Power supply control methods, vehicles, and computer-readable storage media

Abstract

This application provides a power supply control method, a vehicle, and a computer-readable storage medium, relating to the field of vehicle power supply technology. The method includes: when the vehicle is in a first power supply mode, acquiring the power supply status of the high-voltage battery; when the power supply status indicates that the high-voltage battery has the capability to provide high-voltage electricity to a high-voltage load, controlling the motor to enter a non-generating mode and acquiring current information; determining whether power supply switching conditions are met based on the current information; and when the current information meets the power supply switching conditions, controlling the pre-charge relay and the main negative relay to close, thereby controlling the vehicle to switch from the first power supply mode to a second power supply mode. This method, by determining whether the power supply switching conditions are met through current information, can effectively avoid the problem of "pre-charge failure," ensuring power supply reliability and vehicle usability reliability, thereby improving the user experience.

Description

Technical Field

[0001] This application relates to the field of vehicle power supply technology, and more specifically, to a power supply control method, a vehicle, and a computer-readable storage medium. Background Technology

[0002] Currently, hybrid vehicles typically feature two power supply modes. The first mode involves the engine driving the electric motor to provide high-voltage electricity to the vehicle, while the second mode uses a high-voltage battery to provide high-voltage electricity to high-voltage loads. Switching between these two modes is possible; for example, if the high-voltage battery malfunctions and cannot supply power normally, the hybrid vehicle can switch to the first power supply mode.

[0003] However, in the relevant technology, there may be a problem of pre-charging failure when switching from the first power supply mode to the second power supply mode, which will cause the vehicle to report a high-level fault and affect the normal use of the vehicle. Summary of the Invention

[0004] This application provides a power supply control method, a vehicle, and a computer-readable storage medium, aiming to solve the problem in the related art where pre-charging failure may occur when switching from a first power supply mode to a second power supply mode, causing the vehicle to report a high-level fault and affecting the normal use of the vehicle.

[0005] In a first aspect, a power supply control method is provided, applied to a vehicle's battery management system. The method includes: when the vehicle is in a first power supply mode, acquiring the power supply status of the high-voltage battery, the power supply status being used to characterize whether the high-voltage battery has the ability to provide high-voltage electricity to the vehicle's high-voltage load; when the power supply status characterizes that the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load, controlling the motor to enter a non-generating mode and acquiring current information; determining whether the power supply switching conditions are met based on the current information; and when the current information meets the power supply switching conditions, controlling the pre-charge relay and the main negative relay to close, thereby controlling the vehicle to switch from the first power supply mode to a second power supply mode.

[0006] In the above technical solution, when the vehicle is in the first power supply mode, it indicates that the high-voltage battery is malfunctioning. At this time, the motor is in generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle. In the first power supply mode, the power supply status of the high-voltage battery is monitored in real time. When the acquired power supply status indicates that the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load, it means that the high-voltage battery has returned to normal and can supply high-voltage electricity to the high-voltage load normally. At this time, to ensure the reliability of switching to the second power supply module, the motor is first controlled to enter a non-generator mode, and the corresponding current information is acquired. Based on the acquired current information, it is determined whether the power supply switching conditions for switching from the first power supply mode to the second power supply mode are met. If the power supply switching conditions are met, meaning that the current information indicates that the current in the high-voltage path where the motor and the main positive relay are located is normal, this current will not affect the relay. In other words, closing the pre-charge relay at this time will not cause a large voltage difference on both sides of the pre-charge relay, thus avoiding the problem of "pre-charge failure." Correspondingly, the vehicle will not report a high-level fault. When the current information meets the power supply switching conditions, the pre-charge relay and the main negative relay are then closed to control the vehicle to switch from the first power supply mode to the second power supply mode. This allows the high-voltage battery to supply high-voltage electricity to the high-voltage load normally, avoiding the problem of "pre-charge failure", ensuring the reliability of power supply and vehicle use, and thus improving the user experience.

[0007] In conjunction with the first aspect, in some possible implementations, current information is obtained, including: obtaining the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located.

[0008] In the above technical solution, by collecting the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located, the current information on the high-voltage line where the main positive relay is located can be accurately obtained, providing precise support for switching the power supply mode based on the current information in subsequent steps.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining whether the power supply switching conditions are met based on current information includes: determining whether the first current is within a first preset range; if the first current is within the first preset range, determining that the power supply switching conditions are met; if the first current is not within the first preset range, determining that the power supply switching conditions are not met.

[0010] In the above technical solution, the decision to switch to the second power supply mode is based on the first current. When the first current is abnormal, the vehicle remains in the first power supply mode; when the first current is normal, the vehicle switches from the first power supply mode to the second power supply mode. Switching to the second power supply mode only occurs when the first current is normal. This prevents abnormal current on the high-voltage line from affecting the relay, which could lead to a large voltage difference on both sides of the pre-charge relay, thus avoiding the "pre-charge failure" problem and ensuring the reliability of power supply in the first power supply mode.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, obtaining current information also includes: obtaining the second current of the internal coil of the motor.

[0012] In the above technical solution, while collecting the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located, a second current of the motor's internal coil is also collected to determine whether the motor is leaking current to the outside, thereby determining whether the motor is completely in a non-generating mode. By acquiring the first and second currents, not only can the current information on the high-voltage line be monitored, but the operating mode of the motor and whether it is leaking current to the outside can also be monitored based on the second current, improving the reliability of current information acquisition and thus improving the reliability of switching the power supply mode based on current information in subsequent steps.

[0013] In combination with the first aspect and the above implementation methods, in some possible implementation methods, determining whether the power supply switching conditions are met based on current information includes: if the first current is not within a first preset range, determining whether the first current is within a second preset range and whether the second current is within a third preset range; if the first current is within the second preset range and the second current is within the third preset range, determining that the power supply switching conditions are met; if the first current is not within the second preset range and / or the second current is not within the third preset range, determining that the power supply switching conditions are not met.

