Vehicle control system and vehicle

Abstract

The application discloses a vehicle control system and a vehicle, and belongs to the technical field of vehicles. The vehicle control system comprises a main power supply unit, a plurality of first regional controllers, a first end of each first regional controller being electrically connected with the main power supply unit, at least one second regional controller, a first end of each second regional controller being electrically connected with second ends of at least two first regional controllers, and the second regional controller being adapted to be communicatively connected with at least a safety control load and / or a vehicle unlocking load. The plurality of first regional controllers are connected with the main power supply unit in a parallel mode, the current and heat flowing through each first regional controller are evenly distributed, the overcurrent phenomenon of a certain domain controller due to excessive load can be avoided, and the second regional controller can obtain electric energy from one or more first regional controllers, the overcurrent risk of each regional controller is reduced, the generated heat is reduced, and the reliability of the vehicle control system is improved.

Description

Technical Field

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

[0002] As automotive electronic and electrical architecture evolves from distributed to centralized, the Zone Controller Unit (ZCU) architecture has become the mainstream solution for current intelligent vehicles. With the increasing demands of users and the significant increase in the number of vehicle loads, each zone controller faces a severe test of its power supply capacity under high load and multi-tasking operation.

[0003] Traditional domain controller power supply schemes often adopt series or cascaded power distribution structures, which are limited by unidirectional energy transmission paths, making them prone to the accumulation effect of overcurrent in upstream nodes. Furthermore, upstream faults can easily lead to power outages in core nodes, resulting in low reliability. Summary of the Invention

[0004] This application aims to address at least one of the technical problems existing in the prior art. To this end, this application proposes a vehicle control system and a vehicle, which reduces the overcurrent risk of each zone controller, reduces heat generation, and improves the reliability of the vehicle control system.

[0005] In a first aspect, this application provides a vehicle control system, including: Main power supply unit; Multiple first area controllers, each with its first terminal electrically connected to the main power supply unit; At least one second area controller, the first end of each second area controller being electrically connected to the second ends of at least two first area controllers, the second area controllers being adapted to communicate with at least a safety control load and / or a vehicle unlocking load.

[0006] According to the vehicle control system of this application, multiple first area controllers are connected in parallel with the main power supply unit. The current and heat flowing through each first area controller are evenly distributed, which can prevent overcurrent from occurring in a certain area controller due to excessive load. Furthermore, the second area controller can obtain power from one or more first area controllers, and the amount of power flowing through the second area controller is also less. The risk of overcurrent in each area controller is reduced, the heat generated is reduced, and the reliability of the vehicle control system is improved.

[0007] According to one embodiment of this application, the vehicle control system further includes: The first independent power supply unit is independent of the main power supply unit, and any second area controller is electrically connected to the first independent power supply unit.

[0008] According to one embodiment of this application, the vehicle control system further includes: The second independent power supply unit is independent of the main power supply unit and the first independent power supply unit, and one or more first area controllers are electrically connected to the second independent power supply unit.

[0009] According to one embodiment of this application, the second area controller includes a left-side area controller of the vehicle, and the plurality of first area controllers include a right-side area controller of the vehicle and a rear-side area controller of the vehicle.

[0010] According to one embodiment of this application, the vehicle control system further includes: The third area controller has its output terminal electrically connected to the second terminal of the second area controller.

[0011] According to one embodiment of this application, the vehicle control system further includes a third area controller, which is electrically connected to a second terminal of the second area controller and the output terminal of the auxiliary power supply unit.

[0012] According to one embodiment of this application, the second area controller includes a left-side area controller of the vehicle, a plurality of first area controllers include a right-side area controller of the vehicle and a rear-side area controller of the vehicle, and the third area controller includes a front-side area controller of the vehicle.

[0013] According to one embodiment of this application, the vehicle control system further includes: An auxiliary power supply unit is electrically connected to the second or third area controller.

[0014] According to one embodiment of this application, the electrical connection lines between the main power supply unit and each first area controller, the electrical connection lines between each first area controller and the second area controller, and the connection lines between the second area controller and the third area controller are all rigid wire harnesses.

