Vehicle power supply control method and device and vehicle

Abstract

The application relates to a vehicle power supply control method and device and a vehicle. The method comprises the following steps: obtaining battery operation data of a target battery in a target vehicle; determining a current power supply switching strategy of the target vehicle according to the battery operation data; and switching the power supply source of the target vehicle from the target battery to a backup battery according to the current power supply switching strategy. The method can adapt to the power supply switching demand under different working conditions, and is beneficial to improving the reliability and safety of vehicle operation.

Description

Technical Field

[0001] This application relates to the field of vehicle control, and in particular to a vehicle power supply control method, device, and vehicle. Background Technology

[0002] With the development of vehicle control technology, the reliability and stability of vehicle power supply have become key factors in ensuring driving safety and normal operation. Vehicles can be equipped with a main battery and a backup battery to switch batteries when the main battery is insufficient or malfunctions.

[0003] In related technologies, battery switching control often employs a single, fixed switching strategy, such as directly switching to a backup battery when the main battery's power supply is insufficient. However, this single switching strategy cannot adapt to the power switching requirements under different operating conditions, exhibiting poor adaptability. Summary of the Invention

[0004] Based on this, this application addresses the aforementioned technical problems by providing a vehicle power supply control method, device, and vehicle, thereby taking into account the power supply switching requirements under different operating conditions and improving the adaptability of power supply switching.

[0005] In a first aspect, this application provides a vehicle power supply control method, including:

[0006] Obtain battery operation data of the target battery in the target vehicle;

[0007] Based on battery operation data, determine the current power supply switching strategy for the target vehicle;

[0008] Based on the current power supply switching strategy, the power source for the target vehicle will be switched from the target battery to the backup battery.

[0009] By acquiring the battery operation data of the target battery in the target vehicle, operational data reflecting the current battery condition can be obtained, providing a data foundation for determining the current power supply switching strategy. Based on the battery operation data, the current power supply switching strategy for the target vehicle can be determined, adaptively matching the actual operating conditions of the target battery. By switching the power source of the target vehicle from the target battery to the backup battery according to the current power supply switching strategy, the power supply switching process is matched to the current operating conditions of the target battery. Compared with the traditional single fixed switching method, it can adapt to the power supply switching needs under different operating conditions, which is beneficial to improving the reliability and safety of vehicle operation.

[0010] In an optional embodiment of the first aspect, switching the power supply source of the target vehicle from the target battery to the backup battery according to the current power supply switching strategy includes at least one of the following: when the current power supply switching strategy is a predictive switching strategy, determining the predicted failure time of the target battery, and switching the power supply source of the target vehicle from the target battery to the backup battery according to the predicted failure time; when the current power supply switching strategy is a gradual switching strategy, gradually adjusting the power supply allocation ratio of the target battery and the backup battery to power the target vehicle until the power supply source of the target vehicle is switched from the target battery to the backup battery; when the current power supply switching strategy is a direct switching strategy, directly switching the power supply source of the target vehicle from the target battery to the backup battery.

[0011] Specifically, the predictive switching strategy introduces the prediction of fault timing and switches the target vehicle's power source from the target battery to the backup battery based on this predicted fault timing. This allows for early identification of potential faults, reducing the system impact of emergency switching, preventing the target battery from operating at its limits, and minimizing the risks of deep discharge and overheating. The gradual switching strategy adjusts the power distribution ratio between the target battery and the backup battery to power the target vehicle step by step, achieving a smooth transition between the two batteries and reducing instantaneous high-current surges and voltage spikes. The direct switching strategy directly switches the target vehicle's power source from the target battery to the backup battery, bypassing the software processing delays of the soft switching process and directly triggering a hardware interrupt for rapid response, thus reducing driving safety risks caused by battery failure.

[0012] In an optional embodiment of the first aspect, determining the predicted failure time of the target battery includes at least one of the following: acquiring driving condition data of the target vehicle; determining power demand data of the target battery based on the driving condition data; determining the predicted failure time based on the power demand data and the battery safety margin of the target battery; determining the failure factor change rate of the target battery based on battery operating data; determining the predicted failure time based on the failure factor change rate; acquiring the battery temperature change rate of the target vehicle; and determining the predicted failure time based on the battery temperature change rate.

[0013] This method incorporates driving condition data and, based on power demand data and the target battery's safety margin, determines the predicted fault time. This allows for the correlation between battery status assessment and the actual operating conditions of the target vehicle, enabling fault prediction to reflect the differentiated impact of different driving scenarios on the target battery. Introducing the fault factor change rate allows for the perception of battery fault trends, facilitating early prediction of battery faults. Furthermore, incorporating the battery temperature change rate allows for the prediction of thermal runaway risks before the battery temperature reaches its threshold. These three dimensions of fault prediction construct a comprehensive prediction system covering driving conditions, fault trends, and temperature change trends, enabling the prediction of battery faults from various perspectives.

[0014] In an optional embodiment of the first aspect, switching the power source of the target vehicle from the target battery to the backup battery according to the predicted fault time includes: determining a preheating time and a switching time according to the predicted fault time; the preheating time is earlier than the switching time and the switching time is no later than the predicted fault time; preheating the backup battery during the preheating time; and switching the power source of the target vehicle from the target battery to the backup battery during the switching time.

[0015] Specifically, since the switching time is no later than the predicted fault time, and the power source of the target vehicle is switched from the target battery to the backup battery at the switching time, the switching process can be completed before the predicted fault time. Since the preheating time is earlier than the switching time, and the backup battery is preheated at the preheating time, the switching preparation can be carried out in advance, so as to achieve a smooth transition of battery power supply.

[0016] In an optional embodiment of the first aspect, the power allocation ratio of the target battery and the backup battery to power the target vehicle is gradually adjusted until the power source of the target vehicle is switched from the target battery to the backup battery, including: establishing a power connection between the backup battery and the target vehicle; adjusting the power allocation ratio of the target battery and the backup battery to power the target vehicle every first preset period to reduce the first power allocation ratio of the target battery and increase the second power allocation ratio of the backup battery; and disconnecting the power connection between the target battery and the target vehicle when the power allocation ratio reaches the first preset allocation ratio and the backup battery has no abnormalities within a preset time period.

[0017] Specifically, by adjusting the power distribution ratio between the target battery and the backup battery to power the target vehicle every first preset cycle, the primary power supply share of the target battery can be continuously reduced, while the secondary power supply share of the backup battery can be increased. By detecting any anomalies in the backup battery and disconnecting the power supply connection between the target battery and the target vehicle when no anomalies are detected, the safety of the power supply can be improved.

[0018] In an optional embodiment of the first aspect, the power allocation ratio of the target battery and the backup battery to power the target vehicle is adjusted every first preset period, including at least one of the following: adjusting the power allocation ratio of the target battery and the backup battery to power the target vehicle every first preset period in response to the target battery's battery charge being within a preset charge range; adjusting the power allocation ratio of the target battery and the backup battery to power the target vehicle every first preset period in response to the target battery's internal resistance increasing and the battery internal resistance being less than a preset short-circuit threshold; and adjusting the power allocation ratio of the target battery and the backup battery to power the target vehicle every first preset period in response to the target battery's battery temperature being within a preset temperature range.

[0019] By introducing triggering conditions for adjusting the power distribution ratio, a secondary confirmation can be performed before implementing the gradual switching strategy. By judging the triggering conditions based on battery charge, battery internal resistance, and battery temperature, the battery status can be confirmed from multiple dimensions.

[0020] In an optional embodiment of the first aspect, the backup battery includes a backup battery body and a boost converter; the boost converter is used to boost the output voltage of the backup battery body to supply power to the target vehicle; correspondingly, before adjusting the power supply allocation ratio of the target battery and the backup battery to supply power to the target vehicle every first preset period, the method further includes: obtaining the initial duty cycle and initial output power corresponding to the boost converter; determining the duty cycle adjustment amount based on the battery output power change rate in the battery operating data; determining the target duty cycle of the boost converter based on the initial duty cycle and the duty cycle adjustment amount; and controlling the boost converter to supply power to the target vehicle with the target duty cycle and the initial output power.

[0021] Specifically, by determining the duty cycle adjustment amount based on the battery output power change rate in the battery operating data, and then determining the target duty cycle of the boost converter based on the initial duty cycle and the duty cycle adjustment amount, compensation for the initial duty cycle is achieved. This allows for the offsetting of voltage fluctuations caused during the switching process based on the actual operating conditions of the target battery. By introducing an initial output power, it is convenient to gradually adjust the power distribution ratio between the target battery and the backup battery for the target vehicle based on the initial output power, until the power source for the target vehicle is switched from the target battery to the backup battery.

[0022] In an optional embodiment of the first aspect, determining a current power supply switching strategy for the target vehicle based on battery operating data includes: determining strategy reference data for the target battery based on the battery operating data; the strategy reference data includes at least one of a current fault factor and a current fault type; and determining a current power supply switching strategy for the target vehicle based on the strategy reference data.

[0023] Specifically, by determining the strategy reference data for the target battery based on battery operating data, the real-time operating status of the target battery can be quantified into decision indicators, providing a data foundation for subsequent strategy determination. Based on the strategy reference data, the current power supply switching strategy for the target vehicle is determined, and by combining this with the decision indicators corresponding to the battery operating data, a current power supply switching strategy suitable for the current scenario can be identified.

[0024] In an optional embodiment of the first aspect, determining the current power supply switching strategy for the target vehicle based on strategy reference data includes at least one of the following: when the current fault factor is within a first fault factor range, determining the current power supply switching strategy for the target vehicle as a predictive switching strategy; when the current fault factor is within a second fault factor range, determining the current power supply switching strategy for the target vehicle as a gradual switching strategy; the battery fault severity corresponding to the second fault factor range is greater than the battery fault severity corresponding to the first fault factor range; and when the current fault type is a preset target fault type, determining the current power supply switching strategy for the target vehicle as a direct switching strategy.

[0025] Specifically, by determining the direct switching strategy for the target vehicle when the current fault type is a preset target fault type, a direct switching strategy can be adopted when a clear, preset abnormal fault type is detected, achieving rapid response and reducing driving safety risks caused by battery failure. By introducing a first fault factor range and a second fault factor range, and determining the range to which the current fault factor belongs, a matching switching strategy can be selected based on the severity of the fault.

