Vehicle voltage conversion system, vehicle voltage conversion controller, and control method thereof

Abstract

The present application relates to a vehicle voltage conversion system and method thereof, a vehicle voltage conversion controller and control method thereof, a computer readable storage medium, an electronic device and a vehicle. The vehicle voltage conversion system includes a three-phase motor, a motor drive control circuit, a charging port and a vehicle voltage conversion controller. The motor drive control circuit is connected between a power battery and the three-phase motor, and includes three parallel switch bridge arms. The charging port includes a first output end and a second output end, the first output end is connected to the midpoint of the switch bridge arm corresponding to each winding of the three-phase motor via each winding, and the second output end is connected to one pole of the power battery. The vehicle voltage conversion controller is configured to select two windings with larger inductance values among the windings of the three-phase motor by controlling the conduction and disconnection of the three switch bridge arms according to the rotor position angle of the three-phase motor, so as to perform voltage conversion between the charging port and the power battery.

Description

Technical Field

[0001] This application relates to the field of power conversion, and more specifically, to vehicle voltage conversion systems, vehicle voltage conversion controllers and control methods thereof, computer-readable storage media and electronic devices, and vehicles. Background Technology

[0002] Currently, there is a mismatch between the supply voltage of DC charging facilities and the charging voltage of electric vehicles. For example, the operating voltage of the main high-voltage system platforms for electric vehicles on the market is 400V and 800V, but charging facilities are generally 500V / 750V / 1000V, etc., which cannot directly charge electric vehicles or fully charge them. Therefore, corresponding voltage conversion control devices and methods are needed, with the aim of reducing costs, improving the utilization rate of motor inductance, and reducing voltage conversion losses and heat generation. Summary of the Invention

[0003] In view of the above problems, the present invention aims to provide a vehicle voltage conversion system, a vehicle voltage conversion controller and control method thereof, a computer-readable storage medium and an electronic device and a vehicle.

[0004] According to a first aspect of this application, a vehicle voltage conversion system is provided, comprising a three-phase motor, a motor drive control circuit, a charging port, and a vehicle voltage conversion controller. The charging port includes a first output terminal and a second output terminal. The first output terminal is connected to the midpoint of a switching bridge arm corresponding to each winding of the three-phase motor via each winding. The second output terminal is connected to one terminal of a power battery. The vehicle voltage conversion controller is configured to select two windings of the three-phase motor with a larger inductance value by controlling the on and off states of the three switching bridge arms, based on the rotor position angle of the three-phase motor, to perform voltage conversion between the charging port and the power battery.

[0005] According to an embodiment of the vehicle voltage conversion system of the present invention, the switching bridge arm includes two switching modules connected in series with each other, each switching module including a MOSFET switch and a diode connected in parallel with each other, and the vehicle voltage conversion controller is further configured to control the switching control signal of the MOSFET switch to determine one of the MOSFET switch and the diode for turning on the switching module.

[0006] According to an embodiment of the vehicle voltage conversion system of the present invention, the vehicle voltage conversion controller is further configured to distribute the current of the selected two-phase windings according to the rotor position angle, such that the magnetic flux formed by the two-phase windings during the voltage conversion process does not have a direct-axis component perpendicular to the rotor magnetic flux direction of the three-phase motor.

[0007] According to an embodiment of the present invention, a vehicle voltage conversion system wherein the vehicle voltage conversion controller is further configured to distribute the current of the selected two-phase windings according to the rotor position angle, such that the direct-axis component of the current vector formed by the two-phase windings during voltage conversion is equal in magnitude to the flux linkage of the permanent magnet of the three-phase motor divided by the magnitude of the difference between the direct-axis and quadrature-axis inductances of the three-phase motor.

[0008] According to an embodiment of the vehicle voltage conversion system of the present invention, the vehicle voltage conversion controller is further configured to cause the control signals of the switches of the switching arms in the two-phase windings to be phase-interleaved with each other.