[0015] According to one embodiment of this application, the vehicle control system further includes: Multiple disconnect switches are installed at the power supply ports of each area controller.

[0016] Secondly, this application provides a vehicle that includes the vehicle control system according to the foregoing.

[0017] According to the vehicle of this application, multiple first area controllers are connected in parallel with the main power supply unit. The current and heat flowing through each first area controller are evenly distributed, which can prevent overcurrent from occurring in a certain area controller due to excessive load. Furthermore, the second area controller can obtain power from one or more first area controllers, and the amount of power flowing through the second area controller is also less. The risk of overcurrent in each area controller is reduced, the heat generated is reduced, and the reliability of the vehicle control system is improved.

[0018] Additional aspects and advantages of this application will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this application. Attached Figure Description

[0019] The above and / or additional aspects and advantages of this application will become apparent and readily understood from the description of the embodiments taken in conjunction with the following drawings, in which: Figure 1 This is one of the structural block diagrams of the vehicle control system provided in the embodiments of this application; Figure 2 This is the second structural block diagram of the vehicle control system provided in the embodiments of this application; Figure 3 This is the third structural block diagram of the vehicle control system provided in the embodiments of this application; Figure 4 This is one of the connection diagrams of the vehicle control system in a vehicle provided in the embodiments of this application; Figure 5 This is the fourth structural block diagram of the vehicle control system provided in the embodiments of this application; Figure 6 This is the second schematic diagram of the connection of the vehicle control system in the vehicle provided in the embodiments of this application; Figure 7 This is the fifth structural block diagram of the vehicle control system provided in the embodiments of this application; Figure 8 This is the third schematic diagram of the connection of the vehicle control system in the vehicle provided in the embodiments of this application.

[0020] Figure label: Main power supply unit 10, first area controller 21, second area controller 22, third area controller 23, left area controller 31, right area controller 32, front area controller 33, rear area controller 34, first independent power supply unit 41, second independent power supply unit 42, first branch line unit 51, second branch line unit 52, auxiliary power supply unit 60, disconnect switch K. Detailed Implementation

[0021] The embodiments of this application are described in detail below. Examples of these embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain this application, and should not be construed as limiting this application.

[0022] In the following description, a "circuit" refers to a conductive loop consisting of at least one element or sub-circuit connected by an electrical or electromagnetic link. When an element or circuit is said to be "coupled to" or "connected to" another element, or when an element / circuit is said to be "coupled at" or "connected at" two nodes, it can be directly coupled to or connected to the other element, or there may be intermediate elements. The connection between elements can be physical, logical, or a combination thereof. Conversely, when an element is said to be "directly coupled to" or "directly connected to" another element, it means that there are no intermediate elements between them.

[0023] In the description, the terms "first," "second," etc., are used to distinguish similar objects, not to describe a specific order or sequence. It should be understood that such numerical descriptors can be interchanged where appropriate so that embodiments of this application can be implemented in orders other than those illustrated or described herein, and the objects distinguished by "first," "second," etc., are generally of the same class, not limited in number; for example, a first object can be one or more. Furthermore, in the specification and claims, "and / or" indicates at least one of the connected objects, and the character " / " generally indicates that the preceding and following objects are in an "or" relationship.

[0024] Furthermore, the use of terms such as "one embodiment," "some embodiments," "illustrative embodiment," "example," "specific example," or "some examples," etc., indicates that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples.

[0025] As automotive electronic and electrical architecture evolves from distributed to centralized, the Zone Controller Unit (ZCU) architecture has become the mainstream solution for current intelligent vehicles. With the increasing demands of users and the significant increase in the number of vehicle loads, each zone controller faces a severe test of its power supply capacity under high load and multi-tasking operation.

[0026] Traditional domain controller power supply schemes often employ series or cascaded power distribution structures, which leads to a deterioration in the dynamic load balancing capability, the accumulation of overcurrent in local nodes, and low reliability.

