A method and apparatus for eliminating unintended torque in vehicle charging

Abstract

The application provides a method and device for eliminating unintended torque during vehicle charging. The method comprises: acquiring the rotor position of a three-phase driving motor in real time during vehicle charging; determining the actual angle between the permanent magnet flux linkage and the charging current vector according to the rotor position; determining the switch state of the three-phase output end and the current amplitude distribution state of the three-phase input current according to the actual angle and a preset current vector adjustment range, so that the adjusted angle determined after the current angle adjustment based on the actual angle meets the preset angle condition. The method of the application eliminates the unintended torque during vehicle charging.

Description

Technical Field

[0001] This application relates to the field of electric vehicles, and more particularly to a method and apparatus for eliminating unwanted torque during vehicle charging. Background Technology

[0002] Electric vehicles are powered by an onboard power source, using an electric motor to drive the car. Because the onboard power source has a limited range, the electric vehicle's battery needs to be charged.

[0003] In existing technologies, DC / DC converters are typically installed in vehicles to adapt to charging stations with different voltage values ​​and enable fast charging. However, during charging, the current flowing through the motor windings generates an induced magnetic field at the motor terminals, resulting in a significant electromagnetic torque that causes the motor to rotate or vibrate. On the one hand, this may affect the vehicle's stationary state, causing unpredictable movement and posing safety hazards; on the other hand, motor vibration not only causes motor overheating but also leads to motor wear and other problems.

[0004] Therefore, the electromagnetic torque generated by the motor of an electric vehicle during charging is unintended, and it is necessary to eliminate the unintended torque during charging. Summary of the Invention

[0005] This application provides a method and apparatus for eliminating unexpected torque during vehicle charging.

[0006] On the one hand, this application provides a method for eliminating unintended torque during vehicle charging, comprising:

[0007] While the vehicle is charging, the rotor position of the three-phase drive motor is acquired in real time.

[0008] The actual angle between the permanent magnet flux linkage and the charging current vector is determined based on the rotor position.

[0009] The switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current are determined based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions.

[0010] Optionally, the switching state of the three-phase output terminals is determined based on the actual included angle and the preset current vector adjustment range, including:

[0011] If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases;

[0012] If the preset current vector adjustment range corresponding to the actual included angle belongs to the second angle range, then the first phase switch of the three-phase output terminal is controlled to be open, the second phase switch is closed and the third phase switch is open, so that the charging current flows in from the second phase and flows out from the first and third phases;

[0013] If the preset current vector adjustment range corresponding to the actual included angle belongs to the third angle range, then the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases.

[0014] Optionally, the first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

[0015] Optionally, after determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range, the method further includes:

[0016] The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively.

[0017] The current amplitude distribution state of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted included angle conforms to the preset included angle condition.

[0018] Optionally, the preset included angle conditions include: the adjusted included angle being 0° or 180°.

[0019] Secondly, this application provides a device for eliminating unwanted torque during vehicle charging, comprising:

[0020] The acquisition module is used to acquire the rotor position of the three-phase drive motor in real time while the vehicle is charging.

[0021] The processing module is used to determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position;

[0022] The processing module is also used to determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions.

[0023] Optionally, the processing module is further configured to determine the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range, including:

[0024] If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases;

[0025] If the preset current vector adjustment range corresponding to the actual included angle belongs to the second angle range, then the first phase switch of the three-phase output terminal is controlled to be open, the second phase switch is closed and the third phase switch is open, so that the charging current flows in from the second phase and flows out from the first and third phases;

[0026] If the preset current vector adjustment range corresponding to the actual included angle belongs to the third angle range, then the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases.

[0027] Optionally, the first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

[0028] Optionally, the processing module is further configured to, after determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range:

[0029] The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively.

[0030] The current amplitude distribution state of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted included angle conforms to the preset included angle condition.

[0031] Optionally, the preset included angle conditions include: the adjusted included angle being 0° or 180°.

[0032] Thirdly, this application also provides a vehicle, including: a three-phase drive motor and a controller;

[0033] The three-phase drive motor is connected to an external charging pile via leads and a contactor.

[0034] The three-phase drive motor is equipped with a first phase switch on the first phase output terminal, a second phase switch on the second phase output terminal, and a third phase switch on the third phase output terminal.

[0035] When the vehicle is charging, the controller is used to obtain the rotor position of the three-phase drive motor in real time;

[0036] The controller is also used to determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position;

[0037] The controller is also used to determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle condition.

