A dual-loop control method, system, and device for boost charging of a vehicle.

Abstract

This invention belongs to the field of charging technology for new energy vehicles, specifically relating to a dual-loop control method, system, and device for boost charging of vehicles. The dual-loop control method for boost charging of vehicles includes: acquiring the target charging voltage and target charging current requested by the vehicle, and collecting the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor windings; performing closed-loop control on the target charging voltage and the actual charging voltage to generate a first target control current based on a voltage outer loop control strategy; calculating a second target control current based on a current inner loop control strategy according to the first target control current and the target charging current; allocating the second target control current as target three-phase currents based on the position of the vehicle motor rotor; and generating a duty cycle based on the actual three-phase current and the target three-phase current to control the operation of the vehicle's boost charging circuit.

Description

Technical Field

[0001] This invention belongs to the field of charging technology for new energy vehicles, specifically relating to a dual-loop control method, system, and device for boost charging of vehicles. Background Technology

[0002] With the increasing application of 800V systems in the field of new energy vehicles, the contradiction that 400V charging piles cannot charge 800V systems is becoming increasingly prominent.

[0003] Currently, the common practice in the industry is to use the motor and motor controller to form a step-up / step-down circuit, and then use a 400V charging station to charge the 800V system. One commonly used circuit scheme is as follows: Figure 1 As shown, the main technical features are: the motor adopts a center-point connection method, and the three phases of the motor run in the same phase current; an additional external boost charging component is added to provide additional inductance for the entire system, and filter components and relays are integrated.

[0004] For the above circuits, using a conventional current closed-loop control scheme will have the following problems: poor current control accuracy due to circuit complexity; NVH (Noise, Vibration, Harshness) problems caused by constant torque due to the three-phase current flow of the motor; and poor EMC (Electromagnetic Compatibility) problems caused by high-frequency switching. Summary of the Invention

[0005] In view of the shortcomings of the prior art described above, the purpose of this invention is to provide a dual-loop control scheme that integrates current correction, efficiency correction, current distribution, and frequency dithering control functions, which can effectively improve control accuracy and reduce noise and electromagnetic interference.

[0006] To achieve the above and other related objectives, the present invention provides a dual-loop control method for boost charging of a vehicle, comprising: acquiring a target charging voltage and a target charging current requested by the vehicle, and acquiring the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor windings; performing closed-loop control on the target charging voltage and the actual charging voltage to generate a first target control current based on a voltage outer loop control strategy; calculating a second target control current based on a current inner loop control strategy according to the first target control current and the target charging current; allocating the second target control current as a target three-phase current based on the position of the vehicle motor rotor; and generating a duty cycle based on the actual three-phase current and the target three-phase current to control the operation of the vehicle's boost charging circuit.

[0007] According to a specific embodiment of the present invention, the step of calculating the second target control current based on the first target control current and the target charging current, according to the current inner loop control strategy, includes: performing efficiency correction on the target charging current to obtain an optimized target charging current; and calculating the second target control current based on the optimized target charging current and the first target control current.

[0008] According to a specific embodiment of the present invention, the step of performing efficiency correction on the target charging current to obtain an optimized target charging current includes: obtaining the working efficiency of the vehicle's boost charging circuit based on the current charging conditions; identifying the current charging conditions based on the input voltage, output voltage, and output power of the vehicle's boost charging circuit; calculating the ratio of the actual charging voltage to the product of the input voltage of the vehicle's boost charging circuit and the working efficiency; and using the product of the target charging current and the ratio as the optimized target charging current.

[0009] According to a specific embodiment of the present invention, the step of calculating the second target control current based on the optimized target charging current and the first target control current includes: taking the smaller current value between the optimized target charging current and the first target control current as the second target control current.

[0010] According to a specific embodiment of the present invention, the step of allocating the second target control current as a target three-phase current based on the position of the vehicle motor rotor includes: obtaining the current actual angle of the vehicle motor rotor; obtaining the corresponding U-phase proportional parameter, V-phase proportional parameter, and W-phase proportional parameter according to the actual angle; and multiplying the second target control current by the U-phase proportional parameter, the V-phase proportional parameter, and the W-phase proportional parameter respectively as the target U-phase current, the target V-phase current, and the target W-phase current in the target three-phase current.