[0027] Figure 1 A structural block diagram of a vehicle control system provided in an embodiment of this application is shown. (Refer to...) Figure 1 One embodiment of this application provides a vehicle control system, including: a main power supply unit 10, a plurality of first area controllers 21, and at least one second area controller 22. The first terminal of each first area controller 21 is electrically connected to the main power supply unit 10; the first terminal of each second area controller 22 is electrically connected to the second terminals of at least two first area controllers 21, and the second area controller 22 is adapted to communicate with at least a safety control load and / or a vehicle unlocking load.

[0028] The main power supply unit 10 is the core power module of the entire system, responsible for providing power to each area controller and ensuring its normal operation. The structure of the main power supply unit 10 can be selected according to the actual application scenario, and is not limited here. For example, the main power supply unit 10 may include a switching power supply, which is used to convert the high-voltage power from the vehicle battery pack into stable low-voltage DC power to supply the area controller.

[0029] A zone controller is a distributed control node deployed across physical zones within a vehicle's electrical and electronic architecture. It manages the power supply, communication, signal routing, and basic control functions of all electronic devices within that zone. By centrally integrating the control of multiple functional modules into a single zone controller, system complexity can be reduced, and response speed and management efficiency can be improved.

[0030] The main power supply unit 10 supplies power to the first area controller 21 in a first-level distribution manner, and each first area controller 21 serves as a second-level distribution unit to supply power to the second area controller 22.

[0031] The number of first area controllers 21 can be selected according to the actual application scenario, and is not limited here. For example, a vehicle may include two first area controllers 21, namely the right area controller 32 and the rear area controller 34.

[0032] The first area controllers 21 are connected in parallel, so that the current output by the main power supply unit 10 is evenly distributed to each first area controller 21, which can reduce the current flowing through each first area controller 21 and reduce the heat dissipation design pressure of the domain controller.

[0033] The second area controller 22 is a control unit for a specific area within the vehicle. It typically communicates with critical loads such as the vehicle's safety functions and unlocking system, making it a relatively important area controller. The second area controller 22 can communicate with either the vehicle's safety control load or the vehicle unlocking load, or simultaneously with both. The first terminal of each second area controller 22 is electrically connected to the second terminals of at least two first area controllers 21. Each first area controller 21 can independently transmit its allocated power output from the main power supply unit 10 to the second area controller 22, or multiple first area controllers 21 can simultaneously transmit their allocated power output from the main power supply unit 10 to the second area controller 22.

[0034] The number of second area controllers 22 can be selected according to the actual application scenario, and is not limited here. For example, a vehicle may include one second area controller 22, which is the left-side area controller.

[0035] Each first area controller 21 shunts the current output from the main power supply unit 10 and uses it as a secondary power distribution unit to supply power to the second area controller 22. The current flowing through the second area controller 22 will also be reduced, alleviating the heat dissipation design pressure of the second area controller 22.

[0036] According to the vehicle control system of this application, multiple first area controllers 21 are connected in parallel with the main power supply unit 10. The current and heat flowing through each first area controller 21 are evenly distributed, which can prevent overcurrent phenomenon in a certain area controller due to excessive load. Furthermore, the second area controller 22 can obtain power from one or more first area controllers 21, and the power flowing through the second area controller 22 is also less. The overcurrent risk of each area controller is reduced, the heat generated is reduced, and the reliability of the vehicle control system is improved.

[0037] Figure 2 A structural block diagram of a vehicle control system provided in an embodiment of this application is shown. (Refer to...) Figure 2 In some embodiments, the vehicle control system further includes a first independent power supply unit 41. The first independent power supply unit 41 is independent of the main power supply unit 10, and any second area controller 22 is electrically connected to the first independent power supply unit 41.

[0038] The first independent power supply unit 41 operates independently of the main power supply unit 10 and is mainly used to provide independent power support for the second area controller 22. The first independent power supply unit 41 can ensure that when the vehicle is involved in a collision or a single point of failure occurs at any location of the vehicle, the vehicle's safety functions (such as vehicle unlocking and braking systems) are not affected and can always operate stably, facilitating rescue operations.

