Power supply system and vehicle

Abstract

This application relates to a power supply system and a vehicle. The power supply system includes a first power supply unit and multiple power distribution modules; the first power supply unit and the multiple power distribution modules are connected in series; the power distribution modules are electrically connected to loads and also have communication connections; the power distribution modules are used to supply power to the electrically connected loads and process data generated by the communication-connected loads. The first power supply unit provides primary power distribution to the first-level power distribution module. After the power distribution module completes its power distribution, the remaining current is transmitted to the next-level power distribution module through a series link. This effectively reduces the length of the vehicle's wiring harness power distribution modules, optimizes wiring harness layout, and provides greater flexibility for cost reduction, safety performance, and styling design. The power supply system and vehicle of this application can solve the technical problems in related vehicle power distribution technologies where parallel or hybrid architectures result in numerous wiring harnesses, complex layouts, and severe voltage attenuation at the long-distance power supply terminals, necessitating increased wire diameter compensation.

Description

Technical Field

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

[0002] With the deep integration of vehicle electrification and intelligence, the functions of electronic control units (ECUs) are becoming increasingly integrated, driving the evolution of electronic and electrical architectures towards a domain-centralized architecture. Intelligent power distribution modules based on semiconductor technology are integrated into regional controllers, achieving system-level energy efficiency management through load topology regional control and on-demand power allocation strategies.

[0003] Currently, most automotive power distribution systems employ parallel or hybrid power distribution topologies. (See also...) Figure 1 As shown, the power supply unit performs primary power distribution to the main power distribution module (which can be the front domain controller or the body domain controller), and the main power distribution module performs secondary power distribution to the branch power distribution modules (which can be area power distribution modules N, N≥1). This power distribution architecture increases the wiring harness length and raises the risk of cross-interference, not only increasing manufacturing costs but also leading to a higher failure rate due to the increased number of contact points (such as connector oxidation and reduced electromagnetic compatibility). Furthermore, this power distribution scheme relies on a single power circuit, and the power supply links for critical loads (such as the brake controller and airbag ECU) lack redundancy. A power module or wiring harness open circuit failure will directly cause critical function failure.

[0004] With the continuous increase in the demand for low-voltage power in vehicles, parallel and hybrid power distribution topologies face multiple challenges, including increased costs, higher failure rates, and heightened risks of functional failures. Overcoming the bottlenecks of multi-domain collaborative power distribution architectures has become a key technical challenge in the evolution of intelligent vehicle electronic and electrical systems. Utility Model Content

[0005] This application provides a power supply system and vehicle to solve the technical problems in related vehicle power distribution technologies, such as the large number of wire harnesses, complex layout, and severe voltage attenuation at the end of long-distance power supply due to parallel or hybrid architecture, which requires additional wire diameter compensation.

[0006] To achieve the above objectives, according to a first aspect of this application, a power supply system is provided, comprising: a first power supply device and a plurality of power distribution modules; wherein the first power supply device and the plurality of power distribution modules are connected in series to form a first power supply link; the power distribution modules are electrically connected to a load and also have a communication connection; the power distribution modules are used to supply power to the electrically connected load and to process data generated by the communication connected load.

[0007] Optionally, the wire diameter of the first power supply link decreases progressively.

[0008] Optionally, it further includes: a first energy storage device electrically connected to the end power distribution module of the first power supply link.

[0009] Optionally, it further includes: a second power supply device, which is connected in series from the end power distribution module of the first power supply link to the beginning power distribution module of the first power supply link to form a second power supply link; wherein, the beginning power distribution module of the first power supply link includes a first input interface and is provided with a first isolation device between it and the first power supply device; the beginning power distribution module of the second power supply link includes a first input interface and is provided with a second isolation device between it and the second power supply device.

[0010] Optionally, it further includes: a second energy storage device electrically connected to any one of the plurality of power distribution modules.

[0011] Optionally, at least two of the power distribution modules are electrically connected to a portion of the load via a third isolation device.

[0012] Optionally, the partial load includes electrical equipment or systems for ensuring basic vehicle operation functions.

[0013] Optionally, the partial load includes at least one of the following: braking system, steering system, driving assistance system, and intelligent connected system.

[0014] Optionally, the power distribution module includes a zone controller and at least one distribution box; wherein the zone controller is electrically and communicatively connected to the load, and the distribution box is electrically connected to the load.