[0009] According to a second aspect of this application, a vehicle voltage conversion controller is provided. This vehicle voltage conversion controller is configured to select two windings of the three-phase motor with higher inductance values ​​to perform voltage conversion between the vehicle's charging port and the power battery by controlling the on / off state of the switching arms of the motor drive control circuit of the three-phase motor, based on the rotor position angle of the vehicle's three-phase motor. The charging port includes a first output terminal and a second output terminal. The first output terminal is connected to the midpoint of the corresponding switching arm of each winding of the three-phase motor, and the second output terminal is connected to one terminal of the power battery.

[0010] According to a third aspect of this application, a vehicle is provided, the vehicle including a vehicle voltage conversion controller or a vehicle voltage conversion system as described in any of the foregoing embodiments.

[0011] According to a fourth aspect of this application, a voltage conversion control method is provided. The control method includes the following steps: receiving the detected rotor position angle of a three-phase motor of a vehicle; and, based on the rotor position angle, selecting two windings of the three-phase motor with larger inductance values ​​by controlling the on and off states of the switching bridge arms of the motor drive control circuit of the three-phase motor to perform voltage conversion between the vehicle's charging port and the power battery.

[0012] According to a control method of an embodiment of the present invention, a switch bridge arm includes two switch modules connected in series with each other, each switch module including a MOSFET switch and a diode connected in parallel with each other, and the control of the switch of the switch bridge arm includes: determining one of the MOSFET switch and the diode for turning on the switch module.

[0013] According to a control method of an embodiment of the present invention, the method further includes: allocating current to selected two-phase windings according to the rotor position angle, such that during the switching process, the magnetic flux formed by the two-phase windings does not have a component perpendicular to the direct axis of the rotor magnetic flux direction of the three-phase motor. The charging port includes a first output terminal and a second output terminal. The first output terminal is connected to the midpoint of the switch bridge arm corresponding to each winding of the three-phase motor, and the second output terminal is connected to one terminal of the power battery.

[0014] According to a control method of an embodiment of the present invention, the method further includes: allocating the current of the selected two-phase windings according to the rotor position angle, such that the direct-axis component of the current vector formed by the two-phase windings during the transformation process is equal in magnitude to the flux linkage of the permanent magnet of the three-phase motor divided by the magnitude of the difference between the direct-axis and quadrature-axis inductances of the three-phase motor.

[0015] According to a control method of an embodiment of the present invention, the method further includes: interleaving the phases of the control signals of the switches of the switching arms in the two-phase windings.

[0016] According to a fifth aspect of this application, a computer-readable storage medium is provided. The computer-readable storage medium stores instructions that, when executed by a processor, cause the processor to perform the voltage conversion control method as described in any of the foregoing embodiments.

[0017] According to a sixth aspect of this application, an electronic device is provided. The electronic device includes a memory and a processor, the memory storing instructions that, when executed by the processor, cause the processor to perform a voltage conversion control method as described in any of the foregoing embodiments.

[0018] This application utilizes the electric vehicle's own motor drive control circuit and windings for voltage conversion control, reducing the hardware cost of voltage conversion control. Furthermore, it only requires two-phase windings, minimizing winding losses. The selected two-phase windings maximize the utilization of the inductance generated within the motor, generating little or no additional torque and alleviating heat generation issues. In addition, the motor can be further optimized to achieve zero-torque output, reducing eddy current losses, minimizing the impact of input / output ripple, and improving charging efficiency. Attached Figure Description

[0019] The above and other objects and advantages of this application will become more fully clear from the following detailed description taken in conjunction with the accompanying drawings, wherein the same or similar elements are denoted by the same reference numerals.

[0020] Figure 1 A schematic diagram of a vehicle voltage conversion system 100 according to one or more embodiments of this application is shown.

[0021] Figure 2 A schematic diagram showing an example correspondence between rotor position angle and winding selection according to one or more embodiments of this application is provided.

[0022] Figure 3 A schematic diagram showing the correspondence between the rotor position angle θ and the self-inductance of the three-phase windings is presented.

[0023] Figure 4A An example is shown Figure 2A schematic diagram of the two-phase winding current distribution used for the three pairs of currents in the middle sector.

[0024] Figure 4B An example is shown Figure 2 A schematic diagram of the two-phase winding current distribution used in the middle sector 2.

[0025] Figure 5 The diagram shows the working signal waveforms of the corresponding switching modules for the selected two-phase windings.

[0026] Figure 6 A schematic diagram showing the distribution of current vectors at two d-axis angles is presented.