[0014] In the above technical solution, the first current and the second current are used to determine whether the power supply switching conditions are met. While detecting that the current on the high-voltage line is normal, the status of the motor is also detected. The detection reliability is high, which improves the switching reliability of the vehicle from the first power supply mode to the second power supply mode. This further avoids the problem of "pre-charging failure", improves the reliability of power supply and the reliability of vehicle use, and ensures the user experience.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, before acquiring current information, the method further includes: controlling the high-voltage load to enter a high-voltage power-off isolation state; wherein the high-voltage load includes at least a converter, a compressor, and a heater.

[0016] In the above technical solution, before acquiring current information, the control converter, compressor and heater are put into a high-voltage power-off isolation state. That is, the high-voltage load is disconnected and isolated before measurement, which can eliminate the interference of the high-voltage load current on the measurement results and improve the accuracy and reliability of subsequent current information acquisition.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, obtaining the power supply status of the high-voltage battery includes: obtaining the battery temperature of the high-voltage battery; determining whether the battery temperature is greater than a temperature threshold; if so, determining the power supply status to characterize the high-voltage battery's ability to provide high-voltage electricity to the high-voltage load of the vehicle; if not, determining the power supply status to characterize the high-voltage battery's inability to provide high-voltage electricity to the high-voltage load of the vehicle.

[0018] In the above technical solution, determining whether to supply high-voltage power from the high-voltage battery to the high-voltage load based on battery temperature, and limiting its power supply to the high-voltage load when the battery temperature is abnormal, can prevent abnormal operation of the high-voltage load due to unstable output voltage of the high-voltage battery. Secondly, determining whether to supply high-voltage power from the high-voltage battery to the high-voltage load based on battery temperature can effectively avoid overuse of the high-voltage battery at extremely low temperatures, thereby extending the battery's lifespan.

[0019] In conjunction with the first aspect and the above implementation methods, in some possible implementation methods, before the vehicle is in the first power supply mode, the method further includes: obtaining the power supply status of the high-voltage battery when the vehicle is in the second power supply mode; wherein, when the vehicle is in the first power supply mode, the motor is in the generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle; when the vehicle is in the second power supply mode, the high-voltage battery provides high-voltage electricity to the high-voltage load; when the power supply status indicates that the high-voltage battery does not have the ability to provide high-voltage electricity to the high-voltage load, controlling the motor to enter the generator mode; controlling the main positive relay and the main negative relay to disconnect, so as to control the vehicle to switch from the second power supply mode to the first power supply mode.

[0020] In the above technical solution, when the power supply status of the high-voltage battery is abnormal (e.g., a sudden voltage drop), this application will promptly disconnect the high-voltage battery and simultaneously control the motor to enter generator mode, allowing the motor to act as a "backup power source" to maintain a high output voltage, thus achieving a seamless transition from the high-voltage source. This avoids the problem of the entire vehicle control system losing power, the motor stopping, and the safety system failing due to high-voltage battery abnormalities, which could lead to a system restart. By switching the high-voltage source in a timely manner, the basic functions of the vehicle can be guaranteed to operate normally, improving the vehicle's operational reliability.

[0021] Secondly, a power supply control device is provided for use in a vehicle's battery management system. The device includes: an acquisition module for acquiring the power supply status of a high-voltage battery when the vehicle is in a first power supply mode; wherein the power supply status indicates whether the high-voltage battery has the capability to provide high-voltage electricity to the vehicle's high-voltage load; when the power supply status indicates that the high-voltage battery has the capability to provide high-voltage electricity to the high-voltage load, controlling the motor to enter a non-power generation mode and acquiring current information; a judgment module for judging whether power supply switching conditions are met based on the current information; and a control module for controlling the pre-charge relay and the main negative relay to close when the current information meets the power supply switching conditions, thereby controlling the vehicle to switch from the first power supply mode to a second power supply mode.

[0022] Thirdly, a vehicle is provided, including a memory and a processor. The memory is used to store executable program code, and the processor is used to call and run the executable program code from the memory, causing the vehicle to perform the power supply control method described in the first aspect and any possible implementation thereof.

[0023] Fourthly, a computer program product is provided, comprising: computer program code, which, when run on a computer, causes the computer to execute the power supply control method described in the first aspect and any possible implementation thereof.

[0024] Fifthly, a computer-readable storage medium is provided that stores computer program code, which, when executed on a computer, causes the computer to perform the power supply control method described in the first aspect and any possible implementation thereof. Attached Figure Description

[0025] Figure 1 This is a schematic diagram of a vehicle architecture provided in related technologies; Figure 2 This is a schematic diagram of the circuit structure of a battery management system provided in related technologies; Figure 3 This is a schematic flowchart of a power supply control method provided in an embodiment of this application; Figure 4 This is a schematic diagram of the structure of a power supply control device provided in an embodiment of this application; Figure 5 This is a schematic diagram of another vehicle structure provided in an embodiment of this application.

[0026] In the attached figures, the following labels are used: 1. Engine; 2. Clutch; 3. Motor; 4. Torque converter; 5. Gear shifter; 6. Battery management system; 61. High-voltage battery; 7. High-voltage load; 8. Power supply control device; 81. Acquisition module; 82. Judgment module; 83. Control module; 9. Vehicle; 91. Memory; 911. Executable program code; 92. Processor; K1. Main positive relay; K2. Main negative relay; K3. Precharge relay. Detailed Implementation

[0027] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0028] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0029] like Figure 1 As shown, hybrid vehicles typically include an engine 1, a clutch 2, an electric motor 3, a torque converter 4, and a transmission shifter 5. Engine 1 comprises an engine and an electric motor. The engine provides conventional internal combustion engine power, generating mechanical energy by burning fuel (such as gasoline or diesel). The electric motor provides power by converting electrical energy into mechanical energy; it can drive the vehicle independently or work in conjunction with the engine to improve efficiency and reduce emissions. In other words, engine 1 is the vehicle's power source. The clutch 2 connects or disconnects engine 1 from the transmission system. When clutch 2 is engaged, power from engine 1 can be transmitted to the subsequent transmission system; when clutch 2 is disengaged, power from engine 1 is cut off and not transmitted to the transmission system. The torque converter 4 is a fluid coupling device used to transmit power between engine 1 and transmission shifter 5. When the engine 1's speed changes, the torque converter 4 can smoothly transmit power, reducing shocks and vibrations. The gear shifter 5 is mainly responsible for changing the transmission ratio, enabling the vehicle to operate efficiently under different speed and load conditions. That is, by selecting different gears, it can achieve acceleration, deceleration, or maintaining a stable speed.

