A method, device and vehicle terminal for controlling in-vehicle inverter power supply

Abstract

This application discloses an in-vehicle inverter power supply control method, device, and vehicle terminal. The method includes: reading the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection results of the first switch sticking in the vehicle's power supply circuit, the detection results of the second switch sticking in the vehicle's power supply circuit, and the voltage interlocking results in the vehicle's power supply circuit based on the target electrical appliance's power consumption signal, and generating an in-vehicle inverter signal; controlling the first and second switches according to the in-vehicle inverter signal and the on-board charger's operating mode to provide normal power to the target electrical appliance through the vehicle's internal power supply interface. This application adaptively adjusts the power supply strategy, enabling the target electrical appliance to receive normal power through the vehicle's internal power supply interface even under different on-board charger operating modes, thereby achieving more efficient energy utilization and more stable power output to meet the usage needs of the target electrical appliance in the vehicle.

Description

Technical Field

[0001] This invention relates to the field of vehicle charging and discharging, and specifically to an in-vehicle inverter power supply control method, device, and vehicle terminal. Background Technology

[0002] In the context of the current development of automotive electronic systems, with the increasing number of intelligent devices in vehicles, such as advanced driver assistance systems, in-vehicle entertainment systems, intelligent navigation systems, and various sensors, higher requirements are being placed on the stability and efficiency of vehicle electrical systems.

[0003] However, traditional in-vehicle power supply system designs often adopt a relatively simple power supply mode, which usually provides power uniformly based on the preset maximum power demand. Although this method ensures that the equipment can obtain sufficient power support under various conditions, it also leads to unnecessary energy waste. Furthermore, in certain specific situations, insufficient or excessive power supply may cause equipment performance degradation, unstable power supply, or even damage. Summary of the Invention

[0004] This application provides an in-vehicle inverter power supply control method, device, and vehicle terminal to solve the above-mentioned technical problems.

[0005] This application provides an in-vehicle inverter power supply control method, the method comprising:

[0006] The electrical signal of the target electrical appliance is acquired. The electrical signal of the target electrical appliance is generated based on the level transition or resistance transition of the vehicle power supply circuit. The target electrical appliance is connected to the power supply interface inside the vehicle.

[0007] Based on the electrical signal of the target electrical appliance, the vehicle's internal power supply interface temperature value, the vehicle's internal communication status, the detection result of the first switch sticking in the vehicle's power supply circuit, the detection result of the second switch sticking in the vehicle's power supply circuit, and the voltage interlock result in the vehicle's power supply circuit are read. An in-vehicle inverter signal is generated based on the vehicle's internal power supply interface temperature value, the vehicle's internal communication status, the detection result of the first switch sticking, the detection result of the second switch sticking, and the voltage interlock result. The first switch is used to connect to the vehicle's external charging and discharging interface, and the second switch is used to connect to the vehicle's internal power supply interface.

[0008] Based on the in-vehicle inverter signal and the on-board charger's operating mode, the first switch and the second switch are controlled to provide normal power to the target electrical appliance through the vehicle's internal power supply interface.

[0009] In one embodiment of this application, the process of generating an in-vehicle inverter signal based on the vehicle's internal power supply interface temperature value, the first switch adhesion detection result, the second switch adhesion detection result, and the voltage interlock result includes:

[0010] The temperature value of the vehicle's internal power supply interface is compared with the preset temperature value. The vehicle's internal controller LAN is checked for normal communication based on the vehicle's internal communication status. The first switch is checked for sticking based on the first switch sticking detection result. The second switch is checked for sticking based on the second switch sticking detection result. The voltage interlock is checked for normal operation based on the voltage interlock result.

[0011] Under the conditions that the temperature of the power supply interface inside the vehicle is less than or equal to the preset temperature, the vehicle's internal controller LAN is communicating normally, the first switch is not stuck, the second switch is not stuck, and the voltage interlock is normal, the vehicle is marked as meeting the inverter conditions, and an in-vehicle inverter signal is generated.

[0012] If the temperature of the power supply interface inside the vehicle exceeds the preset temperature value, and / or there is abnormal communication in the vehicle's internal controller LAN, and / or the first switch is stuck, and / or the second switch is stuck, and / or there is an abnormal voltage interlock, the vehicle is marked as not meeting the inverter conditions and no in-vehicle inverter signal is generated.

[0013] In one embodiment of this application, after controlling the first switch to change from a closed state to an open state and controlling the second switch to change from an open state to a closed state, the method further includes:

[0014] Detect the real-time voltage and current values ​​at the vehicle's internal power supply interface when the second switch is in the closed state;

[0015] Based on the real-time voltage value, the real-time current value, and the first termination condition, a vehicle standby signal is generated, and the first switch is controlled to change from an open state to a closed state, and the second switch is controlled to change from a closed state to an open state, based on the vehicle standby signal; wherein, the first termination condition includes: the vehicle does not meet the inverter conditions, the power signal of the target electrical appliance is disconnected, and / or the battery management system requests to enter other charging and discharging modes, and other charging and discharging modes include AC charging mode, charging preheating mode, and / or external inverter power supply mode.

[0016] In one embodiment of this application, the process of controlling the first switch and the second switch according to the in-vehicle inverter signal and the on-board charger operating mode includes:

[0017] The on-board charger's operating mode at the current moment is obtained based on the in-vehicle inverter signal.

[0018] If the on-board charger operates in the in-vehicle inverter power supply mode, then the first switch is directly controlled to change from the closed state to the open state based on the in-vehicle inverter signal, and the second switch is controlled to change from the open state to the closed state.

[0019] If the on-board charger is in AC charging mode, charging preheating mode, or external inverter power supply mode, then the AC charging mode, the charging preheating mode, or the external inverter power supply mode is maintained, and the second switch is controlled to change from the open state to the closed state when the first switch is in the closed state.

[0020] In one embodiment of this application, the method further includes: when the on-board charger is in AC charging mode or charging preheating mode, selecting the minimum power as the first power from the sum of the battery pack's allowed charging power and the vehicle load's power consumption and the on-board charger's current maximum output power;

[0021] Calculate the power difference between the first power and the reserved in-vehicle inverter power, and use the power difference as the charging power of the on-board charger;

[0022] When the target electrical appliance is powered normally through the vehicle's internal power supply interface, the power of the target electrical appliance is limited by the charging power of the on-board charger; and the AC power of the external charging pile is used to power the vehicle's internal power supply interface.