[0027] Figure 7 A schematic flowchart of a voltage transformation control method 700 according to one or more embodiments of this application is shown. Detailed Implementation

[0028] The following detailed description is merely exemplary in nature and is not intended to limit the disclosed technology or its application and use. Furthermore, it is not intended to be bound by any express or implied theory presented in the foregoing technical fields, background art, or the following detailed description.

[0029] In the following detailed description of the embodiments, numerous specific details are set forth in order to provide a more thorough understanding of the disclosed technology. However, it will be apparent to those skilled in the art that the disclosed technology can be practiced without these specific details. In other instances, well-known features have not been described in detail to avoid unnecessarily complicating the description.

[0030] Terms such as “comprising” and “including” indicate that, in addition to the units and steps that are directly and explicitly stated in the specification, the technical solution of the present invention does not exclude the presence of other units and steps that are not directly or explicitly stated.

[0031] In the following, various exemplary embodiments of the present invention will be described in detail with reference to the accompanying drawings.

[0032] Figure 1 A schematic diagram of a vehicle voltage conversion system 100, including a vehicle voltage conversion controller, according to one or more embodiments of this application is shown. The voltage conversion system 100 is connected to a power battery and includes a charging port 110, a three-phase motor 120, a motor drive control circuit 130, and a vehicle voltage conversion controller 140. The voltage conversion system 100 utilizes the vehicle's own motor drive control circuit 130 to convert external electrical energy supplied through the vehicle's charging port 110 into a form suitable for charging the power battery, or to convert the output voltage from the power battery for output.

[0033] exist Figure 1 In this circuit, the motor drive control circuit 130 is connected to the two terminals of the vehicle's power battery and includes three switch arms and six corresponding switch modules (Q1-Q6). Each switch arm consists of two switch modules connected in series. The midpoint of each switch arm is connected to the first output port of the charging port 110 via a winding. The second output port of the charging port 110 is connected to one terminal (e.g., the negative terminal) of the power battery. A capacitor can be connected in parallel with the power battery. It is understood that... Figure 1 The connection of the power battery, motor drive circuit, and windings (represented by inductance symbols) are all conventional circuit designs and configurations for electric vehicle drive motors in this field, and will not be described in detail here.

[0034] However, as Figure 1 As shown, in terms of circuit structure, this application further connects the first output port of the charging port to the other end of each phase winding, so that the first output port is connected to the midpoint of the switch bridge arm corresponding to each winding via each winding of the motor. That is, the same end of the three windings is connected and together connected to the first output port of the charging port. This circuit structure can make greater use of the winding inductance for voltage transformation, and the first output port is connected to the same end of each phase winding, which also benefits from the hardware layout of the vehicle's electric drive, eliminating the need for complex circuit design to connect to the other end of each winding through the winding housing or barrier plate (i.e., Figure 1 (The left end of each inductor symbol in the diagram). Furthermore, this application eliminates the need for a separate switch for winding selection; the switch within the motor drive circuit itself can be used.

[0035] Specifically, the charging port 110 includes a first output terminal and a second output terminal for providing electrical energy input from, for example, an external charging pile. The first output terminal of the charging port 110 is connected to the midpoint of each switch arm of the motor drive control circuit 130 corresponding to each phase. That is, the first output terminal is connected to the midpoint of the switch arm of each phase of the motor drive control circuit, and the winding of the corresponding phase of the motor 120 is connected to the connection line between the midpoint of the switch arm of each phase and the first input terminal of the charging port 110. In addition to the above connection with the charging port 110, the two input terminals of the motor drive control circuit 130 are connected to the two terminals of the power battery to obtain power from the vehicle power battery under normal driving scenarios and thus drive the three-phase motor. The vehicle voltage conversion controller 140 is connected to the motor drive control circuit 130 and provides it with control signals for each switch. The vehicle voltage conversion controller 140 selects and activates the corresponding two switch arms in the motor drive control circuit 130 according to the detected current rotor position angle of the motor 120 to perform voltage conversion control from the charging port 110 to the two terminals of the power battery. For example, after the vehicle voltage conversion controller 140 receives the rotor position angle of the motor detected by the vehicle motor rotor detection device, it selects the switching action of the switching bridge arm of the two-phase winding according to the magnitude of the rotor position angle (for example, turning on the control switch of the motor drive control circuit for the two-phase winding and turning off the switch of the other phase) to enable the two switching bridge arms to perform voltage conversion, wherein the switching action includes turning on the switch and turning off the switch.