[0039] The specific location of the second area controller 22 varies in different vehicle models. The following explanation uses the left area controller 31 as an example to illustrate the second area controller 22. It can be understood that the left area controller 31 can communicate with loads related to the braking system and the unlocking of the left door.

[0040] It should be noted that the first independent power supply unit 41 is only used to provide power to a single area controller, and based on considerations such as cost and size, the power supply capacity of the first independent power supply unit 41 may be lower than that of the main power supply unit 10.

[0041] The structure of the first independent power supply unit 41 can be selected according to the actual application scenario, and is not limited here. For example, the first independent power supply unit 41 can be a battery.

[0042] Figure 3 A structural block diagram of a vehicle control system provided in an embodiment of this application is shown. (Refer to...) Figure 3 In some embodiments, the vehicle control system further includes a second independent power supply unit 42. The second independent power supply unit 42 is independent of the main power supply unit 10 and the first independent power supply unit 41, and one or more first area controllers 21 are electrically connected to the second independent power supply unit 42.

[0043] The second independent power supply unit 42 operates independently of the main power supply unit 10 and the first independent power supply unit 41, and is mainly used to provide independent power support for any area controller other than the first area controller 21.

[0044] The location of the area controller electrically connected to the second independent power supply unit 42 can be selected according to the actual vehicle model and user needs, and is not limited here. For example, multiple first area controllers 21 may include a right area controller 32 and a rear area controller 34, and the second independent power supply unit 42 may be electrically connected to the right area controller 32, or the second independent power supply unit 42 may be connected to the rear area controller 34.

[0045] The number of second independent power supply units 42 can be selected according to the actual application scenario, and is not limited here. For example, the vehicle control system includes two second independent power supply units 42, one of which is electrically connected to the right area controller 32, and the other is electrically connected to the rear area controller 34.

[0046] Figure 4 This diagram illustrates the electrical connections of the vehicle control system provided in this embodiment within a vehicle. (Refer to...) Figure 4As another example, the first area controller 21 includes a right area controller 32 and a rear area controller 34, and the second area controller 22 is the left area controller 31. That is, the main power supply unit 10 is electrically connected to the right area controller 32 and the rear area controller 34 respectively, the left area controller 31 is electrically connected to the right area controller 32, and the second independent power supply unit 42 is electrically connected to the right area controller 32.

[0047] The right-side area controller 32 supplies power to the left-side area controller 31 as the conventional power supply channel, while the rear area controller 34 is electrically connected to the left-side area controller 31 as a redundant power supply channel. The left-side area controller 31 supplies power to safety-related loads, door locking devices, steering systems, etc. The right-side area controller 32 and the rear area controller 34 are connected in parallel to form a redundant power supply circuit to supply power to the left-side area controller 31. This ensures that in the event of a failure in one area controller, the vehicle's safety functions (such as vehicle unlocking and braking systems) are not affected and can always operate stably, facilitating rescue operations.

[0048] Figure 5 A structural block diagram of a vehicle control system provided in an embodiment of this application is shown. (Refer to...) Figure 5 In some embodiments, the second area controller 22 includes a left-side area controller 31 of the vehicle, and a plurality of first area controllers 21 include a right-side area controller 32 of the vehicle and a rear area controller of the vehicle.

[0049] The left-side area controller 31 is typically located at the front left of the vehicle and is suitable for communicating with loads on the left side of the vehicle. The right-side area controller 32 is typically located at the front right of the vehicle and is suitable for communicating with loads on the right side of the vehicle. The rear area controller 34 is typically located at the rear of the vehicle and is suitable for communicating with loads on the rear side of the vehicle. Loads are distributed according to proximity: loads on the left side of the vehicle are electrically connected to the left-side area controller 31, loads on the right side of the vehicle are electrically connected to the right-side area controller 32, and loads at the rear of the vehicle are electrically connected to the rear area controller 34.

[0050] In this embodiment, an independent power supply unit can be set for the left area controller 31 and the right area controller 32 respectively. When the vehicle is involved in a collision or a single point of failure occurs at any location of the vehicle, it can be ensured that at least one of the left area controller 31 and the right area controller 32 can work normally, that is, at least one of the left door and the right door can be unlocked, which facilitates rescue and improves reliability.