[0038] Optionally, the controller is further configured to determine the switching state of the three-phase output terminals based on the actual included angle and a preset current vector adjustment range, including:

[0039] If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases;

[0040] If the preset current vector adjustment range corresponding to the actual included angle belongs to the second angle range, then the first phase switch of the three-phase output terminal is controlled to be open, the second phase switch is closed and the third phase switch is open, so that the charging current flows in from the second phase and flows out from the first and third phases;

[0041] If the preset current vector adjustment range corresponding to the actual included angle belongs to the third angle range, then the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases.

[0042] Optionally, the first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

[0043] Optionally, the controller is further configured to, after determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range:

[0044] The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively.

[0045] The current amplitude distribution state of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted included angle conforms to the preset included angle condition.

[0046] Optionally, the preset included angle conditions include: the adjusted included angle being 0° or 180°.

[0047] Fourthly, this application provides an electronic device, including: a processor, and a memory communicatively connected to the processor;

[0048] The memory stores computer-executed instructions;

[0049] The processor executes computer execution instructions stored in the memory to implement the method described above for eliminating unwanted torque during vehicle charging.

[0050] Fifthly, this application provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, are used to implement a method for eliminating unintended torque during vehicle charging as described above.

[0051] Sixthly, this application provides a computer program product, including a computer program that, when executed by a processor, implements the method described above for eliminating unintended torque during vehicle charging.

[0052] The method and apparatus for eliminating unexpected torque during vehicle charging provided in this application acquire the rotor position of the three-phase drive motor in real time during vehicle charging, determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position, and then determine the switching state of the three-phase output terminals and the current amplitude distribution state of the three-phase input current based on the actual angle and a preset current vector adjustment range. The adjusted angle, determined after adjusting the current angle based on the actual angle, conforms to the preset angle condition. By acquiring the rotor position of the three-phase drive motor in real time, not only is data reference provided for controlling the switching state of the three-phase output terminals and the current amplitude distribution state of the three-phase input current, but the rotor position can also be monitored in real time. This allows for adjustments to control parameters based on the actual rotor position, ensuring that the charging torque remains zero regardless of the rotor's position, thus eliminating charging torque. Furthermore, the adjustable switching state of the three-phase output terminals and the current amplitude distribution state of the three-phase input current achieve zero torque while maintaining charging efficiency, thereby improving charging efficiency. Furthermore, eliminating the motor charging torque also prevents the motor from rotating or vibrating during vehicle charging, eliminating charging safety hazards and protecting the motor from wear. Attached Figure Description

[0053] The accompanying drawings, which are incorporated in and form part of this specification, illustrate embodiments consistent with this application and, together with the description, serve to explain the principles of this application.

[0054] Figure 1 A flowchart illustrating a method for eliminating unwanted torque during vehicle charging, as provided in an embodiment of this application.

[0055] Figure 2 A simplified circuit topology diagram of the charging mode provided in the embodiments of this application;

[0056] Figure 3A A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the first case provided in the embodiments of this application;

[0057] Figure 3B A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the second case provided in the embodiments of this application;

[0058] Figure 3C A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the third case provided in the embodiments of this application;

[0059] Figure 3D A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the fourth case provided in the embodiments of this application;

[0060] Figure 3EA schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the fifth case provided in the embodiments of this application;

[0061] Figure 3F A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the sixth case provided in the embodiments of this application;

[0062] Figure 4 The diagram shows the effect of the method for eliminating unexpected torque during vehicle charging provided in the embodiments of this application;

[0063] Figure 5 A schematic diagram of the structure of the device for eliminating unexpected torque during vehicle charging provided in the embodiments of this application;

[0064] Figure 6 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this application.

[0065] The accompanying drawings illustrate specific embodiments of this application, which will be described in more detail below. These drawings and descriptions are not intended to limit the scope of the concept in any way, but rather to illustrate the concept of this application to those skilled in the art through reference to particular embodiments. Detailed Implementation

[0066] 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 denote 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 apparatuses and methods consistent with some aspects of this application as detailed in the appended claims.

[0067] The terms “first,” “second,” “third,” “fourth,” etc. (if present) in the specification, claims, and accompanying drawings of this application are used to distinguish similar objects and are not necessarily used to describe a particular order or sequence. It should be understood that such data can be interchanged where appropriate so that embodiments of the invention described herein can be implemented, for example, in orders other than those illustrated or described herein. Furthermore, the terms “comprising” and “having,” and any variations thereof, are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0068] With the escalating energy crisis and environmental pollution, electric vehicles, due to their significant advantages of being clean and energy-efficient, have become a highly valued emerging industry worldwide, experiencing sustained and rapid development globally. However, unlike traditional gasoline-powered vehicles, electric vehicles require regular charging to provide power. When the vehicle is stationary and charging, the current flowing through the motor windings generates an induced magnetic field at the motor terminals, producing a large electromagnetic torque. This can cause the motor to rotate or vibrate, affecting the vehicle's stationary state or causing motor wear and other problems.