[0036] exist Figure 2 This diagram illustrates an example correspondence between rotor position angle and winding selection according to one or more embodiments of this application, wherein a three-phase motor includes, for example, three-phase windings A / B / C. For example, with the magnetic field direction of the motor's A-phase winding at 0°, and rotating counterclockwise one revolution, sector 1 is defined as the range from 330° to 30°, and sectors 1 through 6 are named sequentially counterclockwise. Therefore, for example, when the motor rotor position angle θ is within sector 1, phase B and phase C windings are selected for voltage transformation. Thus, based on the currently detected rotor position angle, it can be determined which two switching arms (and corresponding windings) should be activated to operate the corresponding two-phase windings while the other phase winding remains inactive. This winding selection ensures that the combined magnetic field direction generated by the selected two sets of windings is approximately concentrated on the motor's quadrature axis (q-axis). It is understood that the above sector division is merely exemplary, and different sector sizes and angle division methods can be designed based on the criterion that the combined magnetic field direction generated by the selected two sets of windings is approximately concentrated on the motor's quadrature axis. For example, Figure 3As shown, the relationship between the corresponding rotor position angle θ (radians or electrical angles, within 2π) and the self-inductance LA(θ), LB(θ), and LC(θ) of the three-phase windings is illustrated. Based on the change of self-inductance with rotor position angle, six sectors can be divided. In each sector, the self-inductance values ​​of two corresponding phase windings are always greater than those of the remaining phase winding.

[0037] By controlling the vehicle voltage conversion controller 140 as described above, the vehicle's own motor drive control circuit 130 can be used for voltage conversion, making the external electrical energy voltage suitable for charging the power battery. This saves the need for additional voltage conversion modules / equipment, and since the inductance is generated by the winding itself, the hardware size and weight of the vehicle control system are further reduced. More importantly, the vehicle voltage conversion controller 130 in this application only selects two-phase windings and the corresponding switching module for electrical energy voltage conversion, thus saving the use and loss of one winding. In addition, the sector division and winding selection also take into account the magnetic field direction and the motor axis, effectively reducing or eliminating the generation of additional torque and improving the safety of the voltage conversion process.

[0038] Preferably, each switch module can also be as follows: Figure 1 The diode is connected in parallel as shown. That is, each switch arm can include two switch modules connected in series, and each switch module includes a MOSFET (Metal-Oxide-Semiconductor Field-Effect Transistor) switch and a diode connected in parallel. The vehicle voltage conversion controller 140 is also configured to control the switch control signal of the MOSFET switch to determine one of the MOSFET switch and diode for turning on the switch module. Thus, the switch control signal can be determined as needed; for example, in Q1, the MOSFET can be turned on while the diode is turned off, or the diode can be turned on while the MOSFET is turned off, with the former using the MOSFET channel for conduction resulting in less circuit loss. It is understood that this application is not limited to using MOSFET switches, but other types of controlled switches (such as IGBTs) are also possible.

[0039] After receiving the current rotor position angle of the motor, the vehicle voltage conversion controller 140 selects the corresponding two-phase windings according to the referenced sector correspondence and controls the switching of the switching bridge arms of these two-phase windings. Figure 2 Taking sector 3 (selecting phases A and C windings) as an example, then... Figure 1In this circuit, switches Q3 and Q4 corresponding to the B-phase winding are kept open, and for example, Q1 and Q5 are turned on while Q2 and Q6 are turned off (or connected to the other terminal of the power battery relative to the second output terminal of the charging port, so that Q1 and Q5 are turned off while Q2 and Q6 are turned on). Thus, the inductance generated by the AC-phase switch bridge arm of the motor drive control circuit and the corresponding winding can be used to form a voltage conversion module (e.g., a parallel interleaved Boost converter or Buck converter) to achieve the function of boosting or bucking voltage.