[0015] According to a second aspect of this application, a vehicle is provided, including the power supply system described above.

[0016] In the power supply system of this application, the first power supply device provides primary power distribution to the first-end power distribution module. After the power distribution module completes the power distribution, the remaining current is transmitted to the next-level power distribution module through a series link. This process is repeated for multiple levels to form a pure series power supply link. This can effectively reduce the length of the vehicle wiring harness power distribution module, optimize the wiring harness layout, and provide more space for cost reduction, safety performance, and styling design of the whole vehicle. In turn, it solves the technical problems in related vehicle power distribution technologies, such as the parallel or hybrid architecture, which leads to a large number of wiring harnesses, complex layout, and severe voltage attenuation at the end of long-distance power supply, requiring additional wire diameter compensation.

[0017] Other features and advantages of this application will be described in detail in the following detailed description section. Attached Figure Description

[0018] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0019] To gain a more complete understanding of this application and its beneficial effects, the following description will be provided in conjunction with the accompanying drawings, wherein the same reference numerals in the following description denote the same parts.

[0020] Figure 1 This is a schematic diagram of a power supply system provided in the prior art;

[0021] Figure 2 This is a schematic diagram of the power supply system provided in the embodiments of this application;

[0022] Figure 3 This is a schematic diagram of a series vehicle power supply system provided in an embodiment of this application;

[0023] Figure 4 This is a schematic diagram of the power supply interface of the area controller provided in an embodiment of this application;

[0024] Figure 5 This is a schematic diagram of a vehicle including a fully series single DC-DC four-domain control vehicle power supply system provided in the embodiments of this application;

[0025] Figure 6 This is a schematic diagram of a vehicle including a fully series dual DC-DC four-domain control vehicle power supply system provided in an embodiment of this application;

[0026] Figure 7 This is a schematic diagram of a vehicle including a fully series dual DC-DC three-domain control vehicle power supply system provided in the embodiments of this application;

[0027] Figure 8 This is a schematic diagram of a vehicle including a fully series dual DC-DC dual-domain control vehicle power supply system provided in the embodiments of this application. Detailed Implementation

[0028] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only a part of the embodiments of this application, and not all of them. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the protection scope of this application.

[0029] As described in the background section, current automotive power distribution systems mostly employ parallel or hybrid power distribution topologies. The power supply unit performs primary power distribution to the main power distribution module, and the main power distribution module performs secondary power distribution to the regional power distribution modules. This power distribution architecture increases the length of the wiring harness, raises the risk of cross-interference, not only increasing manufacturing costs but also leading to a higher failure rate due to the increased number of contact points (such as connector oxidation and reduced electromagnetic compatibility). Therefore, this application provides a new power supply system that at least solves the technical problems of parallel or hybrid architectures in related vehicle power distribution technologies, which result in numerous wiring harnesses, complex layouts, and severe voltage attenuation at long-distance power supply terminals, necessitating increased wire diameter compensation. The power supply system of this application will be described in detail below with reference to the accompanying drawings.

[0030] According to a first aspect of this application, a power supply system is provided, see [link to application]. Figure 2 As shown, the power supply system includes: a first power supply unit 1 and multiple power distribution modules 3; wherein, the first power supply unit 1 and the multiple power distribution modules 3 are connected in series to form a first power supply link; the power distribution modules 3 are electrically connected to a load L and have a communication connection; the power distribution modules 3 are used to supply power to the electrically connected load L and to process data generated by the communication connected load L. The aforementioned load L includes a safe load L1 and a non-safe load L2. The aforementioned first power supply link is also referred to as the main power supply link or main link.

[0031] In the power supply system of this application, the first power supply device provides primary power distribution to the first-end power distribution module. After the power distribution module completes the power distribution, the remaining current is transmitted to the next-level power distribution module through a series link. This process is repeated for multiple levels to form a pure series power supply link, which can effectively reduce the length of the vehicle wiring harness power distribution module, optimize the wiring harness layout, and provide more space for cost reduction, safety performance and styling design of the whole vehicle.

[0032] It should be noted that the first power supply unit supplies power to the first-end power distribution module, and the power distribution modules are connected in series to form a chain structure. After each power distribution module completes its own power distribution, it transmits the remaining current to the next level through the series link until the last power distribution module completes its power distribution. The cascaded power distribution topology reduces the length of the wiring harness and optimizes the spatial layout of the wiring harness.