[0023] In one embodiment of this application, the method further includes: when the on-board charger is in the external inverter power supply mode, selecting the minimum power as the second power from the power difference between the battery pack's allowable charging power and the vehicle load's power consumption, the on-board charger's current maximum output power, and the current external inverter power supply mode's allowable discharge power.

[0024] The second power is used as the maximum output power of the on-board charger, and when the target electrical appliance is being powered normally through the vehicle's internal power supply interface, the power of the target electrical appliance is limited by the maximum output power of the on-board charger.

[0025] In one embodiment of this application, the process of generating the detection results of the first switch adhesion in the vehicle power supply circuit and the second switch adhesion in the vehicle power supply circuit includes:

[0026] When the first switch in the vehicle power supply circuit is in the open state and the second switch is in the closed state, voltage detection is performed on the first detection point to obtain the first switch adhesion detection result; when the voltage at the first detection point is greater than or equal to the preset detection voltage value, the first switch adhesion detection result is that the first switch is adhered; when there is no voltage at the first detection point or the voltage is less than the preset detection voltage value, the first switch adhesion detection result is that the first switch is not adhered.

[0027] When the first switch in the vehicle power supply circuit is in the closed state and the second switch is in the open state, voltage detection is performed on the second detection point to obtain the first switch adhesion detection result; when the voltage at the second detection point is greater than or equal to the preset detection voltage value, the second switch adhesion detection result is that the second switch is adhered; when there is no voltage at the second detection point, the second switch adhesion detection result is that the second switch is not adhered.

[0028] The first detection point is located between the first switch and the vehicle's external charging / discharging interface, and the second detection point is located between the second switch and the vehicle's internal power supply interface.

[0029] In one embodiment of this application, after controlling the second switch to change from an open state to a closed state when the first switch is in a closed state, the method further includes:

[0030] Detect the real-time voltage and current values ​​at the vehicle's internal power supply interface when the second switch is in the closed state;

[0031] Based on the real-time voltage value, the real-time current value, and the second termination condition, exit the AC charging mode, the charging preheating mode, or the external inverter power supply mode, and enter the in-vehicle inverter power supply mode; wherein, the second termination condition includes: the vehicle does not meet the inverter conditions, or the power signal of the target electrical appliance is disconnected.

[0032] This application also provides an in-vehicle inverter power supply control device, the device comprising:

[0033] An electrical signal acquisition module is used to acquire the electrical signal of the target electrical appliance. The electrical signal of the target electrical appliance is generated based on the level transition or resistance transition of the vehicle power supply circuit. The target electrical appliance is connected to the power supply interface inside the vehicle.

[0034] The in-vehicle inverter signal module is used to read the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection result of the first switch sticking in the vehicle's power supply circuit, the detection result of the second switch sticking in the vehicle's power supply circuit, and the voltage interlock result in the vehicle's power supply circuit based on the electrical signal of the target electrical appliance. It then generates an in-vehicle inverter signal based on these parameters. The first switch is used to connect to the vehicle's external charging / discharging interface, and the second switch is used to connect to the vehicle's internal power supply interface.

[0035] The inverter power supply control module is used to control the first switch and the second switch according to the in-vehicle inverter signal and the on-board charger's operating mode, so as to provide normal power to the target electrical appliance through the vehicle's internal power supply interface.

[0036] This application provides an in-vehicle terminal, including a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the above-described in-vehicle inverter power supply control method.

[0037] The beneficial effects of this application are as follows: Before supplying power to a target electrical appliance using the vehicle's internal power supply interface, the power consumption signal of the target electrical appliance can be obtained as the basis for triggering the in-vehicle inverter power supply request. Simultaneously, the power demand of the target electrical appliance is preliminarily identified and confirmed, avoiding electrical faults caused by improper operation or connection, thereby improving in-vehicle electrical safety. Furthermore, by generating an in-vehicle inverter signal by reading the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection results of the first switch adhesion in the vehicle's power supply circuit, the detection results of the second switch adhesion in the vehicle's power supply circuit, and the voltage interlocking results in the vehicle's power supply circuit, it can ensure that in-vehicle power inverter operation will not be performed if the vehicle itself has a fault or abnormality before responding to the inverter request, thereby avoiding vehicle damage or safety accidents. After generating the in-vehicle inverter signal, the first and second switches in the vehicle's power supply circuit are controlled according to the on-board charger's operating mode to provide in-vehicle inverter power. This adaptively adjusts the power supply strategy, ensuring that the target electrical appliance can receive normal power through the vehicle's internal power interface even under different on-board charger operating modes. This achieves more efficient energy utilization and a more stable power output, meeting the usage needs of the target electrical appliance within the vehicle. The first switch connects to the vehicle's external charging / discharging interface, and the second switch connects to the vehicle's internal power interface.

[0038] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and do not limit this application. Attached Figure Description

[0039] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application. It is obvious that the drawings described below are merely some embodiments of this application, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. In the drawings:

[0040] Figure 1 This is an exemplary embodiment of the vehicle inverter power supply control implementation architecture diagram shown in this application;

[0041] Figure 2 This is a flowchart illustrating an exemplary embodiment of the in-vehicle inverter power supply control method of this application;

[0042] Figure 3This is a schematic diagram of the power supply circuit connection during in-vehicle inverter power supply control, as shown in an exemplary embodiment of this application.

[0043] Figure 4 This is a block diagram of an in-vehicle inverter power supply control device shown in an exemplary embodiment of this application;

[0044] Figure 5 This is a timing diagram illustrating an exemplary embodiment of the in-vehicle inverter control method of this application;

[0045] Figure 6 This is a timing diagram illustrating an exemplary embodiment of the in-vehicle inverter control method of this application;

[0046] Figure 7 This is a timing diagram illustrating an exemplary embodiment of the in-vehicle inverter control method of this application;

[0047] Figure 8 This is a schematic diagram of a vehicle-mounted terminal hardware structure, illustrating an exemplary embodiment of this application. Detailed Implementation

[0048] The embodiments of this application will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of this application from the content disclosed in this specification. This application can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of this application. It should be understood that the preferred embodiments are only for illustrating this application and are not intended to limit the scope of protection of this application.

[0049] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of this application. Therefore, the drawings only show the components related to this application and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0050] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the present application. However, it will be apparent to those skilled in the art that embodiments of the present application may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the present application.

[0051] The embodiments of this application respectively propose an in-vehicle inverter power supply control method, an in-vehicle inverter power supply control device, and an in-vehicle terminal. These embodiments will be described in detail below.