[0011] According to a specific embodiment of the present invention, the step of generating a duty cycle based on the actual three-phase current and the target three-phase current and controlling the operation of the vehicle's boost charging circuit includes: optimizing the accuracy of the actual three-phase current; and obtaining the duty cycle through closed-loop control based on the optimized actual three-phase current and the target three-phase current.

[0012] According to a specific embodiment of the present invention, the step of optimizing the accuracy of the actual three-phase current includes: obtaining the circuit gain parameter and offset of the vehicle current detection circuit in the vehicle motor torque mode and the charging mode respectively; identifying whether the vehicle motor is in torque mode or charging mode, and taking the sum of the product of the corresponding circuit gain parameter and the original value of the actual three-phase current and the corresponding offset as the optimized actual three-phase current.

[0013] According to a specific embodiment of the present invention, the method further includes: performing frequency jitter control on the period of the PWM signal based on the duty cycle.

[0014] A dual-loop control system for boost charging of a vehicle includes: an electrical parameter acquisition module for acquiring the target charging voltage and target charging current requested by the vehicle, and collecting the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor windings; a voltage outer loop control module for performing closed-loop control on the target charging voltage and the actual charging voltage to generate a first target control current based on the voltage outer loop control strategy; a current inner loop control module for calculating a second target control current based on the first target control current and the target charging current; a three-phase current calculation module for allocating the second target control current as target three-phase currents based on the position of the vehicle motor rotor; and a control module for generating a duty cycle based on the actual three-phase current and the target three-phase current to control the operation of the vehicle's boost charging circuit.

[0015] An in-vehicle device includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor executes the program to implement the steps of any of the methods described above.

[0016] This invention utilizes a dual closed-loop control system with an outer voltage loop and an inner current loop. By optimizing the efficiency of the requested target charging current and the accuracy of the collected actual three-phase current, it significantly improves the current control accuracy of the vehicle's boost charging circuit, achieving a control effect far exceeding the national standard requirements for charging piles. Simultaneously, it optimizes NVH performance by rationally allocating the three-phase current based on the actual angle of the motor rotor. Furthermore, frequency dithering control of the PWM signal period effectively improves EMC performance, demonstrating high reliability and practicality. Attached Figure Description

[0017] Figure 1 This is a schematic diagram of the circuit topology of a specific embodiment of the boost charging circuit for vehicles provided by the present invention;

[0018] Figure 2 This is a flowchart illustrating a specific embodiment of a dual-loop control method for boost charging of a vehicle provided by the present invention.

[0019] Figure 3 The waveform diagram of a specific embodiment of the three-phase current and motor torque provided by the present invention is shown below.

[0020] Figure 4 The waveform diagram is shown for a specific embodiment of the triangular wave dithering provided by the present invention.

[0021] Figure 5This is a simulation diagram illustrating a specific embodiment of the dual-loop control method for boost charging of a vehicle provided by the present invention.

[0022] Figure 6 The waveform diagram is shown in a specific embodiment of the dual-ring control method for boost charging of a vehicle provided by the present invention, without frequency dithering enabled in actual application.

[0023] Figure 7 The waveform diagram shows a specific embodiment of the dual-ring control method for boost charging of a vehicle provided by the present invention with frequency dithering enabled in a practical application.

[0024] Figure 8 A schematic diagram of a specific embodiment of a dual-loop boost charging control system for vehicles provided by the present invention;

[0025] Figure 9 This is a schematic diagram of a specific embodiment of a vehicle-mounted device provided by the present invention. Detailed Implementation

[0026] The embodiments of the present invention will be described below with reference to the accompanying drawings and preferred embodiments. Those skilled in the art can easily understand other advantages and effects of the present invention from the content disclosed in this specification. The present invention can also be implemented or applied through other different specific embodiments, and various details in this specification can also be modified or changed based on different viewpoints and applications without departing from the spirit of the present invention. It should be understood that the preferred embodiments are only for illustrating the present invention and not for limiting the scope of protection of the present invention.

