Hybrid supercapacitor system power supply control method, device, medium and vehicle

Abstract

This application discloses a power supply control method, device, medium, and vehicle for a hybrid supercapacitor system. Upon receiving a vehicle start command, the method acquires the real-time temperature and real-time state of charge of the hybrid supercapacitor component. If the real-time temperature is determined to be below a self-heating trigger temperature threshold, the method controls the component to output a starting current to the vehicle start component. This starting current flows through an internal resistor, generating Joule heat and thus raising the component temperature. After the start-up process is completed, the method dynamically adjusts the output current and output voltage parameters of the power conversion component based on the real-time temperature and state of charge to control the component's real-time temperature within a preset operating temperature range. This application utilizes the start-up process to achieve synchronous self-heating, eliminating the need for additional heating hardware and preheating waiting time. Furthermore, dynamic reheating after start-up effectively maintains a suitable operating temperature, improves vehicle start-up delay, and significantly enhances the reliability of the system's low-temperature power supply.

Description

Technical Field

[0001] This application relates to the field of automotive power supply and temperature control technology, and in particular to a power supply control method, device, medium and vehicle for a hybrid supercapacitor system. Background Technology

[0002] In recent years, hybrid supercapacitors have been widely used as power sources in automotive systems. However, in extremely cold environments, the internal electrochemical activity of hybrid supercapacitor components is suppressed, resulting in a significant decrease in charge and discharge performance. Therefore, they typically require heating before vehicle startup and operation. Currently, common external PTC heating solutions suffer from low heating efficiency and high energy consumption. Furthermore, achieving heating often requires additional hardware such as heating films, wiring harnesses, and controllers, increasing the overall system cost and size. In addition, both external heating and conventional internal low-current preheating methods generally require a specific preheating waiting time before vehicle startup, limiting the heating speed and easily leading to noticeable startup delays.

[0003] On the other hand, even if the hybrid supercapacitor module completes its initial warm-up in a low-temperature environment, under actual operating conditions after vehicle startup, its internal heat is prone to rapid loss due to the continuous influence of the extremely cold external environment. This sudden drop in temperature makes it difficult for the hybrid supercapacitor module to maintain a stable temperature range for an extended period, leading to a deterioration in charge acceptance at low temperatures and severely affecting the system's power supply reliability and cycle life. Therefore, how to eliminate vehicle startup waiting time and effectively overcome the temperature loss phenomenon of the hybrid supercapacitor module during vehicle operation in extremely cold environments is a problem that urgently needs to be solved in this field. Summary of the Invention

[0004] The purpose of this application is to provide a power supply control method, device, medium and vehicle for a hybrid supercapacitor system, so as to solve the technical problems of vehicle start-up delay and temperature loss of hybrid supercapacitor components during operation in extremely cold environments as mentioned in the background art.

[0005] To achieve the above objectives, according to a first aspect of the embodiments of this application, a power supply control method for a hybrid supercapacitor system is provided, comprising the following steps:

[0006] Upon receiving a vehicle start command, the real-time status parameters of the hybrid supercapacitor assembly are acquired, including at least the real-time temperature and the real-time state of charge.

[0007] When the real-time temperature is determined to be lower than the preset self-heating trigger temperature threshold, the hybrid supercapacitor component is controlled to output a starting current to the vehicle starting component, so that when the starting current flows through the hybrid supercapacitor component, Joule heat is generated by its internal resistance, thereby increasing the temperature of the hybrid supercapacitor component.

[0008] After the start-up process is completed, the output current and output voltage parameters of the power conversion component are dynamically adjusted according to the real-time temperature and the real-time state of charge, so as to control the real-time temperature of the hybrid supercapacitor component to be within the preset operating temperature range.

[0009] In one possible implementation, before controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes:

[0010] Obtain the displacement parameters of the vehicle's powertrain or the power parameters of the vehicle's starting components;

[0011] Based on the displacement parameters or power parameters of the power system, the peak value limit of the starting current is adaptively matched and set.

[0012] The larger the displacement parameter or the power parameter of the power system, the higher the upper limit of the peak value of the matching starting current.

[0013] In one possible implementation, during the process of controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes:

[0014] During the start-up current output, temperature data of the hybrid supercapacitor assembly is periodically collected and the rate of temperature rise is calculated.

[0015] When the rate of temperature rise exceeds a preset safe temperature rise rate threshold, the starting current is current-limited to keep the starting current within a preset maximum safe carrying current range.

[0016] In one possible implementation, during the process of controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes:

[0017] Monitor the duration of the startup process;

[0018] When the duration exceeds a preset single-start timeout threshold and no start-up success signal is detected, the output of the start-up current is paused;

[0019] After the pause in outputting the starting current reaches the polarization recovery buffer time preset based on the electrochemical polarization recovery characteristics, the operation of controlling the hybrid supercapacitor component to output the starting current to the vehicle starting component is triggered again.

[0020] In one possible implementation, the step of dynamically adjusting the output current and output voltage parameters of the power conversion component includes:

[0021] Based on the temperature range of the real-time temperature and the real-time state of charge, dynamically match the corresponding target charging current;

[0022] The temperature range is divided into at least a first low temperature range and a second low temperature range, wherein the lower limit temperature of the second low temperature range is greater than or equal to the upper limit temperature of the first low temperature range.

[0023] When the real-time temperature is in the first low-temperature range, the hybrid supercapacitor assembly is charged with a first target current;

[0024] When the real-time temperature is in the second low-temperature range, charging is performed with the second target current;

[0025] The initial value of the second target current is set to be greater than the initial value of the first target current.

[0026] In one possible implementation, the method further includes:

[0027] When the real-time temperature rises above the preset temperature holding switching threshold and the real-time state of charge reaches the preset full charge threshold, the power conversion component is controlled to switch to constant voltage power supply mode to supply power to the vehicle's low-voltage load.

[0028] When the real-time temperature drops below the temperature holding switching threshold, the corresponding target charging current is dynamically matched again for supplemental heating until the real-time temperature rises back to a preset temperature recovery threshold higher than the temperature holding switching threshold, at which point the supplemental heating is terminated.

[0029] In one possible implementation, the method further includes a power-off redundancy protection step:

[0030] When the real-time temperature of the hybrid supercapacitor component is within the preset operating temperature range and the real-time state of charge meets the preset redundancy threshold, if a power failure is detected in the power conversion component, the power supply link of the preset non-critical load is cut off, while the power supply to the critical safety load and the vehicle starting component is maintained.

[0031] During power outages, the real-time temperature and real-time state of charge of the hybrid supercapacitor assembly are periodically recorded. When the real-time temperature drops below a preset low-temperature decay threshold, the maximum discharge current is limited to a preset emergency protection current threshold.

[0032] According to a second aspect of the embodiments of this application, an electronic device is provided, including a processor and a memory storing a computer program, wherein the processor executes the computer program to implement the method steps as described in any of the first aspects above.

[0033] According to a third aspect of the embodiments of this application, a computer-readable storage medium is provided, on which a computer program is stored, characterized in that, when the computer program is executed by a processor, it implements the method steps as described in any of the first aspects above.