[0052] Please see Figure 1 , Figure 1 A vehicle inverter power supply control implementation architecture diagram is provided, such as Figure 1 As shown, the vehicle inverter power supply control implementation architecture diagram includes an on-board charger 110, a vehicle controller 120, an inverter control box 130, and a vehicle internal power supply interface 140. Based on this implementation architecture diagram, when the target electrical appliance is connected to the vehicle internal power supply interface 140, the vehicle internal power supply interface 140 generates a power signal for the target electrical appliance. The inverter control box 130 obtains the power signal generated by the vehicle internal power supply interface 140 and sends the power signal to the on-board charger 110 and the vehicle controller 120 through the controller area network. After receiving the power signal from the target electrical appliance, the vehicle controller 120 generates an in-vehicle inverter signal by reading the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection results of the first switch sticking in the vehicle's power supply circuit, the detection results of the second switch sticking in the vehicle's power supply circuit, and the voltage interlocking results in the vehicle's power supply circuit. This in-vehicle inverter signal is then sent to the inverter control box 130. Simultaneously, the inverter control box 130 requests the on-board charger 110 to enter in-vehicle inverter mode. Upon receiving the request, the inverter control box 130 controls the first and second switches to provide normal power to the target electrical appliance through the vehicle's internal power supply interface. The first switch connects to the vehicle's external charging / discharging interface, and the second switch connects to the vehicle's internal power supply interface. Therefore, by adaptively adjusting the power supply strategy, the target electrical appliance can receive normal power through the vehicle's internal power supply interface even under different on-board charger operating modes, thereby achieving more efficient energy utilization and a more stable power output to meet the usage needs of the target electrical appliance within the vehicle.

[0053] Please see Figure 2 , Figure 2 A flowchart of an in-vehicle inverter power supply control method is provided. For example... Figure 2 As shown, the in-vehicle inverter power supply control method includes at least steps S210 to S230, as detailed below:

[0054] Step S210: Obtain the electrical signal of the target appliance. The electrical signal of the target appliance is generated based on the level transition or resistance transition of the vehicle's power supply circuit. The target appliance is connected to the vehicle's internal power supply interface. As an example, the electrical signal of the target appliance can be the signal when the vehicle's internal power supply interface transitions to a high level when the target appliance is connected to the vehicle's internal power supply interface. As an example, the target appliance can be a hair dryer, coffee maker, game console, or laptop computer, etc.

[0055] Step S220: Based on the electrical signal of the target electrical appliance, read the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection result of the first switch sticking in the vehicle's power supply circuit, the detection result of the second switch sticking in the vehicle's power supply circuit, and the voltage interlock result in the vehicle's power supply circuit. Generate an in-vehicle inverter signal based on the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection result of the first switch sticking, the detection result of the second switch sticking, and the voltage interlock result. The first switch is used to connect to the vehicle's external charging and discharging interface, and the second switch is used to connect to the vehicle's internal power supply interface.

[0056] Step S230: Control the first switch and the second switch according to the in-vehicle inverter signal and the on-board charger working mode to provide normal power to the target electrical appliance through the vehicle's internal power supply interface.

[0057] According to the above description, in an exemplary embodiment, step S220, which generates an in-vehicle inverter signal based on the vehicle's internal power supply interface temperature value, the first switch adhesion detection result, the second switch adhesion detection result, and the voltage interlock result, includes:

[0058] The process involves comparing the temperature value of the vehicle's internal power supply interface with a preset temperature value, checking the vehicle's internal controller area network for normal communication based on the vehicle's internal communication status, detecting whether the first switch is stuck based on the first switch sticking detection result, detecting whether the second switch is stuck based on the second switch sticking detection result, and checking whether the voltage interlock is normal based on the voltage interlock result. As an example, the generation process of the first switch sticking detection result in the vehicle's power supply circuit includes: with the first switch in the vehicle's power supply circuit in an open state and the second switch in a closed state, voltage detection is performed on the first detection point to obtain the first switch sticking detection result; when the voltage at the first detection point is greater than or equal to a preset detection voltage value, the first switch sticking detection result is that the first switch is stuck; when there is no voltage at the first detection point or the voltage is less than the preset detection voltage value, the first switch sticking detection result is that the first switch is not stuck. The first detection point is located between the first switch and the vehicle's external charging / discharging interface. As another example, the process of generating the second switch adhesion detection result in the vehicle power supply circuit includes: when the first switch in the vehicle power supply circuit is in a closed state and the second switch is in an open state, voltage detection is performed on the second detection point to obtain the first switch adhesion detection result; when the voltage at the second detection point is greater than or equal to a preset detection voltage value, the second switch adhesion detection result is that the second switch is adhered; when there is no voltage at the second detection point, the second switch adhesion detection result is that the second switch is not adhered; wherein, the second detection point is located between the second switch and the vehicle internal power supply interface.

[0059] Under the following conditions: the temperature of the vehicle's internal power supply interface is less than or equal to the preset temperature, the vehicle's internal controller LAN is communicating normally, the first switch is not stuck, the second switch is not stuck, and the voltage interlock is normal, the vehicle is marked as meeting the inverter conditions, and an in-vehicle inverter signal is generated. Under the following conditions: the temperature of the vehicle's internal power supply interface is greater than the preset temperature, and / or the vehicle's internal controller LAN is communicating abnormally, and / or the first switch is stuck, and / or the second switch is stuck, and / or the voltage interlock is abnormal, the vehicle is marked as not meeting the inverter conditions, and no in-vehicle inverter signal is generated.

[0060] According to the above description, in an exemplary embodiment, step S230, which controls the first switch and the second switch based on the in-vehicle inverter signal and the on-board charger operating mode, includes:

[0061] The on-board charger's operating mode at the current moment is obtained based on the in-vehicle inverter signal; the on-board charger's operating modes include in-vehicle inverter power supply mode, AC charging mode, charging preheating mode, and / or external inverter power supply mode.

[0062] If the on-board charger operates in the in-vehicle inverter power supply mode, it directly controls the first switch to change from the closed state to the open state based on the in-vehicle inverter signal, and controls the second switch to change from the open state to the closed state.

[0063] If the on-board charger is in AC charging mode, charging preheating mode, or external inverter power supply mode, it will maintain the AC charging mode, charging preheating mode, or external inverter power supply mode, and under the condition that the first switch is in the closed state, it will control the second switch to adjust from the open state to the closed state, so as to provide normal power supply to the target electrical appliance through the vehicle's internal power supply interface.