[0051] In some embodiments, the vehicle control system further includes a third area controller 23. The third area controller 23 is electrically connected to a second terminal of the second area controller 22.

[0052] The third area controller 23 is connected in series with the second area controller 22, which simplifies the wiring harness layout, enables local power distribution within the area, and saves on wiring length.

[0053] The specific locations of the first area controller 21, the second area controller 22, and the third area controller 23 can be determined according to the actual application scenario, and are not limited here.

[0054] Figure 6 This diagram illustrates the electrical connections of the vehicle control system provided in this embodiment within a vehicle. (Refer to...) Figure 6 As an example, the multiple first area controllers 21 include a right area controller 32 and a rear area controller 34. The first area controller 21 is the left area controller 31, and the third area controller 23 is the front area controller 33. That is, the main power supply unit 10 is electrically connected to the right area controller 32 and the rear area controller 34 respectively. The right area controller 32 and the rear area controller 34 are both connected to the left area controller 31, and the left area controller 31 is electrically connected to the front area controller 33.

[0055] It should be noted that the types of area controllers and their electrical connections listed above are merely illustrative and not an exhaustive list of this solution. Any modifications, equivalent substitutions, improvements, or variations made within the spirit and principles of this invention, as well as any other reasonable implementation mode, should be included within the scope of protection of this invention.

[0056] Figure 7 A structural block diagram of a vehicle control system provided in an embodiment of this application is shown. (Refer to...) Figure 7 In some embodiments, the vehicle control system further includes an auxiliary power supply unit 60. The output of the auxiliary power supply unit 60 is electrically connected to a second terminal of the second area controller 22.

[0057] The auxiliary power supply unit 60 is mainly used to provide power to the second area controller 22 in the event of a failure of the main power supply unit 10, so as to avoid the paralysis of the whole vehicle system due to the failure of the main power supply unit 10 and further improve the reliability of the vehicle control system.

[0058] The structure of the auxiliary power supply unit 60 can be selected according to the actual application scenario, and is not limited here. For example, the main power supply unit 10 may include a switching power supply, which is used to convert the high-voltage electrical energy of the vehicle battery pack into a stable low-voltage DC power supply to the area controller.

[0059] The auxiliary power supply unit 60 can be electrically connected to the area controllers, and the number of area controllers electrically connected can be selected according to the actual application scenario. There is no limit here.

[0060] In some embodiments, the vehicle control system further includes a third area controller 23, which is electrically connected to the second terminal of the second area controller 22 and the output terminal of the auxiliary power supply unit 60.

[0061] In the event that the main power supply unit is unable to operate, the auxiliary power supply unit 60 can provide power to the third area controller 23. The third area controller 23 uses the power provided by the auxiliary power supply unit 60 to power the second area controller 22, thereby further improving the reliability of the vehicle control system.

[0062] Figure 8 This diagram illustrates the electrical connections of the vehicle control system provided in this embodiment within a vehicle. (Refer to...) Figure 8 In some embodiments, the second area controller 22 includes the left-side area controller 31 of the vehicle, the plurality of first area controllers 21 include the right-side area controller 32 of the vehicle and the rear area controller 34 of the vehicle, and the third area controller 23 includes the front area controller 33 of the vehicle.

[0063] As an example, the main power supply unit 10 is electrically connected to the right area controller 32 and the rear area controller 34 respectively, the first end of the left area controller 31 is electrically connected to the second end of the right area controller 32 and the second end of the rear area controller 34 respectively, the output end of the auxiliary power supply unit 60 is electrically connected to the first end of the front area controller 33, and the second end of the front area controller 33 is electrically connected to the second end of the left area controller 31.

[0064] Under normal circumstances, the auxiliary power supply unit 60 does not work. The power output of the main power supply unit 10 is transmitted to the right area controller 32 and the rear area controller 34. The right area controller 32 and the rear area controller 34 transmit the power to the left area controller 31. The front area controller 33 is connected in series with the left area controller 31. The left area controller 31 transmits the power to the front area controller 33.