[0027] It should be noted that the illustrations provided in the following embodiments are only schematic representations of the basic concept of the present invention. Therefore, the drawings only show the components related to the present invention and are not drawn according to the actual number, shape and size of the components in the actual implementation. In the actual implementation, the form, quantity and proportion of each component can be arbitrarily changed, and the layout of the components may also be more complex.

[0028] In the following description, numerous details are explored to provide a more thorough explanation of embodiments of the invention. However, it will be apparent to those skilled in the art that embodiments of the invention may be practiced without these specific details. In other embodiments, well-known structures and devices are shown in block diagram form rather than in detail to avoid obscuring embodiments of the invention.

[0029] First, it should be noted that, in order to enable those skilled in the art to better understand the solution of this application, the technical background of this application will be explained accordingly.

[0030] A BOOST boost circuit is built using the three-phase inverter bridge of the motor controller and the stator windings of the motor in new energy vehicles to charge the vehicle's battery, thus solving the problems of difficult and slow charging in new energy vehicles. For example... Figure 1 As shown, when the power transistors of the lower half-bridge (U2, V2, W2) are working, the power transistors of the upper half-bridge are blocked, and the input of the boost charging circuit can be connected to a 400V charging pile for boost charging. When both the upper and lower half-bridge power transistors are blocked, the input of the boost charging circuit is controlled by the output voltage of the charging pile, thus adapting to different charging scenarios. Furthermore, to address the issue of charging an 800V battery with a 400V charging pile, an external boost charging component is added, such as... Figure 1 As shown, it provides additional inductance to the entire boost circuit to assist in boosting, and integrates filter components and relays for switching between the motor drive circuit and the boost charging circuit.

[0031] Based on the aforementioned boost charging circuit, conventional current closed-loop control is typically used for prevention, which leads to poor current control accuracy and relatively serious noise and electromagnetic interference.

[0032] Therefore, this application provides a dual-loop control method for boost charging of a vehicle to solve the above problems.

[0033] Example 1

[0034] Please see Figure 2 As shown, a dual-loop control method for boost charging of a vehicle includes:

[0035] Step S10: Obtain the target charging voltage and target charging current requested by the vehicle, and collect the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor winding.

[0036] Step S20: Perform closed-loop control on the target charging voltage and the actual charging voltage to generate a first target control current based on the voltage outer loop control strategy.

[0037] Step S30: Calculate the second target control current based on the first target control current and the target charging current using the current inner loop control strategy.

[0038] Step S40: Based on the position of the vehicle motor rotor, the second target control current is allocated as a target three-phase current.

[0039] Step S50: Based on the actual three-phase current and the target three-phase current, generate the duty cycle and control the vehicle's boost charging circuit to operate.

[0040] Among them, voltage outer loop control strategy and current inner loop control strategy are common control methods that can be used to control various power electronic devices. The main approach is to control the voltage through the voltage outer loop and then control the current through the current inner loop, thereby achieving control of the power electronic device.

[0041] Furthermore, employing dual closed-loop control based on an outer voltage loop and an inner current loop can effectively improve control accuracy and stability. Precise control of voltage and current during battery charging makes the charging process more stable and controllable. In this embodiment, to achieve charging of the battery with an 800V output voltage after boosting the voltage of a 400V charging pile, the actual charging voltage across the battery terminals is detected, and the current is adjusted through negative voltage feedback control.

[0042] Specifically, as described above, based on the target charging voltage requested by the vehicle, which is the voltage output of the requested boost charging circuit (ideally 800V), closed-loop PI control is performed with the actual charging voltage measured at both ends of the battery to generate the first target control current. Then, based on the first target control current and the target charging current output by the requested boost charging circuit, closed-loop control is performed to adjust the three-phase current.

[0043] In one specific embodiment, the specific steps for generating the second target control current in step S30 are as follows:

[0044] Step S31: Perform efficiency correction on the target charging current to obtain an optimized target charging current.