[0026] In an optional embodiment of the first aspect, the battery operating data includes at least one operating parameter; determining the current fault factor of the target battery based on the battery operating data includes at least one of the following: for each operating parameter, determining a target difference between the operating parameter and a parameter threshold corresponding to the operating parameter; and determining the current fault factor based on the target difference corresponding to each operating parameter.

[0027] Specifically, by determining the target difference between the operating parameter and its corresponding threshold for each operating parameter, the operating parameter can be compared with the safety boundary, and the operating parameter can be converted into a deviation value. By determining the current fault factor based on the target difference corresponding to each operating parameter, the deviation values ​​under multiple dimensions can be fused into a current fault factor that characterizes the overall operating state of the target battery.

[0028] In an optional embodiment of the first aspect, determining the current fault factor based on the target difference corresponding to each operating parameter includes: obtaining the fusion weight corresponding to each operating parameter; and using the fusion weight to perform a weighted summation of the target difference corresponding to each operating parameter to obtain the current fault factor.

[0029] By introducing fusion weights and using these weights to perform weighted summation on the target differences corresponding to each operating parameter, the current fault factor can be obtained. This allows for the assignment of differentiated influence levels to operating parameters of different dimensions, thus distinguishing the importance or contribution of different operating parameters.

[0030] In an optional embodiment of the first aspect, determining the current fault type of the target battery based on battery operating data includes at least one of the following: if the battery temperature in the battery operating data is greater than a preset temperature threshold and the battery temperature rise rate in the battery operating data is greater than a preset rise rate threshold, determining the current fault type as a preset target fault type; if the battery internal resistance in the battery operating data is less than a preset internal resistance threshold and the battery voltage drop rate in the battery operating data is greater than a preset drop rate threshold, determining the current fault type of the target battery as a preset target fault type.

[0031] Specifically, by judging battery temperature and the rate of temperature rise, potential battery fire risks can be easily and quickly identified; by judging battery internal resistance and the rate of voltage drop, potential battery short circuit risks can be easily and quickly identified.

[0032] In an optional embodiment of the first aspect, the backup battery includes a backup battery body and a boost converter; the backup battery body is used to output a first voltage; the boost converter is used to boost the first voltage to a second voltage; and when the power source of the target vehicle is switched from the target battery to the backup battery, the second voltage is used to power the target vehicle.

[0033] By using a boost converter to boost the first voltage to a second voltage and using the second voltage to power the target vehicle, the physical volume and weight of the backup battery can be reduced, which is beneficial to improving the overall space utilization of the vehicle.

[0034] In an optional embodiment of the first aspect, the method further includes: switching the power source of the target vehicle from the backup battery to the target battery when the power source is a backup battery, the target battery remains in a normal state for a preset time, and the target vehicle speed is within a preset speed range.

[0035] In this method, by detecting the status of the target battery and the vehicle speed when the power source is a backup battery, the power source can be switched while ensuring the healthy recovery of the target battery and the safe driving of the vehicle, which helps to improve the safety of power switching.

[0036] In an optional embodiment of the first aspect, switching the power source of the target vehicle from the backup battery to the target battery includes: adjusting the power distribution ratio of the target battery and the backup battery to power the target vehicle every second preset period, so as to increase the first power distribution ratio of the target battery and decrease the second power distribution ratio of the backup battery; and disconnecting the power supply connection between the backup battery and the target vehicle when the power distribution ratio reaches the second preset distribution ratio.

[0037] By adjusting the power distribution ratio between the target battery and the backup battery to power the target vehicle every second preset cycle, the current surge and voltage drop caused by the instantaneous power source switching between the target battery and the backup battery can be reduced, thus achieving a smooth transition of power source.

[0038] In an optional embodiment of the first aspect, the target battery is determined to be in a normal state when the battery operation data of the target battery meets preset normal conditions; wherein the preset normal conditions include at least one of the following: the battery temperature in the battery operation data is within a preset normal temperature range; the battery internal resistance in the battery operation data is within a preset normal internal resistance range; the battery charge in the battery operation data is within a preset normal charge range; the current fault factor of the target battery is within a preset normal fault factor range; the current fault factor is determined based on the battery operation data.

[0039] By comprehensively judging whether the battery temperature, battery internal resistance, battery charge, and current fault factors are within the corresponding normal range, it is possible to determine whether the target battery is in a normal state from multiple dimensions, which helps to improve the accuracy of the determined battery state.

[0040] Secondly, this application also provides a vehicle power supply control device, comprising:

[0041] The acquisition module is used to acquire battery operating data of the target battery in the target vehicle;

[0042] The determination module is used to determine the current power supply switching strategy for the target vehicle based on battery operation data;

[0043] The first switching module is used to switch the power supply source of the target vehicle from the target battery to the backup battery according to the current power supply switching strategy.

[0044] Thirdly, this application also provides a vehicle-side control device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of any of the methods described above.

[0045] Fourthly, this application also provides a vehicle including a memory and a processor, the memory storing a computer program, and the processor executing the computer program to implement the steps of the method described above.

[0046] Fifthly, this application also provides a computer device, including a memory and a processor, wherein the memory stores a computer program, and the processor executes the computer program to implement the steps of the method described above.

[0047] Sixthly, this application also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0048] In a seventh aspect, this application also provides a computer program product, including a computer program that, when executed by a processor, implements the steps of the method described in any of the above aspects.

[0049] Regarding the beneficial effects of any of the technical solutions in the second to seventh aspects mentioned above, refer to the beneficial effects of the corresponding technical solutions in the first aspect; repeated examples will not be listed here. Attached Figure Description

[0050] To more clearly illustrate the technical solutions in the embodiments of this application or related technologies, the drawings used in the description of the embodiments of this application or related technologies will be briefly introduced below. Obviously, the drawings described below are some embodiments of this application. For those skilled in the art, other related drawings can be obtained based on these drawings without creative effort.

[0051] Figure 1 This is a schematic diagram of an optional process for a vehicle power supply control method in one embodiment;

[0052] Figure 2 This is an optional flowchart illustrating the steps for determining the current fault factor in one embodiment.

[0053] Figure 3 This is a schematic diagram of an optional structure for a backup battery in one embodiment.

[0054] Figure 4 This is a schematic diagram of an optional power supply architecture for a target vehicle in one embodiment;

[0055] Figure 5This is a schematic diagram of an optional electrical topology for a target vehicle in one embodiment;

[0056] Figure 6 This is a schematic diagram of an optional vehicle power supply control method in one embodiment;

[0057] Figure 7 This is a schematic diagram of an optional process for a vehicle power supply control method in another embodiment;

[0058] Figure 8 This is a schematic diagram of an optional process for a vehicle power supply control device in one embodiment;

[0059] Figure 9 This is a schematic diagram of an optional internal structure of the vehicle-side control device in one embodiment;

[0060] Figure 10 This is a schematic diagram of an optional internal structure of a computer device in one embodiment. Detailed Implementation

[0061] To make the objectives, technical solutions, and advantages of this application clearer, the following detailed description is provided in conjunction with the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are for illustrative purposes only and are not intended to limit the scope of this application.

[0062] The terms "first," "second," etc., used in this application may be used to describe various elements, but these elements are not limited by these terms. These terms are used only to distinguish the first element from the second element. The terms "comprising" and "having," and any variations thereof, used in this application, are intended to cover non-exclusive inclusion. The term "multiple" used in this application refers to two or more. The term "and / or" used in this application refers to one of the embodiments, or any combination of multiple embodiments.

[0063] In one exemplary embodiment, such as Figure 1 As shown, a vehicle power supply control method is provided. This embodiment illustrates the method by applying it to the controller of a target vehicle. The method includes the following steps:

[0064] S101. Obtain the battery operation data of the target battery in the target vehicle.

[0065] The target battery may include the main battery that powers the target vehicle, also known as the power battery.

[0066] Battery operation data can be understood as data used to characterize the current operating state of the target battery.

[0067] For example, battery operating data may include at least one operating parameter, which may include at least one of battery temperature, battery internal resistance, battery capacity, battery voltage, battery current, etc.

[0068] For example, operating parameters may also include at least one of the following: battery temperature change rate and battery voltage change rate.

[0069] In an optional embodiment, battery operation data of the target battery can be acquired by deploying a target sensor in the target vehicle. The target sensor may include at least one of a voltage sensor, a current sensor, and a temperature sensor.

[0070] In an optional embodiment, battery operating data of the target battery can be determined by combining BMS (Battery Management System) algorithms or other estimation algorithms. For example, the percentage of current remaining capacity relative to the rated capacity can be determined by calculating the cumulative charge and discharge amounts based on a SOC (State of Charge) estimation algorithm. For example, the battery internal resistance can be estimated based on the voltage-current curve of the target battery, and the battery temperature can be estimated based on a thermal model. This application does not limit the specific calculation process of the BMS algorithm.

[0071] S102. Based on the battery operation data, determine the current power supply switching strategy for the target vehicle.

[0072] The current power supply switching strategy can be understood as a set of logic determined based on battery operating data, used to indicate power supply switching operations.

[0073] In an optional embodiment, the current power supply switching strategy may include at least one of the following: a predictive switching strategy, a gradual switching strategy, a direct switching strategy, and a strategy to maintain the current power supply.

[0074] The predictive switching strategy can be understood as a strategy that predicts the timing of a future failure based on the changing trends of battery operating data, thereby switching power supply before the anomaly occurs.

[0075] The gradual switching strategy can be understood as a strategy that gradually transfers the power source to the backup battery when the battery operating parameters characterize the target battery as having performance degradation or exhibiting a certain abnormal trend, so as to achieve a seamless transition of the power source.

[0076] The direct switching strategy can be understood as a strategy that quickly switches the power source to ensure the system power supply when the battery operating parameters indicate that the target battery has reached a preset critical state or is in an abnormal state.

[0077] The strategy of maintaining the current power supply can be understood as the target battery being normal in terms of battery operating parameters, and the target battery being used as the power source for the target vehicle.

[0078] In an optional embodiment, strategy reference data for the target battery can be determined based on battery operating data; the strategy reference data includes at least one of the current fault factor and the current fault type; and a current power supply switching strategy for the target vehicle can be determined based on the strategy reference data.