[0033] The first power supply device (also known as the main power supply device) 1 is a bidirectional voltage-to-DC converter (DC-DC) or an on-board charger (OBC) with integrated AC-DC conversion function.

[0034] The aforementioned power distribution module 3 establishes electrical and communication connections with each load. The microcontroller unit (MCU) in the power distribution module 3 is configured to perform data calculations and protocol parsing, and to realize power distribution control through the power module.

[0035] See Figure 3 As shown, the vehicle power distribution topology includes a first power supply device 1, an energy storage device 2, a power distribution module group 3 (power distribution module 1, power distribution module 2, ... power distribution module N), an isolation module 4, and multiple safe loads L1 and unsafe loads L2.

[0036] The first power supply unit 1 provides continuous power output to the vehicle system and loads through power conversion and distribution. Specifically, the first power supply unit 1 provides power to the power distribution module 1. After completing the power supply to its own load group, the power distribution module 1 transmits power to the power distribution module 2. This process is repeated to form a series power distribution topology of power distribution module 1-power distribution module 2-...-power distribution module N (N≥2).

[0037] In one embodiment, the power supply channel is configured with a conventional wiring harness structure (impedance ≤ 5mΩ / m), suitable for traditional electrical layout scenarios. In other embodiments, the power supply channel may employ flexible flat cable (FFC) or flexible printed circuit (FPC) wiring harnesses.

[0038] In one embodiment, the power distribution modules of power distribution module group 3 (power distribution module 1, power distribution module 2, ... power distribution module N) are all configured as area controllers. These controllers integrate intelligent power distribution functions through a high-side driver circuit and an electronic fuse chip. The area controllers are interconnected with each load via electrical connections and communication buses (such as CAN, CAN FD). The built-in MCU performs protocol conversion, fault diagnosis, and load priority scheduling. Furthermore, a power switch array (such as MOSFETs) executes switching control logic based on load priority strategies, achieving distributed control and centralized power distribution management of the loads.

[0039] See Figure 4 As shown, the area controller includes a main power input interface and a redundant power input interface. The main power input interface is connected to the DC-DC module or the upper-level area controller via a power supply channel, while the redundant power input interface serves as an emergency power supply link directly connected to the battery. During vehicle startup, the main power input interface can switch to a power output interface, providing power to the DC-DC module via the power supply channel. In driving mode, the redundant interface can switch to a power output interface to perform battery float charging management. Each area controller is electrically connected to the load for power supply through power output interfaces 1 to N (N≥3).

[0040] Furthermore, the wire diameter of the first power supply link decreases progressively. The power supply system uses a progressively decreasing wire diameter design, which, combined with the series characteristics of the power distribution architecture, reduces the total length of the wiring harness and the number of crossover nodes, thus optimizing the wiring harness layout.

[0041] Furthermore, it also includes: a first energy storage device, electrically connected to the end power distribution module of the first power supply link. The first energy storage device is located at the end of the link and serves as a redundant energy storage device. The energy storage device includes, but is not limited to, a capacitor, a battery with a nominal voltage of 12V, or a battery with a nominal voltage of 48V.

[0042] Furthermore, it also includes: a second power supply device, which is connected in series from the end power distribution module of the first power supply link to the beginning power distribution module of the first power supply link to form a second power supply link; wherein, the beginning power distribution module of the first power supply link includes a first input interface and is provided with a first isolation device between it and the first power supply device; the beginning power distribution module of the second power supply link includes a first input interface and is provided with a second isolation device between it and the second power supply device.

[0043] The aforementioned second power supply device is also referred to as a backup power supply device or a redundant power supply device. The aforementioned second power supply link is also referred to as a backup / redundant power supply link or a backup / redundant link.

[0044] In one embodiment, the main power supply link, i.e., the series power supply link, is isolated from faults through an isolation device; the backup energy storage unit is physically isolated from the main power supply link through an independent power supply circuit, ensuring that ASIL-D level safety loads such as steering and braking can still maintain emergency power supply under short-circuit or power outage conditions, thus guaranteeing the safety of the vehicle and its passengers. In the vehicle's redundant power supply control strategy, by monitoring the impedance changes of the series power supply link in real time, the power supply path can be switched in a short time, meeting functional safety requirements.