[0045] Step S32: Calculate the second target control current based on the optimized target charging current and the first target control current.

[0046] The target charging current is the requested output current of the boost charging circuit. However, due to the efficiency of the boost charging circuit, the actual output current will be less than the target charging current. Directly controlling based on the target charging current would affect control accuracy.

[0047] Therefore, based on the principle of power conservation, the target charging current is adjusted for efficiency to improve control accuracy. Specifically, the optimized target charging current can be calculated using the following formula:

[0048]

[0049] Among them, I 优 U represents the optimized target charging current, where I represents the target charging current and U represents the target charging current. 实际 U represents the actual charging voltage. 输入The input voltage of the boost charging circuit is represented, which in this embodiment can be the 400V output voltage of the charging pile, and n represents the working efficiency of the boost charging circuit.

[0050] It should be noted that the operating efficiency of the boost charging circuit can be obtained by looking up a table based on the input voltage, output voltage, and output power of the boost charging circuit.

[0051] Therefore, the optimized target charging current is the actual charging current flowing into the battery. Closed-loop control based on the optimized target charging current effectively improves the current control accuracy.

[0052] Based on the optimized target charging current and the first target control current, the smaller current value is selected as the second target control current to further improve the current control accuracy.

[0053] Furthermore, the obtained second target control current is rationally allocated into target three-phase currents, namely target U-phase current, target V-phase current, and target W-phase current, to optimize the vehicle's NVH performance. In a specific embodiment, the allocation step S40 based on the position of the vehicle motor rotor is as follows:

[0054] Step S41: Obtain the current actual angle of the vehicle motor rotor.

[0055] Step S42: Obtain the corresponding U-phase proportional parameters, V-phase proportional parameters, and W-phase proportional parameters according to the actual angle, and use the product of the second target control current with the U-phase proportional parameters, V-phase proportional parameters, and W-phase proportional parameters as the target U-phase current, target V-phase current, and target W-phase current, respectively.

[0056] Among them, such as Figure 3 As shown, the left side displays the waveforms of the three-phase currents, which exhibit sinusoidal fluctuations. The right side displays the waveform of the motor rotor torque, showing that the motor rotor torque also fluctuates sinusoidally. Therefore, when the motor rotor rotates, its actual angle corresponds to a specific distribution of the three-phase currents. Preferably, when the actual angle of the motor rotor is 0 degrees Celsius, the U-phase current, V-phase current, and W-phase current have a 1:1:1 ratio. By obtaining the proportional relationships between the three-phase currents at different actual angles, the target U-phase current, target V-phase current, and target W-phase current can be calculated. Furthermore, the proportional relationships between the three-phase currents are the U-phase proportional parameters, V-phase proportional parameters, and W-phase proportional parameters corresponding to the actual angle, which can be obtained by looking up a table.

[0057] Based on the calculated target three-phase current and the measured actual three-phase current, closed-loop PI control is performed to generate the duty cycle of the gates of the control power transistors U2, V2, and W2.

[0058] Because the motor uses the same current detection circuit in both charging and torque modes, and the three-phase current flowing through the motor windings is larger in torque mode, the accuracy of the current detection circuit is correspondingly higher, typically 0-1000A. However, in charging mode, the maximum three-phase current flowing through the motor windings is only around 100A, utilizing only a small portion of the total range of the current detection circuit, resulting in lower accuracy of the actual three-phase current collected. Furthermore, the current is sinusoidal in torque mode and sawtooth-shaped in charging mode, leading to inconsistent responses to the two current types.

[0059] Therefore, to further optimize the current control accuracy, in a specific embodiment, the specific steps for generating the duty cycle in step S50 are as follows:

[0060] Step S51: Optimize the accuracy of the actual three-phase current.

[0061] Step S52: Based on the optimized actual three-phase current and the target three-phase current, the duty cycle is obtained by closed-loop control.