[0079] The current fault type may include a preset target fault type. The preset target fault type may include at least one of the following: battery fire fault type and battery short circuit fault type.

[0080] The current fault factor is used to assess the abnormal risk level (i.e., fault severity) of the target battery at the current moment. A higher current fault factor indicates a higher fault severity, while a lower current fault factor indicates a lower fault severity. Optionally, if the current fault factor is below the lower threshold, the target battery can be considered as fault-free or without abnormalities.

[0081] Optionally, based on battery operating data, it can be determined whether the current fault type of the target battery is a preset target fault type. If so, the current power supply switching strategy is determined to be a direct switching strategy. If not, the current fault factor of the target battery is determined based on the battery operating data, and a predictive switching strategy or a gradual switching strategy is selected as the current power supply switching strategy based on the magnitude of the current fault factor. For example, if the current fault factor is within a first fault factor range, the current power supply switching strategy for the target vehicle can be determined to be a predictive switching strategy; if the current fault factor is within a second fault factor range, the current power supply switching strategy for the target vehicle can be determined to be a gradual switching strategy, where the battery fault severity corresponding to the second fault factor range is greater than the battery fault severity corresponding to the first fault factor range.

[0082] Understandably, if the current fault type of the target battery is a preset target fault type, it indicates that the target battery has reached a preset critical state or has experienced an emergency anomaly. Choosing a direct switching strategy can achieve a rapid switch of power supply, reducing the driving safety risks caused by battery failure. If the current fault type of the target battery is not a preset target fault type, it means that the emergency switching level has not been reached. In this case, a predictive switching strategy or a gradual switching strategy can be selected based on the current fault factors. Specifically, if the current fault factor is within the first fault factor range, it indicates that the battery fault is relatively low or even does not affect the normal operation of the vehicle. Choosing a predictive switching strategy can estimate the predicted fault time in the future, thus enabling immediate power supply switching before the anomaly occurs. If the current fault factor is within the second fault factor range, it indicates that the battery fault is relatively higher, but not yet at an emergency level. Choosing a gradual switching strategy can gradually transfer the power supply to the backup battery, achieving a seamless transition of power supply. By selecting the appropriate switching strategy based on the actual operating conditions of the target battery, the power supply switching process can be matched with the current operating conditions of the target battery. Compared with the traditional single fixed switching method, it can adapt to the power supply switching needs under different operating conditions, which is conducive to improving the reliability and safety of vehicle operation.

[0083] Optionally, the current fault factor and current fault type of the target battery can be determined based on the battery operation data; candidate power supply switching strategies for the target vehicle can be determined based on the current fault factor and current fault type; and the current power supply switching strategy can be selected from the candidate power supply switching strategies according to a preset priority order; wherein, the priority of the direct switching strategy is greater than the priority of the predictive switching strategy and the gradual switching strategy.

[0084] For example, when the current fault type is a preset fault type and the current fault factor is within the range of the second fault factor, the candidate power supply switching strategies can be determined to include a direct switching strategy and a gradual switching strategy. Since the priority of the direct switching strategy is higher than that of the gradual switching strategy, the direct switching strategy is selected as the current power supply switching strategy. Similarly, when the current fault type is a preset fault type and the current fault factor is within the range of the first fault factor, the candidate power supply switching strategies can be determined to include a direct switching strategy and a predictive switching strategy. Since the priority of the direct switching strategy is higher than that of the predictive switching strategy, the direct switching strategy is selected as the current power supply switching strategy.

[0085] The following examples illustrate the methods for determining different strategies and should not be construed as limiting the specific determination process.

[0086] In an optional embodiment, if the current fault factor is within the range of the first fault factor, the current power supply switching strategy for the target vehicle can be determined as a predictive switching strategy.

[0087] For example, the range of the first fault factor can be expressed as: ;in Indicates the current failure factor; Indicates the threshold of the first fault factor. This represents the threshold for the second failure factor.

[0088] In an optional embodiment, if the current fault factor is within the range of the second fault factor, the current power supply switching strategy for the target vehicle can be determined to be a gradual switching strategy.

[0089] For example, the range of the second fault factor can be expressed as: ; This represents the threshold value of the second fault factor. In other embodiments, the range of the second fault factor can be expressed as: ; This represents the third fault factor threshold. The battery fault severity corresponding to the second fault factor range is greater than the battery fault severity corresponding to the first fault factor range.

[0090] in, , and The thresholds can be set by technicians based on their needs or experience, or determined through extensive experimentation; this application does not impose any limitations on this. After initial setting, methods such as Monte Carlo simulation, robustness testing, and real-vehicle verification can be combined to ensure the reliability of each threshold in practical applications.

[0091] In an optional embodiment, the current fault factor can be no greater than a first fault factor threshold. In this case, the current power supply switching strategy for the target vehicle is determined to be to maintain the current power supply strategy, that is, the target battery is powered normally.

[0092] In an optional embodiment, if the current fault type is a preset target fault type, the current power supply switching strategy for the target vehicle is determined to be a direct switching strategy.

[0093] Optionally, if the battery temperature in the battery operation data is greater than a preset temperature threshold and the battery temperature rise rate in the battery operation data is greater than a preset rise rate threshold, the current fault type can be determined as a preset target fault type. In this case, the preset target fault type is also the battery fire fault type.

[0094] Optionally, if the battery internal resistance in the battery operation data is less than a preset internal resistance threshold and the battery voltage drop rate in the battery operation data is greater than a preset drop rate threshold, the current fault type of the target battery can be determined as a preset target fault type. In this case, the preset target fault type is also the battery short circuit fault type.

[0095] S103. According to the current power supply switching strategy, switch the power supply source of the target vehicle from the target battery to the backup battery.

[0096] The power source of the target vehicle may include the power supply source of the target vehicle, that is, the power supply source of the power system.

[0097] For ease of understanding, the following examples of case a1, case a2, case a3 and case a4 illustrate the switching process of different strategies and should not be construed as limiting the specific switching process.

[0098] Scenario a1: When the current power supply switching strategy is a predictive switching strategy, the predicted failure time of the target battery can be determined, and based on the predicted failure time, the power source of the target vehicle can be switched from the target battery to the backup battery. The predicted failure time can be understood as the predicted point in time when the target battery may reach a critical failure state in the future, based on associated data related to the target battery. Associated data may include at least one of the following: the target vehicle's driving conditions and battery operating data.

[0099] In some implementations, driving condition data of the target vehicle can be acquired; based on the driving condition data, the power demand data of the target battery can be determined; and based on the power demand data and the battery safety margin of the target battery, the predicted failure time can be determined. The driving condition data may include at least one of navigation routes, traffic data, and historical driving patterns. For example, the driving condition data can be input into a power demand determination model to determine the power demand data of the target battery. The power demand data may include a power demand curve for a future preset time period (e.g., the next 5-10 minutes).

[0100] For example, the power demand determination model can be a traditional machine learning model or a neural network model. The power demand determination model can be obtained by training an initial power demand determination model based on driving condition data samples and corresponding actual power demand data.

[0101] For example, the trend of power demand changes can be determined based on power demand data; based on the trend of power demand changes, the predicted fault time when the battery safety margin reaches the margin threshold can be determined. In other embodiments, the time corresponding to when the power demand exceeds the target output power of the target battery can also be used as the predicted fault time, and the target output power can be determined based on the product of the target battery's safe output power and a preset scaling factor. The margin threshold and the preset scaling factor can be set by technicians according to needs or experience, or determined through extensive experiments; this application does not impose any limitations on them. For example, the preset scaling factor can be 80%.

[0102] Understandably, by introducing driving condition data and determining the predicted fault time based on power demand data and the target battery's safety margin, the battery status assessment can be correlated with the actual operating conditions of the target vehicle, enabling fault prediction to reflect the differentiated impact of different driving scenarios on the target battery.

[0103] In other embodiments, the failure factor change rate of the target battery can be determined based on battery operating data; and the predicted failure time can be determined based on the failure factor change rate. For example, the predicted failure factor for a future period can be determined based on the failure factor change rate; the time corresponding to the predicted failure factor being greater than a third failure factor threshold is taken as the predicted failure time. The third failure factor threshold can be set by a technician according to needs or experience, or determined through numerous experiments; this application does not impose any limitations on this. It is understood that by introducing the failure factor change rate, battery failure trends can be perceived, facilitating early prediction of battery failures. It is understood that the failure factor change rate characterizes the trend of failure factor change over time. If the failure factor change rate is positive, the predicted failure factor for a future period (e.g., the next 20 seconds) can increase over time based on the current failure factor, following this increasing trend; conversely, if the failure factor change rate is negative, the predicted failure factor for a future period can decrease over time based on the current failure factor, following this decreasing trend.

[0104] In some embodiments, the battery temperature change rate of the target vehicle can be obtained; based on the battery temperature change rate, the predicted fault time can be determined. For example, the predicted value of the battery temperature change in the future period can be predicted based on the battery temperature change trend; the time when the predicted value reaches a preset temperature change threshold is taken as the predicted fault time. The preset temperature change threshold can be set by a technician according to needs or experience, or determined through numerous experiments; this application does not impose any limitations on this. For example, the preset temperature change threshold can be 5°C / second. It is understood that by introducing the battery temperature change rate, the risk of thermal runaway can be predicted even before the battery temperature reaches the temperature threshold. It is understood that the trend of the battery temperature change rate characterizes the trend of the battery temperature change rate over time. If the trend of the battery temperature change rate is positive, the battery temperature change rate in the future period can increase over time according to this increasing trend based on the current battery temperature change rate; conversely, if the trend of the battery temperature change rate is negative, the battery temperature change rate in the future period can decrease over time according to this decreasing trend based on the current battery temperature change rate.

[0105] The above description provides an example of how to determine the predicted fault time. It is understood that in practical applications, a single method can be used to obtain the predicted fault time, or multiple methods can be used in parallel to determine the predicted fault time; this application does not impose any limitations on this. The following details the process of switching the power supply source based on the predicted fault time under the predictive switching strategy.

[0106] In an optional embodiment, a target time interval between the current time and the predicted fault time can be obtained; if the target time interval is less than a preset interval length, the power supply switching process is initiated.