[0065] In the event of a failure in the main power supply unit 10, the auxiliary power supply unit 60 outputs power to the front area controller 33. The front area controller 33 is connected in series with the left area controller 31. The front area controller 33 can then transmit power to the left area controller 31, which in turn transmits power to the right area controller 32 and the rear area controller 34. This prevents the entire vehicle system from failing due to a failure in the main power supply unit 10, further improving the reliability of the vehicle control system.

[0066] In some embodiments, the electrical connection lines between the main power supply unit 10 and each first area controller 21, the electrical connection lines between each first area controller 21 and the second area controller 22, and the connection lines between the second area controller 22 and the third area controller 23 are all rigid wire harnesses.

[0067] The electrical connections between the main power supply unit 10 and each area controller, as well as the electrical connections between each area controller, all use rigid wire harnesses. The rigid wire harness design has multiple wire harness interfaces, allowing the area controllers to draw power directly from the rigid wire harnesses without relying on additional branching equipment. This not only significantly saves costs but also improves the simplicity and reliability of the system.

[0068] Furthermore, compared to traditional flexible cables, rigid wire harnesses possess greater mechanical strength, effectively resisting external vibrations and friction. They also exhibit high structural stability, maintaining stable power transmission even in complex and high-load environments. Moreover, the wiring arrangement of rigid wire harnesses is more compact, making more efficient use of the limited space within the vehicle, thereby avoiding redundant cable tangling and power transmission losses.

[0069] In some embodiments, the rigid wire harness is a copper busbar or an aluminum busbar.

[0070] Copper busbars have high electrical conductivity, enabling more efficient power transmission with lower voltage loss. In addition, their flexibility and good electrical connection performance allow them to adapt to complex vehicle wiring environments while ensuring the stability and reliability of power supply.

[0071] Aluminum busbars offer a lightweight advantage. Aluminum has a lower density, so under the same conductivity conditions, aluminum busbars are significantly lighter than copper busbars. Aluminum busbars are suitable for applications requiring reduced overall vehicle weight. While aluminum's conductivity is slightly lower than copper's, with proper design and material selection, aluminum busbars can still meet the vehicle's electrical needs while providing sufficient current carrying capacity. They also possess strong corrosion resistance, making them suitable for long-term use in variable automotive environments.

[0072] Copper and aluminum busbars have good heat dissipation performance, which can effectively disperse the heat generated when current passes through them, avoid the impact of overheating on the power system, and improve the reliability of the entire vehicle control system.

[0073] It should be noted that the electrical connection lines between the main power supply unit 10 and each area controller, as well as the electrical connection lines between each area controller, can use rigid wire harnesses, branch units, or copper wires.

[0074] Continue to refer to Figure 8As an example, the vehicle control system also includes a first branch unit 51 and a second branch unit 52. The first end of the first branch unit 51 is electrically connected to the main power supply unit 10, and the second end of the first branch unit 51 is electrically connected to each of the first area controllers 21; the first end of the second branch unit 52 is electrically connected to the first end of the second area controller 22, and the second end of the second branch unit 52 is electrically connected to the second end of each of the first area controllers 21.

[0075] The first branch line unit 51 is electrically connected to the main power supply unit 10, forming a power transmission channel between the main power supply unit 10 and each area. This design ensures that the power transmission from the main power supply unit 10 to the multiple first area controllers 21 can proceed smoothly, while avoiding voltage fluctuations and power losses that may occur during power transmission.

[0076] The second branch unit 52 enables the first area controller 21 to distribute electrical energy to the second area controller 22.

[0077] The distribution unit design is flexible and can be expanded or modified as needed to accommodate different numbers of area controllers. Through the distribution unit, the system not only improves power distribution efficiency but also reduces the risk of failures due to line redundancy or overload. Furthermore, the arrangement of the distribution units ensures the modularity and maintainability of the system, making future maintenance or expansion easier.

[0078] In some embodiments, the vehicle control system further includes a plurality of disconnect switches K, which are disposed at the power supply ports of each area controller.

