Boost charging control method, device and equipment of vehicle and storage medium

Abstract

The invention discloses a boost charging control method, device and equipment for a vehicle and a storage medium. The vehicle comprises a three-phase boost topological structure. The three-phase boost topological structure comprises a first phase winding, a second phase winding and a third phase winding; the boost charging control method comprises the steps that when the vehicle enters a boost charging mode, a first motor rotor angle of a motor in the vehicle is obtained; determining a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under the preset torque; when the vehicle is in the preset gear, the rotor angle of the motor is adjusted from the first motor rotor angle to the second motor rotor angle; and controlling the vehicle to perform boost charging according to a charging strategy corresponding to the second motor rotor angle. By adopting the technical scheme, the torque output by the motor during boost charging can be effectively reduced, the shaking of the vehicle is reduced, and the user experience is improved.

Description

Technical Field

[0001] The present invention relates to the technical field of electric vehicles, and in particular to a method, device, equipment and storage medium for controlling boost charging of a vehicle. Background Art

[0002] One of the trends in electric vehicles is to use a high-voltage platform of more than 800V. In order to solve the matching and compatibility problem with the common 400V platform charging piles on the market, the current mainstream charging solution is to use a motor and a motor controller for boost charging, boosting the low voltage of about 400V of the charging pile to about 800V to charge the power battery.

[0003] During boost charging, one charging method is to connect one phase to the charging pile and the other two phases to the high-voltage battery. In this charging method, the neutral point current of the motor is not zero, and torque will be generated during the charging process. When the charging power is too large, the torque will also increase. And when the charging pile is powered off, the torque will drop rapidly, causing the whole vehicle to shake violently, affecting the user experience. Summary of the invention

[0004] The present invention provides a vehicle boost charging control method, device, equipment and storage medium to solve the technical problem of vehicle shaking caused by increased torque during the vehicle boost charging process.

[0005] According to one aspect of the present invention, a boost charging control method for a vehicle is provided, wherein the vehicle comprises a three-phase boost topology structure; the three-phase boost topology structure comprises a first phase winding, a second phase winding and a third phase winding;

[0006] The boost charging control method comprises:

[0007] When the vehicle enters a boost charging mode, obtaining a first motor rotor angle of a motor in the vehicle;

[0008] Determining the second motor rotor angle according to the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the first phase winding, the second phase winding and the third phase winding corresponding to different charging strategies are connected in different ways;

[0009] When the vehicle is in a preset gear position, adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle;

[0010] The vehicle is controlled to perform boost charging according to the charging strategy corresponding to the second motor rotor angle.

[0011] Optionally, determining a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under a preset torque includes:

[0012] Determine a third motor rotor angle corresponding to different charging strategies under a first preset torque; the preset torque includes the first preset torque; the first preset torque is less than the gear torque;

[0013] Calculating a first absolute value of a difference between the first motor rotor angle and a plurality of the third motor rotor angles;

[0014] The third motor rotor angle corresponding to the time when the first absolute value is minimum is used as the second motor rotor angle.

[0015] Optionally, determining a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under a preset torque includes:

[0016] Determine a rotor angle of a fourth motor corresponding to different charging strategies under a second preset torque; the preset torque includes the second preset torque, and the second preset torque is greater than the gear torque;

[0017] Determining a fifth motor rotor angle according to the fourth motor rotor angle and the torque change rate;

[0018] Calculating a second absolute value of a difference between the first motor rotor angle and a plurality of the fifth motor rotor angles;

[0019] The fifth motor rotor angle corresponding to the time when the second absolute value is minimum is used as the second motor rotor angle.

[0020] Optionally, determining the fifth motor rotor angle according to the fourth motor rotor angle and the torque change slope includes:

[0021] The fourth motor rotor angle with a smaller torque change rate in the same charging strategy is selected as the fifth motor rotor angle.

[0022] Optionally, the three-phase boost topology structure further includes a first transistor, a second transistor, a third transistor, a fourth transistor, a fifth transistor, a sixth transistor, a charging pile and a power battery;

[0023] The first end of the first phase winding is electrically connected to the positive electrode of the charging pile, the first end of the first transistor, and the first end of the second transistor, respectively, and the second end of the first phase winding is electrically connected to the first end of the second phase winding and the first end of the third phase winding, respectively;

[0024] The second end of the second phase winding is electrically connected to the first end of the third transistor and the first end of the fourth transistor respectively;

[0025] The second end of the third phase winding is electrically connected to the first end of the fifth transistor and the first end of the sixth transistor respectively;

[0026] The positive electrode of the power battery is electrically connected to the second end of the first transistor, the second end of the third transistor and the second end of the fifth transistor respectively;

[0027] The negative electrode of the power battery is electrically connected to the second end of the second transistor, the second end of the fourth transistor and the second end of the sixth transistor respectively;

[0028] The charging strategy includes a first charging strategy, a second charging strategy and a third charging strategy. The first charging strategy is that the first phase winding and the second phase winding are connected in series, the second charging strategy is that the first phase winding and the third phase winding are connected in series, and the third charging strategy is that the second phase winding and the third phase winding are connected in parallel and then connected in series with the first phase winding.