[0069] Therefore, considering the above problems, this application proposes a method for eliminating unintended torque during vehicle charging. First, when the permanent magnet synchronous motor is operating, three-phase current flows into the three-phase symmetrical windings of the permanent magnet synchronous motor, and the torque calculation formula can be expressed as:

[0070]

[0071] Where P is the number of pole pairs of the motor; L is the flux linkage of the permanent magnet in the motor, β is the actual angle between the flux linkage and the current vector, and L is the current vector. d L is the d-axis inductance component of the motor. q i is the q-axis inductance component of the motor. s This is the actual input current during charging.

[0072] When the charging current enters in a single phase and is output in parallel in two phases, the current vector position is a fixed value. However, when the vehicle is parked, the position of the permanent magnet flux linkage is determined by the current rotor position and may be in any range of [0°, 360°]. This results in the generation of additional torque during charging.

[0073] To eliminate the torque generated by the motor during charging and achieve zero-torque charging, the motor windings can be controlled to have only zero-sequence current during charging. While this method ensures that the motor does not generate torque, it results in low utilization of the motor inductance and low charging efficiency, requiring additional hardware to improve charging efficiency. According to formula (1), when the charging current is constant, the amplitude of the electromagnetic torque is determined by the actual angle β between the permanent magnet flux linkage and the current vector. That is, when the sin function is 0, a torque T can be achieved. e Achieve zero torque charging by setting the torque value to 0.

[0074] Therefore, this application proposes to obtain the rotor position of the motor in real time, determine the actual angle between the permanent magnet flux linkage and the charging current vector and the preset current vector adjustment range, control the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current, so as to select the current vector with smaller torque, and achieve zero electromagnetic torque at the motor end during charging while meeting the charging power requirements, thereby eliminating the purpose of eliminating unexpected torque during vehicle charging.

[0075] The technical solution of this application and how the technical solution of this application solves the above-mentioned technical problems are described in detail below with specific embodiments. These specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described again in some embodiments. The embodiments of this application will now be described with reference to the accompanying drawings.

[0076] The method for eliminating unwanted torque during vehicle charging provided in this application is applied to the charging of electric vehicles. Figure 1 This is a flowchart illustrating a method for eliminating unwanted torque during vehicle charging, as provided in this embodiment. The executing entity in this embodiment can be a vehicle charging control system, such as... Figure 1 As shown, the method for eliminating unwanted torque during vehicle charging provided in this embodiment includes:

[0077] S101. When the vehicle is charging, the rotor position of the three-phase drive motor is obtained in real time.

[0078] Specifically, when the vehicle is parked and charging, the position of the permanent magnet flux linkage is determined by the current rotor position. By detecting and acquiring the rotor position of the motor, the position of the permanent magnet flux linkage can be determined, and the current charging current vector can be calculated based on the current rotor position. This provides data reference for subsequent control. In addition, real-time detection allows for monitoring of the rotor position, facilitating adjustments to control parameters based on the actual rotor position to achieve zero torque and eliminate unexpected torque.

[0079] This application does not impose any restrictions on how the position of the motor rotor is obtained in real time. For example, the rotor position can be obtained using a position sensor.

[0080] S102. Determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position.

[0081] Specifically, with a fixed charging current, the position of the motor rotor can be determined by real-time detection, which in turn determines the position of the vehicle's permanent magnet flux linkage and the current charging current vector, thereby determining the actual angle β between the permanent magnet flux linkage and the charging current vector.

[0082] For example, using the position and direction of the permanent magnet flux linkage in the motor as the d-axis, a dq coordinate system is established on the motor rotor. This coordinate system rotates synchronously with the rotor. The actual angle β between the position of the permanent magnet flux linkage and the current charging current vector is then the angle between the current charging current vector and the d-axis. Once the charging power is determined according to requirements, the charging current vector i... s The magnitude and direction of the d-axis are fixed, while the d-axis changes with the position of the rotor. Therefore, the actual angle β between the permanent magnet flux linkage and the charging current vector can be determined by the position of the rotor.

[0083] S103. Determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions.

[0084] Specifically, based on the actual angle β between the permanent magnet flux linkage and the charging current vector and the preset current vector adjustment range, the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current can be determined to ensure that the adjusted angle meets the preset angle condition, so as to ensure that the charging torque is zero.