[0045] In one embodiment, the first power supply unit and the second power supply unit provide power redundancy for the low-voltage load of the vehicle. When the first power supply unit malfunctions, the second power supply unit is switched on to maintain vehicle operation. When the first power supply unit disconnects, the second power supply unit provides the initial power supply for the entire series power supply link to the first power supply unit. When the first power supply unit experiences a short circuit, the first isolation device disconnects, and the second power supply unit provides the initial power supply for the entire series power supply link. After monitoring that the first power supply unit has cleared the short circuit and can distribute power normally, the first isolation device returns to its normally closed state, and the first power supply unit provides the initial power supply for the power supply link, while the second isolation device disconnects.

[0046] Furthermore, it also includes: a second energy storage device, electrically connected to any one of the multiple power distribution modules.

[0047] In one embodiment, a power distribution module provides differentiated power supply to redundant safety loads and non-safety loads. The power distribution module can be electrically connected to at least one energy storage device (such as a supercapacitor bank (≥100F) or a 12V / 24V / 48V battery bank), and executes a short-time discharge strategy (response time ≤20ms) when the first power supply is interrupted, ensuring continuous power supply to critical safety loads (≥30s). Safety loads include brake-by-wire systems, electric power steering systems (EPS), and ADAS driver assistance systems, whose power supply links comply with the ISO 26262 functional safety redundancy architecture requirements.

[0048] Furthermore, at least two power distribution modules are electrically connected to a portion of the load via a third isolation device. The portion of the load includes electrical equipment or systems used to ensure basic vehicle functions. The portion of the load includes at least one of the following: braking system, steering system, driver assistance system, or intelligent connectivity system.

[0049] In one embodiment, the safety load can be selectively connected to one or two power distribution modules. While the power distribution modules are electrically connected via a series power supply link, a backup power supply is provided by an energy storage device. A power isolation device is configured between the redundant power supply link and the series power supply link to ensure power distribution safety and fault isolation capability. For example, the safety load is electrically connected to power distribution module 1 and power distribution module 2, and power supply isolation is achieved through an isolation module (corresponding to the aforementioned third isolation device), avoiding electromagnetic coupling interference between the two modules and providing the safety load with dual independent redundant power supply paths. When one power supply path, such as power distribution module 1, fails, power distribution module 2, as a redundant link, continuously supplies power to the safety load 1, achieving zero interruption of important driving functions in fault scenarios.

[0050] The aforementioned isolation device is a semiconductor switching module (such as a high-side switch or MOSFET) or a smart fuse (such as efuse), which has bidirectional controllable conduction characteristics. The isolation device can monitor, but is not limited to, real-time acquisition of data such as current intensity, port voltage, and temperature rise data flowing through the area controller. When any monitored parameter exceeds a preset threshold and the duration meets the critical condition, the isolation device will cut off the electrical connection of the area controller on the series power supply link and switch the energy storage device to supply power to the safe load of the area controller. At the same time, after the fault is cleared, it will automatically reset or enter the manual maintenance mode according to the instructions of the area controller.

[0051] Furthermore, the power distribution module includes a zone controller and at least one distribution box; wherein the zone controller is electrically and communicatively connected to the load, and the distribution box is electrically connected to the load.

[0052] In one embodiment, the power distribution module includes a zone controller and at least one distribution box (fuse-type or semiconductor-type), wherein the distribution box adopts a near-end deployment strategy, directly supplying power to nearby high-power loads via a copper busbar topology. For example, the power distribution harness of the high-power load can be crimped to any position on the copper busbar, improving the flexibility of the harness layout. The distribution box integrates multi-level protection mechanisms, such as fuses as primary overcurrent protection (action delay ≤100ms) and power switching chips (such as MOSFETs) as secondary resettable protection (response time ≤10μs).

[0053] According to a second aspect of this application, a vehicle is provided, including the power supply system described above. The vehicle may be a gasoline-powered vehicle, a plug-in hybrid electric vehicle, or a new energy vehicle, etc., and this application does not specifically limit it. Since the vehicle in this embodiment includes the power supply system described above, the vehicle includes all the technical effects of the power supply system described above. Since the technical effects of the power supply system have been described in detail above, they will not be repeated here.