[0029] The boost charging control method comprises:

[0030] Controlling the vehicle to perform boost charging according to the charging strategy corresponding to the rotor angle of the second motor includes:

[0031] When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy, controlling the first phase winding and the second phase winding to be connected in series for boost charging;

[0032] When the second motor rotor angle is the motor rotor angle corresponding to the second charging strategy, controlling the first phase winding and the third phase winding to be connected in series for boost charging;

[0033] When the second motor rotor angle is the motor rotor angle corresponding to the third charging strategy, the second phase winding and the third phase winding are controlled to be connected in parallel and then in series with the first phase winding for boost charging.

[0034] Optionally, controlling the vehicle to perform boost charging according to a charging strategy corresponding to the rotor angle of the second motor includes:

[0035] When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy and the motor rotor angle corresponding to the second charging strategy, the first phase winding and the second phase winding are controlled to be connected in series for boost charging; or the first phase winding and the third phase winding are controlled to be connected in series for boost charging;

[0036] When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy and the motor rotor angle corresponding to the third charging strategy, controlling the first phase winding and the second phase winding to be connected in series for boost charging;

[0037] When the second motor rotor angle is the motor rotor angle corresponding to the second charging strategy and the motor rotor angle corresponding to the third charging strategy, the first phase winding and the third phase winding are controlled to be connected in series for boost charging.

[0038] Optionally, before adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle, the method further includes:

[0039] Obtaining gear information of the vehicle;

[0040] Determine whether the vehicle is in the preset gear according to the gear information.

[0041] According to another aspect of the present invention, a control device for boost charging of a vehicle is provided, wherein the vehicle comprises a three-phase boost topology structure; the three-phase boost topology structure comprises a first phase winding, a second phase winding and a third phase winding;

[0042] The boost charging control device comprises:

[0043] A first motor rotor angle acquisition module, used for acquiring a first motor rotor angle of a motor in the vehicle when the vehicle enters a boost charging mode;

[0044] A second motor rotor angle determination module, used to determine a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under a preset torque; different charging strategies correspond to different connection modes of the first phase winding, the second phase winding, and the third phase winding;

[0045] a first motor rotor angle adjustment module, configured to adjust the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle when the vehicle is in a preset gear position;

[0046] The boost charging execution module is used to control the vehicle to perform boost charging according to the charging strategy corresponding to the rotor angle of the second motor.

[0047] According to another aspect of the present invention, there is provided a boost charging control device, the boost charging control device comprising:

[0048] at least one processor; and

[0049] a memory communicatively connected to the at least one processor; wherein,

[0050] The memory stores a computer program executable by the at least one processor, and the computer program is executed by the at least one processor so that the at least one processor can execute the boost charging control method described in any embodiment of the present invention.

[0051] According to another aspect of the present invention, a computer-readable storage medium is provided, wherein the computer-readable storage medium stores computer instructions, and the computer instructions are used to enable a processor to implement the boost charging control method described in any embodiment of the present invention when executed.

[0052] In the embodiment of the present invention, when the vehicle enters the boost charging mode, the current motor rotor angle of the motor in the vehicle is obtained, and the optimal motor rotor angle is determined according to the current motor rotor angle and the motor rotor angles corresponding to different charging strategies under the preset torque. After determining that the vehicle is in the preset gear, the motor rotor angle is adjusted from the current motor rotor angle to the optimal motor rotor angle, and finally the charging strategy corresponding to the optimal motor rotor angle is selected for boost charging. The above technical solution can effectively reduce the torque output by the motor during boost charging, reduce the vibration of the vehicle, and improve the user experience.

[0053] It should be understood that the contents described in this section are not intended to identify the key or important features of the embodiments of the present invention, nor are they intended to limit the scope of the present invention. Other features of the present invention will become easily understood through the following description. BRIEF DESCRIPTION OF THE DRAWINGS

[0054] In order to more clearly illustrate the technical solutions in the embodiments of the present invention, the following briefly introduces the drawings required for use in the description of the embodiments. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without creative work.