[0085] Due to the charging current vector i s The size and direction are fixed and coincide with the straight line where phase A is located. If the position where phase A coincides with the rotor d-axis is taken as the starting position and the counterclockwise direction is taken as the positive direction of the rotor d-axis, then as the position of the rotor changes, the actual angle β between the permanent magnet flux linkage and the current vector may vary in any range of [0°, 360°].

[0086] If the actual angle between the permanent magnet flux linkage and the charging current vector before adjustment is β, and the angle between the adjusted current vector and phase A is θ, then the angle between the permanent magnet flux linkage and the charging current vector after adjustment is (β+θ). In other words, the formula for calculating the torque generated by the adjusted current vector is:

[0087]

[0088] In equation (2), to ensure that the charging torque is zero, the values ​​of sin(β+θ) and sin(2β+2θ) must be zero. According to the characteristics of the sin function, the value of the sin function is zero when the angle is 0° or 180°.

[0089] Therefore, the preset angle conditions include: the adjusted angle is 0° or 180°.

[0090] Optionally, the switching state of the three-phase output terminals is determined based on the actual included angle and the preset current vector adjustment range, including:

[0091] If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases;

[0092] If the preset current vector adjustment range corresponding to the actual included angle is within the second angle range, then the first phase switch of the three-phase output terminal is opened, the second phase switch is closed, and the third phase switch is opened, so that the charging current flows in from the second phase and flows out from the first and third phases;

[0093] If the preset current vector adjustment range corresponding to the actual included angle is within the third angle range, then the first phase switch, the second phase switch, and the third phase switch at the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases.

[0094] The first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

[0095] Specifically, such as Figure 2 As shown, Figure 2 This is a simplified circuit topology diagram for the charging mode provided in this application embodiment. The three-phase output terminals of the charging motor are connected to an external charging pile via leads and contactors. During actual charging, the connection terminals are switched according to control requirements. Switches Ka, Kb, and Kc control the connection between the charging pile input and the A-phase winding, B-phase winding, and C-phase winding, respectively. The input and output of current are controlled by controlling the closed and open states of Ka, Kb, and Kc.

[0096] In order to control sin(β+θ) and sin(2β+2θ) to be zero, so that the torque is always zero regardless of the rotor angle, this application presets three current vector adjustment ranges.

[0097] When the actual angle β between the permanent magnet flux linkage and the current vector is [0°, 30°], [150°, 210°], or [330°, 0°], the corresponding preset current vector adjustment range is within the first angle range [-30°, 30°], which allows sin(β+θ) and sin(2β+2θ) to both be zero. At this time, the first phase A switch Ka at the three-phase output terminal is closed, and the second phase B switch Kb and the third phase C switch Kc are opened, so that the charging current flows in from the first phase A and flows out from the second phase B and the third phase C.

[0098] When the actual angle β between the permanent magnet flux linkage and the current vector is [30°, 90°] or [210°, 270°], the corresponding preset current vector adjustment range is within the second angle range [90°, 150°], which can achieve sin(β+θ) and sin(2β+2θ) both being zero. At this time, the first phase A switch Ka of the three-phase output terminal is opened, the second phase B switch Kb is closed, and the third phase C switch Kc is opened, so that the charging current flows in from the second phase B and flows out from the first phase A and the third phase C.

[0099] When the actual angle β between the permanent magnet flux linkage and the current vector is [90°, 150°] or [270°, 330°], the corresponding preset current vector adjustment range is within the third angle range [-150°, -90°], which can achieve sin(β+θ) and sin(2β+2θ) both being zero. At this time, the first phase A switch Ka and the second phase B switch Kb at the three-phase output terminals are opened, and the third phase C switch Kc is closed, so that the charging current flows in from the third phase C and flows out from the first phase A and the second phase B.

[0100] Furthermore, in order to meet the charging power requirements, keep the input current constant, and ensure that the adjustment angle θ meets the requirement that the angle (β+θ) between the adjusted permanent magnet flux linkage and the charging current vector reaches zero torque, after determining the switching state of the three-phase output terminals based on the actual angle and the preset current vector adjustment range, the following is also included:

[0101] The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively.

[0102] The current amplitude distribution of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted angle meets the preset angle condition.

[0103] Specifically, the vehicle's charging power can be set or selected before charging. To ensure charging stability and efficiency, the actual input line current i during charging must be maintained. s The value remains unchanged, while the adjustment angle θ is controlled to ensure that the angle (β+θ) between the adjusted permanent magnet flux and the charging current vector reaches the zero torque requirement, so that the adjusted angle (β+θ) meets the preset angle condition.