[0034] According to a fourth aspect of the embodiments of this application, a vehicle is provided, including a vehicle starting component, a power conversion component, a hybrid supercapacitor component, and electronic equipment as described in the second aspect above;

[0035] The hybrid supercapacitor assembly is electrically connected to the vehicle starting assembly and the power conversion assembly, respectively, and the electronic device is communicatively connected to the hybrid supercapacitor assembly, the vehicle starting assembly, and the power conversion assembly, respectively.

[0036] The above-described one or more technical solutions in the embodiments of this application have at least one or more of the following technical effects:

[0037] This application provides a power supply control method for a hybrid supercapacitor system. Upon receiving a vehicle start command and determining that the real-time temperature is below the self-heating trigger temperature threshold, the method controls the hybrid supercapacitor module to directly output a starting current to the vehicle start component. This utilizes the Joule heat generated by the large current flowing through the internal resistor for synchronous self-heating. This control mechanism eliminates the need for additional external heating hardware, saving overall system cost and physical space. It also eliminates the preheating waiting period before low-temperature start-up in traditional solutions, effectively improving the start-up delay phenomenon in extremely cold environments. Furthermore, after the start-up process is completed, this method can dynamically adjust the output current and voltage parameters of the power conversion component based on the real-time temperature and state of charge of the hybrid supercapacitor module, enabling the hybrid supercapacitor module to obtain corresponding continuous heating during subsequent operation. This dynamic temperature control strategy after start-up overcomes the problem of rapid temperature loss caused by the external low-temperature environment, allowing the hybrid supercapacitor module to maintain within a preset operating temperature range. This effectively improves its charging acceptance capability at low temperatures and ensures the reliability of the system power supply.

[0038] The above description is only an overview of the technical solution of this application. In order to better understand the technical means of this application and to implement it in accordance with the contents of the specification, and to make the above and other objects, features and advantages of this application more obvious and understandable, the following are specific embodiments of this application. Attached Figure Description

[0039] Figure 1 This is a schematic flowchart of a power supply control method for a hybrid supercapacitor system according to an exemplary embodiment.

[0040] Figure 2 This is a schematic diagram of module connections for a vehicle according to an exemplary embodiment.

[0041] Explanation of reference numerals in the attached figures: 10, electronic equipment; 20, vehicle starting assembly; 30, power conversion assembly; 40, hybrid supercapacitor assembly. Detailed Implementation

[0042] To make the objectives, technical solutions, and advantages of this application clearer, the embodiments of this application will be described in further detail below with reference to the accompanying drawings.

[0043] Exemplary embodiments will now be described in detail, examples of which are illustrated in the accompanying drawings. When the following description relates to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. The embodiments described in the following exemplary embodiments do not represent all embodiments consistent with this application. Rather, they are merely examples of systems and methods consistent with some aspects of this application as detailed in the appended claims.

[0044] Figure 1 This is a schematic flowchart of a power supply control method for a hybrid supercapacitor system according to an exemplary embodiment, as shown below. Figure 1 As shown, the method includes the following steps:

[0045] In step S100, upon receiving a vehicle start command, the real-time status parameters of the hybrid supercapacitor module are acquired. These real-time status parameters include at least real-time temperature and real-time state of charge. Specifically, when the vehicle receives a driving command or a vehicle start command issued by the automated control logic, the underlying battery management module of the system responds immediately and triggers a state detection mechanism for the hybrid supercapacitor module. Under this mechanism, the system begins to comprehensively acquire the operating data of the hybrid supercapacitor module at the moment of power-on. Furthermore, since extremely cold environments have a significant impact on the internal physical medium and charge transfer efficiency of the hybrid supercapacitor module, accurately acquiring its real-time status parameters is a necessary prerequisite data foundation for subsequent self-heating and dynamic charge-discharge control.

[0046] More specifically, the real-time temperature in the real-time state parameters is used to objectively characterize the current overall thermodynamic state of the hybrid supercapacitor module. To ensure the reliability of temperature assessment and the safety of thermal runaway protection, the system's underlying layer focuses on collecting key thermodynamic data such as the minimum temperature of the cells. Simultaneously, the real-time state of charge reflects the proportion of remaining available charge in the hybrid supercapacitor module. Furthermore, while acquiring the above two basic parameters, the system also simultaneously collects underlying electrical parameters such as the individual cell voltages within the hybrid supercapacitor module. By acquiring real-time temperature, real-time state of charge, and individual cell voltages in the above manner, the system establishes a rigorous numerical boundary for subsequent determination of whether a heating mechanism has been triggered.

[0047] Preferably, further, based on the acquired real-time status parameters, the system is configured with strict low-temperature self-heating pre-judgment and protection logic at the underlying level. For example, the system will verify the current real-time state of charge and the individual cell voltage value in real time. When the underlying logic determines that the real-time state of charge is less than 20%, or determines that the individual cell voltage is less than 9 volts in a conventional 12-volt power supply system, it indicates that the current available energy margin of the hybrid supercapacitor module is at an extremely low level. At this time, the system will actively trigger the underlying protection mechanism, forcibly prohibit the execution of the subsequent high-current start-up self-heating process, and simultaneously report a low-voltage warning signal to the vehicle control network. This proactive safety defense can effectively prevent deep irreversible over-discharge damage to the hybrid supercapacitor module due to continuous high-rate discharge under extreme low-power conditions from the physical source.

[0048] It should be noted that the hybrid supercapacitor assembly described in this application, in terms of its macroscopic physical architecture, includes at least one or more hybrid supercapacitor cells connected in series / parallel, as well as corresponding housings and conductive connectors. In the following embodiments, the monitoring and acquisition of the state parameters of the hybrid supercapacitor assembly are essentially achieved by the underlying system collecting and calculating the state parameters of each cell within it; similarly, the microscopic physical basis for the internal heat generation and charging control of the hybrid supercapacitor assembly lies in the internal cells. Therefore, the following descriptions of the thermodynamic and electrochemical states of the cells are equivalent to characterizing the overall operating state of the hybrid supercapacitor assembly.

[0049] In step S200, when the real-time temperature is determined to be lower than a preset self-heating trigger temperature threshold, the hybrid supercapacitor component is controlled to output a starting current to the vehicle starting component. This causes the starting current to flow through the hybrid supercapacitor component, generating Joule heat through its internal resistance, thereby increasing the temperature of the hybrid supercapacitor component. Specifically, the system compares the acquired real-time temperature with the preset self-heating trigger temperature threshold in real time. The self-heating trigger temperature threshold is calibrated based on the physical boundary where the electrochemical activity of the hybrid supercapacitor component is significantly suppressed at low temperatures. When the real-time temperature is determined to be lower than the preset self-heating trigger temperature threshold, the system control logic is triggered, directly controlling the hybrid supercapacitor component to respond to the power demand of the vehicle starting component and output a starting current. This utilizes the power transfer process required for vehicle starting to achieve synchronous capacitor self-heating. For example, for a conventional 12V system, the peak value of this starting current is set between 100A and 200A; while for a 48V system, the peak value is set between 50A and 100A.