[0030] Compared to hybrid vehicles, one of their characteristics is the presence of high-voltage electricity. Generally, after the powertrain control unit in the vehicle shuts off the high-voltage load, it discharges the residual high-voltage charge through motor 3, and then disconnects the main positive and main negative relays in the battery management system, ending the power-off process. For example... Figure 2 As shown, the vehicle also includes a battery management system 6, which includes a high-voltage battery 61, a main positive relay K1, a main negative relay K2, and a pre-charge relay K3. The high-voltage battery 61 is connected to the first terminal of the main positive relay K1 and the first terminal of the pre-charge relay K3. The second terminals of the main positive relay K1 and the pre-charge relay K3 are connected to the motor 3 and the high-voltage load 7. The negative terminal of the high-voltage battery 61 is connected to the first terminal of the main negative relay K2, and the second terminal of the main negative relay K2 is connected to the high-voltage load 7 and the motor 3.

[0031] The battery management system 6 includes multiple stages. For example, in the pre-charge stage: pre-charge relay K3 is closed, and current flows through the pre-charge resistor to pre-charge the load (e.g., capacitor). During this stage, the main positive relay K1 and main negative relay K2 are open to prevent large current surges. In the main circuit connection stage: when the load voltage approaches the battery voltage, pre-charge relay K3 opens, and the main positive relay K1 and main negative relay K2 close simultaneously. The high-voltage battery 61 supplies power to the high-voltage load 7 normally through the main relay K1, enabling the high-voltage load 7 and motor 3 to operate normally. In the power-off stage: the main positive relay K1 and main negative relay K2 open, cutting off the high-voltage circuit and safely powering off the system. Pre-charge relay K3 is usually also open during this stage.

[0032] When the ambient temperature is too low, the high-voltage battery 61 may become too cold, for example, -33°C, or it may malfunction, preventing it from operating. This, in turn, prevents the main positive relay K1 and main negative relay K2 from closing, meaning the high-voltage battery 61 cannot output high-voltage electricity to the vehicle. Therefore, hybrid vehicles in related technologies typically have two power supply modes: the first mode is where the engine 1 drives the motor 3 to provide high-voltage electricity to the vehicle; the second mode is where the high-voltage battery 61 provides high-voltage electricity to the high-voltage load 7. Switching between these two modes is possible. For example, if the high-voltage battery 61 malfunctions due to low temperature and cannot supply electricity normally, the hybrid vehicle can switch to the first power supply mode. Figure 2 As shown, the high-voltage electricity generated by motor 3 is output to the high-voltage load 7 through the first end, and then forms a high-voltage circuit through the other end of motor 3 to provide high-voltage electricity to the vehicle and ensure the normal operation of the vehicle.

[0033] When the vehicle is in the first power supply mode, if the high-voltage battery 61 is detected to have returned to normal, it means that the high-voltage battery 61 can now supply high-voltage electricity normally. Understandably, in the second power supply mode, the high-voltage battery directly supplies power to the high-voltage load without needing to go through the motor. The motor, as an energy conversion device, experiences mechanical and electrical losses during operation (such as copper losses, iron losses, and mechanical friction). Direct power supply from the high-voltage battery reduces these losses, avoids energy loss during motor conversion, and improves power supply reliability. Therefore, when the vehicle is in the first power supply mode and the high-voltage battery 61 is detected to have returned to normal, the optimal choice is to switch to the second power supply mode, i.e., the high-voltage battery 61 supplies high-voltage electricity to the high-voltage load 7.

[0034] Switching from the first power supply mode to the second power supply mode involves shutting off the generator of motor 3 and then closing the main positive relay K1 and the main negative relay K2 to ensure normal power supply to the high-voltage battery 61. However, in practice, it was found that when motor 3 is shut off, there is a current of approximately several amperes in the high-voltage path between motor 3 and the main positive relay K1. If the pre-charge relay K3 is closed abruptly at this time, the voltage difference between the two sides of the pre-charge relay K3 may be significant, potentially leading to a "pre-charge failure," causing the vehicle to report a high-level fault, affecting normal vehicle use and user experience. To avoid pre-charge failure, the relevant technology does not issue a closing command to the relays, thus missing an opportunity to "switch to the second power supply mode."

[0035] Therefore, embodiments of this application provide a power supply control method, a vehicle, and a computer-readable storage medium. This method determines whether the power supply switching conditions are met by using current information, which can effectively avoid the problem of "pre-charging failure", ensure power supply reliability and vehicle usage reliability, thereby improving the user experience.

[0036] The power supply control method, vehicle, and computer-readable storage medium provided in this application are described below with reference to the accompanying drawings.

[0037] To address the aforementioned technical problems, this application provides a power supply control method applied to a vehicle's battery management system 6. For example, the executing entity of this power supply control method is the vehicle, specifically the controller within the vehicle.

[0038] Figure 3 This is a schematic flowchart of a power supply control method provided in an embodiment of this application.