[0104] Wherein, the actual input current i during charging s The calculation formula can be expressed as:

[0105] i s =k1·i A +k2·i B +k3·i C (3)

[0106] In equation (3), k1 is the first duty cycle corresponding to the lower arm of the first phase A, k2 is the second duty cycle corresponding to the lower arm of the second phase B, and k3 is the third duty cycle corresponding to the lower arm of the third phase C. The values ​​of k1, k2, and k3 range from [-1, 1]. A Let i be the current of phase A in the first phase. BFor the second phase B current, i C This refers to the current in the third phase, C.

[0107] The sign of the k value indicates the direction of current inflow and outflow. If the k value is positive, it means that the current flows into the phase; if the k value is negative, it means that the current flows out of the phase.

[0108] Therefore, i can be achieved by changing the duty cycles k1, k2, and k3 of the corresponding lower arms of phases A, B, and C. A i B and i C The current amplitude is distributed to adjust the current vector angle θ so that the adjusted angle meets the preset angle conditions. That is, the adjusted angle (β+θ) is 0° or 180° so that the torque is zero, thereby eliminating the unexpected torque during vehicle charging.

[0109] Since both sin0° and sin180° are equal to zero, the smaller angle is preferred during control. For example, when the actual angle β between the permanent magnet flux linkage and the current vector is 90°, adjusting the current vector angle θ to -90° or +90° can achieve a sin value of zero. It is preferred to adjust the current vector angle θ to -90° for control.

[0110] For example, Figure 3A A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the first case provided in the embodiments of this application; Figure 3B This is a schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the second case provided in the embodiments of this application.

[0111] When the actual angle β between the permanent magnet flux linkage and the current vector is 90°, if the current vector angle θ is adjusted to -90°, the corresponding preset current vector adjustment range belongs to the third angle range [-150°, -90°]. At this time, the control switch Kc is closed, and Ka and Kb are open, allowing the charging current to flow in from phase C and out from phases A and B. At this time, k3 = 1. If k1 = 0 and k2 = -1, then i A =0, i B =-i C This allows the synthesis of the current vector i. s The angle θ between phase A and phase A is -90°, such as Figure 3A As shown.

[0112] If the current vector angle θ is adjusted to +90°, the corresponding preset current vector adjustment range falls within the second angle range [90°, 150°]. At this time, control switch Kb is closed, and Ka and Kc are open, allowing the charging current to flow in from phase B and out from phases A and C. At this point, k2 = 1. If k1 = 0 and k3 = -1, then iA =0, i C =-i B This allows the synthesis of the current vector i. s The angle θ between phase A and phase A is 90°, such as Figure 3B As shown.

[0113] That is, when the actual angle β between the permanent magnet flux linkage and the current vector is 90°, both of the above control methods can achieve zero torque, and it is preferable to adjust the current vector angle θ to -90°.

[0114] For example, Figure 3C A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the third case provided in the embodiments of this application; Figure 3D This is a schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the fourth case provided in the embodiments of this application.

[0115] When the actual angle β between the permanent magnet flux linkage and the current vector is 30°, adjusting the angle to -30° will achieve zero torque. The corresponding preset current vector adjustment range falls within the first angle range [-30°, 30°]. At this time, control switch Ka is closed, and Kb and Kc are open, allowing the charging current to flow in from phase A and out from phases B and C. At this time, k1 = 1. If k2 = -1 and k3 = 0, then i B =-i A i C =0, which allows the synthesized current vector i to be achieved. s The angle θ between phase A and phase A is -30°, such as Figure 3C As shown.

[0116] When the actual angle β between the permanent magnet flux linkage and the current vector is 0° or 180°, the electromagnetic torque generated by charging is already zero. Although there is no need to adjust the angle, to ensure that the input current remains constant, and that the corresponding preset current vector adjustment range falls within the first angle range [-30°, 30°], it is still necessary to control switch Ka to close and Kb and Kc to open, so that the charging current flows in from phase A and flows out from phases B and C. At this time, k1 = 1. If k2 = -0.5 and k3 = -0.5 are controlled, then i B =i C =-0.5i A This allows the synthesis of the current vector i. s The angle θ between phase A and phase B is 0°, such as... Figure 3D As shown.

[0117] For example, Figure 3E A schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the fifth case provided in the embodiments of this application; Figure 3FThis is a schematic diagram showing the correspondence between the adjustment current vector angle θ and the current of each phase in the sixth case provided in the embodiments of this application.