[0050] Furthermore, based on the intrinsic physical response characteristics of electrochemical systems at low temperatures, the charge transfer impedance inside the hybrid supercapacitor module increases as the ambient temperature decreases, resulting in an overall internal resistance greater than that at room temperature. When the starting current flows through the hybrid supercapacitor module, the current performs work to overcome this increased internal resistance, directly generating a large amount of Joule heat within the module. Specifically, the Joule heat generated by this self-heating process satisfies the following physical calculation formula:

[0051]

[0052] In the above formula, the variables Indicates the Joule heat generated, variable The variable represents the output starting current. The variable represents the internal resistance of the hybrid supercapacitor component at the current temperature. This indicates the discharge time. Preferably, since the internal resistance is typically 5 to 10 times that at room temperature under low-temperature conditions, the instantaneous heating power of the aforementioned high-current start-up process can reach 200W to 500W, thereby achieving extremely rapid self-heating.

[0053] Preferably, the aforementioned heat generation process directly relies on the physical interaction between the internal resistance of the hybrid supercapacitor module and its output starting current. The generated Joule heat is continuously conducted from the inside of the hybrid supercapacitor module to the outside, achieving a body temperature rise from the inside out. This control strategy cleverly utilizes the physical characteristic of increased internal resistance of the hybrid supercapacitor module at low temperatures, integrating the starting power supply action and self-heating action in the time dimension while avoiding the introduction of external auxiliary heating components. For example, this mechanism can effectively increase the internal temperature of the hybrid supercapacitor module, thereby improving its charge acceptance and release activity at low temperatures and significantly reducing the starting delay caused by waiting for external preheating in extremely cold environments, thus effectively improving the low-temperature power supply response speed and reliability of the entire system.

[0054] In step S300, after determining that the start-up process is complete, the output current and output voltage parameters of the power conversion component are dynamically adjusted based on the real-time temperature and the real-time state of charge to control the real-time temperature of the hybrid supercapacitor component within a preset operating temperature range. Specifically, after the vehicle start-up action is completed, the system control logic switches to the real-time monitoring state of the operation phase. At this time, under the continuous influence of the extremely cold external environment, the heat accumulated by the hybrid supercapacitor component in the early stage is at risk of being rapidly dissipated into the environment. The system continuously acquires the real-time temperature and the real-time state of charge, using them as the basic control parameters for triggering and executing subsequent dynamic thermal management.

[0055] Furthermore, the system compares and analyzes the real-time temperature with the preset operating temperature range, and simultaneously evaluates the real-time state of charge to confirm the current available power margin of the hybrid supercapacitor module. When it is determined that the hybrid supercapacitor module is facing a cooling trend and the state of charge meets the regulation requirements, the system dynamically adjusts the output current and output voltage parameters of the power conversion module. By actively intervening in the above electrical parameters, the hybrid supercapacitor module can generate controlled current throughput in its interaction with the vehicle's electrical system.

[0056] Preferably, the controlled dynamic current interaction utilizes the continuous thermal effect generated as current flows through the hybrid supercapacitor module, overcoming internal resistance. This thermal effect serves as a dynamic heat source during the operation of the hybrid supercapacitor module, effectively offsetting heat loss caused by extremely cold external environments. For example, the system relies on this closed-loop adjustment strategy based on real-time parameters to dynamically anchor the overall temperature of the hybrid supercapacitor module within a suitable preset operating temperature range. This mechanism effectively overcomes the problem of rapid cooling of the hybrid supercapacitor module during vehicle operation, maintaining the internal activity of the hybrid supercapacitor module while also helping to ensure the long-term charging and discharging performance and power supply reliability of the hybrid supercapacitor module.

[0057] By receiving a vehicle start command and determining that the real-time temperature is below the self-heating trigger temperature threshold, the hybrid supercapacitor module directly outputs a starting current to the vehicle start component, utilizing the Joule heat generated by the large current flowing through the internal resistor for synchronous self-heating. This control mechanism eliminates the need for additional external heating hardware, saving overall system cost and physical space while eliminating the preheating waiting period before low-temperature start-up in traditional solutions, effectively improving the start-up delay phenomenon in extremely cold environments. Furthermore, after the start-up process is completed, this method can dynamically adjust the output current and voltage parameters of the power conversion component based on the real-time temperature and real-time state of charge of the hybrid supercapacitor module, enabling the hybrid supercapacitor module to obtain corresponding continuous heat replenishment during subsequent operation. This dynamic temperature control strategy after start-up overcomes the problem of rapid temperature loss caused by the external low-temperature environment, enabling the hybrid supercapacitor module to maintain within the preset operating temperature range, thereby effectively improving its charging acceptance capability at low temperatures and ensuring the reliability of the system power supply.

[0058] To make the objectives, technical solutions, and advantages of the embodiments of this application clearer, the technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0059] It is understood that the hybrid supercapacitor module described in this application refers to a composite power energy storage unit that combines the high energy density characteristics of conventional chemical batteries with the high power density characteristics of physical capacitors, and is capable of undertaking instantaneous high-rate discharge and continuous energy storage and power supply functions in vehicle systems.

[0060] Specifically, focusing on the internal dielectric and microscopic physical architecture, the hybrid supercapacitor assembly integrates battery electrochemical active materials and physical supercapacitor materials within the cell. For example, in a preferred embodiment, the hybrid supercapacitor assembly can be constructed by mixing lithium iron phosphate or lithium titanate materials from lithium batteries with activated carbon materials from supercapacitors. Furthermore, this unique material hybrid architecture enables the hybrid supercapacitor assembly to not only possess the power supply characteristics of a power battery, capable of responding to external demands and outputting a high peak starting current in a very short time, but also objectively exhibit specific internal resistance characteristics. When the aforementioned high-rate starting current flows through the hybrid supercapacitor assembly with this basic resistance value, it can directly meet the physical hardware requirements for synchronous and rapid self-heating using its own Joule heat in extremely cold environments.

[0061] It should be specifically noted that those skilled in the art should understand that the aforementioned names of specific chemical systems such as lithium iron phosphate, lithium titanate, and activated carbon are merely specific subordinate concepts and preferred examples listed to clarify the underlying heating physics logic and implementation scenarios of this application, and do not constitute an absolute physical limitation on the overarching concept of the hybrid supercapacitor module. All power storage devices based on a hybrid chemical and physical energy storage mechanism, capable of synchronous self-heating under extremely cold conditions through the interaction of their internal resistance and high output current, and responding to the power supply control and temperature maintenance logic disclosed in this application, regardless of how their specific material formulation or doping ratio has evolved, should be covered within the protection scope of the hybrid supercapacitor module defined in the claims of this application.

[0062] In an exemplary embodiment, before controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes:

[0063] Obtain the displacement parameters of the vehicle's powertrain or the power parameters of the vehicle's starting components;

[0064] Based on the displacement parameters or power parameters of the power system, the peak value limit of the starting current is adaptively matched and set.

[0065] The larger the displacement parameter or the power parameter of the power system, the higher the upper limit of the peak value of the matching starting current.

[0066] Specifically, after the system determines that the low-temperature self-heating trigger condition is met, and before the discharge circuit is formally connected to output a large current, the underlying control logic introduces a feedforward parameter matching and verification mechanism. The system accurately obtains the vehicle's current powertrain displacement parameters or directly reads the rated power parameters of the vehicle's starting components through communication links such as the vehicle's controller local area network bus. The core physical logic of this step lies in the fact that the transient starting energy required to overcome engine oil viscosity and mechanical friction resistance during extreme cold starts varies significantly among vehicles with different powertrain configurations. Blindly using a single, fixed starting discharge current across all models can easily lead to excessive heat generation or wiring harness overload in small-displacement vehicles, and can also cause large-displacement vehicles to experience weak drag and starting failures.