[0054] Furthermore, this application embodiment provides a vehicle including a single DC-DC power supply system. A bidirectional DC-DC converter 111 provides power to the front area controller 131. After completing the power supply to the relevant loads, the front area controller 131 transmits power to the left area controller 132, and so on, forming a series power distribution topology of DC-DC 111 - front area controller 131 - left area controller 132 - right area controller 133 - rear area controller 134 - on-board battery 121. The on-board battery 121 is located at the end of the link and serves as a redundant energy storage device.

[0055] In some embodiments, the power distribution output terminals of each area controller are electrically connected to each functional load in proximity: the front area controller 131 distributes the electric fan, engine control unit, electronic control module and headlight system; the left area controller 132 is equipped with the airbag system, door and window opening and closing system, seat adjustment system and smart entry system; the right area controller 133 covers the door and window opening and closing system, seat adjustment system, braking system, intelligent driving system, entertainment display system and vehicle refrigerator; the rear area controller 134 integrates the door and window opening and closing system, seat adjustment system, braking system and chassis suspension system.

[0056] In some embodiments, the rear area controller 134, the vehicle battery 121, the isolation device 143, and the right area controller 133 are electrically connected to form a serial link. The isolation device 143 may be a normally closed bidirectional protection switch (such as a MOSFET or IGBT array), and its protection strategy includes at least one set of current thresholds and time thresholds. When the current output by the right area controller or the current output by the rear area controller 134 exceeds the current threshold and the duration exceeds the corresponding time threshold, the isolation device 143 performs a shutdown operation.

[0057] In some embodiments, the left area controller 132 and the right area controller 133 serve as the main redundant power distribution modules, providing redundant power supply backup for critical safety loads such as the parking system, steering system, driver assistance system, and intelligent connected system. When a short circuit, overload, or other power supply abnormality occurs on the left area controller 132 side or the right area controller 133 side, the isolation device 142 triggers an electrical isolation mechanism based on real-time detected circuit signals, isolating the two power supply modules, cutting off the power supply path between the faulty side power supply module and the safety load, while the healthy side power supply module independently undertakes the power supply task for all safety loads.

[0058] Furthermore, this application embodiment provides a vehicle including a dual DC-DC power supply system. In this vehicle, the bidirectional voltage DC-DC converter 211, the front area controller 231, the left area controller 232, the right area controller 233, the rear area controller 234, and the bidirectional voltage DC-DC converter 212 form a series power distribution topology.

[0059] In some embodiments, the left area controller 232 integrates a cross-domain computing module, supporting multi-domain task scheduling and resource collaborative allocation. Through embedded complex algorithms, it achieves real-time data stream processing and autonomous decision-making output. The left area controller 232 is electrically connected to the vehicle battery 221 and to the front area controller 231 of the power supply module via an isolation device 242. The isolation device 242 may employ a normally closed bidirectional protection switch (such as a MOSFET or IGBT array). Its protection strategy includes at least one set of current thresholds and time thresholds. When the current output by the current area controller 231 or the current output by the vehicle battery 221 exceeds the current threshold and the duration exceeds the corresponding time threshold, the isolation device 242 performs a shutdown operation.

[0060] In some embodiments, the power distribution output terminals of each area controller are electrically connected to the nearest functional load: the front area controller 231 distributes power to the electric fan, engine control unit, electronic control module, and headlight system; the left area controller 232 is configured with the airbag system, door and window opening and closing system, seat adjustment system, and smart entry system; the right area controller 233 covers the door and window opening and closing system, seat adjustment system, braking system, intelligent driving system, entertainment display system, and vehicle refrigerator; the rear area controller 234 integrates the door and window opening and closing system, seat adjustment system, braking system, and chassis suspension system. The left area controller 232 and right area controller 233 serve as the main redundant power distribution modules, providing redundant power backup for critical safety loads such as the parking system, steering system, driving assistance system, and intelligent network system. In the event of a fault, the power supply to the left and right area controllers is isolated through an isolation device.

[0061] In some embodiments, the left area controller 232 provides redundant power backup for critical safety loads such as the parking system, steering system, driver assistance system, and intelligent connectivity system via the vehicle battery 221. When an abnormality occurs in the power distribution to the left area controller, the vehicle battery 221 provides power to the safety loads.