[0118] When the actual angle β between the permanent magnet flux linkage and the current vector is 60°, adjusting the angle to 120° will achieve zero torque. The corresponding preset current vector adjustment range falls within the second angle range [90°, 150°]. At this time, control switch Kb is closed, and Ka and Kc are open, allowing the charging current to flow in from phase B and out from phases A and C. At this time, k2 = 1. If k1 = -0.5 and k3 = -0.5, then i A =i C =-0.5i B This allows the synthesis of the current vector i. s The angle θ between phase A and phase A is 120°, such as Figure 3E As shown.

[0119] When the actual angle β between the permanent magnet flux linkage and the current vector is 120°, adjusting the angle to -120° will achieve zero torque. The corresponding preset current vector adjustment range belongs to the third angle range [-150°, -90°]. At this time, the control switch Kc is closed, and Ka and Kb are open, allowing the charging current to flow in from phase C and out from phases A and B. At this time, k3 = 1. If k1 = -0.5 and k2 = -0.5 are controlled, then i A =i B =-0.5i C This allows the synthesis of the current vector i. s The angle θ between phase A and phase A is -120°, such as Figure 3F As shown.

[0120] The values ​​of k1, k2, and k3 mentioned above are only examples. By adjusting the values ​​of k1, k2, and k3, the distribution ratio of current in phase A, phase B, and phase C can be changed. This application does not impose any restrictions on the determination of the first duty cycle k1, the second duty cycle k2, and the third duty cycle k3, or on the current amplitude distribution of the three-phase input current. It is only necessary to adjust the angle between the current vector and phase A to make the torque zero.

[0121] In practical applications, the corresponding relationships of rotor position, actual included angle, switch status of three-phase output terminals and current amplitude distribution status of three-phase input current can be set in advance and entered into the vehicle charging control system. During charging, the appropriate control scheme can be selected directly based on the obtained rotor position of the three-phase drive motor.

[0122] The method for eliminating unexpected torque during vehicle charging provided in this application embodiment acquires the rotor position of the three-phase drive motor in real time during vehicle charging, determines the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position, and then determines the switching state of the three-phase output terminals and the current amplitude distribution state of the three-phase input current based on the actual angle and a preset current vector adjustment range. The adjusted angle, determined after adjusting the current angle based on the actual angle, conforms to the preset angle condition. By acquiring the rotor position of the three-phase drive motor in real time, not only is data reference provided for controlling the switching state of the three-phase output terminals and the current amplitude distribution state of the three-phase input current, but the rotor position can also be monitored in real time. This allows for adjustments to control parameters based on the actual rotor position, ensuring that the charging torque remains zero regardless of the rotor's position, thus eliminating charging torque. Furthermore, the adjustable switching state of the three-phase output terminals and the current amplitude distribution state of the three-phase input current achieve zero torque while maintaining charging efficiency, thereby improving charging efficiency. Furthermore, eliminating the motor charging torque also prevents the motor from rotating or vibrating during vehicle charging, eliminating charging safety hazards and protecting the motor from wear.

[0123] Figure 4 The diagram illustrates the effect of the method for eliminating unwanted torque during vehicle charging provided in the embodiments of this application. Figure 4 As shown in the figure, the horizontal axis represents the actual angle between the permanent magnet flux linkage and the charging current vector, the vertical axis represents the motor torque, curve A represents the motor torque before optimization, and straight line B represents the motor torque after optimization. As can be seen from the figure, by combining a suitable hardware loop topology with the method for eliminating unexpected torque during vehicle charging as described in this application, it is possible to completely eliminate the unexpected torque generated during the charging process.

[0124] The following are embodiments of the apparatus described in this application, which can be used to execute the embodiments of the method described in this application. For details not disclosed in the apparatus embodiments of this application, please refer to the embodiments of the method described in this application.

[0125] Figure 5 A schematic diagram of the structure of the device for eliminating unexpected torque during vehicle charging provided in the embodiments of this application is shown below. Figure 5 As shown, the device 500 for eliminating unexpected torque during vehicle charging in this embodiment includes: an acquisition module 501 and a processing module 502.

[0126] The acquisition module 501 is used to acquire the rotor position of the three-phase drive motor in real time when the vehicle is charging.

[0127] The processing module 502 is used to determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position.

[0128] The processing module 502 is also used to determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions.

[0129] The preset angle conditions include: the adjusted angle is 0° or 180°.

[0130] Optionally, the processing module 502 is further configured to determine the switching state of the three-phase output terminals based on the actual included angle and a preset current vector adjustment range, including:

[0131] If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases;

[0132] If the preset current vector adjustment range corresponding to the actual included angle is within the second angle range, then the first phase switch of the three-phase output terminal is opened, the second phase switch is closed, and the third phase switch is opened, so that the charging current flows in from the second phase and flows out from the first and third phases;

[0133] If the preset current vector adjustment range corresponding to the actual included angle is within the third angle range, then the first phase switch, the second phase switch, and the third phase switch at the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases.