[0067] Furthermore, based on the acquired powertrain displacement parameters or power parameters, the system adaptively matches and dynamically sets the peak upper limit of the starting current. As defined in the scheme, the larger the powertrain displacement parameters or power parameters, the higher the peak upper limit of the starting current that the system can match and allow to be output. For example, taking a conventional 12V electrical system platform as an example, the dynamically adjustable basic range of the peak upper limit of the starting current is defined between 100A and 200A. For small-displacement vehicles such as naturally aspirated engines of 1.5 liters and below, due to their relatively small starting resistance, the system adaptively sets the peak upper limit of their starting current in the range of 100A to 120A; for vehicles with displacements from 1.5 liters turbocharged to 2.0 liters, the system matches and increases the peak upper limit to between 120A and 150A; and for large-displacement vehicles with displacements of 2.0 liters turbocharged and above, the required starting transient power is extremely large, so the system further adjusts the peak upper limit to the range of 150A to 200A.

[0068] Preferably, when executing the above-mentioned adaptive matching control logic, the highest setting boundary of the peak upper limit of the starting current, such as 200A in the aforementioned example, is an absolute safety red line that cannot be broken based on the maximum physical safety bearing capacity of the vehicle's existing low-voltage wiring harness and mechanical relays under extremely cold conditions. Through this refined adaptive setting strategy based on displacement or power gradient, this application not only ensures that all types of vehicles can obtain sufficient torque for smooth starting in extremely cold environments, but also maximizes the release of Joule heat within the safety boundary to increase the temperature of the hybrid supercapacitor components. At the same time, it effectively avoids the serious hardware thermal failure risk caused by instantaneous current overload, such as burnt-out of the vehicle wiring harness or melting of relay contacts.

[0069] In an exemplary embodiment, during the process of controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes:

[0070] During the start-up current output, temperature data of the hybrid supercapacitor assembly is periodically collected and the rate of temperature rise is calculated.

[0071] When the rate of temperature rise exceeds a preset safe temperature rise rate threshold, the starting current is current-limited to keep the starting current within a preset maximum safe carrying current range.

[0072] Specifically, when the hybrid supercapacitor module responds to the start-up command and is in a dynamic process of high-rate discharge and heat generation, the underlying battery management module of the system will simultaneously activate a high-frequency safety monitoring mechanism. Based on a set time step, such as a 10-millisecond sampling period, the system continuously and periodically acquires the temperature data of the cells inside the hybrid supercapacitor module and the real-time discharge current value. Furthermore, based on the temperature value change in adjacent sampling periods and the corresponding sampling time interval, the system calculates in real-time the temperature rise rate, which objectively represents the intensity of heat generation inside the hybrid supercapacitor module, in the underlying logic.

[0073] Furthermore, based on the microscopic thermodynamic response characteristics of electrochemical energy storage systems, while large currents performing work on internal resistance can rapidly generate heat, excessively rapid temperature increases can easily lead to severe heat accumulation in localized areas of the cell, potentially even triggering the thermal runaway threshold of the electrochemically active materials. For example, in hybrid energy storage systems containing lithium iron phosphate or lithium titanate materials, when the actual internal temperature rise rate exceeds 1°C per second, there is a risk of localized overheating at the physical level within the cell. Therefore, the system sets a preset safe temperature rise rate threshold, for example, a fixed value of 0.5°C per second, as a uniformly enforced pre-emptive safety redundancy boundary.

[0074] Preferably, when the temperature rise rate calculated by the underlying logic exceeds the preset safe temperature rise rate threshold, the system immediately triggers an active intervention mechanism for the discharge power, i.e., performs stable current limiting control on the starting current. During the execution of this current limiting control, the system strictly controls and maintains the starting current within a preset maximum safe carrying current range. For example, the upper limit of this maximum safe carrying current range is explicitly limited to a maximum of 200A. Through this dynamic current limiting strategy based on closed-loop feedback of thermodynamic change rate, the system not only fully utilizes the Joule heat of high current to achieve rapid temperature rise in extremely cold environments, but also effectively avoids irreversible damage to the hybrid supercapacitor components caused by short-term thermal runaway from a physical mechanism perspective, thereby improving the safety and reliability of the entire power supply and self-heating cycle.

[0075] In an exemplary embodiment, during the process of controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes:

[0076] Monitor the duration of the startup process;

[0077] When the duration exceeds a preset single-start timeout threshold and no start-up success signal is detected, the output of the start-up current is paused;

[0078] After the pause in outputting the starting current reaches the polarization recovery buffer time preset based on the electrochemical polarization recovery characteristics, the operation of controlling the hybrid supercapacitor component to output the starting current to the vehicle starting component is triggered again.

[0079] Specifically, when the system controls the hybrid supercapacitor assembly to begin high-rate discharge to support vehicle startup, a timer at the lower level starts synchronously to monitor the duration of the startup process in real time. Simultaneously, the system continuously listens for feedback on the vehicle's powertrain operating status to determine if a valid startup success signal has been received. Due to the extreme viscosity of components in extremely cold environments, mechanical resistance increases dramatically, potentially leading to difficulties in successful ignition on the first attempt. For example, the system pre-calibrates a single-start timeout threshold, such as setting it to 3 seconds. If the duration exceeds this preset single-start timeout threshold, and the system still has not detected a startup success signal, to prevent deep internal over-discharge of the hybrid supercapacitor assembly due to continuous and prolonged high-rate startup current output at extreme temperatures, the system will trigger intervention logic to immediately cut off the discharge circuit and pause the output of the startup current.

[0080] Furthermore, based on the intrinsic electrochemical polarization response characteristics of the hybrid supercapacitor module under extremely cold environments, the polarization voltage that accumulates dramatically inside the hybrid supercapacitor module after high-rate discharge requires a specific physical time window to completely dissipate and recover. For example, this polarization recovery time is typically defined as between 25 and 30 seconds. Therefore, the system strictly sets a polarization recovery buffer time based on this electrochemical polarization recovery characteristic, for example, setting it as an absolutely fixed safety threshold of 30 seconds. During the process of pausing the output of the starting current to reach this polarization recovery buffer time, not only is the polarization state inside the cell fully smoothed, effectively avoiding irreversible damage to the cell and the risk of lithium plating on the negative electrode caused by continuous high-current impacts, but the Joule heat accumulated during the high-rate discharge can also be conducted and homogenized inside the hybrid supercapacitor module, causing a slight increase in the overall actual temperature of the hybrid supercapacitor module.

[0081] Preferably, after safely surviving the aforementioned polarization recovery buffer time, the discharge activity inside the hybrid supercapacitor assembly is significantly improved due to a slight increase in internal temperature and sufficient dissipation of polarization voltage. At this point, the system's underlying control logic automatically and again triggers the operation of controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, in order to perform a new round of self-heating and starting attempts. Through this intermittent power supply restart mechanism of "discharge-buffer-re-discharge" based on the underlying electrochemical response characteristics, this application not only ensures a high starting success rate in extremely cold environments but also effectively guarantees the service life and deep-cycle safety of the hybrid supercapacitor assembly under extreme abuse conditions from a physical perspective.

