of the load driven by each power execution module at startup and the rated power of the bus, as well as the startup duration. The larger of the surge capacitance value and the steady-state capacitance value is taken as the candidate capacitance value for the energy storage capacitor in each power execution module. The candidate capacitance values ​​of each power execution module are adjusted according to the ratio of the peak power of the load it drives to the total peak power, and then used as the configuration capacitance value of the energy storage capacitor in that power execution module.

7. The method according to claim 1, characterized in that, Also includes: Based on the load branch fault information reported by any power execution module, control the corresponding power execution module to cut off the power supply to the faulty branch, and maintain the communication power supply of the power execution module. Based on the bus power failure information reported by any power execution module, control that power execution module to disconnect from the bus.

8. A vehicle-mounted power supply system, characterized in that, include: The central control module and multiple power execution modules, among which, Each of the power execution modules is connected to at least one in-vehicle load. Each of the power execution modules is connected in parallel with the central control module via a bus. Each power execution module is equipped with an energy storage capacitor, which is used to discharge to replenish the power gap during the load conduction period and to be charged by the bus during the load de-conducting period. The central control module is used to execute the method according to any one of claims 1 to 7.

9. The system according to claim 8, characterized in that, The central control module includes: a power conversion unit, a central control unit, a communication unit, and an injection unit, wherein... The power conversion unit is connected to the central control unit and the injection unit, and the power conversion unit is used to convert the externally input DC power into different levels of working voltage; The central control unit is connected to the injection unit via the communication unit; The injection unit is connected to each of the power execution modules via a bus. The injection unit is used to couple the externally input DC power supply and the control signal output by the central control unit onto the bus.

10. The system according to claim 8, characterized in that, The power execution module includes: a decoupling unit, a voltage conversion unit, a data acquisition unit, an execution control unit, a drive unit, and an energy storage capacitor, wherein... The decoupling unit is connected to the bus, the execution control unit and the voltage conversion unit. The decoupling unit is used to decouple the DC power supply and communication signal from the bus and transmit the control signal to the execution control unit. The energy storage capacitor is connected between the decoupling unit and the voltage conversion unit. The energy storage capacitor is used to discharge to replenish the power gap during load conduction and to be charged by the bus during load de-conduction. The acquisition unit is connected to the execution control unit. The acquisition unit is used to acquire the input electrical signal and load electrical signal of the power execution module and transmit the acquired data to the execution control unit. The drive unit is connected to the execution control unit and each load, and the drive unit is used to drive the corresponding load according to the instructions of the execution control unit; The voltage conversion unit is connected to each load and is used to convert the decoupled DC power supply into different levels of operating voltage. The execution control unit is used to output corresponding control commands based on the decoupled communication signals.

11. The system according to claim 10, characterized in that, Also includes: A first switch and multiple second switches, wherein... The first switch and each of the second switches are connected to the execution control unit; The first switch is connected in series between the decoupling unit and the energy storage capacitor to control the connection and disconnection between the power execution module and the bus; Each of the second switches is connected in series between the voltage conversion unit and each load, and is used to control the on / off of power supply to each load branch; When the execution control unit determines that any load branch is faulty based on the data collected by the acquisition unit, it controls the corresponding second switch to open; when it determines that the bus power supply is faulty, it controls the first switch to open.

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