[0107] Optionally, preset interval lengths can be set for different methods of determining the predicted fault time.

[0108] For example, in a method for determining the predicted fault time based on power demand data, the associated preset interval length is a first time interval; correspondingly, if the target time interval is less than the first time interval, the power supply switching process can be initiated. Similarly, in a method for determining the predicted fault time based on the fault factor change rate, the associated prediction interval length is a second time interval; correspondingly, if the target time interval is less than the second time interval, the power supply switching process can be initiated. In a method for determining the predicted fault time based on the battery temperature change rate, the associated prediction interval length is a third time interval; correspondingly, if the target time interval is less than the third time interval, the power supply switching process can be initiated. The first time interval, the second time interval, and the third time interval can be set by technicians according to their needs or experience, or determined through extensive experiments; this application does not impose any limitations on them. For example, the first time interval can be 30 seconds, the second time interval can be 15 seconds, and the third time interval can be 20 seconds.

[0109] Optionally, the predicted fault time determined under different methods can be obtained, and the earliest predicted fault time among all predicted fault times can be selected; the target time interval between the current time and the earliest predicted fault time can be obtained; if the target time interval is less than the preset interval length, the power supply source switching process can be initiated.

[0110] In an optional embodiment, the preheating time and the switching time can be determined based on the predicted fault time; the preheating time is earlier than the switching time, and the switching time is no later than the predicted fault time; during the preheating time, the backup battery is preheated; during the switching time, the power source of the target vehicle is switched from the target battery to the backup battery.

[0111] Optionally, the preheating time and switching time can be determined based on the predicted fault time after entering the power supply switching process. That is, the preheating time and switching time can be determined based on the predicted fault time, provided that the predicted fault time meets the preset interval length.

[0112] For example, during the preheating phase of the backup battery, its settings can be adjusted simultaneously, and the target battery can be seamlessly switched to the backup battery during the switching phase. The preheating phase can be 10-15 seconds before the predicted failure time, thus completing the switching preparation and power source switch before the predicted failure time. The backup battery's settings can include the backup battery's boost converter parameters.

[0113] Understandably, predictive switching strategies can reduce the system impact of emergency switching by identifying potential faults in advance, suppress the target battery from operating at its limits, and reduce the risks of deep discharge and overheating. At the same time, through preheating and switching preparation, the switching process can be completed within the driver's perception threshold (100ms), achieving seamless switching.

[0114] Scenario a2: When the current power supply switching strategy is a gradual switching strategy, the power supply allocation ratio of the target battery and the backup battery to power the target vehicle is gradually adjusted until the power source of the target vehicle is switched from the target battery to the backup battery.

[0115] In an optional embodiment, a power supply connection between the backup battery and the target vehicle can be established; every first preset period, the power supply allocation ratio of the target battery and the backup battery to the target vehicle is adjusted to reduce the first power supply ratio of the target battery and increase the second power supply ratio of the backup battery; when the power supply allocation ratio reaches the first preset allocation ratio and the backup battery is normal within a preset time period, the power supply connection between the target battery and the target vehicle is disconnected.

[0116] For example, if the backup battery malfunctions within a preset time period, an alarm message can be output and the power supply to the target battery can be restored.

[0117] Optionally, the backup battery includes a backup battery body and a boost converter; the boost converter is used to boost the output voltage of the backup battery body to supply power to the target vehicle; correspondingly, before adjusting the power distribution ratio of the target battery and the backup battery to the target vehicle every first preset period, the initial duty cycle and initial output power of the boost converter can be obtained; the duty cycle adjustment amount is determined according to the battery output power change rate in the battery operation data; the target duty cycle and the duty cycle adjustment amount are used to determine the target duty cycle of the boost converter; and the boost converter is controlled to supply power to the target vehicle using the target duty cycle and the initial output power.

[0118] The initial duty cycle can be understood as the base duty cycle determined based on the input and output voltages of the boost converter. The input voltage of the boost converter is the voltage output by the backup battery; the output voltage of the boost converter can be determined based on the power supply requirements of the target vehicle, for example, an output voltage of 800V. By adjusting the duty cycle of the boost converter, the output voltage of the boost converter can be adjusted to offset voltage fluctuations caused by the switching process, such as the connection of the backup battery, during the initial stage of gradual switching.

[0119] For example, before adjusting the power distribution ratio, the battery output power of the target battery at different times (e.g., every 10 seconds) can be obtained, and the battery output power change rate can be determined based on the battery output power at different times.

[0120] For example, it can be determined according to the following formula:

[0121]

[0122] in, This indicates the input voltage of the boost converter; This indicates the output voltage of the boost converter.

[0123] The initial output power can be a preset output power, which can be determined based on the power supply requirements of the target vehicle. For example, the initial output power can be 10% of the power supply requirements, in which case the output power of the target battery can be 90% of the power supply requirements.

[0124] For example, the duty cycle adjustment amount associated with the battery output power change rate can be retrieved from a preset matching table. For instance, if the battery output power change rate is less than a1, the duty cycle adjustment amount is determined to be... D1; If the rate of change of battery output power is not less than a1 and less than a2, determine the duty cycle adjustment amount as follows: D2; If the rate of change of battery output power is not less than a2, determine the duty cycle adjustment amount as follows: D3. Where a1 < a2; D1 < D2 < D3. For example, a1 can be 0.05 kW / s - 0.15 kW / s; a1 can be 0.45 kW / s - 0.55 kW / s; D1 can be 0.005-0.015; D2 can be 0.02-0.05; D3 can be between 0.07 and 0.09.

[0125] Understandably, by determining the duty cycle adjustment amount based on the battery output power change rate in the battery operating data, and then determining the target duty cycle of the boost converter based on the initial duty cycle and the duty cycle adjustment amount, compensation for the initial duty cycle is achieved. This allows for the offsetting of voltage fluctuations caused during the switching process based on the actual operating conditions of the target battery. By introducing an initial output power, it is easier to gradually adjust the power distribution ratio between the target battery and the backup battery for the target vehicle based on the initial output power, until the power source for the target vehicle is switched from the target battery to the backup battery.

[0126] The following examples illustrate the timing of adjusting the power distribution ratio using methods b1, b2, and b3.

[0127] Method b1: In response to the target battery's battery charge being within a preset charge range, the power distribution ratio between the target battery and the backup battery for powering the target vehicle can be adjusted every first preset cycle.

[0128] Method b2: In response to an increase in the internal resistance of the target battery and a battery internal resistance less than a preset short-circuit threshold, the power supply distribution ratio between the target battery and the backup battery for powering the target vehicle can be adjusted every first preset cycle.

[0129] Method b3: In response to the target battery temperature being within a preset temperature range, every first preset cycle, the power supply distribution ratio between the target battery and the backup battery for powering the target vehicle is adjusted.

[0130] The preset power range, preset short-circuit threshold, and preset temperature range can be set by technicians according to their needs or experience, or determined through extensive experimentation; this application does not impose any limitations on these settings. For example, the preset power range could be 5%. , This indicates the battery level. For example, a preset temperature range could be 60°C. , This indicates the battery temperature.

[0131] For example, in practical applications, at least one of methods b1, b2, and b3 can be used to trigger an adjustment of the power supply allocation ratio every first preset period. When the condition corresponding to any method is met for the first time, a periodic adjustment is triggered, and thereafter, the adjustment operation is repeated every first preset period until the power source for the target vehicle is switched from the target battery to the backup battery. For instance, at t=0ms, if the current fault factor is detected to be within the range of the second fault factor, a gradual switching strategy is initiated; within t=0-50ms, the system is in a parallel power supply phase, with the target battery and backup battery simultaneously supplying power to the target vehicle, and the power supply allocation ratio between the target battery and backup battery is gradually adjusted from "90%:10%" to "50%:50%"; within t=100ms-150ms, the power of the target battery continues to decrease, while the power of the backup battery continues to increase; after t=150ms, the backup battery assumes 100% power, and the power supply connection to the target battery is disconnected.

[0132] Understandably, a gradual switching strategy can achieve a smooth transition between the target battery and the backup battery by gradually transferring power, thereby reducing instantaneous high current surges and voltage spikes.

[0133] Case a3: When the current power supply switching strategy is a direct switching strategy, the power source of the target vehicle is directly switched from the target battery to the backup battery.

[0134] Among them, the power source of the target vehicle is directly switched from the target battery to the backup battery. This means that the power supply connection of the target battery is immediately cut off and the power source is switched to the backup battery in a hard switching method, so that fault detection and switching preparation can be carried out at the same time.

[0135] For example, in hard handover mode, the high-voltage contactor of the target battery can be immediately disconnected, while the contactor of the backup battery is closed, controlling the boost converter of the backup battery to quickly establish the target voltage. After the handover is completed, the system restores power supply. Typically, the response time to a detected serious fault signal (i.e., in response to the previous power supply handover strategy being a direct handover strategy) is less than 1ms, the contactor operation time is less than 5ms, the time to establish the target voltage is less than 10ms, and the total time to complete a hard handover is less than 20ms.

[0136] For example, the backup battery can also be kept in a pre-charged state, that is, the access parameters of the backup battery can be pre-configured so that the backup battery can be put into operation at any time.

[0137] For example, safety isolation methods can also be combined to reduce the risk of fire. Safety isolation methods may include at least one of the following: setting up a physical isolation barrier between the target battery and the backup battery; using optocoupler isolation or magnetic isolation for electrical isolation; and setting up a fireproof isolation layer for thermal isolation to prevent heat spread.

[0138] Understandably, adopting a direct switching strategy can bypass the software processing delay during the soft switching process, directly trigger a hardware interrupt, achieve a fast response, and reduce the driving safety risks caused by battery failure.

[0139] In another optional embodiment, battery operating data can be input into a trained strategy matching model to obtain the strategy type and corresponding strategy parameters of the current power supply switching strategy. The strategy type can include a predictive switching strategy type, a gradual switching strategy type, and a direct switching strategy type. The strategy parameters corresponding to the predictive switching strategy type can include the predicted failure time of the target battery; the strategy parameters corresponding to the gradual switching type can include the power allocation ratio of the target battery and the backup battery supplying power to the target vehicle at different times. The strategy matching model can be a traditional machine learning model or a neural network model, and this application does not impose any limitations on it. The strategy matching model can be trained on an initial strategy matching model based on sample battery operating data and the calibrated power supply switching strategy type and calibrated strategy parameters corresponding to the sample battery operating data, thereby gradually enabling the initial strategy matching model to determine the strategy type and strategy parameters, thus obtaining the final strategy matching model. The calibrated power supply switching strategy type and calibrated strategy parameters corresponding to the sample battery operating data can be determined through theoretical calculations and practical verification.