[0082] In an exemplary embodiment, the step of dynamically adjusting the output current and output voltage parameters of the power conversion component in step S300 includes:

[0083] Based on the temperature range of the real-time temperature and the real-time state of charge, dynamically match the corresponding target charging current;

[0084] The temperature range is divided into at least a first low temperature range and a second low temperature range, wherein the lower limit temperature of the second low temperature range is greater than or equal to the upper limit temperature of the first low temperature range.

[0085] When the real-time temperature is in the first low-temperature range, the hybrid supercapacitor assembly is charged with a first target current;

[0086] When the real-time temperature is in the second low-temperature range, charging is performed with the second target current;

[0087] The initial value of the second target current is set to be greater than the initial value of the first target current.

[0088] Specifically, after the vehicle starts successfully and the power conversion component takes over the power supply, the system does not immediately switch to the conventional constant voltage power supply mode. Instead, it introduces a dynamic charging mapping strategy based on both temperature and state of charge. The underlying control logic continuously evaluates the real-time temperature and the real-time state of charge, and actively instructs the power conversion component to output a specific target charging current to charge the hybrid supercapacitor component. The core physical purpose of this process is to actively compensate for the internal resistance heat generated when the charging current flows through the internal resistance of the hybrid supercapacitor component, thereby effectively overcoming the rapid temperature loss caused by the extremely cold external environment in the early stages of vehicle operation, and gradually raising the cell temperature to a suitable operating range.

[0089] Furthermore, to accurately match the electrochemical dynamic response characteristics at different temperatures, the system finely divides the operating temperature range of the hybrid supercapacitor module into multiple continuous temperature intervals, including at least the first low-temperature interval and the second low-temperature interval. Based on the objective progression of physical temperatures, the lower limit temperature of the second low-temperature interval is greater than or equal to the upper limit temperature of the first low-temperature interval. For example, the first low-temperature interval can be specifically defined as an extremely cold environment, such as an interval where the real-time temperature is less than or equal to -20°C; while the second low-temperature interval can be defined as a moderately low-temperature environment, such as an interval where the real-time temperature is greater than -20°C and less than or equal to 0°C. The system adaptively calls the preset first target current or second target current at the underlying level to perform closed-loop charging and heating actions based on the specific interval the real-time temperature falls into.

[0090] Preferably, unlike conventional control methods, this application sets the initial value of the second target current to be greater than the initial value of the first target current. Based on the intrinsic physical response mechanism at the bottom of the electrochemical system, when the real-time temperature is in the extremely cold first low-temperature range, the charge acceptance capacity inside the hybrid supercapacitor component is extremely poor, and it is extremely difficult for ions to intercalate into the crystal lattice at the microscopic level. In order to avoid irreversible lithium plating side reactions on the negative electrode surface caused by excessive charging current, the system will strictly match the relatively small first target current. For example, the basic value of the first target current can be set to 5A, and can be finely adjusted within a safe range of 3A to 8A according to the specific capacity of the hybrid supercapacitor component. In this way, a small current is used to safely induce an initial internal resistance temperature rise, and a charging cutoff voltage of 14.6V is matched and set, using constant current charging to maintain a heating power of about 0.375W per cell.

[0091] As the temperature of the hybrid supercapacitor module gradually rises under initial heating and enters the warmer second low-temperature range, the migration and diffusion dynamics of ions within it are significantly improved, allowing for the reception of higher-intensity charge. At this point, the system dynamically matches and charges with a significantly larger second target current. For example, the system can set the initial value of this second target current to 10A and match it with a charging cutoff voltage of 14.4V, causing the heating power of each cell string to jump to approximately 1W. Furthermore, for every additional 5°C increase in temperature, the charging current is increased by 2A. In a further division, when the temperature of the hybrid supercapacitor module exceeds the second low-temperature range and enters the third low-temperature range, the system matches a larger third target current for charging, such as a constant current of 15A, and sets a charging cutoff voltage of 14.2V, causing the heating power of each cell string to reach approximately 1.8W, thus efficiently raising the temperature of the hybrid supercapacitor module to above 15°C. This dynamic progressive control strategy, which amplifies the charging current in stages as the temperature improves, not only avoids the risk of lithium plating degradation at extremely low temperatures, but also amplifies the internal resistance heat generation power multiple times within the range where the activity of the hybrid supercapacitor component gradually recovers. This allows the hybrid supercapacitor component to recover to its optimal operating temperature range, such as above 15°C, at a faster rate.

[0092] In an exemplary embodiment, the method further includes:

[0093] When the real-time temperature rises above the preset temperature holding switching threshold and the real-time state of charge reaches the preset full charge threshold, the power conversion component is controlled to switch to constant voltage power supply mode to supply power to the vehicle's low-voltage load.

[0094] When the real-time temperature drops below the temperature holding switching threshold, the corresponding target charging current is dynamically matched again for supplemental heating until the real-time temperature rises back to a preset temperature recovery threshold higher than the temperature holding switching threshold, at which point the supplemental heating is terminated.

[0095] Specifically, after the aforementioned stages of startup-synchronous self-heating and temperature-adaptive charging, the internal heat of the hybrid supercapacitor module gradually accumulates, and its electrochemical activity is deeply restored. The system's underlying control logic continuously monitors the state of the hybrid supercapacitor module. When it determines that the real-time temperature steadily rises and crosses the preset temperature hold-up threshold, and simultaneously detects that the real-time state of charge has reached the preset full-charge threshold, the system determines that the phased active heating and charging task has been completed. For example, based on the system's calibration strategy, this full-charge threshold can be set to greater than or equal to 90%, at which point the actual temperature of the hybrid supercapacitor module is usually within the optimal operating temperature range of 15°C to 35°C. After meeting the above dual determination conditions, the system actively intervenes and controls the power conversion component to change its underlying output operating mode, switching it from a current source characteristic to a conventional constant voltage power supply mode. For example, the power conversion component can stably output a constant voltage of 13.8V, directly take over and be responsible for independently supplying power to various conventional low-voltage loads of the vehicle. Meanwhile, the hybrid supercapacitor component smoothly exits the main power supply circuit and enters a micro-current floating charge standby state during this stage, thereby effectively avoiding damage to the internal microstructure of the hybrid supercapacitor component caused by long-term high-current overcharging.

[0096] Furthermore, during subsequent vehicle operation, due to the continuous impact of external environmental factors such as extreme cold and wind resistance, the hybrid supercapacitor components in a floating charging and stationary state are highly susceptible to rapid heat loss. To address this, the system employs a sensitive temperature maintenance and closed-loop heating mechanism. The temperature maintenance switching threshold is typically scientifically calibrated based on the physical inflection point of the charging acceptance capability of the internal materials of the hybrid supercapacitor component at low temperatures. For example, for energy storage systems containing lithium iron phosphate materials, 10°C is the physical watershed where charging acceptance capability deteriorates sharply; below this temperature, charging efficiency drops by more than 50%. Therefore, the base value of this temperature maintenance switching threshold can be set at 10°C. Simultaneously, this threshold can be flexibly and adaptively adjusted within a range of 8°C to 12°C according to the specific vehicle's heat load and displacement characteristics. For instance, for small-displacement vehicles, the threshold can be lowered to 8°C to extend the heating window, while for large-displacement vehicles, it can be raised to 12°C to optimize overall vehicle energy consumption.