[0062] In some embodiments, the main power supply unit DC-DC211 and the backup power supply unit DC-DC212 serve as power supply units to provide power redundancy for the low-voltage load of the vehicle. When the main power supply unit malfunctions, the backup power supply unit is switched to maintain vehicle operation. When the power supply to DC-DC211 is disconnected, DC-DC212 becomes the main power supply unit to provide the initial power supply for the entire series power supply link; when DC-DC211 experiences a short circuit, the isolation device 241 disconnects, and DC-DC212 becomes the power supply unit to provide the initial power supply for the entire series power supply link. After monitoring that DC-DC211 has been de-circuited and can distribute power normally, the isolation device 241 returns to its normally closed state, and DC-DC211 provides the initial power supply for the power supply link, at which point the isolation device 245 disconnects.

[0063] Furthermore, this application embodiment provides a vehicle including a dual DC-DC power supply system. In this vehicle, the bidirectional voltage DC-DC converter 311, the left area controller 331, the right area controller 332, the rear area controller 333, and the bidirectional voltage DC-DC converter 312 form a series power distribution topology.

[0064] In some embodiments, the left area controller 331 integrates a cross-domain computing module, supporting multi-domain task scheduling and resource collaborative allocation. Through embedded complex algorithms, it achieves real-time data stream processing and autonomous decision-making output. The left area controller 331 is electrically connected to the vehicle battery 321 and to the DC-DC converter 311 via an isolation device 341. The isolation device 341 may employ a normally closed bidirectional protection switch (such as a MOSFET or IGBT array). Its protection strategy includes at least one set of current thresholds and time thresholds. When the current output by the DC-DC converter 311 or the current output by the vehicle battery 321 exceeds the current threshold and the duration exceeds the corresponding time threshold, the isolation device 341 performs a shutdown operation.

[0065] In some embodiments, the power distribution output terminals of each area controller are electrically connected to the nearest functional load: the left area controller 331 is equipped with an electric fan, engine control unit, electronic control module, headlight system, airbag system, door and window opening and closing system, seat adjustment system, and smart entry system; the right area controller 332 covers the door and window opening and closing system, seat adjustment system, braking system, intelligent driving system, entertainment display system, and vehicle refrigerator; the rear area controller 333 integrates the door and window opening and closing system, seat adjustment system, braking system, and chassis suspension system. The left area controller 331 and right area controller 332 serve as the main redundant power distribution modules, providing redundant power backup for critical safety loads such as the parking system, steering system, driving assistance system, and intelligent network system. In the event of a fault, the power supply to the left and right area controllers is isolated through an isolation device.

[0066] In some embodiments, the left area controller 331 provides redundant power backup for critical safety loads such as the parking system, steering system, driver assistance system, and intelligent connectivity system via the vehicle battery 321. When an abnormality occurs in the power distribution to the left area controller, the vehicle battery 321 provides power to the safety loads.

[0067] In some embodiments, the main power supply unit DC-DC311 and the backup power supply unit DC-DC312 provide power redundancy for the low-voltage load of the vehicle. When the main power supply unit malfunctions, the backup power supply unit is switched to maintain vehicle operation. When the power supply to DC-DC311 is disconnected, DC-DC312 provides the initial power supply for the entire series power supply link as the main power supply unit. When DC-DC311 is short-circuited, the isolation device 341 disconnects, and DC-DC312 provides the initial power supply for the entire series power supply link as the power supply unit. After monitoring that DC-DC311 is uncircuited and can distribute power normally, the isolation device 341 returns to its normally closed state, and DC-DC311 provides the initial power supply for the power supply link, and the isolation device 344 disconnects.

[0068] Furthermore, embodiments of this application provide a vehicle including a dual DC-DC power supply system. In this vehicle, the bidirectional voltage-DC converter DC-DC 411, the left area controller 431, the right area controller 432, and the bidirectional voltage-DC converter DC-DC 412 form a series power distribution topology.

[0069] In some embodiments, the left area controller 431 integrates a cross-domain computing module, supporting multi-domain task scheduling and resource collaborative allocation. Through embedded complex algorithms, it achieves real-time data stream processing and autonomous decision-making output. The left area controller 431 is electrically connected to the vehicle battery 421 and to the DC-DC 311 via an isolation device 441. The isolation device 441 may employ a normally closed bidirectional protection switch (such as a MOSFET or IGBT array). Its protection strategy includes at least one set of current thresholds and time thresholds. When the current output by the DC-DC 411 or the current output by the vehicle battery 421 exceeds the current threshold and the duration exceeds the corresponding time threshold, the isolation device 441 performs a shutdown operation.