[0062] Specifically, the circuit gain parameters and offset of the current detection circuit are obtained in both torque mode and charging mode. The circuit gain parameters and offset in torque mode are the motor's rated parameters and can be directly obtained through lookup. The circuit gain parameters in charging mode are the same as those in torque mode, while the offset can be calibrated according to a current range of 0-150A. The software determines whether it is in torque mode or charging mode and selects the corresponding circuit gain parameters and offset. It then performs calculations based on the measured raw values ​​of the actual three-phase current. The optimized formula for calculating the actual three-phase current is as follows:

[0063] I 三相 =Gain*RAW 三相 +Offset

[0064] Among them, I 三相 RAW represents the optimized actual three-phase current, Gain represents the circuit gain parameter, and RAW represents the actual three-phase current. 三相 This represents the original value of the actual three-phase current, and Offset represents the offset.

[0065] The optimized actual U-phase current, optimized actual V-phase current, and optimized actual W-phase current are obtained by substituting the actual U-phase current, actual V-phase current, and actual W-phase current into the formula.

[0066] Ultimately, the boost charging circuit is controlled based on the generated duty cycle to charge the vehicle battery.

[0067] Furthermore, to optimize EMC performance, the vehicle's boost charging dual-loop control method also includes:

[0068] Step S60: Perform frequency jitter control on the period of the PWM signal according to the duty cycle.

[0069] Traditional boost charging uses a control frequency of 20kHz. Frequency dithering can disperse EMC noise, thus improving EMC control performance. There are two types of frequency dithering: random dithering and triangular wave dithering. The triangular wave dithering scheme is controlled as follows: Figure 4 Frequency dithering is performed in the form of a triangular wave around 20kHz, with the upper and lower limits of the triangular wave amplitude being 10% of the set value. The frequency changes once in each control cycle. In random frequency dithering control, the frequency changes randomly within the range of 20kHz ± 2kHz, changing once in each control cycle, thereby effectively reducing electromagnetic interference.

[0070] It should be noted that in this embodiment, the 400V input voltage and 800V output voltage of the boost charging circuit are only explained as a preferred embodiment. The boost charging dual-loop control method for vehicles in this application can be adapted to different charging scenarios. Modifications and refinements made by those skilled in the art to the embodiments of this invention without departing from the spirit of this invention still fall within the scope of the invention application patent.

[0071] In summary, using the dual-loop control method for boost charging of the aforementioned vehicles, the current control accuracy can be controlled to within 1% of the target charging current and the actual charging current. This control effect far exceeds the national standard requirements for charging piles. Figure 5 As shown in Figures 6 and 7, the motor output torque can be completely controlled to 0. Enabling frequency dithering can reduce the EMC interference bottleneck value by 10dB. Figure 6 This represents the voltage-based conducted emission performance without frequency dithering. Figure 7 To enable voltage-based conducted emission performance with frequency dithering, EMC performance was effectively optimized.

[0072] It should be noted that the steps of the various methods described above are only for clarity. In practice, they can be combined into one step or some steps can be split into multiple steps. As long as they contain the same logical relationship, they are all within the scope of protection of this patent. Adding insignificant modifications or introducing insignificant designs to the algorithm or process, but without changing the core design of the algorithm and process, are also within the scope of protection of this patent.

[0073] Example 2

[0074] Please see Figure 8 As shown in the illustration, this application also provides a dual-loop control system for boost charging of a vehicle, comprising:

[0075] The electrical parameter acquisition module 10 is used to acquire the target charging voltage and target charging current requested by the vehicle, and to collect the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor winding.

[0076] The voltage outer loop control module 20 is used to perform closed-loop control on the target charging voltage and the actual charging voltage to generate a first target control current based on the voltage outer loop control strategy.

[0077] The current inner loop control module 30 is used to calculate a second target control current based on the current inner loop control strategy according to the first target control current and the target charging current.

[0078] The three-phase current calculation module 40 is used to allocate the second target control current as the target three-phase current based on the position of the vehicle motor rotor.

[0079] The control module 50 is used to generate a duty cycle based on the actual three-phase current and the target three-phase current, and control the operation of the vehicle's boost charging circuit.