[0064] According to the above description, in an exemplary embodiment, after controlling the first switch to change from a closed state to an open state and controlling the second switch to change from an open state to a closed state, the in-vehicle inverter power supply control method may further include: detecting the real-time voltage and real-time current values ​​at the vehicle's internal power supply interface when the second switch is in a closed state; generating a vehicle standby signal based on the real-time voltage, real-time current, and a first termination condition; and controlling the first switch to change from an open state to a closed state and controlling the second switch to change from a closed state to an open state based on the vehicle standby signal; wherein the first termination condition includes: the vehicle does not meet the inverter conditions, the target electrical appliance's power supply signal is disconnected, and / or the battery management system requests to enter other charging and discharging modes, which include AC charging mode, charging preheating mode, and / or external inverter power supply mode. The external inverter power supply mode may also be referred to as V2L inverter mode.

[0065] According to the above description, in an exemplary embodiment, the in-vehicle inverter power supply control method may further include: when the on-board charger is in AC charging mode or charging preheating mode, selecting the minimum power as the first power from the sum of the battery pack's allowable charging power and the vehicle load's power consumption, and the on-board charger's current maximum output power; calculating the power difference between the first power and the reserved in-vehicle inverter power, and using the power difference as the on-board charger's charging power; when normally supplying power to a target electrical appliance through the vehicle's internal power supply interface, limiting the power of the target electrical appliance using the on-board charger's charging power; and supplying power to the vehicle's internal power supply interface using AC power from an external charging pile. As an example, the reserved in-vehicle inverter power can be set according to actual conditions, for example, it can be set to 2.2kW. Specifically, when the on-board charger is in AC charging mode or charging preheating mode, and the 220V discharge condition inside the vehicle is met, the charging power of the on-board charger = min(the maximum power that the on-board charger can currently output, the allowed charging power of the battery pack + the power consumed by the vehicle load) - the reserved inverter power inside the vehicle. At the same time, the AC power of the charging pile is used to supply 220V power to the power supply interface inside the vehicle.

[0066] According to the above description, in an exemplary embodiment, the in-vehicle inverter power supply control method may further include: when the on-board charger is in the external inverter power supply mode, selecting the minimum power as the second power from the power difference between the allowable charging power of the battery pack and the power consumed by the vehicle load, the maximum output power of the on-board charger, and the allowable discharge power of the current external inverter power supply mode; using the second power as the maximum output power of the on-board charger, and limiting the power of the target electrical appliance by using the maximum output power of the on-board charger when normally supplying power to the target electrical appliance through the vehicle's internal power supply interface. As an example, when the on-board charger OBC is in the V2L inverter mode, in order to prevent external discharge overload and burn out the external discharge gun, the on-board charger's maximum output power is satisfied while discharging externally; the maximum output power of the on-board charger = min(current V2L inverter mode discharge gun allowable power, battery pack allowable discharge power - in-vehicle high voltage load power consumed, charger's current maximum discharge power).

[0067] In some embodiments of this application, Figure 3 A schematic diagram of the power supply circuit connection is provided for controlling the in-vehicle inverter power supply. Figure 3The power supply circuit shown includes an inverter control box (IBOX), an on-board charger (OBC), an external charging / discharging interface for the vehicle, and an internal 220V plug for indicating the vehicle's internal power supply interface. The inverter control box (IBOX) includes a first switch K1 and a second switch K2. Both switches K1 and K2 are double-pole double-throw relays. The first switch K1 controls the opening and closing of the external charging / discharging interface, and the second switch K2 controls the opening and closing of the internal power supply interface by controlling the internal 220V plug. Figure 3 As shown, detection point 1 can be referred to as the first detection point, detection point 2 as the second detection point, and detection point 3 as the third detection point. Specifically, detection point 2 can be used to detect the real-time voltage value at the vehicle's internal power supply interface when the second switch K2 is closed, and detection point 3 can be used to detect the real-time current value at the vehicle's internal power supply interface when the second switch K2 is closed. Simultaneously, when the vehicle only requires an internal 220V inverter, the voltage at detection point 1 can be collected when the first switch K1 is open and the second switch K2 is closed. If the voltage value at detection point 1 is greater than the preset detection voltage value, the first switch K1 is considered to be stuck. When the vehicle only requires AC charging or V2L discharging, the voltage at detection point 2 can be collected when the second switch K2 is open and the first switch K1 is closed. If the voltage value at detection point 2 is greater than the preset detection voltage value, the K2 relay is considered to be stuck. The preset detection voltage value can be set according to actual conditions; no specific value is limited here. For example, 60V can be used as the preset detection voltage value.

[0068] In another exemplary embodiment of this application, this embodiment provides an in-vehicle inverter power supply control method, including:

[0069] The system acquires the on-board charger's operating mode and the target appliance's power consumption signal. Based on this signal, it triggers an inverter power supply request, connecting the target appliance to the vehicle's internal power supply interface. Specifically, the target appliance's power consumption signal can be the signal state when the vehicle's internal power supply interface transitions to a high level. The target appliance can be a hair dryer, coffee maker, game console, or laptop, among other things.

[0070] In response to an inverter request, the system determines the vehicle battery's fault status. The specific process includes: reading vehicle battery parameters, including battery charge and temperature; if the battery charge is greater than a preset threshold and the battery temperature is within a preset temperature range, the vehicle battery is determined to be fault-free; if the battery charge is less than or equal to the preset threshold, or the battery temperature is outside the preset temperature range, the vehicle battery is determined to be faulty. By determining the vehicle battery's fault status, it ensures that power supply inverter operation will not occur when the battery itself is faulty or abnormal, thereby avoiding battery damage or safety accidents. Specifically, if a vehicle battery fault is determined, the cause of the fault is identified. For example, if the fault is caused by the battery charge being less than or equal to the preset threshold, and if the on-board charger is in charging mode, after the vehicle battery is charged to the preset threshold, the inverter power supply control module is controlled to calculate the vehicle's in-vehicle inverter power according to the total charging power in charging mode. Based on the vehicle's inverter power, the inverter power supply control module is then controlled to perform in-vehicle inverter power supply control. By assessing the vehicle battery's fault status, it ensures that power inversion will not occur if the battery itself is faulty or abnormal. Power inversion will only proceed after the fault is cleared, thus preventing battery damage or safety accidents. For example, if the preset temperature range is 25-30 degrees Celsius, and the fault is caused by the battery temperature being outside this range, two scenarios apply: Scenario 1: If the detected vehicle battery temperature is below 25 degrees Celsius, the battery is heated to the preset temperature range, and then power is supplied via in-vehicle inverter according to the onboard charger's operating mode. Scenario 2: If the detected vehicle battery temperature is above 30 degrees Celsius, the battery is cooled to the preset temperature range, and then power is supplied via in-vehicle inverter according to the onboard charger's operating mode.