[0140] In an optional embodiment, the power source for the target vehicle can be switched from the backup battery to the target battery when the power source is a backup battery, the target battery remains in a normal state for a preset time, and the target vehicle speed is within a preset speed range. By performing state detection on the target battery and speed detection on the target vehicle when the power source is a backup battery, the power source switch can be completed while ensuring the target battery's healthy recovery and vehicle driving safety, thus improving the safety of the power supply switch.

[0141] The power source can be the target vehicle's power source, and the target battery can be the main battery (i.e., the power battery); the preset time length can be set to, for example, 8s-15s; the target vehicle speed being within the preset speed range can be understood as the target vehicle being stationary or traveling at low speed. For example, the preset speed range can be: .

[0142] In one embodiment, the target battery can be determined to be in a normal state if its battery operation data meets preset normal conditions. These preset normal conditions include at least one of the following: the battery temperature in the battery operation data is within a preset normal temperature range; the battery internal resistance in the battery operation data is within a preset normal internal resistance range; the battery charge in the battery operation data is within a preset normal charge range; and the current fault factor of the target battery is within a preset normal fault factor range. The current fault factor is determined based on the battery operation data. By comprehensively judging whether the battery temperature, battery internal resistance, battery charge, and current fault factor are within their respective normal ranges, the target battery's normal state can be determined from multiple dimensions, which helps improve the accuracy of the determined battery state.

[0143] Among them, the battery temperature being within the preset normal temperature range indicates that the target battery temperature has returned to the normal range; the battery internal resistance being within the preset normal internal resistance range indicates that the target battery has no short circuit risk; and the battery charge being within the preset normal charge range indicates that the target battery charge has returned to a safe power supply level after charging.

[0144] For example, the preset normal temperature range can be: The preset normal power range can be... The preset normal internal resistance range can be The preset normal fault factor range can be expressed as: ;in, Indicates the current failure factor; This represents the threshold for the fourth fault factor, which may not be greater than the threshold for the first fault factor. Optionally, the preset normal condition may also include the fault factor change rate being less than a preset change rate threshold.

[0145] In one implementation, the power allocation ratio between the target battery and the backup battery for powering the target vehicle can be adjusted every second preset period to increase the first power supply share of the target battery and decrease the second power supply share of the backup battery. When the power allocation ratio reaches the second preset ratio, the power supply connection between the backup battery and the target vehicle is disconnected. By adjusting the power allocation ratio between the target battery and the backup battery for powering the target vehicle every second preset period, current surges and voltage drops caused by instantaneous power source switching between the target battery and the backup battery can be reduced, achieving a smooth transition of power sources. For example, the power allocation ratio can be adjusted every 10ms based on a power ramp control algorithm.

[0146] The second preset allocation ratio is used to indicate that the target vehicle's power source is the target battery. When the target vehicle's power source is switched from the backup battery to the target battery, the output voltage of the target battery is used to power the target vehicle.

[0147] Optionally, when the power source is a backup battery, the target battery remains in normal condition for a preset time period, and the target vehicle speed is within a preset speed range, the control management module in the target vehicle sends a recovery preparation command to each domain controller of the target vehicle; when each domain controller is in a recovery-ready state, it sends a recovery permission feedback to the control management module; the main contactor of the target battery is closed, and every second preset cycle, the power distribution ratio of the target battery and the backup battery to the target vehicle is adjusted; when the power distribution ratio reaches the second preset distribution ratio, the contactor of the backup battery is disconnected, the boost converter of the backup battery is controlled to enter standby mode or low-power sleep mode, and feedback information indicating successful recovery of the target power is reported.

[0148] For example, when at least one domain controller is in a recovery-not-ready state, a power source switch is performed after a delay. And when all domain controllers are in a recovery-ready state, i.e., when the control management module receives recovery permission feedback from each domain controller, the power allocation ratio between the target battery and the backup battery for powering the target vehicle is adjusted every second preset period. The situation where a domain controller is in a recovery-not-ready state may include, for example, the domain controller performing vehicle lane change control.

[0149] For example, a health check can be performed on the target battery. If the battery temperature, internal resistance, and charge level are all within the corresponding preset normal ranges, the backup battery can be controlled to enter a low-power mode while retaining the heartbeat monitoring function. For example, the entire process of fault, switchover, and recovery can be recorded and a log can be generated, as well as a user prompt can be output. The user prompt indicates that the power system has returned to normal and suggests that maintenance should be performed as soon as possible.

[0150] The aforementioned vehicle power supply control method acquires battery operating data from the target battery in the target vehicle, thereby obtaining operating data reflecting the current battery operating condition. This provides a data foundation for the subsequent determination of the current power supply switching strategy. By determining the current power supply switching strategy for the target vehicle based on the battery operating data, a matching current power supply switching strategy can be adaptively determined based on the actual operating condition of the target battery. By switching the power source of the target vehicle from the target battery to the backup battery according to the current power supply switching strategy, the power supply switching process is matched with the current operating condition of the target battery. Compared with the traditional single fixed switching method, it can adapt to the power supply switching needs under different operating conditions, which is beneficial to improving the reliability and safety of vehicle operation.

[0151] Based on the technical solutions of the above embodiments, this application also provides an optional embodiment in which the steps for determining the current fault factor are refined.

[0152] refer to Figure 2 The steps for determining the current fault factor are shown below, including:

[0153] S201. For each operating parameter, determine the target difference between the operating parameter and the corresponding parameter threshold.

[0154] The operating parameters may include at least one of battery temperature, battery internal resistance, and remaining battery capacity. The threshold values ​​corresponding to the operating parameters can be set by technicians as needed or based on experience, or determined through extensive experiments; this application does not impose any limitations on this.

[0155] For example, the parameter threshold corresponding to battery temperature can be 75℃-85℃; the parameter threshold corresponding to battery internal resistance can be... - The parameter threshold corresponding to the remaining battery power can be 4%-6%.

[0156] S202. Determine the current fault factor based on the target difference corresponding to each operating parameter.

[0157] For example, the target difference corresponding to battery temperature T can be represented as: T = max(0, T-80), where T represents the battery temperature; the target difference corresponding to the battery internal resistance. IR can be represented as: IR = max(0, 100 - IR), where IR represents the battery's internal resistance; the target difference corresponding to the remaining battery capacity. S can be represented as: S = max(0, 5% - S), where S represents the remaining battery power. This allows for the calculation of... T, IR and S is normalized to eliminate dimensions.

[0158] Optionally, the fusion weights corresponding to each operating parameter can be obtained; using the fusion weights, the target differences corresponding to each operating parameter can be weighted and summed to obtain the current fault factor. Specifically, the fusion error can be obtained by weighting and summing the target differences corresponding to each operating parameter using the fusion weights; the fusion error can then be processed using PID (Proportional-Integral-Derivative) to obtain the current fault factor.

[0159] For example, the fusion error can be determined according to the following formula. :

[0160] = × T a + × IR a + × S a

[0161] in, , and Indicates the fusion weights; T a Represents the normalized result T; IR a Represents the normalized result IR; S a Represents the normalized result S.

[0162] For example, the fusion error 'e' at different times within the current target time period can be obtained. The current target time period is the time period between the target time and the current time. The target time precedes the current time, and there is a preset target time length between them. The current fault factor is determined according to the following formula. :

[0163] =K p × +K i × dt+K d ×d( ) / dt;

[0164] Among them, K p K represents the proportionality coefficient. i K represents the integral coefficient; d This represents the differential coefficient.

[0165] Understandably, by performing PID processing on the fusion error e within the current target time period, the current fault factor that can characterize the degree of battery anomaly at the current moment can be determined based on the fusion error at different times within the current target time period and the changing trend of the fusion error within the current target time period.

[0166] The fusion weights, proportional coefficients, integral coefficients, differential coefficients, and target time lengths can be set by technical personnel according to their needs or experience, or determined through a large number of experiments. This application does not impose any restrictions on these parameters.

[0167] For example, historical case data can be obtained, including the number of first cases corresponding to battery fires, the number of second cases corresponding to battery short circuits, and the number of third cases corresponding to insufficient battery power. Based on the proportional relationship between the number of first, second, and third cases, the fusion weights corresponding to different operating parameters can be determined. For example, ; ; For example, the proportional coefficient can be 0.5-3; the integral coefficient can be 0.01-1; and the derivative coefficient can be 0.001-0.1. In other embodiments, the entropy method can also be used to adaptively adjust the fusion weights according to the fluctuations of each operating parameter, thereby improving the accuracy of the comprehensive error.

[0168] Of course, in other embodiments, fault level priorities corresponding to different fault types can also be obtained; and fusion weights corresponding to different operating parameters can be determined based on the fault level priorities. For example, the fault level priority order can be: fire fault priority > short circuit fault priority > insufficient battery power fault priority. For example, basic weights can be assigned to each priority level in ascending order of priority; and the basic weights of each priority level can be normalized to obtain the fusion weights of the operating parameters corresponding to each priority level.

[0169] In the steps for determining the current fault factor described above, by determining the target difference between the operating parameter and its corresponding threshold for each operating parameter, parameter deviations under different dimensions can be obtained, providing a data foundation for subsequent determination of the current fault factor. By using fusion weights to perform weighted summation on the target differences corresponding to each operating parameter, a fusion error is obtained, which quantifies the multi-dimensional parameter deviations into a comprehensive error. By using the proportional, integral, and derivative characteristics of PID control, the current fault factor is determined based on the comprehensive error, thereby improving the accuracy of the current fault factor.

[0170] Based on the technical solutions of the above embodiments, this application also provides an optional embodiment in which the backup battery is further refined.