[0039] For example, this method is applied to a vehicle, specifically as follows: Figure 1The hybrid vehicle shown includes an engine 1, a clutch 2, an electric motor 3, a torque converter 4, and a gear shifter 5. Correspondingly, the vehicle also includes... Figure 2 The high-voltage battery 61, main positive relay K1, main negative relay K2, precharge relay K3, and high-voltage load 7 are shown. Figure 3 As shown, the method 100 includes: Step 101: When the vehicle is in the first power supply mode, obtain the power supply status of the high-voltage battery. The power supply status is used to characterize whether the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load of the vehicle.

[0040] Step 102: When the power supply status indicates that the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load, control the motor to enter the non-generating mode and obtain current information.

[0041] Among them, the motor is controlled to enter a non-power generation mode, that is, to enter a standby mode, such as "standby mode" or "hibernation mode". In this mode, the motor is in a low-power state and does not perform active operation.

[0042] Step 103: Determine whether the power supply switching conditions are met based on the current information.

[0043] Step 104: If the current information meets the power supply switching conditions, control the pre-charge relay and the main negative relay to close, so as to control the vehicle to switch from the first power supply mode to the second power supply mode.

[0044] In the first power supply mode, the motor is in generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle. In the second power supply mode, the high-voltage battery provides high-voltage electricity to the high-voltage load.

[0045] In this embodiment, when the vehicle is in the first power supply mode, indicating an abnormality in the high-voltage battery, the motor is in generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle. In the first power supply mode, the power supply status of the high-voltage battery is monitored in real time. When the acquired power supply status indicates that the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load, it means that the high-voltage battery has returned to normal and can supply high-voltage electricity to the high-voltage load normally. At this time, to ensure the reliability of switching to the second power supply module, the motor is first controlled to enter a non-generating mode, and the corresponding current information is acquired. Based on the acquired current information, it is determined whether the power supply switching conditions for switching from the first power supply mode to the second power supply mode are met. If the power supply switching conditions are met, meaning that the current information indicates that the current in the high-voltage path where the motor and the main positive relay are located is normal, this current will not affect the relay. In other words, closing the pre-charge relay at this time will not cause a large voltage difference on both sides of the pre-charge relay, thus avoiding the "pre-charge failure" problem. Correspondingly, the vehicle will not report a high-level fault. When the current information meets the power supply switching conditions, the pre-charge relay and the main negative relay are then closed to control the vehicle to switch from the first power supply mode to the second power supply mode. This allows the high-voltage battery to supply high-voltage electricity to the high-voltage load normally, avoiding the problem of "pre-charge failure", ensuring the reliability of power supply and vehicle use, and thus improving the user experience.

[0046] The following is about Figure 3 The implementation methods of each step in the illustrated embodiment are explained in detail below: Regarding step 101, in some embodiments, obtaining the power supply status of the high-voltage battery can be achieved by obtaining the battery temperature of the high-voltage battery and determining whether the high-voltage battery has the capability to provide high-voltage electricity to the high-voltage load of the vehicle based on the obtained battery temperature. Specifically, a temperature threshold is preset in the vehicle, which represents the temperature at which the high-voltage battery can operate normally and supply high-voltage electricity. The obtained battery temperature is compared with the preset temperature threshold to see if the battery temperature is greater than the temperature threshold. If so, the battery temperature of the high-voltage battery has reached the normal power supply temperature, and the high-voltage battery can supply high-voltage electricity normally. Correspondingly, the power supply status at this time is determined to be that the high-voltage battery has the capability to provide high-voltage electricity to the high-voltage load of the vehicle. If not, the battery temperature of the high-voltage battery has not reached the normal power supply temperature, and the high-voltage battery cannot supply high-voltage electricity normally. Correspondingly, the power supply status at this time is determined to be that the high-voltage battery does not have the capability to provide high-voltage electricity to the high-voltage load of the vehicle.

[0047] For example, assuming a temperature threshold of -30℃, when the acquired battery temperature is -33℃, the battery temperature is below the temperature threshold, meaning it has not reached the normal power supply temperature and cannot supply high-voltage electricity normally; the vehicle remains in the first power supply mode. When the vehicle is in the first power supply mode, the high-voltage battery temperature is monitored in real time. When the acquired battery temperature is -28℃, the battery temperature is above the temperature threshold, meaning it has reached the normal power supply temperature and can supply high-voltage electricity normally. This satisfies the first switching condition for the vehicle to switch from the first power supply mode to the second power supply mode.

[0048] In this embodiment, the decision to supply high-voltage power from the high-voltage battery to the high-voltage load is based on the battery temperature. When the battery temperature is abnormal, its power supply to the high-voltage load is restricted, preventing abnormal operation of the high-voltage load due to unstable output voltage of the high-voltage battery. Secondly, determining whether to supply high-voltage power from the high-voltage battery to the high-voltage load based on battery temperature effectively avoids excessive use of the high-voltage battery at extremely low temperatures, thereby extending the battery's lifespan.

[0049] In some embodiments, obtaining the power supply status of the high-voltage battery can involve obtaining the battery voltage of the high-voltage battery and determining whether the high-voltage battery has the capability to provide high-voltage electricity to the high-voltage load of the vehicle based on the obtained battery voltage. Specifically, a voltage threshold is preset in the vehicle, which represents the voltage at which the high-voltage battery can operate normally and supply high-voltage electricity. The obtained battery voltage is compared with the preset voltage threshold to see if the battery voltage is equal to the voltage threshold. If yes, the battery voltage of the high-voltage battery is normal and can provide sufficient high-voltage electricity to the high-voltage load; correspondingly, the power supply status at this time is determined to be that the high-voltage battery has the capability to provide high-voltage electricity to the high-voltage load of the vehicle. If no, the battery voltage of the high-voltage battery is abnormal, and the high-voltage battery cannot provide sufficient high-voltage electricity to the high-voltage load; correspondingly, the power supply status at this time is determined to be that the high-voltage battery does not have the capability to provide high-voltage electricity to the high-voltage load of the vehicle.