[0040] In some embodiments, the vehicle voltage conversion controller is further configured to distribute the current of the selected two-phase windings according to the rotor position angle, such that the flux linkage formed by the two-phase windings during voltage conversion has no direct-axis (d-axis) component perpendicular to the rotor flux linkage direction of the motor. Specifically, after the two-phase windings for voltage conversion have been selected, the generation of unwanted torque can be greatly reduced or eliminated. This application can further determine the current distribution between the selected two-phase windings according to the specific magnitude of the detected current rotor position angle, such that the flux linkage formed by the two-phase windings has no direct-axis (d-axis) component perpendicular to the rotor flux linkage direction of the motor, and the AC magnetic field (or AC ripple current) is on the q-axis to reduce rotor losses, while the DC magnetic field (or DC current) synthesized by the two phases is on the d-axis, thereby achieving zero torque output of the motor based on the vehicle boost charging process using multiplexed motor windings. In addition, since the AC component in the charging current is the source of eddy current loss of the motor rotor magnet during the charging process, and the q-axis inductance of the synchronous motor is small, applying the AC component in the charging current to the q-axis is beneficial to reduce eddy current loss and improve charging efficiency and safety.

[0041] In terms of specific allocation methods, corresponding to Figure 2 sector division, Figure 4A This example illustrates the two-phase winding current distribution used in sector 3 (sectors 1 and 5 are similar), where the magnetic field directions of the two phases AC are as shown by the magnetic flux linkage Ψ. AN and Ψ CN As indicated by the bold arrow, the resulting magnetic field, synthesized through trigonometric functions, is concentrated along the direct axis (d-axis) and in opposite directions. Furthermore, Figure 4B The diagram shows the two-phase winding current distribution used in sector 2 (sectors 2 and 4 are similar), where the magnetic field directions of phases A and B are as shown by the magnetic flux linkage Ψ. AN and Ψ BN As shown by the bold arrow, the magnetic field synthesized by trigonometric functions is concentrated on the direct axis (d-axis) and has the same direction.

[0042] In other embodiments, the current distribution can be based on the rotor position angle, such that the magnitude of the direct-axis component of the current vector formed by the two-phase windings during voltage transformation is equal to the magnitude of the flux linkage of the motor's permanent magnets divided by the difference between the motor's direct-axis and quadrature-axis inductances. This allows for effective current distribution in charging scenarios with large charging currents, achieving zero-torque output from the motor.

[0043] In some embodiments, the vehicle voltage conversion controller is further configured to interleave control signals that actuate the switching arms of the two-phase windings, such that the two switching arms are alternately turned on and off. For example, as Figure 5 The two-phase windings shown correspond to the operating signal waveforms of the switching module. Figure 2 or Figure 3 Taking sector 3 as an example, the operating signals of the AC two-phase winding switching modules (i.e., Q1 and Q5) are kept phase-interleaved (e.g., interleaved by 180°, but it is understood that other phase values ​​that can be interleaved are also included). In this way, the eddy current loss of the winding magnet can be significantly reduced, and the influence of input and output ripple can be reduced to a greater extent.

[0044] exist Figure 6 The diagram shows the distribution of current vectors IA(dc), IA(ac), IB(ac), and IB(dc) when the d-axis is 0° and 60°. It can be seen that the AC current vector I∑(ac) of the two-phase windings is concentrated along the q-axis, while the DC current vector I∑(dc) is located along the d-axis. This significantly reduces eddy current losses in the winding magnets and minimizes the impact of input and output ripple.

[0045] According to another aspect of this application, a vehicle is provided. The vehicle may include a vehicle voltage conversion system or a vehicle voltage conversion controller as described in any of the embodiments above. The term "vehicle" as used in this application is intended to refer to any suitable vehicle having a drive system, such as a hybrid electric vehicle, an electric vehicle, a plug-in hybrid electric vehicle, and the like.

[0046] Figure 7 A flowchart of a voltage transformation control method 700 according to one or more embodiments of this application is shown. The method 700 includes the following steps:

[0047] S1: Receive the detected rotor position angle of the vehicle's motor, which can be the current rotor position angle of the motor detected by the vehicle motor rotor detection device received by the controller.