[0171] refer to Figure 3 The diagram shows an optional structure of a backup battery in one embodiment. The backup battery includes a backup battery body 301 and a boost converter 302. The backup battery body 301 outputs a first voltage; the boost converter 302 boosts the first voltage to a second voltage; when the power source for the target vehicle is switched from the target battery to the backup battery, the second voltage is used to power the target vehicle.

[0172] For example, the backup battery module 301 can be a 48V redundant battery module, which serves as an independent backup power source. It can be connected to the high-voltage bus via the boost circuit in the boost converter 302 to supply power to the target vehicle. In other embodiments, the redundant battery module can also use voltages such as 12V, 24V, and 96V. This application does not limit the output voltage of the backup battery module 301, nor does it limit the energy type or energy storage medium of the backup battery module 301. For example, the energy type can be a micro fuel cell, or a capacitor array can be used as a transient redundant power source.

[0173] For example, the boost converter 302 can use a SiC (silicon carbide) inverter boost method to boost the first voltage (e.g., 48V) output by the backup battery body 301 to a second voltage (e.g., 800V).

[0174] In some alternative implementations, the target battery can also be boosted by a boost converter to supply power, and this application does not limit this in any way.

[0175] refer to Figure 4The diagram illustrates an optional power supply architecture for a target vehicle in one embodiment. The battery pack assembly 401 includes a target battery for supplying power to the target vehicle via a power distribution unit (PDU). A 48V battery 403, serving as a backup battery, is used to boost the voltage output from the backup battery to a second voltage via a boost converter in a boost converter box 404, and then supply power to the target vehicle via the PDU. The AC / DC integrated charging socket 405 can be understood as the interface for external charging of the target vehicle. An on-board charger 406 (OBC) converts the AC power from the charging station to DC power to charge the target battery; a DC-DC converter 407 (DCDC) supplies power to a 12V battery 408 via the target battery; the 12V battery 408 supplies power to the target vehicle's low-voltage electrical system. A rear dual-motor controller 409 (MCUR) controls the operation of the target vehicle's rear axle motors.

[0176] refer to Figure 5 The diagram shows an optional electrical topology of the target vehicle in one embodiment. A dual-redundancy structure is formed between the right domain controller ZCM_FR and the left domain controller ZCM_FL.

[0177] Under normal driving conditions, the battery management system can acquire the battery operation data of the target battery in the target vehicle. The high-voltage electricity provided by the target battery is transmitted through the high-voltage bus to the front dual-motor controller (MCUF, Motor Control Unit Front) and the rear dual-motor controller (MCUR, Motor Control Unit Rear). At the same time, the high-voltage electricity from the target battery is input to the charging distribution unit (CDU), which supplies power to low-voltage electrical appliances through the DC-DC converter (DCDC) and the on-board charger (OBC) inside the CDU.

[0178] When switching to the backup battery is required, the backup battery is boosted by a DC-DC Boost Converter (DCB) and replaces the target battery to power MCUF and MCUR.

[0179] For example, during the switching of the backup battery, a dual-loop control method can be used to ensure that the bus voltage fluctuation is less than 5% during the switching process. The dual-loop control can be a traditional dual-loop control, which is not limited in this application. The dual-loop control can include an outer loop voltage control and an inner loop current control.

[0180] For example, a buffer capacitor can be installed on the high-voltage bus, connected in parallel to the output of the boost converter of the backup battery. Optionally, the buffer capacitor can be set according to the critical load, which may include at least one of a motor controller or a domain controller. Optionally, the capacitance of the buffer capacitor can be determined according to the critical load; for example, a buffer resistor with a capacitance of 100uF to 470uF can be selected. Optionally, the voltage rating of the buffer resistor needs to have a safety margin; for example, a voltage rating of not less than 900V can be selected. Optionally, the type of buffer resistor can be a film capacitor or a high-voltage ceramic capacitor. Optionally, the buffer capacitor can be maintained at 800V through a pre-charge circuit, so that even if the boost control has not fully established voltage at the moment of switching between the target battery and the backup battery, the buffer capacitor can immediately discharge to replenish energy. Optionally, the buffer capacitor can be connected in series with an equivalent series resistance to reduce heat generation and improve response speed; the resistance value of the equivalent series circuit can be selected to be less than 10mΩ.

[0181] Based on the technical solutions of the above embodiments, this application also provides an optional embodiment in which the target battery may further include a storage battery for supplying power to the low-voltage electrical system of the target vehicle.

[0182] In an optional embodiment, the current power supply switching strategy may include a main battery power supply switching strategy and a storage battery power supply switching strategy.

[0183] For example, a main battery power supply switching strategy for the target vehicle can be determined based on the main battery's operating data; according to the main battery power supply switching strategy, the power source of the target vehicle is switched from the main battery to the backup battery; the main battery power supply switching strategy includes at least one of a predictive switching strategy, a gradual switching strategy, and a direct switching strategy.

[0184] For example, a battery power supply switching strategy can be determined based on the battery's operating data; according to the battery power supply switching strategy, the power source for the low-voltage electrical system can be switched from the battery to the backup battery. Optionally, a step-down converter can be used to step down the first voltage corresponding to the backup battery to a third voltage; when the power source for the low-voltage electrical system is switched from the battery to the backup battery, the third voltage is used to power the low-voltage electrical system.

[0185] Optionally, a battery power supply switching strategy can be determined when the battery operation data indicates a battery anomaly. The battery anomaly may include at least one of the following: the battery temperature is greater than a preset battery temperature threshold; the battery charge is less than a preset battery charge threshold; or the battery internal resistance is less than a preset battery internal resistance threshold.

[0186] Optionally, if the current power supply switching strategy is a battery power supply switching strategy, the power source of the low-voltage electrical system can be directly switched from the battery to the backup battery.

[0187] In an optional embodiment, if the power source for the low-voltage electrical system is a backup battery and the battery remains in a normal state for a preset time, the power source for the low-voltage electrical system can be directly switched from the backup battery to the battery. When the power source for the low-voltage electrical system is switched from the backup battery to the battery, the output voltage of the battery is used to power the low-voltage electrical system.

[0188] Optionally, the conditions indicating that the battery is normal may include: the battery temperature is not greater than a preset battery temperature threshold, the battery charge is not less than a preset battery charge threshold, and the battery internal resistance is not less than a preset battery internal resistance threshold.

[0189] Based on the technical solutions of the above embodiments, this application also provides an optional embodiment in which the above vehicle power supply control method is described in detail.

[0190] refer to Figure 6 The diagram illustrates an optional principle of a vehicle power supply control method in one embodiment. When the target vehicle is operating normally, battery operating data is acquired through the battery management system; based on the battery operating data, the current fault factor is determined; it is then determined whether the current fault factor is less than a first fault factor threshold; if so, the current power supply strategy is maintained, and the battery pack supplies power normally. If not, a power supply strategy switching decision is made.

[0191] If the switching fails, an alarm message will be output or the vehicle will be braked to a stop if the safety conditions are met.

[0192] If the switchover is successful, a tiered switchover decision process is performed to determine the current power supply switchover strategy, and based on this strategy, the target battery is switched to the backup battery. The power supply switchover strategies include predictive switchover, gradual switchover, and direct switchover.

[0193] refer to Figure 7 The diagram shown is an optional flow chart of a vehicle power supply control method in another embodiment. It includes the following steps:

[0194] S701. Obtain battery operation data of the target battery in the target vehicle. The battery operation data includes at least one operating parameter.

[0195] S702. Determine the current fault type of the target battery.

[0196] S703. Determine whether the current fault type is the preset target fault type; if not, execute S704-S705; if yes, execute S709.

[0197] For example, if the battery temperature in the battery operation data is greater than a preset temperature threshold and the battery temperature rise rate in the battery operation data is greater than a preset rise rate threshold, the current fault type is determined to be a preset target fault type.

[0198] For example, if the battery internal resistance in the battery operation data is less than a preset internal resistance threshold and the battery voltage drop rate in the battery operation data is greater than a preset drop rate threshold, the current fault type of the target battery is determined to be the preset target fault type.

[0199] S704. Based on the battery operation data, determine the current fault factor of the target battery.

[0200] S705. Determine the fault factor range of the current fault factor; if the current fault factor is in the first fault factor range, then execute S706; if the current fault factor is in the second fault factor range, then execute S707; if the current fault factor is in the second fault factor range, then execute S708.

[0201] The ranges of the first fault factor, the second fault factor, and the third fault factor have been explained above and will not be repeated here.

[0202] For example, for each operating parameter, a target difference between the operating parameter and the corresponding parameter threshold can be determined; the fusion weight corresponding to each operating parameter can be obtained; and the target difference corresponding to each operating parameter can be weighted and summed using the fusion weight to obtain the current fault factor.

[0203] S706. Determine the predicted failure time of the target battery, and based on the predicted failure time, switch the power supply source of the target vehicle from the target battery to the backup battery.

[0204] For example, the preheating time and the switching time can be determined based on the predicted failure time; the preheating time is earlier than the switching time, and the switching time is no later than the predicted failure time; during the preheating time, the backup battery is preheated; during the switching time, the power source of the target vehicle is switched from the target battery to the backup battery.

[0205] For example, determining the predicted failure time of a target battery includes at least one of the following: acquiring driving condition data of the target vehicle; determining the power demand data of the target battery based on the driving condition data; determining the predicted failure time based on the power demand data and the battery safety margin of the target battery; determining the failure factor change rate of the target battery based on battery operation data; determining the predicted failure time based on the failure factor change rate; acquiring the battery temperature change rate of the target vehicle; and determining the predicted failure time based on the battery temperature change rate.

[0206] S707. Gradually adjust the power distribution ratio between the target battery and the backup battery to power the target vehicle until the power source for the target vehicle is switched from the target battery to the backup battery.

[0207] For example, a power supply connection can be established between the backup battery and the target vehicle; every first preset period, the power supply allocation ratio of the target battery and the backup battery to the target vehicle is adjusted to reduce the first power supply ratio of the target battery and increase the second power supply ratio of the backup battery; when the power supply allocation ratio reaches the first preset allocation ratio and the backup battery is normal within a preset time period, the power supply connection between the target battery and the target vehicle is disconnected.

[0208] S708, maintain target battery power supply.

[0209] S709: Directly switch the power source of the target vehicle from the target battery to the backup battery.