[0071] If the vehicle battery is not faulty, the in-vehicle inverter power supply control is performed according to the on-board charger's operating mode, so that after the vehicle completes the power inversion, it can normally supply power to the target electrical appliance through the vehicle's internal power supply interface. As an example, if the on-board charger's operating modes include charging mode, external power supply mode, and charging preheating mode, the process of controlling the in-vehicle inverter power supply according to the on-board charger's operating mode may include: in the charging mode, calculating the vehicle's in-vehicle inverter power according to the total charging power in the charging mode; and in the external power supply mode, calculating the vehicle's inverter power according to the power distribution in the external power supply mode; and in the charging preheating mode, switching the on-board charger's operating mode to the in-vehicle inverter mode, and in the in-vehicle inverter mode, determining the maximum output power in the in-vehicle inverter mode as the vehicle's inverter power. The charging preheating mode is used to characterize the on-board charger's operating modes other than the charging mode and the external power supply mode; and controlling the in-vehicle inverter power supply based on the vehicle's inverter power. By adjusting the power supply strategy according to the on-board charger's operating mode, the in-vehicle inverter can achieve more stable power supply for in-vehicle electrical appliances under different on-board charger operating modes, thereby achieving more efficient energy utilization and more stable power output to meet the needs of different in-vehicle electrical appliances.

[0072] In one embodiment of this application, calculating the vehicle's in-vehicle inverter power based on the total charging power under charging mode includes: if the total charging power is greater than a preset in-vehicle reserved power, then subtracting the in-vehicle reserved power from the total charging power under charging mode to obtain the actual charging power; charging the vehicle using the actual charging power, and determining the in-vehicle reserved power as the vehicle's inverter power. By adjusting the in-vehicle inverter power supply according to the on-board charger's operating mode, the power supply strategy can be adaptively adjusted, enabling more stable power supply to in-vehicle electrical appliances under different on-board charger operating modes. This results in more efficient energy utilization and more stable power output, meeting the needs of different in-vehicle electrical appliances.

[0073] As an example, the vehicle's reserved power is 2.2 kW. When the on-board charger is in charging mode, for example, AC charging mode, the on-board charger receives the duty cycle of the charging pile and calculates the total charging power. For example, if the calculated total charging power is 6 kW, the reserved power of 2.2 kW is subtracted from the total charging power of 6 kW, resulting in an actual charging power of 3.8 kW. This actual charging power is used to charge the vehicle, while the reserved power is used as the vehicle's inverter power. The inverter power supply control module is controlled according to the on-board charger's operating mode to provide in-vehicle inverter power, adaptively adjusting the power supply strategy. This allows for more stable power supply to in-vehicle electrical appliances under different on-board charger operating modes, thereby achieving more efficient energy utilization and more stable power output to meet the needs of different in-vehicle electrical appliances.

[0074] In one embodiment of this application, the vehicle inverter power is calculated based on the power distribution under the external power supply mode, including: determining the power used by in-vehicle devices as the in-vehicle inverter power, and determining the power used by external devices as the external inverter power; if the sum of the in-vehicle inverter power and the external inverter power is less than the total power under the external power supply mode, then the in-vehicle inverter power is determined as the vehicle inverter power. The inverter power supply control module is controlled to provide in-vehicle inverter power supply according to the on-board charger's operating mode, adaptively adjusting the power supply strategy so that in-vehicle electrical appliances can achieve more stable power supply under different on-board charger operating modes, thereby achieving more efficient energy utilization and more stable power output to meet the needs of different in-vehicle electrical appliances.

[0075] As an example, the external power supply mode is V2L (Vehicle to Load) mode, meaning the OBC is in in-vehicle inverter mode with a maximum inverter capacity of 2 kW. The power supplied to in-vehicle devices is defined as the in-vehicle inverter power, and the power supplied to external devices is defined as the external inverter power. For example, if the external device is an electric oven with a power consumption of 1.5 kW, and the in-vehicle appliances are a small refrigerator and a laptop, then the in-vehicle inverter power is 0.16 kW. If the sum of the in-vehicle and external inverter power is less than the total power in the external power supply mode, then the in-vehicle inverter power is defined as the vehicle inverter power, i.e., the vehicle inverter power is 1.66 kW. Controlling the inverter power supply module to provide in-vehicle inverter power supply according to the on-board charger's operating mode allows for adaptive adjustments to the power supply strategy. This ensures more stable power supply to in-vehicle appliances under different on-board charger operating modes, resulting in more efficient energy utilization and more stable power output, meeting the needs of different in-vehicle appliances.

[0076] exist Figure 2In the illustrated technical solution, acquiring the power consumption signal of the target electrical appliance can serve as the basis for triggering the in-vehicle inverter power supply request. Simultaneously, it allows for preliminary identification and confirmation of the target appliance's power demand, preventing electrical faults caused by improper operation or connection, thereby improving in-vehicle electrical safety. Furthermore, by reading the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection results of the first and second switches in the vehicle's power supply circuit sticking together, and the voltage interlocking results in the vehicle's power supply circuit to generate the in-vehicle inverter signal, it ensures that in-vehicle power supply inverter operation will not occur if the vehicle itself has a fault or abnormality before responding to the inverter request, thus avoiding vehicle damage or safety accidents. After generating the in-vehicle inverter signal, the first and second switches in the vehicle's power supply circuit are controlled according to the on-board charger's operating mode to perform in-vehicle inverter power supply. This adaptively adjusts the power supply strategy, allowing the target appliance to receive normal power through the vehicle's internal power supply interface even under different on-board charger operating modes, thereby achieving more efficient energy utilization and more stable power output to meet the target appliance's in-vehicle usage needs.

[0077] Figure 4 A block diagram of an in-vehicle inverter power supply control device is provided. (Reference) Figure 4 As shown, the in-vehicle inverter power supply control device 400 includes: an electrical signal acquisition module 410, an in-vehicle inverter signal module 420, and an inverter power supply control module 430. The electrical signal acquisition module 410 executes step S210, the in-vehicle inverter signal module 420 executes step S220, and the inverter power supply control module 430 executes step S230. Since the specific methods of executing steps S210 and S230 have been described in detail in the method embodiments, the specific processes of the electrical signal acquisition module 410, the in-vehicle inverter signal module 420, and the inverter power supply control module 430 will not be repeated here; please refer to the above method embodiments.

[0078] In one embodiment of this application, the process of the inverter control box IBOX controlling the in-vehicle inverter power supply includes: receiving the vehicle inverter power and inverter voltage, controlling the first switch K1 to open, and controlling the second switch K2 to close; supplying power to the in-vehicle equipment according to the vehicle inverter power and inverter voltage, so as to perform in-vehicle inverter power supply control.