[0134] The first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

[0135] Optionally, the processing module 502 is further configured to, after determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range,

[0136] The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively.

[0137] The current amplitude distribution of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted angle meets the preset angle condition.

[0138] The device for eliminating unexpected torque during vehicle charging provided in this embodiment can be used to perform the method for eliminating unexpected torque during vehicle charging described in the above embodiment. Its implementation principle and technical effect are similar, and will not be repeated here.

[0139] It should be noted that the division of the various modules in the above device is merely a logical functional division. In actual implementation, they can be fully or partially integrated into a single physical entity, or they can be physically separated. Furthermore, these modules can be implemented entirely in software through processing element calls; they can be implemented entirely in hardware; or some modules can be implemented by processing element calls to software, while others are implemented in hardware.

[0140] In addition, this application also provides a vehicle, including: a three-phase drive motor and a controller; the three-phase drive motor is connected to an external charging pile via leads and contactors; a first phase switch is provided on the first phase output terminal of the three-phase drive motor, a second phase switch is provided on the second phase output terminal, and a third phase switch is provided on the third phase output terminal.

[0141] While the vehicle is charging, the controller is used to obtain the rotor position of the three-phase drive motor in real time.

[0142] The controller is also used to determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position.

[0143] The controller is also used to determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions.

[0144] The preset angle conditions include: the adjusted angle is 0° or 180°.

[0145] Optionally, the controller is also used to determine the switching state of the three-phase output terminals based on the actual included angle and a preset current vector adjustment range, including:

[0146] If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases;

[0147] If the preset current vector adjustment range corresponding to the actual included angle is within the second angle range, then the first phase switch of the three-phase output terminal is opened, the second phase switch is closed, and the third phase switch is opened, so that the charging current flows in from the second phase and flows out from the first and third phases;

[0148] If the preset current vector adjustment range corresponding to the actual included angle is within the third angle range, then the first phase switch, the second phase switch, and the third phase switch at the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases.

[0149] The first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

[0150] Optionally, the controller is also used to determine the switching state of the three-phase output terminals based on the actual included angle and a preset current vector adjustment range.

[0151] The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively.

[0152] The current amplitude distribution of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted angle meets the preset angle condition.

[0153] The vehicle provided in this embodiment can be used to perform the method for eliminating unexpected torque during vehicle charging as described in the above embodiment. Its implementation principle and technical effect are similar, and will not be repeated here.

[0154] Figure 6 This is a schematic diagram of the structure of the electronic device provided in the embodiments of this application, such as... Figure 6 As shown, the electronic device 600 includes a processor 601 and a memory 602 communicatively connected to the processor.

[0155] The memory 602 stores computer-executed instructions; the processor 601 executes the computer-executed instructions stored in the memory 602 to implement the method for eliminating unintended torque during vehicle charging as described above.

[0156] In the specific implementation of the aforementioned electronic device, it should be understood that the processor can be a Central Processing Unit (CPU), or other general-purpose processors, digital signal processors (DSPs), application-specific integrated circuits (ASICs), etc. A general-purpose processor can be a microprocessor or any conventional processor. The methods disclosed in the embodiments of this application can be directly implemented by a hardware processor, or implemented by a combination of hardware and software modules within the processor.

[0157] This application also provides a computer-readable storage medium storing computer-executable instructions that, when executed by a processor, are used to implement the method for eliminating unintended torque during vehicle charging as described in any of the foregoing embodiments.

[0158] Those skilled in the art will understand that all or part of the steps of the above-described method embodiments can be implemented by hardware related to computer instructions. The aforementioned program can be stored in a computer-readable storage medium. When executed, the program performs the steps of the above-described method embodiments; and the aforementioned storage medium includes various media capable of storing program code, such as ROM, RAM, magnetic disks, or optical disks.

[0159] This application also provides a computer program product, including a computer program that, when executed by a processor, implements the method for eliminating unintended torque during vehicle charging as described in any of the foregoing embodiments.

[0160] Other embodiments of this application will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this application that follow the general principles of this application and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this application are indicated by the following claims.

[0161] It should be understood that this application is not limited to the precise structure described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this application is limited only by the appended claims.