[0210] It should be understood that although the steps in the flowcharts of the embodiments described above are shown sequentially according to the arrows, these steps are not necessarily executed in the order indicated by the arrows. Unless explicitly stated herein, there is no strict order restriction on the execution of these steps, and they can be executed in other orders. Moreover, at least some steps in the flowcharts of the embodiments described above may include multiple steps or multiple stages. These steps or stages are not necessarily completed at the same time, but can be executed at different times. The execution order of these steps or stages is not necessarily sequential, but can be performed alternately or in turn with other steps or at least some of the steps or stages in other steps. It is understood that the steps in different embodiments can be freely combined as needed, and all non-contradictory solutions formed by such combinations are within the scope of protection of this application.

[0211] Based on the same inventive concept, this application also provides a vehicle power supply control device for implementing the vehicle power supply control method described above. The solution provided by this device is similar to the solution described in the above method; therefore, the specific limitations in one or more power supply switching device embodiments provided below can be found in the limitations of the vehicle power supply control method described above, and will not be repeated here.

[0212] In one exemplary embodiment, such as Figure 8 As shown, a vehicle power supply control device is provided, including: an acquisition module 801, a determination module 802, and a first switching module 803, wherein:

[0213] The acquisition module 801 is used to acquire the battery operation data of the target battery in the target vehicle;

[0214] The determination module 802 is used to determine the current power supply switching strategy for the target vehicle based on battery operation data;

[0215] The first switching module 803 is used to switch the power supply source of the target vehicle from the target battery to the backup battery according to the current power supply switching strategy.

[0216] In an optional embodiment, the first switching module 803 includes: a first switching unit, configured to determine the predicted failure time of the target battery when the current power supply switching strategy is a predictive switching strategy, and switch the power supply source of the target vehicle from the target battery to the backup battery according to the predicted failure time; a second switching unit, configured to gradually adjust the power supply allocation ratio of the target battery and the backup battery to power the target vehicle when the current power supply switching strategy is a gradual switching strategy, until the power supply source of the target vehicle is switched from the target battery to the backup battery; and a third switching unit, configured to directly switch the power supply source of the target vehicle from the target battery to the backup battery when the current power supply switching strategy is a direct switching strategy.

[0217] In an optional embodiment, the first switching unit includes at least one of the following: a first determining subunit, configured to acquire driving condition data of the target vehicle; determine power demand data of the target battery based on the driving condition data; and determine the predicted fault time based on the power demand data and the battery safety margin of the target battery; a second determining subunit, configured to determine the fault factor change rate of the target battery based on battery operating data; and determine the predicted fault time based on the fault factor change rate; and a third determining subunit, configured to acquire the battery temperature change rate of the target vehicle; and determine the predicted fault time based on the battery temperature change rate.

[0218] In an optional embodiment, the first switching unit includes: a fourth determining subunit, configured to determine a preheating time and a switching time based on the predicted fault time; the preheating time is earlier than the switching time, and the switching time is no later than the predicted fault time; a preheating subunit, configured to preheat the backup battery during the preheating time; and a first switching subunit, configured to switch the power supply source of the target vehicle from the target battery to the backup battery during the switching time.

[0219] In an optional embodiment, the second switching unit includes: a power supply connection subunit for establishing a power supply connection between the backup battery and the target vehicle; an adjustment subunit for adjusting the power supply allocation ratio of the target battery and the backup battery to the target vehicle every first preset period, so as to reduce the first power supply ratio of the target battery and increase the second power supply ratio of the backup battery; and a disconnection subunit for disconnecting the power supply connection between the target battery and the target vehicle when the power supply allocation ratio reaches the first preset allocation ratio and the backup battery is normal within a preset time period.

[0220] In an optional embodiment, the adjustment subunit specifically includes at least one of the following: in response to the target battery's battery charge being within a preset charge range, adjusting the power distribution ratio of the target battery and the backup battery to power the target vehicle every first preset period; in response to the target battery's internal resistance increasing and the internal resistance being less than a preset short-circuit threshold, adjusting the power distribution ratio of the target battery and the backup battery to power the target vehicle every first preset period; in response to the target battery's battery temperature being within a preset temperature range, adjusting the power distribution ratio of the target battery and the backup battery to power the target vehicle every first preset period.

[0221] In an optional embodiment, the backup battery includes a backup battery body and a boost converter; the boost converter is used to boost the output voltage of the backup battery body to supply power to the target vehicle; the adjustment subunit is also used to obtain the initial duty cycle and initial output power corresponding to the boost converter; determine the duty cycle adjustment amount based on the battery output power change rate in the battery operation data; determine the target duty cycle of the boost converter based on the initial duty cycle and the duty cycle adjustment amount; and control the boost converter to supply power to the target vehicle with the target duty cycle and the initial output power.

[0222] In an optional embodiment, the determining module 802 includes: a first determining unit, configured to determine strategy reference data of the target battery based on battery operation data; the strategy reference data includes at least one of current fault factor and current fault type; and a second determining unit, configured to determine the current power supply switching strategy for the target vehicle based on the strategy reference data.

[0223] In an optional embodiment, the second determining unit includes at least one of the following: a fifth determining subunit, configured to determine that the current power supply switching strategy for the target vehicle is a predictive switching strategy when the current fault factor is within the range of a first fault factor; a sixth determining subunit, configured to determine that the current power supply switching strategy for the target vehicle is a gradual switching strategy when the current fault factor is within the range of a second fault factor; wherein the battery fault severity corresponding to the second fault factor range is greater than the battery fault severity corresponding to the range of the first fault factor; and a seventh determining subunit, configured to determine that the current power supply switching strategy for the target vehicle is a direct switching strategy when the current fault type is a preset target fault type.

[0224] In an optional embodiment, the battery operating data includes at least one operating parameter; the first determining unit includes: an eighth determining subunit, configured to determine a target difference between the operating parameter and a parameter threshold corresponding to the operating parameter for each operating parameter; and a ninth determining subunit, configured to determine the current fault factor based on the target difference corresponding to each operating parameter.

[0225] In an optional embodiment, the ninth determining subunit is specifically used to obtain the fusion weights corresponding to each operating parameter; and to perform weighted summation on the target differences corresponding to each operating parameter using the fusion weights to obtain the current fault factor.

[0226] In an optional embodiment, the first determining unit includes at least one of the following: a tenth determining subunit, configured to determine the current fault type as a preset target fault type when the battery temperature in the battery operation data is greater than a preset temperature threshold and the battery temperature rise rate in the battery operation data is greater than a preset rise rate threshold; and an eleventh determining subunit, configured to determine the current fault type of the target battery as a preset target fault type when the battery internal resistance in the battery operation data is less than a preset internal resistance threshold and the battery voltage drop rate in the battery operation data is greater than a preset drop rate threshold.

[0227] In an optional embodiment, the above-mentioned device further includes: a second switching module, used to switch the power source of the target vehicle from the backup battery to the target battery when the power source is the backup battery, the target battery is in a normal state for a preset time, and the target vehicle speed is within a preset speed range.

[0228] In an optional embodiment, the second switching module includes: an adjustment unit, configured to adjust the power supply allocation ratio of the target battery and the backup battery to power the target vehicle every second preset period, so as to increase the first power supply ratio of the target battery and decrease the second power supply ratio of the backup battery; and a control unit, configured to disconnect the power supply connection between the backup battery and the target vehicle when the power supply allocation ratio reaches the second preset allocation ratio.

[0229] In an optional embodiment, the second switching module includes: a third determining unit, configured to determine that the target battery is in a normal state when the battery operation data of the target battery meets preset normal conditions; wherein the preset normal conditions include at least one of the following: the battery temperature in the battery operation data is within a preset normal temperature range; the battery internal resistance in the battery operation data is within a preset normal internal resistance range; the battery charge in the battery operation data is within a preset normal charge range; and the current fault factor of the target battery is within a preset normal fault factor range, wherein the current fault factor is determined based on the battery operation data.

[0230] Each module in the aforementioned vehicle power supply control device can be implemented entirely or partially through software, hardware, or a combination thereof. These modules can be embedded in or independent of the processor in a computer device, or stored in the memory of a computer device as software, so that the processor can call and execute the corresponding operations of each module.

[0231] In one exemplary embodiment, a vehicle-side control device is provided, the internal structure of which can be shown in the following diagram. Figure 9 As shown, the vehicle-side control device includes a processor and a memory. The processor provides computational and control capabilities. The memory includes a non-volatile storage medium storing a computer program. When executed by the processor, the computer program implements the aforementioned vehicle power supply control method.

[0232] Those skilled in the art will understand that Figure 9 The structure shown is merely a block diagram of a portion of the structure related to the present application and does not constitute a limitation on the computer equipment (vehicle-side control equipment) to which the present application is applied. The specific computer equipment may include more or fewer components than those shown in the figure, or combine certain components, or have different component arrangements.

[0233] In one exemplary embodiment, a vehicle is provided, including a memory and a processor. The memory stores a computer program, and the processor executes the computer program to implement the above-described vehicle power supply control method.

[0234] In one exemplary embodiment, a computer device is provided, which may be a terminal, and its internal structure diagram may be as follows: Figure 10As shown, the computer device includes a processor, memory, input / output interface, communication interface, display unit, and input device. The processor, memory, and input / output interface are connected via a system bus, and the communication interface, display unit, and input device are also connected to the system bus via the input / output interface. The processor provides computing and control capabilities. The memory includes non-volatile storage media and internal memory. The non-volatile storage media stores the operating system and computer programs. The internal memory provides an environment for the operation of the operating system and computer programs in the non-volatile storage media. The input / output interface is used for exchanging information between the processor and external devices. The communication interface is used for wired or wireless communication with external terminals; wireless communication can be achieved through Wi-Fi, mobile cellular networks, Near Field Communication (NFC), or other technologies. When the computer program is executed by the processor, it implements a vehicle power supply control method. The display unit is used to form a visually visible image and can be a display screen, projection device, or virtual reality imaging device. The display screen can be an LCD screen or an e-ink screen. The input device of the computer device can be a touch layer covering the display screen, or buttons, trackballs, or touchpads set on the casing of the computer device, or external keyboards, touchpads, or mice, etc.