[0079] In one embodiment of this application, after the inverter control box IBOX controls the in-vehicle inverter power supply, the method further includes: if a command to disallow in-vehicle inverter is received; or, an inverter fault is detected in the inverter control box IBOX; or a hard wire disconnection signal is received in the socket; then a command indicating that the in-vehicle inverter mode is no longer needed is sent to the vehicle controller; in response to the command indicating that the in-vehicle inverter mode is no longer needed, the second switch K2 is opened, and the first switch K1 is closed to exit the in-vehicle inverter power supply control. By monitoring the status of the inverter control box IBOX in real time and receiving relevant commands, potential safety hazards can be detected in the first instance, preventing vehicle damage or passenger safety risks caused by abnormal inverter processes. Furthermore, when the inverter control box IBOX malfunctions or in-vehicle inverter power supply is no longer needed, timely exiting the in-vehicle inverter power supply control avoids unnecessary energy waste, optimizes vehicle energy management, and improves energy utilization efficiency.

[0080] As an example, the inverter control box IBOX monitors the current voltage, current, and fault status in real time, and simultaneously determines whether the in-vehicle inverter termination conditions are met. Specifically, the termination conditions are any of the following: 1. Receiving a VDC from the vehicle controller prohibiting in-vehicle inverter; 2. The inverter control box IBOX experiences an inverter-disabled fault; 3. The socket hardwire signal is disconnected; 4. Requesting the on-board charger to enter another charging / discharging mode. When any termination condition is met, the inverter control box IBOX sends an in-vehicle inverter mode no-demand command. The OBC receives no in-vehicle inverter mode request. In response to the in-vehicle inverter mode no-demand command, it controls the second switch K2 to open and the first switch K1 to close, exiting in-vehicle inverter power supply control. Based on the vehicle status, it determines whether to enter sleep mode or other states. By monitoring the status of the inverter control box IBOX in real time and receiving relevant instructions, potential safety hazards can be detected immediately, preventing vehicle damage or passenger safety risks caused by abnormal inverter processes. Furthermore, when the inverter control box IBOX malfunctions or is no longer needed for in-vehicle inverter power supply, the in-vehicle inverter power supply control can be promptly deactivated to avoid unnecessary energy waste, optimize vehicle energy management, and improve energy utilization efficiency.

[0081] In one embodiment of this application, the fault determination module is used to read vehicle battery parameters, including battery charge and battery temperature; if the battery charge is greater than a preset charge threshold and the battery temperature is within a preset temperature range, it is determined that the vehicle battery is not faulty; if the battery charge is less than or equal to the preset charge threshold, or the battery temperature is outside the preset temperature range, it is determined that the vehicle battery is faulty.

[0082] In one embodiment of this application, the inverter control module is used to calculate the vehicle's in-vehicle inverter power according to the total charging power in AC charging mode; and to calculate the vehicle's inverter power according to the power distribution in V2L inverter mode in V2L inverter mode; and to switch the on-board charger's operating mode to in-vehicle inverter mode in charging preheating mode. In in-vehicle inverter mode, the maximum output power in in-vehicle inverter mode is determined as the vehicle's inverter power. The charging preheating mode is used to characterize the on-board charger's operating mode other than charging mode and external power supply mode. In-vehicle inverter power supply control is performed based on the vehicle's inverter power. By controlling the inverter control box to perform in-vehicle inverter power supply according to the on-board charger's operating mode, the power supply strategy can be adaptively adjusted, enabling in-vehicle electrical appliances to achieve more stable power supply under different on-board charger operating modes, thereby achieving more efficient energy utilization and more stable power output to meet the needs of different in-vehicle electrical appliances.

[0083] In one embodiment of this application, when the total charging power is greater than the preset vehicle-mounted reserved power, the inverter control box can obtain the actual charging power by subtracting the vehicle-mounted reserved power from the total charging power in AC charging mode; the vehicle is charged using the actual charging power, and the vehicle-mounted reserved power is determined as the vehicle inverter power.

[0084] In one embodiment of this application, the inverter control box can determine the power used by in-vehicle equipment as in-vehicle inverter power and the power used by out-of-vehicle equipment as out-of-vehicle inverter power; if the sum of in-vehicle inverter power and out-of-vehicle inverter power is less than the total power under the external power supply mode, then the in-vehicle inverter power is determined as the vehicle inverter power.

[0085] Figure 5 This is a timing diagram illustrating an embodiment of the in-vehicle inverter control method of this application, where VDC represents the vehicle controller, OBC represents the on-board charger, and IBOX represents the inverter control box. The method specifically includes the following steps:

[0086] Step 510: After the high voltage is applied to the entire vehicle, IBOX obtains the electrical signal from the vehicle's internal power supply interface. If the electrical signal from the vehicle's internal power supply interface is a high-level signal, it sends an inverter request to the OBC and VDC.

[0087] Step 520: If the VDC determines that there is no fault in the vehicle, it sends an on-board charger operating mode request command to the OBC.

[0088] Step 530: The OBC detects the on-board charger's operating mode. If the on-board charger's operating mode is the charging preheating mode, the OBC switches the on-board charger's operating mode to the in-vehicle inverter mode, determines the maximum output power of the current mode as the in-vehicle inverter power, and sends the inverter voltage and in-vehicle inverter power to the IBOX.

[0089] Step 540: IBOX controls the first switch K1 to open and the second switch K2 to close, and monitors the current voltage, current and fault status in real time. If an inverter-prohibited fault is detected in IBOX, the in-vehicle inverter mode is exited.

[0090] exist Figure 5 In the technical solution shown, the inverter control box IBOX is controlled to provide in-vehicle inverter power supply according to the on-board charger's working mode. This allows for adaptive adjustment of the power supply strategy based on the on-board charger's working mode, enabling in-vehicle electrical appliances to achieve a more stable power supply during the charging preheating mode.

[0091] Figure 6 This is a timing diagram of an in-vehicle inverter control method according to another embodiment of this application, where VDC represents the vehicle controller, OBC represents the on-board charger, and IBOX represents the inverter control box. The method specifically includes the following steps:

[0092] Step 610: After the high voltage is applied to the entire vehicle, IBOX obtains the electrical signal from the vehicle's internal power supply interface. If the electrical signal from the vehicle's internal power supply interface is a high-level signal, it sends an inverter request to the OBC and VDC.

[0093] Step 620: If the VDC determines that there is no fault in the vehicle, it sends an on-board charger operating mode request command to the OBC.