[0070] In some embodiments, the power distribution output terminals of each area controller are electrically connected to the nearest functional load: the left area controller 431 is equipped with an electric fan, engine control unit, electronic control module, and headlight system, airbag system, door and window opening and closing system, seat adjustment system, and smart entry system; the right area controller 432 covers the door and window opening and closing system, seat adjustment system, braking system, intelligent driving system, entertainment display system, and vehicle refrigerator, door and window opening and closing system, seat adjustment system, braking system, and chassis suspension system. The left area controller 431 and right area controller 432 serve as the main redundant power distribution modules, providing redundant power backup for critical safety loads such as the parking system, steering system, driving assistance system, and intelligent network system. In the event of a fault, the power supply to the left and right area controllers is isolated through an isolation device.

[0071] In some embodiments, the left area controller 431 provides redundant power backup for critical safety loads such as the parking system, steering system, driver assistance system, and intelligent connectivity system via the vehicle battery 421. When an abnormality occurs in the power distribution to the left area controller, the vehicle battery 421 provides power to the safety loads.

[0072] In some embodiments, the main power supply unit DC-DC411 and the backup power supply unit DC-DC412 provide power redundancy for the low-voltage load of the vehicle. When the main power supply unit malfunctions, the backup power supply unit is switched to maintain vehicle operation. When the power supply to DC-DC411 is disconnected, DC-DC412 provides the initial power supply for the entire series power supply link as the main power supply unit. When DC-DC411 is short-circuited, the isolation device 441 disconnects, and DC-DC412 provides the initial power supply for the entire series power supply link as the power supply unit. After monitoring that DC-DC411 is de-circuited and can distribute power normally, the isolation device 441 returns to its normally closed state, and DC-DC411 provides the initial power supply for the power supply link, and the isolation device 443 disconnects.

[0073] In the description of this application, 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. Therefore, a feature defined as "first" or "second" may explicitly or implicitly include one or more features. In the description of this application, "multiple" means two or more, unless otherwise explicitly specified.

[0074] In the above embodiments, the descriptions of each embodiment have different focuses. For parts not described in detail in a certain embodiment, please refer to the relevant descriptions in other embodiments.

[0075] The embodiments, implementation methods, and related technical features of this application can be combined and substituted for each other without conflict.

[0076] The above are merely preferred embodiments of this application and are not intended to limit this application in any way. Any simple modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of this application without departing from the scope of the technical solution of this application shall still fall within the scope of the technical solution of this application.

Claims

1. A power supply system, characterized in that, include: A first power supply device and multiple power distribution modules; wherein the first power supply device and the multiple power distribution modules are connected in series to form a first power supply link; the power distribution modules are electrically connected to the load and have a communication connection; the power distribution modules are used to supply power to the electrically connected load and to process data generated by the communication connected load.

2. The power supply system according to claim 1, characterized in that, The wire diameter of the first power supply link decreases progressively.

3. The power supply system according to claim 1, characterized in that, Also includes: The first energy storage device is electrically connected to the end power distribution module of the first power supply link.

4. The power supply system according to claim 1, characterized in that, Also includes: The second power supply device is connected in series from the end power distribution module of the first power supply link to the beginning power distribution module of the first power supply link to form a second power supply link; wherein, the beginning power distribution module of the first power supply link includes a first input interface and is provided with a first isolation device between it and the first power supply device; the beginning power distribution module of the second power supply link includes a first input interface and is provided with a second isolation device between it and the second power supply device.

5. The power supply system according to claim 4, characterized in that, Also includes: The second energy storage device is electrically connected to any one of the multiple power distribution modules.

6. The power supply system according to claim 1, characterized in that, At least two of the power distribution modules are electrically connected to a portion of the load via a third isolation device.

7. The power supply system according to claim 6, characterized in that, The load includes electrical equipment or systems used to ensure basic vehicle operation functions.

8. The power supply system according to claim 7, characterized in that, The load includes at least one of the following: braking system, steering system, driving assistance system, and intelligent connected system.

9. The power supply system according to claim 1, characterized in that, The power distribution module includes a zone controller and at least one distribution box; wherein the zone controller is electrically and communicatively connected to the load, and the distribution box is electrically connected to the load.

10. A vehicle, characterized in that, Includes the power supply system described in any one of claims 1 to 9.

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