[0050] For example, assuming a voltage threshold of 400V, when the acquired battery voltage is 300V, the battery voltage is lower than the threshold, indicating an abnormal battery voltage. This means the battery cannot provide sufficient high-voltage power to the high-voltage load, and the vehicle remains in the first power supply mode. When the vehicle is in the first power supply mode, the high-voltage battery voltage is monitored in real time. When the acquired battery voltage reaches 400V, the battery voltage is normal, meaning the high-voltage battery can provide sufficient high-voltage power to the high-voltage load. This satisfies the first switching condition for the vehicle to switch from the first power supply mode to the second power supply mode.

[0051] In some embodiments, obtaining the power supply status of the high-voltage battery can also involve obtaining the battery's internal resistance, the connection status of the high-voltage line, etc. The specific settings can be configured according to actual needs, and this application does not impose any specific limitations on this.

[0052] Furthermore, in some embodiments, acquiring current information may specifically involve acquiring the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located. It is understood that if current is already flowing in the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located before closing the pre-charged positive relay (e.g., current exists in the motor controller's capacitor if it is not fully discharged), forcibly closing it may cause a short circuit or damage to the relay. Therefore, this method requires acquiring the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located.

[0053] In this embodiment, by collecting the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located, the current information on the high-voltage line where the main positive relay is located can be accurately obtained, providing precise support for switching the power supply mode based on the current information in subsequent steps.

[0054] Furthermore, in some embodiments, determining whether the power supply switching conditions are met based on current information specifically involves determining whether the first current is within a first preset range. Specifically, the vehicle has a preset first preset range, which corresponds to a current range. The acquired first current is compared with the preset first preset range to see if the current is within the preset range. If the first current is within the preset range, it means that the current in the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is normal, i.e., the power supply switching conditions are met. If the first current is not within the preset range, it means that the current in the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is abnormal, i.e., the power supply switching conditions are not met.

[0055] For example, assuming the first preset range corresponds to less than or equal to 0.5A, when the obtained first current is 0.4A, the first current is less than the maximum value within the first preset range, meaning the first current is within the first preset range. Correspondingly, the current in the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is normal, meeting the power supply switching conditions. When the obtained first current is 0.6A, the first current is greater than the maximum value within the first preset range, meaning the first current is not within the first preset range. Correspondingly, the current in the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is abnormal, not meeting the power supply switching conditions.

[0056] Understandably, when a vehicle switches from the first power supply mode to the second power supply mode, two switching conditions must be met. The first condition is that the high-voltage battery is capable of providing high-voltage electricity to the vehicle's high-voltage loads. The second condition is [not specified in the original text]. Only after both conditions are met can the overall power supply switching conditions of the vehicle be satisfied, allowing the vehicle to switch from the first power supply mode to the second power supply mode.

[0057] In this embodiment, the decision to switch to the second power supply mode is based on the first current. If the first current is abnormal, the vehicle remains in the first power supply mode; if the first current is normal, the vehicle switches from the first power supply mode to the second power supply mode. Switching to the second power supply mode only occurs when the first current is normal. This prevents abnormal current on the high-voltage line from affecting the relay, which could lead to a large voltage difference on both sides of the pre-charge relay, thus avoiding "pre-charge failure" and ensuring the reliability of power supply in the first power supply mode.

[0058] To improve the reliability of current information detection, in some embodiments, acquiring current information may specifically involve acquiring the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located, as well as acquiring the second current inside the motor.

[0059] Understandably, if the motor is not fully in non-generating mode, directly closing the pre-charge relay may cause the voltage and current to overlap, meaning the motor will leak current to the outside, generating a momentary high voltage or high current surge, which could damage the relay. Therefore, this method also requires the acquisition of the second current inside the motor.

[0060] Optionally, obtaining the second current inside the motor can specifically involve obtaining the current information of the motor's internal coils. When the motor switches from generating mode to non-generating mode, residual current exists inside the motor. Specifically, residual current exists in the motor's electrical load (i.e., the internal coils). By collecting the phase current information of the motor's internal coils, it is possible to accurately determine whether the motor is leaking current to the outside, with high accuracy and reliability.

[0061] In this embodiment, by collecting the first current from the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located, the current information on the high-voltage line where the main positive relay is located can be accurately determined. By collecting the second current inside the motor, it can be determined whether the motor is leaking current to the outside, thus determining whether the motor is completely in a non-generating mode. By acquiring the first and second currents, not only can the current information on the high-voltage line be monitored, but the operating mode of the motor and whether it is leaking current to the outside can also be monitored based on the second current, improving the reliability of current information acquisition and thus improving the reliability of switching the power supply mode based on current information in subsequent steps.

[0062] To improve detection reliability, in some embodiments, when the first current is not within a first preset range, determining whether the power supply switching condition is met based on the current information specifically involves determining whether the first current is within a second preset range and whether the second current is within a third preset range if the first current is not within the first preset range. If the first current is within the second preset range and the second current is within the third preset range, the power supply switching condition is determined to be met. If the first current is not within the second preset range and / or the second current is not within the third preset range, the power supply switching condition is determined not to be met.

[0063] It is understandable that if the first current and the second current used for comparison are different current information, then the corresponding second preset range and third preset range are two different current ranges. If the first current is within the second preset range and the second current is within the third preset range, it means that the current of the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is normal, and there is no leakage current from the motor's self-discharge, meaning that the power supply switching conditions are met. If the first current is not within the second preset range and the second current is not within the third preset range, it means that the current of the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is abnormal, and there is leakage current from the motor, meaning that the power supply switching conditions are not met.

[0064] It is worth noting that when the first current is within the second preset range, the second current must also be within the third preset range to meet the power supply switching conditions. If the first current is within the second preset range but the second current is not within the third preset range, or the second current is within the third preset range but the first current is not within the second preset range, or the first current is not within the second preset range and the second current is not within the third preset range, the power supply switching conditions are not met in any of these three cases.