[0094] Step 630: The OBC detects the on-board charger's operating mode. If the on-board charger's operating mode is AC charging mode, it maintains the current mode for charging and discharging, and allocates power according to the current total charging power and the reserved power in the vehicle to obtain the actual charging power. The total charging power is then used as the vehicle's inverter power, and the inverter voltage and vehicle inverter power are sent to the IBOX.

[0095] Step 640: IBOX controls the first switch K1 to open and the second switch K2 to close, and monitors the current voltage, current and fault status in real time. If the electrical signal of the electrical appliance in the vehicle's internal power supply interface is detected to be a low level signal, the AC charging mode is exited.

[0096] exist Figure 6 In the technical solution shown, the inverter control box IBOX is controlled to provide in-vehicle inverter power supply according to the on-board charger's working mode. The power supply strategy can be adaptively adjusted according to the on-board charger's working mode, so that the electrical appliances in the vehicle can achieve a more stable power supply in AC charging mode, thereby achieving more efficient energy utilization and a more stable power output to meet the needs of different electrical appliances in the vehicle.

[0097] Figure 7This is a timing diagram of an in-vehicle inverter control method according to another embodiment of this application, where VDC represents the vehicle controller, OBC represents the on-board charger, and IBOX represents the inverter control box. The method specifically includes the following steps:

[0098] Step 710: After the high voltage is applied to the entire vehicle, IBOX obtains the electrical signal from the vehicle's internal power supply interface. If the electrical signal from the vehicle's internal power supply interface is a high-level signal, it sends an inverter request to the OBC and VDC.

[0099] Step 720: If the VDC determines that there is no fault in the vehicle, it sends an on-board charger operating mode request command to the OBC.

[0100] Step 730: The OBC detects the on-board charger's operating mode. If the on-board charger's operating mode is V2L inverter mode, it maintains the current mode for charging and discharging. The sum of the in-vehicle inverter power and the external inverter power is determined as the vehicle inverter power. The inverter voltage and the vehicle inverter power are then sent to the IBOX.

[0101] Step 740: IBOX controls the first switch K1 to open and the second switch K2 to close, and monitors the current voltage, current and fault status in real time. If an inverter-prohibited fault is detected in IBOX, the V2L inverter mode is exited.

[0102] exist Figure 7 In the technical solution shown, the inverter control box IBOX is controlled to provide in-vehicle inverter power supply according to the on-board charger's working mode. The power supply strategy can be adaptively adjusted according to the on-board charger's working mode, so that in-vehicle electrical appliances can achieve more stable power supply in V2L inverter mode, thereby achieving more efficient energy utilization and more stable power output to meet the needs of different electrical appliances in the vehicle.

[0103] It should be noted that the apparatus and method provided in the above embodiments belong to the same concept, and the specific ways in which each module and unit performs operations have been described in detail in the method embodiments, and will not be repeated here. In practical applications, the apparatus provided in the above embodiments can be assigned to different functional modules as needed, that is, the internal structure of the apparatus can be divided into different functional modules to complete all or part of the functions described above, and this is not a limitation.

[0104] Please see Figure 8 , Figure 8 This is a schematic diagram illustrating the structure of an in-vehicle terminal, as shown in an exemplary embodiment of this application. It should be noted that... Figure 8 The vehicle terminal 800 shown is merely an example and should not impose any limitations on the functionality and usage area of ​​the embodiments of this application.

[0105] like Figure 8 As shown, the vehicle terminal 800 includes a processor 801, a memory 802, and a communication bus 803; the communication bus 803 is used to connect the processor 801 and the memory 802; the processor 801 is used to execute the computer program stored in the memory 802 to implement one or more methods as described in the above embodiments.

[0106] The vehicle-mounted terminal provided in this application includes a processor, a memory, a transceiver, and a communication interface. The memory and the communication interface are connected to the processor and the transceiver and complete communication between them. The memory is used to store computer programs, the communication interface is used to perform communication, and the processor and the transceiver are used to run the computer programs, enabling the electronic device to perform the various steps of the above method.

[0107] In this embodiment, the memory may include random access memory (RAM) and may also include non-volatile memory, such as at least one disk storage device.

[0108] The processors mentioned above can be general-purpose processors, including central processing units (CPUs), network processors (NPs), etc.; they can also be digital signal processors (DSPs), application-specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0109] The above embodiments are merely illustrative of the principles and effects of this application and are not intended to limit this application. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of this application. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in this application should still be covered by the claims of this application.

Claims

1. A method for controlling in-vehicle inverter power supply, characterized in that, The method includes: The electrical signal of the target electrical appliance is acquired. The electrical signal of the target electrical appliance is generated based on the level transition or resistance transition of the vehicle power supply circuit. The target electrical appliance is connected to the power supply interface inside the vehicle. Based on the electrical signal of the target electrical appliance, the vehicle's internal power supply interface temperature value, the vehicle's internal communication status, the detection result of the first switch sticking in the vehicle's power supply circuit, the detection result of the second switch sticking in the vehicle's power supply circuit, and the voltage interlock result in the vehicle's power supply circuit are read. An in-vehicle inverter signal is generated based on the vehicle's internal power supply interface temperature value, the vehicle's internal communication status, the detection result of the first switch sticking, the detection result of the second switch sticking, and the voltage interlock result. The first switch is used to connect to the vehicle's external charging and discharging interface, and the second switch is used to connect to the vehicle's internal power supply interface. Based on the in-vehicle inverter signal and the on-board charger's operating mode, the first switch and the second switch are controlled to provide normal power to the target electrical appliance through the vehicle's internal power supply interface; this includes: when the on-board charger's operating mode is AC charging mode or charging preheating mode, selecting the minimum power as the first power from the sum of the battery pack's allowed charging power and the vehicle load's power consumption, and the on-board charger's current maximum output power; calculating the power difference between the first power and the reserved in-vehicle inverter power, and using the power difference as the on-board charger's charging power; when providing normal power to the target electrical appliance through the vehicle's internal power supply interface, using the on-board charger's charging power to limit the target electrical appliance's power; and using AC power from an external charging pile to supply power to the vehicle's internal power supply interface.