[0097] Preferably, when the system's underlying sensors detect that the real-time temperature has irreversibly dropped below the set temperature holding switching threshold due to environmental temperature intrusion, the system triggers the active intervention prevention line again. At this time, the system controls the power conversion component to temporarily interrupt the single constant voltage load power supply state, and re-calls the charging mapping spectrum corresponding to the current temperature range, dynamically matching a specific target charging current to perform controlled short-term supplementary charging of the hybrid supercapacitor component. This supplementary heating action, which relies on internal resistance to generate Joule heat, will continue until the underlying logic monitors and confirms that the real-time temperature has successfully risen to a preset temperature recovery threshold higher than the temperature holding switching threshold. For example, the preset temperature recovery threshold can be set to 15°C. Once the temperature rises to the target, the system immediately terminates the supplementary heating operation and returns to the constant voltage float charging state. Through the above-mentioned dynamic mode switching and hysteresis supplementary heating closed-loop strategy based on temperature and state of charge, this application overcomes the problem of temperature loss and decay of the hybrid supercapacitor component that accompanies long-term operation of the vehicle in extremely cold environments, ensuring that the hybrid supercapacitor component always operates within a safe and efficient thermodynamic range.

[0098] In an exemplary embodiment, the method further includes a power-off redundancy protection step:

[0099] When the real-time temperature of the hybrid supercapacitor component is within the preset operating temperature range and the real-time state of charge meets the preset redundancy threshold, if a power failure is detected in the power conversion component, the power supply link of the preset non-critical load is cut off, while the power supply to the critical safety load and the vehicle starting component is maintained.

[0100] During power outages, the real-time temperature and real-time state of charge of the hybrid supercapacitor assembly are periodically recorded. When the real-time temperature drops below a preset low-temperature decay threshold, the maximum discharge current is limited to a preset emergency protection current threshold.

[0101] Specifically, during normal vehicle operation or parking, the system's underlying control unit monitors the vehicle's power supply network status in real time. Thanks to the previously implemented synchronous self-heating and temperature-adaptive heat compensation strategies, the physical state of the hybrid supercapacitor component is typically anchored within an ideal thermodynamic and electrical range. This means the real-time temperature is within a preset operating temperature range, and the real-time state of charge meets a preset redundancy threshold. For example, this operating temperature range can be set to greater than or equal to 15°C, and the preset redundancy threshold can be set to greater than or equal to 80%. At this time, because the hybrid supercapacitor component is near room temperature, its internal charge transfer impedance is extremely low; for example, its internal resistance is typically less than or equal to 8 mΩ, physically possessing the capability to output peak currents exceeding 100A. In this state, if the system detects a power outage fault in the power conversion component, the underlying power outage redundancy protection logic will be immediately triggered.

[0102] Furthermore, to maximize the backup power supply time of the hybrid supercapacitor module in the extreme condition of main power supply link failure, the system rapidly executes physical layer load offloading intervention. The system proactively disconnects the power supply links of preset non-critical loads, for example, immediately stopping power supply to high-energy-consuming electrical equipment such as the car audio system and air conditioning compressor that are not directly related to driving safety. At the same time, the system utilizes the abundant electrical energy and temperature reserves of the hybrid supercapacitor module itself to forcibly maintain power supply to critical safety loads and the vehicle starting components, for example, ensuring that safety modules such as electronic braking, electric power steering, and core instrument displays remain online. This tiered disconnection and precise power preservation strategy, from a physical architecture perspective, ensures that the vehicle still possesses basic safety operation redundancy and emergency restart capabilities after losing main power.

[0103] Furthermore, during the aforementioned power outage, due to the loss of dynamic charging and discharging heat replenishment from the energy conversion components, the internal heat of the hybrid supercapacitor module will undergo irreversible physical dissipation due to the extreme cold environment. To address this, the system's underlying battery management module periodically records the real-time temperature and state of charge of the hybrid supercapacitor module at a set time step, for example, every minute, and continuously evaluates the data evolution trend. When it is detected that the real-time temperature drops below a preset low-temperature degradation threshold due to prolonged heat loss, for example, a threshold set at 0°C, the electrochemical reaction kinetics within the hybrid supercapacitor module are significantly suppressed. To avoid severe voltage drops and deep irreversible damage caused by continuous high-rate discharge under these extremely low temperatures, the system decisively implements current limiting intervention, forcibly limiting the maximum discharge current to within a preset emergency protection current threshold, for example, strictly limiting the discharge current to a maximum safety boundary of 50A.

[0104] Preferably, through the control closed loop that integrates the aforementioned power-off temperature redundancy design with the underlying physical current limiting strategy, even in extremely cold conditions and when the vehicle converter unexpectedly loses power, the hybrid supercapacitor module can still rely on its prior thermal and electrical reserves to maintain its actual temperature above the physical decay critical point for a relatively long period, such as 30 minutes after the power outage. This mechanism effectively ensures that the system can stably support at least three emergency vehicle start-up operations and continuous safe load power supply, fundamentally overcoming the systemic safety defects of conventional vehicle power supplies that immediately lose temperature upon power failure and cannot be restarted. Furthermore, the system is configured with dedicated recovery logic for this power outage condition: when the power conversion component is detected to have resumed normal power supply, the system immediately re-invokes the dynamic charging mapping strategy corresponding to the current temperature range to quickly reheat and fully charge the hybrid supercapacitor module, thereby rapidly restoring the energy and thermal reserves to cope with the next extreme condition.

[0105] To further verify the quantitative effect of the aforementioned synchronous self-heating mechanism and dynamic heat replenishment strategy, a hybrid supercapacitor module under a 12V system was tested in an extremely cold environment of -30℃. The internal resistance of this hybrid supercapacitor module was approximately 15 mΩ. When continuously discharged for 30 seconds with a starting current of 150A, the total heat generated according to the above formula reached 10125J, which was sufficient to drive the module temperature to rapidly rise from -30℃ to above -5℃, fully meeting the subsequent charging requirements.

[0106] Furthermore, to visually demonstrate the performance difference between the method provided in this application and the traditional external PTC heating solution, the applicant conducted comparative tests. Table 1 shows the comparative test data of the component temperature rise over time for the two solutions under the same extremely cold environment:

[0107] Table 1. Component Temperature Comparison Data

[0108] The 0th second of power-on -30.0℃ -30.0℃ Initial state consistent 3 seconds after startup complete -22.5℃ -29.8℃ This solution initiates synchronous heating; the PTC has just started and has not yet heated up. 30 seconds -5.2℃ -28.1℃ This program has completed its initial heating phase and is now entering the charging and reheating phase. 5th minute 2.8℃ -22.3℃ This solution is currently charging and heating. 15th minute 10.5℃ -10.7℃ This solution will soon be switched to normal mode. 30th minute 18.2℃ 2.1℃ The heating process has been completed, but the PTC temperature has not yet reached 0°C. 60th minute 22.5℃ 12.8℃ This plan has entered the float charging state.