[0065] For example, the current within the second preset range corresponds to the normal current in the main positive relay, motor, high-voltage load, and high-voltage line where the main negative relay is located, while the current within the third preset range corresponds to the current when the motor does not leak electricity to the outside. The following example uses a second preset range of current greater than 0.5A and less than 5A, and a third preset range of current greater than 50A.

[0066] When the first current is 7A and the second current is 30A, the first current is greater than the maximum value within the second preset range, meaning it is not within the second preset range. The second current is less than the maximum value within the third preset range, meaning it is not within the third preset range. At this point, neither the first nor the second current is within the preset range. Correspondingly, the current in the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located is abnormal, and the motor has external leakage current. Therefore, the power supply switching conditions are not met.

[0067] When the first current is 4A and the second current is 30A, the first current is within the second preset current range. The second current is less than the maximum value within the third preset range, meaning the second current is not within the third preset range. At this point, the first current is within the second preset range, but the second current is not within the third preset range. Correspondingly, the currents of the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located are normal, but the motor has external leakage current. Therefore, the power supply switching conditions are not met.

[0068] When the first current is 7A and the second current is 52A, the first current is greater than the maximum value within the second preset range, meaning it is not within the second preset range. The second current is within the third preset range. At this point, the first current is not within the second preset range, but the second current is within the third preset range. Correspondingly, the currents in the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located are abnormal. The motor's self-discharge does not result in external leakage, and the power supply switching conditions are not met.

[0069] When the first current is 4A and the second current is 52A, the first current is within the second preset current range and the second current is within the third preset current range. At this time, both the first and second currents are within the preset range, and correspondingly, the currents of the main positive relay, motor, high-voltage load, and the high-voltage line where the main negative relay is located are normal, and there is no leakage current to the outside of the motor due to self-discharge. Only then are the power supply switching conditions met.

[0070] In this embodiment, the first current and the second current are used to determine whether the power supply switching conditions are met. While detecting that the current on the high-voltage line is normal, the status of the motor is also detected, resulting in high detection reliability. This improves the reliability of the vehicle switching from the first power supply mode to the second power supply mode, further avoiding the problem of "pre-charging failure", improving power supply reliability and vehicle usability, and ensuring a good user experience.

[0071] It is worth noting that the values ​​of the temperature threshold, voltage threshold, first preset range, and second preset range mentioned above can all be set according to actual needs, and this application does not impose any specific restrictions on them.

[0072] When a high-voltage load is in operation, it draws current from the high-voltage line. In order to improve the reliability of detection, in some embodiments, the high-voltage load is controlled to enter a high-voltage power-off isolation state before the current information is obtained. It can be understood that the high-voltage load is controlled to enter a high-voltage power-off isolation state at the same time as the motor is controlled to enter a non-generating mode.

[0073] The high-voltage load includes at least a direct current-to-direct current converter (DCDC converter), a compressor, and a positive temperature coefficient heater (PTC). Before acquiring current information, controlling the converter, compressor, and heater to enter a high-voltage power-off isolation state, i.e., disconnecting and isolating the high-voltage load before measurement, can eliminate the interference of the high-voltage load current on the measurement results and improve the accuracy and reliability of subsequent current information acquisition.

[0074] To detect whether the high-voltage load has entered a high-voltage power-off isolation state, in some embodiments, acquiring the current information further includes acquiring the third current information of the converter, the fourth current information of the compressor, and the fifth current information of the heater. Correspondingly, determining whether to control the vehicle to switch from the first power supply mode to the second power supply mode based on the current information specifically includes determining whether to control the vehicle to switch from the first power supply mode to the second power supply mode based on the third, fourth, and fifth current information.

[0075] Specifically, the vehicle has a preset third range. The acquired third, fourth, and fifth current information are compared to see if the current is within the preset range. Taking the third preset range as less than 0.5A as an example.

[0076] For example, assuming that the third current information, the fourth current information, and the fifth current information are all 0.4A, then the third current information, the fourth current information, and the fifth current information are all within the third preset range, which means that at this time, the converter, the compressor, the heater, and their respective branches do not have leakage current or power consumption problems. That is, the converter, the compressor, and the heater have all entered the high-voltage power-off isolation state, and at this time, the switching conditions for switching to the second power supply mode are met.

[0077] If any one or more of the third, fourth, and fifth current information is 0.7A, it means that at this time, one or more loads in the high-voltage load and their branches do not have leakage or power consumption problems. In other words, the load has not entered the high-voltage power-off isolation state, and the switching conditions for switching to the second power supply mode are not met.

[0078] After executing the above steps, if the vehicle meets the power supply switching conditions from the first power supply mode to the second power supply mode, the pre-charge relay and the main negative relay are closed. At this time, the voltage on both sides of the pre-charge relay will reach almost equal levels within 300ms, thus confirming successful pre-charge and allowing the vehicle to switch from the first power supply mode to the second power supply mode. During the switching process, the motor enters normal operating mode, i.e., enters drive mode, enabling the motor to drive the vehicle normally. Simultaneously, the converter in the high-voltage load enters normal operating mode, i.e., enters high-voltage to low-voltage mode. Also, the air conditioner in the high-voltage load enters normal operating mode, adjusting its status according to user needs to ensure that all high-voltage loads are in normal operating condition.

[0079] It is worth noting that when the high-voltage battery is normal, the vehicle is always in the second power supply mode, with the motor acting as the drive mechanism. That is, the vehicle is in the second power supply mode until it enters the first power supply mode. The vehicle only switches to the first power supply mode when the high-voltage battery malfunctions. To achieve this switch from the second to the first power supply mode, in some embodiments, before the vehicle enters the first power supply mode, the following steps are taken: When the vehicle is in the second power supply mode, the power supply status of the high-voltage battery is acquired. If the power supply status indicates that the high-voltage battery is unable to provide high-voltage power to the high-voltage load, the motor is controlled to enter the generator mode. The main positive relay and the main negative relay are disconnected to control the vehicle to switch from the second power supply mode to the first power supply mode.