[0048] S2: Based on the rotor position angle, the two phase windings with the larger inductance value among the three phase windings of the motor are selected by controlling the switching action of the switching bridge arm of the motor drive control circuit to perform voltage conversion between the vehicle's charging port and the power battery. For example, after the vehicle voltage conversion controller 140 receives the rotor position angle of the motor detected by the vehicle motor rotor detection device, it selects the switching action of the switching bridge arm of the two phase windings according to the magnitude of the rotor position angle (e.g., turning on the control switch of the motor drive control circuit for the two phase windings and turning off the switch of the other phase) to enable the two switching bridge arms to perform voltage conversion, wherein the switching action includes turning on the switch and turning off the switch. Figure 2 A schematic diagram showing the example correspondence between the rotor position angle and the winding selection.

[0049] Through the above control steps, the vehicle's own motor drive control circuit can be used for voltage conversion, making the external electrical energy voltage suitable for charging the power battery. This saves on the need for additional voltage conversion modules / equipment, and since the inductance is generated by the winding itself, the hardware size and weight of the vehicle control system are further reduced. More importantly, the vehicle voltage conversion controller in this application only selects two-phase windings and the corresponding switching module for electrical energy voltage conversion, thus saving the use and loss of one winding. In addition, the sector division and winding selection also take into account the magnetic field direction and the motor axis, effectively reducing or eliminating the generation of additional torque and improving the safety of the voltage conversion process.

[0050] Preferably, each switching module of the motor drive control circuit can also be as follows: Figure 1 The diode is connected in parallel as shown. That is, each switch bridge arm may include two switch modules connected in series, and each switch module includes a MOSFET switch and a diode connected in parallel. The vehicle voltage conversion controller 140 is also configured to control the switching control signal of the MOSFET switch to determine one of the MOSFET switch and diode for turning on the switch module. Thus, the switch control signal can be determined as needed; for example, in Q1, it is possible to select to turn on the MOSFET and turn off the diode, or to select to turn on the diode and turn off the MOSFET, with the former utilizing the MOSFET channel for conduction resulting in less circuit loss.

[0051] After receiving the current rotor position angle of the motor, the corresponding two-phase winding is selected according to the referenced sector correspondence, and the switching of the switching bridge arm of the two-phase winding is controlled. Figure 2 Taking sector 3 (selecting phases A and C windings) as an example, then... Figure 1In this circuit, switches Q3 and Q4 corresponding to the B-phase winding are kept open, and for example, Q1 and Q5 are turned on while Q2 and Q6 are turned off (or connected to the other terminal of the power battery relative to the second output terminal of the charging port, so that Q1 and Q5 are turned off while Q2 and Q6 are turned on). Thus, the inductance generated by the AC-phase switch bridge arm of the motor drive control circuit and the corresponding winding can be used to form a voltage conversion module (e.g., a parallel interleaved Boost converter or Buck converter) to achieve the function of boosting or bucking voltage.

[0052] In some embodiments, this control method can also allocate the current of the selected two-phase windings according to the rotor position angle, so that the flux linkage formed by the two-phase windings during voltage transformation does not have a direct-axis (d-axis) component perpendicular to the rotor flux linkage direction of the motor. Specifically, after selecting the two-phase windings for voltage transformation, the generation of unwanted torque can be greatly reduced or eliminated. This application can further determine the current allocation between the selected two-phase windings according to the specific magnitude of the detected current rotor position angle, so that the flux linkage formed by the two-phase windings does not have a direct-axis (d-axis) component perpendicular to the rotor flux linkage direction of the motor, and the AC magnetic field (or AC ripple current) is on the q-axis to reduce rotor losses, while the DC magnetic field (or DC current) synthesized by the two phases is on the d-axis, thereby achieving zero torque output of the motor based on the vehicle boost charging process using multiplexed motor windings. In addition, since the AC component in the charging current is the source of eddy current losses in the motor rotor magnets during charging, and the q-axis inductance of the synchronous motor is small, applying the AC component in the charging current to the q-axis is beneficial to reduce eddy current losses and improve charging efficiency.

[0053] In other embodiments, the current distribution in this control method can also be based on the rotor position angle, such that the magnitude of the direct-axis component of the current vector formed by the two-phase windings during voltage transformation is equal to the magnitude of the flux linkage of the motor's permanent magnets divided by the difference between the motor's direct-axis and quadrature-axis inductances. This allows for effective current distribution in charging scenarios with large charging currents, achieving zero-torque output from the motor.