[0109] In addition, Table 2 shows a quantitative comparison of power consumption data for the two schemes at different operating stages:

[0110] Table 2 Power Consumption Comparison Data

[0111] Heating phase from second 0 to second 30 0.12Ah 0.42Ah 71.4% The charging and heating phase from the 30th second to the 30th minute. 0.78Ah 2.50Ah 68.8% Total power consumption to raise the temperature to 15°C 0.90Ah 2.92Ah 69.2% Equivalent battery life loss calculated based on a 12V system Approximately 1 kilometer Approximately 3.5 kilometers 71.4%

[0112] As shown in Tables 1 and 2, compared to traditional external PTC heating solutions, this application significantly reduces heating time during the initial heating phase and subsequent reheating phases. For example, the component temperature can reach 18.2℃ in 30 minutes, while the traditional solution only reaches 2.1℃. Simultaneously, this solution significantly reduces total power consumption from 2.92Ah to 0.90Ah, achieving an overall energy saving rate of approximately 69.2% to 71.4%, with a corresponding equivalent range loss of only about 1 kilometer. This greatly improves the vehicle's energy efficiency ratio and practicality under extremely cold conditions.

[0113] In an exemplary embodiment, this embodiment also provides an electronic device, characterized in that it includes a processor and a memory storing a computer program. When the processor executes the computer program, it implements the steps of the hybrid supercapacitor system power supply control method as described in any of the above embodiments. Specifically, the electronic device can be embodied in the core computing node of a vehicle power supply and control network at the underlying physical architecture, such as the main control board of a battery management system or a vehicle controller unit. The processor, as the data throughput and control instruction calculation center of the electronic device, can actually be integrated in hardware form as a microcontroller unit, digital signal processor, field-programmable gate array, or application-specific integrated circuit, etc., which are conventional integrated chips in the art with high-speed low-level logic operation capabilities. The processor has efficient low-level clock frequency and communication bus scheduling capabilities, which can fully meet the low-level computing power requirements of the system for high-frequency data interaction, dynamic threshold comparison, and real-time control instruction issuance within extremely short discrete sampling periods.

[0114] Furthermore, the aforementioned efficient power supply scheduling and data processing highly rely on the high-precision configuration of the underlying hardware. In the specific implementation of the system, the accuracy of cell-level temperature sampling reaches ±0.5℃, and the sampling period is as low as 10 milliseconds; the battery management module supports the CAN FD high-speed communication protocol and has strict current closed-loop control capabilities; at the same time, the output current and voltage regulation accuracy of the power conversion components both reach the ±0.1 level.

[0115] Furthermore, the memory, serving as the physical repository for the underlying core control logic and interactive data, can have a hardware structure encompassing high-speed random access memory (RAM) or non-volatile storage elements, such as read-only memory (ROM), electrically erasable programmable read-only memory (EEPROM), or high-capacity flash memory chips. The memory not only persistently stores a series of underlying computer program codes for executing the aforementioned hybrid supercapacitor system power supply control method, but also dynamically configures a high-speed cache area for data interaction and temporary storage. For example, this cache area is specifically used to latch key operational data in real time, such as cell temperature, dynamic state of charge, power system parameters transmitted back via the communication link, and temporarily generated temperature holding switching states at each sampling moment.

[0116] Preferably, when the electronic device is in the vehicle power-on wake-up state, the processor reads and executes the computer program residing in the memory in real time and in sequence through the underlying high-speed system bus. Throughout the complete lifecycle of instruction execution, the processor, relying on the deep collaboration between the underlying hardware computing power and optimized program logic, rigorously and continuously executes a full stack of control tasks, from power-on prediction, high-current synchronous self-heating matching, dynamic closed-loop charging and heating, to power-off redundancy protection under extreme conditions. Through the aforementioned deep integration of hardware and software, the electronic device can reliably support the smooth evolution of the thermodynamic and electrochemical states of the hybrid supercapacitor components under extremely cold conditions at the physical execution level, effectively ensuring the high availability and robustness of the entire power supply network in extreme environments from the underlying architecture.

[0117] In an exemplary embodiment, this embodiment also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the steps of the hybrid supercapacitor system power supply control method as described in any of the above embodiments.

[0118] Specifically, the computer-readable storage medium, as a low-level physical information carrier, is used to persistently store the underlying machine code and logic instructions that implement core status monitoring, power supply scheduling, and self-heating temperature closed-loop control functions. In the actual hardware architecture of the hybrid supercapacitor component and vehicle management system, this storage medium can be specifically embodied in non-volatile storage components, such as read-only memory, erasable programmable read-only memory, electrically erasable programmable read-only memory, or high-capacity flash memory chips—conventional storage physical units in the art. By using a non-volatile physical medium, it can be ensured that the internally burned computer program will not lose data after the vehicle system experiences unexpected power outages, routine system resets, or deep hibernation restarts, thereby effectively guaranteeing the high availability and data integrity of the underlying core anti-temperature loss and safety control algorithms throughout the vehicle's entire lifecycle.

[0119] Furthermore, the computer program embedded in this physical medium essentially encapsulates and compiles the aforementioned method flow based on high-current synchronous heating, dynamic temperature matching heating, and power-off redundancy protection at the low-level code level. When the computer-readable storage medium is coupled to the underlying hardware computing unit such as a microcontroller or digital signal processor, the processor can continuously read and execute the program instructions line by line according to a predetermined machine clock cycle. Within the specific execution lifecycle, the aforementioned code instructions drive the underlying hardware computing unit to rapidly complete a series of highly coordinated electrical calculations and logical control operations, such as timing temperature acquisition, charging and discharging current amplitude determination, adaptive safety current limiting, and constant voltage power supply mode switching.

[0120] Preferably, through the deep hardware and software integration of the aforementioned non-volatile storage medium and underlying machine-readable control instructions, the originally abstract temperature control and power interaction strategies can be rapidly and systematically engineered and implemented within the vehicle's physical architecture. This configuration not only significantly improves the portability and modular deployment efficiency of the aforementioned hybrid supercapacitor power supply control algorithm across different existing vehicle electrical platforms, but also completely establishes a closed-loop intervention path from the underlying hardware and software execution logic, connecting parameter perception, control decision-making, and power supply execution. For example, this ensures that the hybrid supercapacitor system can consistently and reliably perform power dispatching when facing extremely cold starts or complex external environmental impacts during driving, while maintaining the physical activity within the hybrid supercapacitor components, thus enhancing the overall robustness of the vehicle's energy management system.

[0121] In an exemplary embodiment, please refer to Figure 2 This embodiment also provides a vehicle, including a vehicle starting component 20, an energy conversion component 30, a hybrid supercapacitor component 40, and an electronic device 10 as described in the above embodiments.

[0122] The hybrid supercapacitor assembly 40 is electrically connected to the vehicle starting assembly 20 and the power conversion assembly 30, respectively, and the electronic device 10 is communicatively connected to the hybrid supercapacitor assembly 40, the vehicle starting assembly 20 and the power conversion assembly 30, respectively.