[0080] It should be noted that the vehicle boost charging dual-loop control system provided in the above embodiments and the vehicle boost charging dual-loop control method provided in Embodiment 1 belong to the same concept. The specific operation methods of each module and unit have been described in detail in the method embodiments and will not be repeated here. In practical applications, the vehicle boost charging dual-loop control method provided in Embodiment 1 can be assigned to different functional modules as needed, that is, the internal structure of the device can be divided into different functional modules to complete all or part of the functions described above. This is not a limitation here.

[0081] Example 3

[0082] Please see Figure 9 As shown, embodiments of this application also provide an in-vehicle device, including a memory 2, a processor 1, and a program stored in the memory and executable on the processor, wherein the processor executes the steps of any of the methods described above.

[0083] The memory includes at least one type of readable storage medium, such as flash memory, portable hard drive, multimedia card, card-type memory (e.g., SD or DX memory), magnetic memory, magnetic disk, optical disk, etc. In some embodiments, the memory can be an internal storage unit of an electronic device, such as a portable hard drive. In other embodiments, the memory can be an external storage device of the electronic device, such as a plug-in portable hard drive, Smart Media Card (SMC), Secure Digital (SD) card, Flash Card, etc. Furthermore, the memory can include both internal and external storage units of the electronic device. The memory can be used not only to store application software and various types of data installed on the electronic device, but also to temporarily store data that has been output or will be output.

[0084] In some embodiments, a processor may be composed of integrated circuits, such as a single packaged integrated circuit or multiple integrated circuits packaged with the same or different functions. This includes combinations of one or more central processing units (CPUs), microprocessors, digital processing chips, graphics processors, and various control chips. The processor is the control unit of the electronic device, connecting various components of the device via various interfaces and lines. It executes programs or modules stored in the memory and calls data stored in the memory to perform various functions and process data within the electronic device.

[0085] The processor executes the operating system of the electronic device and various installed applications. The processor executes the applications to implement the steps in the above method embodiments.

[0086] For example, the program may be divided into one or more modules, which are stored in the memory and executed by the processor to complete the present invention. The one or more modules may be a series of program instruction segments capable of performing a specific function, which describe the execution process of the program in the electronic device.

[0087] The integrated unit, implemented as a software functional module, can be stored in a computer-readable storage medium. This software functional module, stored in a storage medium, includes several instructions to cause a computer device (which may be a personal computer, computer equipment, or network device, etc.) or processor to execute some functions of the lithium battery cold solder joint detection method of the various embodiments of the present invention.

[0088] In summary, this invention, based on dual closed-loop control of an outer voltage loop and an inner current loop, significantly improves the current control accuracy of the vehicle's boost charging circuit by optimizing the efficiency of the requested target charging current and the accuracy of the collected actual three-phase current. The control effect far exceeds the national standard requirements for charging piles. Simultaneously, the reasonable allocation of three-phase current based on the actual angle of the motor rotor optimizes NVH performance. Furthermore, frequency dithering control of the PWM signal period effectively improves EMC performance, demonstrating high reliability and practicality.

[0089] The above embodiments are merely illustrative of the principles and effects of the present invention and are not intended to limit the invention. Any person skilled in the art can modify or alter the above embodiments without departing from the spirit and scope of the present invention. Therefore, all equivalent modifications or alterations made by those skilled in the art without departing from the spirit and technical concept disclosed in the present invention should still be covered by the claims of the present invention.