2. The in-vehicle inverter power supply control method according to claim 1, characterized in that, The process of generating the in-vehicle inverter signal based on the vehicle's internal power supply interface temperature value, the first switch adhesion detection result, the second switch adhesion detection result, and the voltage interlock result includes: The temperature value of the vehicle's internal power supply interface is compared with the preset temperature value. The vehicle's internal controller LAN is checked for normal communication based on the vehicle's internal communication status. The first switch is checked for sticking based on the first switch sticking detection result. The second switch is checked for sticking based on the second switch sticking detection result. The voltage interlock is checked for normal operation based on the voltage interlock result. Under the conditions that the temperature of the power supply interface inside the vehicle is less than or equal to the preset temperature, the vehicle's internal controller LAN is communicating normally, the first switch is not stuck, the second switch is not stuck, and the voltage interlock is normal, the vehicle is marked as meeting the inverter conditions, and an in-vehicle inverter signal is generated. If the temperature of the power supply interface inside the vehicle exceeds the preset temperature value, and / or there is abnormal communication in the vehicle's internal controller LAN, and / or the first switch is stuck, and / or the second switch is stuck, and / or there is an abnormal voltage interlock, the vehicle is marked as not meeting the inverter conditions and no in-vehicle inverter signal is generated.

3. The in-vehicle inverter power supply control method according to claim 1 or 2, characterized in that, After controlling the first switch to change from a closed state to an open state, and controlling the second switch to change from an open state to a closed state, the method further includes: Detect the real-time voltage and current values ​​at the vehicle's internal power supply interface when the second switch is in the closed state; Based on the real-time voltage value, the real-time current value, and the first termination condition, a vehicle standby signal is generated, and the first switch is controlled to change from an open state to a closed state, and the second switch is controlled to change from a closed state to an open state, based on the vehicle standby signal; wherein, the first termination condition includes: the vehicle does not meet the inverter conditions, the power signal of the target electrical appliance is disconnected, and / or the battery management system requests to enter other charging and discharging modes, and other charging and discharging modes include AC charging mode, charging preheating mode, and / or external inverter power supply mode.

4. The in-vehicle inverter power supply control method according to claim 2, characterized in that, The process of controlling the first switch and the second switch based on the in-vehicle inverter signal and the on-board charger's operating mode includes: The on-board charger's operating mode at the current moment is obtained based on the in-vehicle inverter signal. If the on-board charger operates in the in-vehicle inverter power supply mode, then the first switch is directly controlled to change from the closed state to the open state based on the in-vehicle inverter signal, and the second switch is controlled to change from the open state to the closed state. If the on-board charger is in AC charging mode, charging preheating mode, or external inverter power supply mode, then the AC charging mode, the charging preheating mode, or the external inverter power supply mode is maintained, and the second switch is controlled to change from the open state to the closed state when the first switch is in the closed state.

5. The in-vehicle inverter power supply control method according to claim 4, characterized in that, The method further includes: When the on-board charger is in the external inverter power supply mode, the minimum power is selected as the second power from the power difference between the battery pack's allowable charging power and the vehicle load's power consumption, the on-board charger's current maximum output power, and the current external inverter power supply mode's allowable discharge power. The second power is used as the maximum output power of the on-board charger, and when the target electrical appliance is being powered normally through the vehicle's internal power supply interface, the power of the target electrical appliance is limited by the maximum output power of the on-board charger.

6. The in-vehicle inverter power supply control method according to claim 1, characterized in that, The generation process of the first switch adhesion detection result and the second switch adhesion detection result in the vehicle power supply circuit includes: When the first switch in the vehicle power supply circuit is in the open state and the second switch is in the closed state, voltage detection is performed on the first detection point to obtain the first switch adhesion detection result; when the voltage at the first detection point is greater than or equal to the preset detection voltage value, the first switch adhesion detection result is that the first switch is adhered; when there is no voltage at the first detection point or the voltage is less than the preset detection voltage value, the first switch adhesion detection result is that the first switch is not adhered. When the first switch in the vehicle power supply circuit is in the closed state and the second switch is in the open state, voltage detection is performed on the second detection point to obtain the first switch adhesion detection result; when the voltage at the second detection point is greater than or equal to the preset detection voltage value, the second switch adhesion detection result is that the second switch is adhered; when there is no voltage at the second detection point, the second switch adhesion detection result is that the second switch is not adhered. The first detection point is located between the first switch and the vehicle's external charging / discharging interface, and the second detection point is located between the second switch and the vehicle's internal power supply interface.

7. The in-vehicle inverter power supply control method according to claim 4, characterized in that, With the first switch in the closed state, after controlling the second switch to change from the open state to the closed state, the method further includes: Detect the real-time voltage and current values ​​at the vehicle's internal power supply interface when the second switch is in the closed state; Based on the real-time voltage value, the real-time current value, and the second termination condition, exit the AC charging mode, the charging preheating mode, or the external inverter power supply mode, and enter the in-vehicle inverter power supply mode; wherein, the second termination condition includes: the vehicle does not meet the inverter conditions, or the power signal of the target electrical appliance is disconnected.

8. An in-vehicle inverter power supply control device, characterized in that, The device includes: An electrical signal acquisition module is used to acquire the electrical signal of the target electrical appliance. The electrical signal of the target electrical appliance is generated based on the level transition or resistance transition of the vehicle power supply circuit. The target electrical appliance is connected to the power supply interface inside the vehicle. The in-vehicle inverter signal module is used to read the temperature value of the vehicle's internal power supply interface, the vehicle's internal communication status, the detection result of the first switch sticking in the vehicle's power supply circuit, the detection result of the second switch sticking in the vehicle's power supply circuit, and the voltage interlock result in the vehicle's power supply circuit based on the electrical signal of the target electrical appliance. It then generates an in-vehicle inverter signal based on these parameters. The first switch is used to connect to the vehicle's external charging / discharging interface, and the second switch is used to connect to the vehicle's internal power supply interface. The inverter power supply control module is used to control the first switch and the second switch according to the in-vehicle inverter signal and the on-board charger's operating mode, so as to provide normal power to the target electrical appliance through the vehicle's internal power supply interface; including: when the on-board charger's operating mode is AC charging mode or charging preheating mode, selecting the minimum power as the first power from the sum of the battery pack's allowed charging power and the vehicle load's power consumption, and the on-board charger's current maximum output power; calculating the power difference between the first power and the reserved in-vehicle inverter power, and using the power difference as the on-board charger's charging power; when providing normal power to the target electrical appliance through the vehicle's internal power supply interface, using the on-board charger's charging power to limit the power of the target electrical appliance; and using the AC power from the external charging pile to supply power to the vehicle's internal power supply interface.

9. A vehicle-mounted terminal, characterized in that, It includes a processor, a memory, and a communication bus; the communication bus is used to connect the processor and the memory; the processor is used to execute a computer program stored in the memory to implement the in-vehicle inverter power supply control method as described in any one of claims 1 to 7.

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