[0054] In some embodiments, the control method further includes control signals that cause the switching arms of the two-phase winding to switch out of phase with each other, for example, such as... Figure 5 The selected two-phase windings correspond to the operating signal waveforms of the switching module shown. This significantly reduces eddy current losses in the winding magnets and further minimizes the impact of input / output ripple.

[0055] According to another aspect of this application, a computer-readable storage medium is provided, wherein instructions are stored, which, when executed by a processor, cause the processor to perform any of the voltage conversion control methods 700 described above. The computer-readable medium referred to in this application includes various types of computer storage media, and can be any available medium accessible by a general-purpose or special-purpose computer. For example, the computer-readable medium may include RAM, ROM, EPROM, E... 2 PROM, registers, hard disk, removable disk, CD-ROM or other optical disc storage, magnetic disk storage or other magnetic storage device, or any other temporary or non-temporary medium capable of carrying or storing desired program code units in the form of instructions or data structures and accessible by a general-purpose or special-purpose computer, or a general-purpose or special-purpose processor. Combinations of the above should also be included within the scope of protection for computer-readable media. An exemplary storage medium is coupled to a processor so that the processor can read and write information from / to the storage medium. In an alternative, the storage medium may be integrated into the processor. The processor and storage medium may reside in an ASIC. The ASIC may reside in a user terminal. In an alternative, the processor and storage medium may reside as discrete components in the user terminal.

[0056] According to another aspect of this application, an electronic device is provided. The electronic device includes a memory and a processor. The memory stores instructions that, when executed by the processor, cause the processor to perform the voltage conversion control method 700 described above. The memory and processor can be connected wired or wirelessly to enable data transmission or interaction. For example, these components can be electrically connected to each other via one or more communication buses. The memory can be, for example, the computer-readable storage medium described above. The processor can be a processing module with signal processing capabilities, such as a general-purpose processor, including a central processing unit (CPU), a network processor (NP), etc.; it can also be a digital signal processor (DSP), an application-specific integrated circuit (ASIC), a field-programmable gate array (FPGA), or other programmable logic devices, discrete gate or transistor logic devices, or discrete hardware components.

[0057] The above are merely specific embodiments of this application, but the scope of protection of this application is not limited thereto. Those skilled in the art can conceive of other feasible variations or substitutions based on the technical scope disclosed in this application, and such variations or substitutions are all covered within the scope of protection of this application. Where there is no conflict, the embodiments and features described in the embodiments of this application can also be combined with each other. The scope of protection of this application is determined by the claims.

Claims

1. A vehicle voltage conversion system, characterized in that, The vehicle voltage conversion system includes: Three-phase motor; The motor drive control circuit is connected between the vehicle's power battery and the three-phase motor, and includes three parallel switch arms. The charging port includes a first output terminal and a second output terminal. The first output terminal is connected to the midpoint of the switch bridge arm corresponding to each winding of the three-phase motor. The second output terminal is connected to one terminal of the power battery. The vehicle voltage conversion controller is configured to select two phase windings of the three-phase motor with larger inductance values ​​by controlling the on and off states of three switching arms, based on the rotor position angle of the three-phase motor, to perform voltage conversion between the charging port and the power battery. The vehicle voltage conversion controller is further configured to: select two phase windings whose self-inductance value is always greater than that of the remaining phase winding, based on the sector where the rotor position angle is currently located. The rotor position angle is located in one of six sectors, which are determined based on the relationship between the self-inductance of each phase winding of the three-phase motor and the rotor position angle. The vehicle voltage conversion controller is further configured to allocate the current of the selected two-phase windings according to the rotor position angle, such that the AC current vector formed by the two-phase windings during the voltage conversion process is concentrated in the quadrature axis direction of the three-phase motor, while the synthesized DC current vector is located in the direct axis direction, and the DC current vector on the direct axis is equal in magnitude to the flux linkage of the permanent magnet of the three-phase motor divided by the magnitude of the difference between the direct axis and quadrature axis inductances of the three-phase motor.