Claims

1. A boost charging dual-loop control method of a vehicle, characterized by, include: The system acquires the target charging voltage and target charging current requested by the vehicle, and collects the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor windings. Closed-loop control is performed on the target charging voltage and the actual charging voltage to generate a first target control current based on a voltage outer-loop control strategy. Based on the first target control current and the target charging current, a second target control current based on a current inner-loop control strategy is calculated, and the steps include: performing efficiency correction on the target charging current to obtain an optimized target charging current; calculating the second target control current based on the optimized target charging current and the first target control current; wherein, the step of performing efficiency correction on the target charging current to obtain the optimized target charging current includes: obtaining the working efficiency of the vehicle's boost charging circuit based on the current charging conditions; the current charging conditions are identified based on the input voltage, output voltage, and output power of the vehicle's boost charging circuit; calculating the ratio of the actual charging voltage to the product of the input voltage of the vehicle's boost charging circuit and the working efficiency, and using the product of the target charging current and the ratio as the optimized target charging current; The second target control current is allocated as a target three-phase current based on the position of the vehicle motor rotor; The duty cycle is generated based on the actual three-phase current and the target three-phase current to control the operation of the vehicle's boost charging circuit.

2. The boost charging dual-loop control method of a vehicle according to claim 1, characterized by, The step of calculating the second target control current based on the optimized target charging current and the first target control current includes: The smaller of the optimized target charging current and the first target control current is used as the second target control current.

3. The dual-loop control method for boost charging of a vehicle according to claim 1, characterized in that, The step of allocating the second target control current as a target three-phase current based on the position of the vehicle motor rotor includes: Obtain the current actual angle of the vehicle motor rotor; The corresponding U-phase proportional parameters, V-phase proportional parameters, and W-phase proportional parameters are obtained based on the actual angle. The product of the second target control current with the U-phase proportional parameters, the V-phase proportional parameters, and the W-phase proportional parameters is used as the target U-phase current, target V-phase current, and target W-phase current in the target three-phase current.

4. The dual-loop control method for boost charging of a vehicle according to claim 1, characterized in that, The steps for controlling the operation of the vehicle's boost charging circuit by generating a duty cycle based on the actual three-phase current and the target three-phase current include: The accuracy of the actual three-phase current is optimized; The duty cycle is obtained by closed-loop control based on the optimized actual three-phase current and the target three-phase current.

5. The dual-loop control method for boost charging of a vehicle according to claim 4, characterized in that, The steps for optimizing the accuracy of the actual three-phase current include: Obtain the circuit gain parameters and offset of the vehicle's current detection circuit in vehicle motor torque mode and charging mode, respectively. The system identifies whether the vehicle motor is in torque mode or charging mode, and uses the product of the corresponding circuit gain parameter and the original value of the actual three-phase current, along with the corresponding offset, as the optimized actual three-phase current.

6. The dual-loop control method for boost charging of a vehicle according to claim 1, characterized in that, Also includes: Frequency jitter control is performed on the period of the PWM signal based on the duty cycle.

7. A dual-loop control system for boost charging of a vehicle, characterized in that, include: The electrical parameter acquisition module is used to acquire the target charging voltage and target charging current requested by the vehicle, and to collect the actual charging voltage of the vehicle battery and the actual three-phase current of the vehicle motor windings. The voltage outer loop control module is used to perform closed-loop control on the target charging voltage and the actual charging voltage to generate a first target control current based on the voltage outer loop control strategy. A current inner loop control module is used to calculate a second target control current based on a current inner loop control strategy according to a first target control current and a target charging current. The steps include: performing efficiency correction on the target charging current to obtain an optimized target charging current; and calculating the second target control current based on the optimized target charging current and the first target control current. The step of performing efficiency correction on the target charging current to obtain the optimized target charging current includes: obtaining the operating efficiency of the vehicle's boost charging circuit based on the current charging conditions; identifying the current charging conditions based on the input voltage, output voltage, and output power of the vehicle's boost charging circuit; calculating the ratio of the actual charging voltage to the product of the input voltage of the vehicle's boost charging circuit and the operating efficiency; and using the product of the target charging current and the ratio as the optimized target charging current. The three-phase current calculation module is used to allocate the second target control current as the target three-phase current based on the position of the vehicle motor rotor. The control module is used to generate a duty cycle based on the actual three-phase current and the target three-phase current, and control the operation of the vehicle's boost charging circuit.

8. A vehicle-mounted device, characterized in that, It includes a memory, a processor, and a program stored in the memory and executable on the processor, wherein the processor, when executing the program, implements the steps of the method according to any one of claims 1 to 6.

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