[0080] In this embodiment, when the power supply status of the high-voltage battery is abnormal (e.g., a sudden voltage drop), this application will promptly disconnect the high-voltage battery and simultaneously control the motor to enter generator mode, allowing the motor to act as a "backup power source" to maintain a high output voltage, achieving a seamless transition from the high-voltage source. This avoids the problem of the entire vehicle control system losing power, the motor stopping, and the safety system failing due to a high-voltage battery malfunction, which could lead to a system restart. By promptly switching the high-voltage source, the basic functions of the vehicle can be guaranteed to operate normally, improving the vehicle's operational reliability.

[0081] In summary, when the vehicle is in the first power supply mode, it indicates an abnormality in the high-voltage battery. At this time, the motor is in generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle. In the first power supply mode, the power supply status of the high-voltage battery is monitored in real time. When the acquired power supply status indicates that the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load, it means that the high-voltage battery has returned to normal and can supply high-voltage electricity to the high-voltage load normally. At this point, to ensure the reliability of switching to the second power supply module, the motor is first controlled to enter a non-generating mode, and the corresponding current information is acquired. Based on the acquired current information, it is determined whether the power supply switching conditions for switching from the first power supply mode to the second power supply mode are met. If the power supply switching conditions are met, meaning that the current information indicates that the current in the high-voltage path where the motor and the main positive relay are located is normal, this current will not affect the relay. In other words, closing the pre-charge relay at this time will not cause a large voltage difference on both sides of the pre-charge relay, thus avoiding the "pre-charge failure" problem. Correspondingly, the vehicle will not report a high-level fault. When the current information meets the power supply switching conditions, the pre-charge relay and the main negative relay are then closed to control the vehicle to switch from the first power supply mode to the second power supply mode. This allows the high-voltage battery to supply high-voltage electricity to the high-voltage load normally, avoiding the problem of "pre-charge failure", ensuring the reliability of power supply and vehicle use, and thus improving the user experience.

[0082] Figure 4 This is a schematic diagram of the structure of a power supply control device provided in an embodiment of this application.

[0083] For example, such as Figure 4 As shown, the power supply control device 8 includes an acquisition module 81, a judgment module 82, and a control module 83. The acquisition module 81 is used to acquire the power supply status of the high-voltage battery when the vehicle is in a first power supply mode. The power supply status indicates whether the high-voltage battery has the capability to provide high-voltage electricity to the vehicle's high-voltage load. If the power supply status indicates that the high-voltage battery has the capability to provide high-voltage electricity to the high-voltage load, the motor is controlled to enter a non-generating mode, and current information is acquired.

[0084] Optionally, the control module 83 provided in this application can be a control chip that integrates the battery management system (BMS) and the controller (VCU), or it can be a control chip that separates the BMS and the VCU. This application does not impose any specific restrictions on this.

[0085] The judgment module 82 is used to determine whether the power supply switching conditions are met based on the current information.

[0086] The control module 83 is used to control the pre-charge relay and the main negative relay to close when the current information meets the power supply switching conditions, so as to control the vehicle to switch from the first power supply mode to the second power supply mode.

[0087] In one possible implementation, the acquisition module 81 is specifically used to acquire current information, including: acquiring the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located.

[0088] In one possible implementation, the judgment module 82 includes a judgment unit, which is specifically used to determine whether the first current is within a first preset range; if the first current is within the first preset range, it is determined that the power supply switching condition is met; if the first current is not within the first preset range, it is determined that the power supply switching condition is not met.

[0089] In one possible implementation, the acquisition module 81 is specifically used to acquire current information, including: acquiring the first current of the main positive relay, the motor, the high-voltage load and the high-voltage line where the main negative relay is located, and acquiring the second current of the internal coil of the motor.

[0090] In one possible implementation, the judgment unit further determines whether the first current is within a second preset range and whether the second current is within a third preset range when the first current is not within a first preset range; if the first current is within the second preset range and the second current is within the third preset range, the power supply switching condition is determined to be met; if the first current is not within the second preset range and / or the second current is not within the third preset range, the power supply switching condition is determined not to be met.

[0091] In one possible implementation, before acquiring the current information, the control module 83 is also specifically used to: control the high-voltage load to enter the high-voltage power-off isolation state.

[0092] The high-voltage load includes at least a converter, a compressor, and a heater.

[0093] In one possible implementation, the acquisition module 81 is specifically used to acquire the battery temperature of the high-voltage battery. Correspondingly, the judgment unit is also specifically used to determine whether the battery temperature is greater than a temperature threshold; if so, the power supply state is determined to characterize the high-voltage battery's ability to provide high-voltage electricity to the vehicle's high-voltage load; if not, the power supply state is determined to characterize the high-voltage battery's inability to provide high-voltage electricity to the vehicle's high-voltage load.

[0094] In one possible implementation, the acquisition module 81 is further configured to acquire the power supply status of the high-voltage battery when the vehicle is in the second power supply mode. The control module 93 is further configured to control the motor to enter the generator mode when the power supply status indicates that the high-voltage battery lacks the ability to provide high-voltage electricity to the high-voltage load; and to control the main positive relay and the main negative relay to disconnect, thereby controlling the vehicle to switch from the second power supply mode to the first power supply mode. Here, the power supply status is used to indicate whether the high-voltage battery has the ability to provide high-voltage electricity to the vehicle's high-voltage load. When the power supply status indicates that the high-voltage battery has the ability to provide high-voltage electricity to the high-voltage load, the motor is controlled to enter the non-generator mode, and current information is acquired.

[0095] Figure 5 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this application.

[0096] For example, such as Figure 5 As shown, vehicle 9 includes a memory 91 and a processor 92, wherein the memory 91 stores executable program code 911, and the processor 92 is used to call and execute the executable program code 911 to perform a power supply control method.

[0097] Furthermore, embodiments of this application also protect an apparatus that may include a memory and a processor, wherein the memory stores executable program code, and the processor is used to call and execute the executable program code to perform a power supply control method provided in embodiments of this application.