Claims

1. A method for eliminating unwanted torque during vehicle charging, characterized in that, include: While the vehicle is charging, the rotor position of the three-phase drive motor is acquired in real time. The actual angle between the permanent magnet flux linkage and the charging current vector is determined based on the rotor position. The switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current are determined based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions. The step of determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range includes: If the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, then control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open, so that the charging current flows in from the first phase and flows out from the second and third phases; If the preset current vector adjustment range corresponding to the actual included angle belongs to the second angle range, then control the first phase switch of the three-phase output terminal to be open, the second phase switch to be closed, and the third phase switch to be open, so that the charging current flows in from the second phase and flows out from the first and third phases; If the preset current vector adjustment range corresponding to the actual included angle belongs to the third angle range, then the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases; After determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range, the method further includes: The first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm are determined according to the preset current vector adjustment range corresponding to the actual included angle. The three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively. The current amplitude distribution state of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted included angle meets the preset included angle condition.

2. The method for eliminating unintended torque during vehicle charging according to claim 1, wherein the first angle range is [-30°, 30°], the second angle range is [90°, 150°], and the third angle range is [-150°, -90°].

3. The method for eliminating unintended torque during vehicle charging according to any one of claims 1-2, characterized in that, The preset included angle conditions include: the adjusted included angle being 0° or 180°.

4. A device for eliminating unwanted torque during vehicle charging, characterized in that, The acquisition module is used to acquire the rotor position of the three-phase drive motor in real time while the vehicle is charging. The processing module is used to determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position; The processing module is also used to determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle conditions. The processing module is specifically used to control the first phase switch of the three-phase output terminal to close, the second phase switch to open, and the third phase switch to open if the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, so that the charging current flows in from the first phase and flows out from the second and third phases. If the preset current vector adjustment range corresponding to the actual included angle belongs to the second angle range, then control the first phase switch of the three-phase output terminal to be open, the second phase switch to be closed, and the third phase switch to be open, so that the charging current flows in from the second phase and flows out from the first and third phases; If the preset current vector adjustment range corresponding to the actual included angle belongs to the third angle range, then the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases; The processing module is further configured to determine the first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm based on the preset current vector adjustment range corresponding to the actual included angle, wherein the three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively. The current amplitude distribution state of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted included angle meets the preset included angle condition.

5. A vehicle, characterized in that, include: Three-phase drive motor and controller; The three-phase drive motor is connected to an external charging pile via leads and a contactor. The three-phase drive motor is equipped with a first phase switch on the first phase output terminal, a second phase switch on the second phase output terminal, and a third phase switch on the third phase output terminal. When the vehicle is charging, the controller is used to obtain the rotor position of the three-phase drive motor in real time; The controller is also used to determine the actual angle between the permanent magnet flux linkage and the charging current vector based on the rotor position; The controller is also used to determine the switching state of the three-phase output terminal and the current amplitude distribution state of the three-phase input current based on the actual included angle and the preset current vector adjustment range, so that the adjusted included angle determined after adjusting the current angle based on the actual included angle meets the preset included angle condition. The controller is specifically used to control the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal to close, open, and open if the preset current vector adjustment range corresponding to the actual included angle is within the first angle range, so that the charging current flows in from the first phase and flows out from the second and third phases. If the preset current vector adjustment range corresponding to the actual included angle belongs to the second angle range, then control the first phase switch of the three-phase output terminal to be open, the second phase switch to be closed, and the third phase switch to be open, so that the charging current flows in from the second phase and flows out from the first and third phases; If the preset current vector adjustment range corresponding to the actual included angle belongs to the third angle range, then the first phase switch, the second phase switch, and the third phase switch of the three-phase output terminal are controlled to open, so that the charging current flows in from the third phase and flows out from the first and second phases; After determining the switching state of the three-phase output terminals based on the actual included angle and the preset current vector adjustment range, the controller is further configured to determine the first duty cycle corresponding to the first phase lower bridge arm, the second duty cycle corresponding to the second phase lower bridge arm, and the third duty cycle corresponding to the third phase lower bridge arm based on the preset current vector adjustment range corresponding to the actual included angle, wherein the three-phase input current is input through the first phase lower bridge arm, the second phase lower bridge arm, and the third phase lower bridge arm, respectively. The current amplitude distribution state of the three-phase input current is determined based on the first duty cycle, the second duty cycle, and the third duty cycle, so that the adjusted included angle meets the preset included angle condition.

6. An electronic device, comprising: A processor, and a memory communicatively connected to the processor; The memory stores computer-executed instructions; The processor executes computer execution instructions stored in the memory to implement the method as described in any one of claims 1-3.

7. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer-executable instructions, which, when executed by a processor, are used to implement the method as described in any one of claims 1-3.

8. A computer program product comprising a computer program that, when executed by a processor, implements the method of any one of claims 1-3.

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