[0235] Those skilled in the art will understand that Figure 10 The structure shown is a block diagram of a partial structure related to the present application and does not constitute a limitation on the computer device to which the present application is applied. The specific computer device may include more or fewer components than shown in the figure, or combine certain components, or have different component arrangements.

[0236] In one exemplary embodiment, a computer-readable storage medium is provided having a computer program stored thereon, which, when executed by a processor, implements the steps in the above-described method embodiments.

[0237] In one exemplary embodiment, a computer program product is provided, including a computer program that, when executed by a processor, implements the steps in the above-described method embodiments.

[0238] Those skilled in the art will understand that all or part of the processes in the methods of the above embodiments can be implemented by a computer program instructing related hardware. The computer program mentioned can be stored in a non-volatile computer-readable storage medium. When executed, the computer program can include the processes of the embodiments of the above methods. Any references to memory, databases, or other media used in the embodiments provided in this application can include at least one of non-volatile memory and volatile memory. Non-volatile memory can include read-only memory (ROM), magnetic tape, floppy disk, flash memory, optical memory, high-density embedded non-volatile memory, resistive random access memory (ReRAM), magnetic random access memory (MRAM), ferroelectric random access memory (FRAM), phase change memory (PCM), graphene memory, etc. Volatile memory can include random access memory (RAM) or external cache memory, etc. By way of illustration and not limitation, RAM can take many forms, such as Static Random Access Memory (SRAM) or Dynamic Random Access Memory (DRAM). The databases involved in the embodiments provided in this application may include at least one type of relational database and non-relational database. Non-relational databases may include, but are not limited to, blockchain-based distributed databases. The processors involved in the embodiments provided in this application may be general-purpose processors, central processing units, graphics processing units, digital signal processors, programmable logic devices, quantum computing-based data processing logic devices, artificial intelligence (AI) processors, etc., and are not limited to these.

[0239] The technical features of the above embodiments can be combined in any way. For the sake of brevity, not all possible combinations of the technical features in the above embodiments are described. However, as long as there is no contradiction in the combination of these technical features, they should be considered to be within the scope of this application.

[0240] The embodiments described above are merely illustrative of several implementation methods of this application, and while the descriptions are specific and detailed, they should not be construed as limiting the scope of this patent application. It should be noted that those skilled in the art can make various modifications and improvements without departing from the concept of this application, and these all fall within the protection scope of this application. Therefore, the protection scope of this application should be determined by the appended claims.

Claims

1. A vehicle power supply control method, characterized in that, The method includes: Obtain battery operation data of the target battery in the target vehicle; Based on the battery operating data, determine the current power supply switching strategy for the target vehicle; According to the current power supply switching strategy, the power source of the target vehicle is switched from the target battery to the backup battery.

2. The method according to claim 1, characterized in that, According to the current power supply switching strategy, the power source of the target vehicle is switched from the target battery to a backup battery, including at least one of the following: When the current power supply switching strategy is a predictive switching strategy, the predicted failure time of the target battery is determined, and the power supply source of the target vehicle is switched from the target battery to the backup battery according to the predicted failure time. When the current power supply switching strategy is a gradual switching strategy, the power supply allocation ratio of the target battery and the backup battery to power the target vehicle is gradually adjusted until the power source of the target vehicle is switched from the target battery to the backup battery. When the current power supply switching strategy is a direct switching strategy, the power source of the target vehicle is directly switched from the target battery to the backup battery.

3. The method according to claim 2, characterized in that, Determining the predicted failure time of the target battery includes at least one of the following: Obtain the driving condition data of the target vehicle; determine the power demand data of the target battery based on the driving condition data; determine the predicted fault time based on the power demand data and the battery safety margin of the target battery. Based on the battery operating data, determine the rate of change of the failure factors of the target battery; The predicted fault time is determined based on the rate of change of the fault factor; Obtain the battery temperature change rate of the target vehicle; determine the predicted fault time based on the battery temperature change rate.

4. The method according to claim 2, characterized in that, Based on the predicted failure time, switching the power source of the target vehicle from the target battery to a backup battery includes: The preheating time and the switching time are determined based on the predicted fault time; the preheating time is earlier than the switching time, and the switching time is no later than the predicted fault time; During the preheating period, the backup battery is preheated. At the switching moment, the power source of the target vehicle is switched from the target battery to the backup battery.

5. The method according to claim 2, characterized in that, Gradually adjust the power distribution ratio between the target battery and the backup battery for powering the target vehicle until the power source for the target vehicle is switched from the target battery to the backup battery, including: Establish a power supply connection between the backup battery and the target vehicle; Every first preset cycle, the power distribution ratio of the target battery and the backup battery to power the target vehicle is adjusted to reduce the first power supply ratio of the target battery and increase the second power supply ratio of the backup battery. When the power supply allocation ratio reaches the first preset allocation ratio and the backup battery shows no abnormalities within a preset time period, the power supply connection between the target battery and the target vehicle is disconnected.

6. The method according to claim 5, characterized in that, Every first preset cycle, the power distribution ratio between the target battery and the backup battery for powering the target vehicle is adjusted, including at least one of the following: In response to the target battery's battery level being within a preset range, the power distribution ratio between the target battery and the backup battery for powering the target vehicle is adjusted every first preset period. In response to an increase in the internal resistance of the target battery, and the internal resistance of the battery being less than a preset short-circuit threshold, the power supply distribution ratio of the target battery and the backup battery to the target vehicle is adjusted every first preset period. In response to the target battery temperature being within a preset temperature range, the power supply distribution ratio between the target battery and the backup battery for powering the target vehicle is adjusted every first preset cycle.

7. The method according to claim 5, characterized in that, The backup battery includes a backup battery body and a boost converter; the boost converter is used to boost the output voltage of the backup battery body to supply power to the target vehicle; correspondingly, before adjusting the power distribution ratio of the target battery and the backup battery to supply power to the target vehicle every first preset period, the method further includes: Obtain the initial duty cycle and initial output power corresponding to the boost converter; The duty cycle adjustment amount is determined based on the rate of change of battery output power in the battery operation data. The target duty cycle of the boost converter is determined based on the initial duty cycle and the duty cycle adjustment amount. The boost converter is controlled to supply power to the target vehicle based on the target duty cycle and the initial output power.

8. The method according to any one of claims 1-7, characterized in that, Based on the battery operating data, a current power supply switching strategy for the target vehicle is determined, including: Based on the battery operating data, strategy reference data for the target battery is determined; the strategy reference data includes at least one of the current fault factor and the current fault type. Based on the strategy reference data, the current power supply switching strategy for the target vehicle is determined.

9. The method according to claim 8, characterized in that, Based on the strategy reference data, a current power supply switching strategy for the target vehicle is determined, including at least one of the following: If the current fault factor is within the range of the first fault factor, the current power supply switching strategy for the target vehicle is determined to be a predictive switching strategy. If the current fault factor is within the range of the second fault factor, the current power supply switching strategy for the target vehicle is determined to be a gradual switching strategy. The degree of battery failure corresponding to the second fault factor range is greater than the degree of battery failure corresponding to the first fault factor range. If the current fault type is a preset target fault type, the current power supply switching strategy for the target vehicle is determined to be a direct switching strategy.

10. The method according to claim 8, characterized in that, The battery operating data includes at least one operating parameter; based on the battery operating data, the current failure factor of the target battery is determined, including at least one of the following: For each operating parameter, determine the target difference between the operating parameter and the corresponding parameter threshold; The current fault factor is determined based on the target difference corresponding to each of the aforementioned operating parameters.

11. The method according to claim 10, characterized in that, Based on the target difference corresponding to each of the aforementioned operating parameters, the current fault factor is determined, including: Obtain the fusion weights corresponding to each running parameter; Using the fusion weights, the target differences corresponding to each of the operating parameters are weighted and summed to obtain the current fault factor.

12. The method according to claim 8, characterized in that, Based on the battery operating data, determine the current fault type of the target battery, including at least one of the following: If the battery temperature in the battery operation data is greater than a preset temperature threshold, and the battery temperature rise rate in the battery operation data is greater than a preset rise rate threshold, then the current fault type is determined to be a preset target fault type. If the battery internal resistance in the battery operating data is less than a preset internal resistance threshold, and the battery voltage drop rate in the battery operating data is greater than a preset drop rate threshold, then the current fault type of the target battery is determined to be a preset target fault type.

13. The method according to any one of claims 1-7, characterized in that, The backup battery includes a backup battery body and a boost converter; The backup battery body is used to output the first voltage; The boost converter is used to boost the first voltage to a second voltage; When the power source of the target vehicle is switched from the target battery to the backup battery, the second voltage is used to power the target vehicle.

14. The method according to any one of claims 1-7, characterized in that, The method further includes: When the power source is the backup battery, the target battery remains in a normal state for a preset duration, and the target vehicle speed is within a preset speed range, the power source of the target vehicle is switched from the backup battery to the target battery.

15. The method according to claim 14, characterized in that, Switching the power source of the target vehicle from the backup battery to the target battery includes: Every second preset cycle, the power distribution ratio of the target battery and the backup battery to power the target vehicle is adjusted to increase the first power supply ratio of the target battery and decrease the second power supply ratio of the backup battery. When the power supply allocation ratio reaches the second preset allocation ratio, the power supply connection between the backup battery and the target vehicle is disconnected.

16. The method according to claim 14, characterized in that, The method further includes: If the battery operation data of the target battery meets the preset normal conditions, the target battery is determined to be in a normal state. The preset normal conditions include at least one of the following: The battery temperature in the battery operation data is within the preset normal temperature range; The battery internal resistance in the battery operating data is within the preset normal internal resistance range; The battery level in the battery operation data is within the preset normal power range; The current fault factor of the target battery is within a preset normal fault factor range; the current fault factor is determined based on the battery operating data.

17. A vehicle power supply control device, characterized in that, The device includes: The acquisition module is used to acquire battery operating data of the target battery in the target vehicle; The determination module is used to determine the current power supply switching strategy for the target vehicle based on the battery operation data; The first switching module is used to switch the power source of the target vehicle from the target battery to the backup battery according to the current power supply switching strategy.

18. A vehicle comprising a memory and a processor, said memory storing a computer program, characterized in that, When the processor executes the computer program, it implements the steps of the method according to any one of claims 1 to 16.

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