[0123] Specifically, the vehicle's physical topology constructs a vehicle energy network with a hybrid supercapacitor module 40 as the core energy storage and power supply hub. From a basic electrical connection perspective, the hybrid supercapacitor module 40 establishes high-power-capacity electrical links with both the vehicle starting component 20 and the power conversion component 30. During the start-up phase in extremely cold environments, the hybrid supercapacitor module 40 and the vehicle starting component 20 are connected, forming a high-rate discharge circuit, enabling efficient transmission of transient electrical energy and directly generating Joule heat within the module. During normal operation or idling after start-up, the hybrid supercapacitor module 40 and the power conversion component 30 form a controlled electrical interaction circuit to receive dynamically matched target charging current for continuous reheating or to maintain a float charge state. This strong electrical interconnection at the physical level provides a solid hardware foundation for high-power energy throughput and heat conversion at the vehicle level.

[0124] Furthermore, focusing on the control architecture for information interaction and command scheduling, the electronic device 10, acting as the global intelligent energy management brain, establishes real-time and bidirectional communication connections with the hybrid supercapacitor component 40, the vehicle starting component 20, and the power conversion component 30. For example, this communication connection can be implemented using a high-speed onboard controller area network (CLAN) bus or a flexible data rate controller area network (FRC) with fault tolerance. Through this high-speed communication link, the electronic device 10 can accurately acquire the real-time temperature, real-time voltage, and state of charge within the hybrid supercapacitor component 40 with an extremely short sampling period, while simultaneously monitoring the workload and start-up success feedback of the vehicle starting component 20. When the system determines that it meets the self-heating or reheating trigger conditions, the electronic device 10 issues highly targeted current and voltage adjustment commands to the power conversion component 30 through this communication connection, precisely controlling the energy flow and heating power.

[0125] Preferably, the aforementioned vehicle system architecture, where electrical and communication connections complement each other, completely establishes a collaborative closed loop at the physical level, integrating state perception, logical decision-making, and power supply execution. This hardware configuration and topology design enable the vehicle to precisely allocate the energy resources of the hybrid supercapacitor module 40 to achieve synchronous self-heating without delay, even in extremely cold conditions without external auxiliary heating equipment. Simultaneously, in severe fault environments such as unexpected power outages, the rapid response of the communication link allows for the rapid disconnection of non-critical loads and emergency power redundancy. This mechanism comprehensively improves the operational reliability and active safety of the entire vehicle's electrical system in complex climatic environments without increasing the cost of additional auxiliary heating hardware.

[0126] Any aspects not detailed in this application are well-known to those skilled in the art.

[0127] It will be apparent to those skilled in the art that this application is not limited to the details of the exemplary embodiments described above, and that this application can be implemented in other specific forms without departing from the spirit or essential characteristics of this application. Therefore, the embodiments should be considered illustrative and non-limiting in all respects, and the scope of this application is defined by the appended claims rather than the foregoing description. Thus, all variations falling within the meaning and scope of equivalents of the claims are intended to be included within this application. No reference numerals in the claims should be construed as limiting the scope of the claims.

Claims

1. A hybrid supercapacitor system power supply control method, characterized by, Includes the following steps: Upon receiving a vehicle start command, the real-time status parameters of the hybrid supercapacitor assembly are acquired, including at least the real-time temperature and the real-time state of charge. When the real-time temperature is determined to be lower than the preset self-heating trigger temperature threshold, the hybrid supercapacitor component is controlled to output a starting current to the vehicle starting component, so that when the starting current flows through the hybrid supercapacitor component, Joule heat is generated by its internal resistance, thereby increasing the temperature of the hybrid supercapacitor component. After the start-up process is completed, the output current and output voltage parameters of the power conversion component are dynamically adjusted according to the real-time temperature and the real-time state of charge, so as to control the real-time temperature of the hybrid supercapacitor component to be within the preset operating temperature range.

2. The method according to claim 1, characterized in that, Before controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes: Obtain the displacement parameters of the vehicle's powertrain or the power parameters of the vehicle's starting components; Based on the displacement parameters or power parameters of the power system, the peak value limit of the starting current is adaptively matched and set. The larger the displacement parameter or the power parameter of the power system, the higher the upper limit of the peak value of the matching starting current.

3. The method according to claim 1, characterized in that, In controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes: During the start-up current output, temperature data of the hybrid supercapacitor assembly is periodically collected and the rate of temperature rise is calculated. When the rate of temperature rise exceeds a preset safe temperature rise rate threshold, the starting current is current-limited to keep the starting current within a preset maximum safe carrying current range.

4. The method according to claim 1, characterized in that, In controlling the hybrid supercapacitor assembly to output a starting current to the vehicle starting assembly, the method further includes: Monitor the duration of the startup process; When the duration exceeds a preset single-start timeout threshold and no start-up success signal is detected, the output of the start-up current is paused; After the pause in outputting the starting current reaches the polarization recovery buffer time preset based on the electrochemical polarization recovery characteristics, the operation of controlling the hybrid supercapacitor component to output the starting current to the vehicle starting component is triggered again.

5. The method according to claim 1, characterized in that, The step of dynamically adjusting the output current and output voltage parameters of the power conversion component includes: Based on the temperature range of the real-time temperature and the real-time state of charge, dynamically match the corresponding target charging current; The temperature range is divided into at least a first low temperature range and a second low temperature range, wherein the lower limit temperature of the second low temperature range is greater than or equal to the upper limit temperature of the first low temperature range. When the real-time temperature is in the first low-temperature range, the hybrid supercapacitor assembly is charged with a first target current; When the real-time temperature is in the second low-temperature range, charging is performed with the second target current; The initial value of the second target current is set to be greater than the initial value of the first target current.

6. The method according to claim 5, characterized in that, Also includes: When the real-time temperature rises above the preset temperature holding switching threshold and the real-time state of charge reaches the preset full charge threshold, the power conversion component is controlled to switch to constant voltage power supply mode to supply power to the vehicle's low-voltage load. When the real-time temperature drops below the temperature holding switching threshold, the corresponding target charging current is dynamically matched again for supplemental heating until the real-time temperature rises back to a preset temperature recovery threshold higher than the temperature holding switching threshold, at which point the supplemental heating is terminated.

7. The method according to any one of claims 1 to 6, characterized in that, The method also includes a power-off redundancy protection step: When the real-time temperature of the hybrid supercapacitor component is within the preset operating temperature range and the real-time state of charge meets the preset redundancy threshold, if a power failure is detected in the power conversion component, the power supply link of the preset non-critical load is cut off, while the power supply to the critical safety load and the vehicle starting component is maintained. During power outages, the real-time temperature and real-time state of charge of the hybrid supercapacitor assembly are periodically recorded. When the real-time temperature drops below a preset low-temperature decay threshold, the maximum discharge current is limited to a preset emergency protection current threshold.

8. An electronic device, characterized in that, It includes a processor and a memory storing a computer program, wherein the processor executes the computer program to implement the steps of the hybrid supercapacitor system power supply control method as described in any one of claims 1 to 7.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the steps of the power supply control method for a hybrid supercapacitor system as described in any one of claims 1 to 7.

10. A vehicle, characterized in that, It includes a vehicle starting component, a power conversion component, a hybrid supercapacitor component, and the electronic device as described in claim 8; The hybrid supercapacitor assembly is electrically connected to the vehicle starting assembly and the power conversion assembly, respectively, and the electronic device is communicatively connected to the hybrid supercapacitor assembly, the vehicle starting assembly, and the power conversion assembly, respectively.

Images