[0079] The isolating switch K can be switched between on and off states. An isolating switch K is installed at the power supply port of each area controller. Under normal conditions, the isolating switch K is in the on state, and the power distribution unit corresponding to each area controller provides power to its corresponding area controller. In the event of a fault in a certain area, the isolating switch K can effectively cut off the power supply to that area, preventing the fault from spreading to other areas, while still maintaining the normal driving function of the vehicle, thus improving reliability.

[0080] It should be noted that the specific type of disconnecting switch K can be selected according to the actual application scenario, and is not limited here. For example, disconnecting switch K can be a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor) or an IGBT (Insulated-Gate Bipolar Transistor), etc.

[0081] One embodiment of this application provides a vehicle that includes a vehicle control system according to the foregoing.

[0082] The specific structure and working principle of the vehicle control system can be referred to the aforementioned embodiments, and will not be repeated here.

[0083] According to the vehicle of this application, multiple first area controllers 21 are connected in parallel with the main power supply unit 10. The current and heat flowing through each first area controller 21 are evenly distributed, which can prevent overcurrent phenomenon in a certain area controller due to excessive load. Furthermore, the second area controller 22 can obtain power from one or more first area controllers 21, and the power flowing through the second area controller 22 is also less. The overcurrent risk of each area controller is reduced, the heat generated is reduced, and the reliability of the vehicle control system is improved.

[0084] Although embodiments of this application have been shown and described, those skilled in the art will understand that various changes, modifications, substitutions and alterations can be made to these embodiments without departing from the principles and spirit of this application, the scope of which is defined by the claims and their equivalents.

Claims

1. A vehicle control system, characterized in that, The vehicle control system includes: Main power supply unit; Multiple first area controllers, each of which has a first terminal electrically connected to the main power supply unit; At least one second area controller, a first terminal of each second area controller being electrically connected to a second terminal of at least two first area controllers, the second area controller being adapted to communicate with at least a security control load and / or a vehicle unlocking load.

2. The vehicle control system according to claim 1, characterized in that, The vehicle control system also includes: The first independent power supply unit is independent of the main power supply unit, and any of the second area controllers is electrically connected to the first independent power supply unit.

3. The vehicle control system according to claim 2, characterized in that, The vehicle control system also includes: A second independent power supply unit is independent of the main power supply unit and the first independent power supply unit, and one or more of the first area controllers are electrically connected to the second independent power supply unit.

4. The vehicle control system according to any one of claims 1-3, characterized in that, The second area controller includes a left-side area controller for the vehicle, and the plurality of first area controllers include a right-side area controller for the vehicle and a rear-side area controller for the vehicle.

5. The vehicle control system according to claim 1, characterized in that, The vehicle control system also includes: A third area controller is electrically connected to the second terminal of the second area controller.

6. The vehicle control system according to claim 1, characterized in that, The vehicle control system also includes: An auxiliary power supply unit, the output of which is electrically connected to the second terminal of the second area controller.

7. The vehicle control system according to claim 6, characterized in that, The vehicle control system also includes: The third area controller is electrically connected to the second terminal of the second area controller and the output terminal of the auxiliary power supply unit.

8. The vehicle control system according to claim 5 or 7, characterized in that, The second area controller includes a left-side area controller for the vehicle, the plurality of first area controllers include a right-side area controller for the vehicle and a rear-side area controller for the vehicle, and the third area controller includes a front-side area controller for the vehicle.

9. The vehicle control system according to claim 5 or 7, characterized in that, The electrical connection lines between the main power supply unit and each of the first area controllers, the electrical connection lines between each of the first area controllers and the second area controllers, and the connection lines between the second area controllers and the third area controllers are all rigid wire harnesses.

10. The vehicle control system according to any one of claims 1-3 and 5-7, characterized in that, The vehicle control system also includes: Multiple disconnect switches are provided, and the disconnect switches are located at the power supply ports of each of the area controllers.

11. A vehicle, characterized in that, Includes a vehicle control system according to any one of claims 1-10.

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