[0098] This embodiment can divide the device into functional modules based on the above method example. For example, each module can correspond to a separate function, or two or more functions can be integrated into one processing module. The integrated module can be implemented in hardware. It should be noted that the module division in this embodiment is illustrative and only represents one logical functional division. In actual implementation, there may be other division methods.

[0099] When each functional module is divided according to its corresponding function, the device may also include a judgment module, an activation module, and a control module. It should be noted that all relevant content regarding the steps involved in the above method embodiments can be referenced from the functional descriptions of the corresponding functional modules, and will not be repeated here.

[0100] It should be understood that the device provided in this embodiment is used to execute the above-described power supply control method, and therefore can achieve the same effect as the above-described implementation method.

[0101] When using an integrated unit, the device may include a processing module and a storage module. When the device is applied to a vehicle, the processing module can be used to control and manage the vehicle's movements. The storage module can be used to support the vehicle in executing relevant program code and data.

[0102] The processing module may be a processor or a controller, which can implement or execute various exemplary logic blocks, modules, and circuits shown in conjunction with the disclosure of this application. The processor may also be a combination of functions that implement computing capabilities, such as a combination of one or more microprocessors, a combination of digital signal processing (DSP) and a microprocessor, etc., and the storage module may be a memory.

[0103] In addition, the device provided in the embodiments of this application may specifically be a chip, component or module. The chip may include a connected processor and a memory. The memory is used to store instructions. When the processor calls and executes the instructions, the chip can execute a power supply control method provided in the above embodiments.

[0104] This embodiment also provides a computer-readable storage medium storing computer program code. When the computer program code is run on a computer, the computer executes the above-described related method steps to implement a power supply control method provided in the above embodiment.

[0105] This embodiment also provides a computer program product that, when run on a computer, causes the computer to perform the aforementioned related steps to implement a power supply control method provided in the above embodiment.

[0106] In this embodiment, the device, computer-readable storage medium, computer program product, or chip are all used to execute the corresponding methods provided above. Therefore, the beneficial effects they can achieve can be referred to the beneficial effects in the corresponding methods provided above, and will not be repeated here.

[0107] Through the above description of the embodiments, those skilled in the art will understand that, for the sake of convenience and brevity, only the division of the above functional modules is used as an example. In actual applications, the above functions can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above.

[0108] In the embodiments provided in this application, it should be understood that the disclosed apparatus and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of modules or units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another device, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces; the indirect coupling or communication connection between devices or units may be electrical, mechanical, or other forms.

[0109] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the scope of the technology disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.

Claims

1. A power supply control method, applied to a vehicle's battery management system, characterized in that, The method includes: When the vehicle is in the first power supply mode, the power supply status of the high-voltage battery is obtained; When the power supply state indicates that the high-voltage battery has the ability to provide high-voltage power to the high-voltage load, the motor is controlled to enter a non-generating mode to obtain current information. Based on the current information, determine whether the power supply switching conditions are met; When the current information meets the power supply switching conditions, the pre-charge relay and the main negative relay are closed to control the vehicle to switch from the first power supply mode to the second power supply mode. When the vehicle is in the first power supply mode, the motor is in the generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle. When the vehicle is in the second power supply mode, the high-voltage battery provides high-voltage electricity to the high-voltage load. The acquisition of current information includes: Obtain the first current of the main positive relay, the motor, the high-voltage load, and the high-voltage line where the main negative relay is located; The step of determining whether the power supply switching conditions are met based on the current information includes: Determine whether the first current is within a first preset range; If the first current is within the first preset range, it is determined that the power supply switching condition is met; If the first current is not within the first preset range, it is determined that the power supply switching condition is not met; The acquisition of current information also includes: Obtain the second current of the internal coil of the motor; The step of determining whether the power supply switching conditions are met based on the current information includes: Determine whether the first current is within a second preset range, and determine whether the second current is within a third preset range; If the first current is within the second preset range, and the second current is within the third preset range, then the power supply switching condition is determined to be met; If the first current is not within the second preset range, and / or the second current is not within the third preset range, it is determined that the power supply switching condition is not met; The current in the second preset range is greater than the current in the first preset range.

2. The power supply control method according to claim 1, characterized in that, Before acquiring the current information, the method further includes: Control the high-voltage load to enter the high-voltage power-off isolation state.

3. The power supply control method according to any one of claims 1-2, characterized in that, The process of obtaining the power supply status of the high-voltage battery includes: Obtain the battery temperature of the high-voltage battery; Determine whether the battery temperature is greater than a temperature threshold; If so, the power supply status is determined to characterize the ability of the high-voltage battery to provide high-voltage electricity to the high-voltage load of the vehicle; If not, the power supply status is determined to characterize the fact that the high-voltage battery does not have the ability to provide high-voltage electricity to the high-voltage load of the vehicle.

4. The power supply control method according to claim 1, characterized in that, Before the vehicle is in the first power supply mode, the method further includes: When the vehicle is in the second power supply mode, the power supply status of the high-voltage battery is obtained; wherein, when the vehicle is in the first power supply mode, the motor is in the generator mode, and the engine drives the motor to provide high-voltage electricity to the vehicle; when the vehicle is in the second power supply mode, the high-voltage battery provides high-voltage electricity to the high-voltage load. When the power supply state indicates that the high-voltage battery is unable to provide high-voltage electricity to the high-voltage load, the motor is controlled to enter the power generation mode. The main positive relay and the main negative relay are disconnected to control the vehicle to switch from the second power supply mode to the first power supply mode.

5. A vehicle, characterized in that, The vehicles include: Memory, used to store executable program code; A processor is configured to call and run the executable program code from the memory, causing the vehicle to perform the power supply control method as described in any one of claims 1 to 4.

6. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores a computer program that, when executed, implements the power supply control method as described in any one of claims 1 to 4.

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