2. The vehicle voltage conversion system according to claim 1, characterized in that, The switch bridge arm includes two switch modules connected in series, each switch module including a MOSFET switch and a diode connected in parallel, and the vehicle voltage conversion controller is further configured to control the switch control signal of the MOSFET switch to determine one of the MOSFET switch and the diode for turning on the switch module.

3. The vehicle voltage conversion system according to claim 1 or 2, characterized in that, The vehicle voltage conversion controller is also configured to cause the control signals of the switches of the switching arms in the two-phase windings to be phase-interleaved.

4. A vehicle voltage conversion controller, characterized in that, The vehicle voltage conversion controller is configured to select two windings with larger inductance values ​​from the three-phase motor windings to perform voltage conversion between the vehicle's charging port and the power battery by controlling the on and off states of the switching bridge arms of the motor drive control circuit of the three-phase motor, based on the rotor position angle of the vehicle's three-phase motor. The charging port includes a first output terminal and a second output terminal. The first output terminal is connected to the midpoint of the corresponding switching bridge arm via each winding of the three-phase motor. The second output terminal is connected to one terminal of the power battery. Furthermore, the vehicle voltage conversion controller is configured to: Based on the sector where the rotor position angle is currently located, two phase windings with self-inductance values ​​always greater than the remaining phase winding are selected. The rotor position angle falls within six sectors, which are determined based on the relationship between the self-inductance of each phase winding of the three-phase motor and the rotor position angle. The current of the selected two-phase windings is allocated according to the rotor position angle, such that the AC current vector formed by the two-phase windings during the voltage transformation is concentrated in the quadrature axis direction of the three-phase motor, while the synthesized DC current vector is located in the direct axis direction, and the DC current vector on the direct axis is equal in magnitude to the flux linkage of the permanent magnet of the three-phase motor divided by the magnitude of the difference between the direct axis and quadrature axis inductances of the three-phase motor.

5. A vehicle, characterized in that, The vehicle includes a vehicle voltage conversion system according to any one of claims 1-3, or includes a vehicle voltage conversion controller according to claim 4.

6. A vehicle voltage conversion control method, characterized in that, The method includes the following steps: Receive the detected rotor position angle of the vehicle's three-phase motor; and Based on the rotor position angle, the switching arms of the motor drive control circuit of the three-phase motor are controlled to turn on and off, thereby selecting two phase windings with larger inductance values ​​from the three-phase motor windings to perform voltage transformation between the vehicle's charging port and the power battery. The charging port includes a first output terminal and a second output terminal. The first output terminal is connected to the midpoint of the switch bridge arm corresponding to each winding of the three-phase motor. The second output terminal is connected to one terminal of the power battery. Furthermore, the method further includes: Based on the sector where the rotor position angle is currently located, two phase windings with self-inductance values ​​always greater than the remaining phase winding are selected. The rotor position angle falls within six sectors, which are determined based on the relationship between the self-inductance of each phase winding of the three-phase motor and the rotor position angle. The current of the selected two-phase windings is allocated according to the rotor position angle, such that the AC current vector formed by the two-phase windings during the voltage transformation is concentrated in the quadrature axis direction of the three-phase motor, while the synthesized DC current vector is located in the direct axis direction, and the DC current vector on the direct axis is equal in magnitude to the flux linkage of the permanent magnet of the three-phase motor divided by the magnitude of the difference between the direct axis and quadrature axis inductances of the three-phase motor.

7. The voltage transformation control method according to claim 6, characterized in that, The switch bridge arm includes two switch modules connected in series, each switch module including a MOSFET switch and a diode connected in parallel, and the control of the switch modules of the switch bridge arm further includes: determining one of the MOSFET switch and the diode to turn on the switch module.

8. The voltage transformation control method according to claim 6 or 7, characterized in that, The method further includes: The control signals of the switching arms in the two-phase windings are phase-interleaved.

9. A computer-readable storage medium storing instructions, characterized in that, When the instruction is executed by the processor, the processor performs the voltage conversion control method according to any one of claims 6-8.

10. An electronic device, the electronic device comprising a memory and a processor, characterized in that, The memory stores instructions that, when executed by the processor, cause the processor to perform the voltage conversion control method according to any one of claims 6-8.

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