[0055] Figure 1 is a schematic structural diagram of a boost charging control system for a vehicle provided according to an embodiment of the present invention;

[0056] Figure 2 is a schematic diagram of a first three-phase boost topology structure provided according to an embodiment of the present invention;

[0057] Figure 3 is a schematic diagram of a second three-phase boost topology structure provided according to an embodiment of the present invention;

[0058] Figure 4 is a schematic diagram of a third three-phase boost topology structure provided according to an embodiment of the present invention;

[0059] Figure 5is a flow chart of a first vehicle boost charging control method provided in an embodiment of the present invention;

[0060] Figure 6 is a flow chart of a second vehicle boost charging control method provided in an embodiment of the present invention;

[0061] Figure 7 is a first torque and motor rotor angle relationship curve diagram provided according to an embodiment of the present invention;

[0062] Figure 8 is a flow chart of a third vehicle boost charging control method provided in an embodiment of the present invention;

[0063] Fig. 9 is a curve diagram showing the relationship between the second torque and the motor rotor angle provided in an embodiment of the present invention;

[0064] Fig.10 is a flowchart of a fourth vehicle boost charging control method provided in an embodiment of the present invention;

[0065] Fig.11 is a flow chart of a fifth vehicle boost charging control method provided according to an embodiment of the present invention;

[0066] Fig.12 is a flow chart of a sixth vehicle boost charging control method provided in an embodiment of the present invention;

[0067] Fig.13 is a schematic diagram of the structure of a three-closed-loop control system of a motor provided according to an embodiment of the present invention;

[0068] Fig.14 is a structural schematic diagram of a boost charging control device for a vehicle provided according to an embodiment of the present invention;

[0069] Fig.15 It is a structural schematic diagram of a boost charging control device provided according to an embodiment of the present invention. DETAILED DESCRIPTION

[0070] In order to enable those skilled in the art to better understand the scheme of the present invention, the technical scheme in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work should fall within the scope of protection of the present invention.

[0071] It should be noted that the terms "first", "second", etc. in the specification and claims of the present invention and the above-mentioned drawings are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequence. It should be understood that the data used in this way can be interchanged where appropriate, so that the embodiments of the present invention described herein can be implemented in an order other than those illustrated or described herein. In addition, any variation of the terms "including" and "having" is intended to cover non-exclusive inclusions, for example, a process, method, system, product or device that includes a series of steps or units is not necessarily limited to those steps or units clearly listed, but may include other steps or units that are not clearly listed or inherent to these processes, methods, products or devices.

[0072] Figure 1 is a schematic structural diagram of a boost charging control system for a vehicle provided according to an embodiment of the present invention; Figure 2 is a schematic diagram of a first three-phase boost topology structure provided according to an embodiment of the present invention, Figure 3 is a schematic diagram of a second three-phase boost topology structure provided according to an embodiment of the present invention, Figure 4 is a schematic diagram of a third three-phase boost topology structure provided according to an embodiment of the present invention, Figure 5 is a flow chart of a first vehicle boost charging control method provided according to an embodiment of the present invention. This embodiment can be applied to Figure 1 The boost charging control system shown in the figure includes a motor controller 1, a battery E1, a charging pile E2, a motor 2 and three phases of the motor; the motor controller 1 is electrically connected to the three phases of the motor 2 and the positive and negative electrodes of the battery E1 respectively, the negative electrode of the charging pile E2 is electrically connected to the negative electrode of the battery E1, and the positive electrode of the charging pile E2 is electrically connected to the U phase of the motor.

[0073] like Figure 2 , Figure 3 and Figure 4 As shown, the vehicle includes a three-phase boost topology structure; the three-phase boost topology structure includes a first phase winding U, a second phase winding V and a third phase winding W;

[0074] like Figure 5 As shown, the boost charging control method based on the above structure includes the following steps:

[0075] S110. When the vehicle enters a boost charging mode, a first motor rotor angle of a motor in the vehicle is obtained.

[0076] Specifically, Figure 1As shown, during actual charging, when the battery E1 voltage of the electric vehicle is higher than the DC voltage output by the charging pile E2, in order to safely and effectively transfer electrical energy from the charging pile to the battery of the vehicle, the voltage level must be adjusted through the boost topology to ensure that the voltages between the two match. The user connects the charging gun of the charging pile E2 to the charging port on the vehicle to turn on the three-phase boost topology of the vehicle, and the vehicle enters the boost charging mode. Motor 2 is a high-efficiency, high-output torque drive motor, which can be a permanent magnet synchronous motor. Motor controller 1 is a highly integrated electric drive system, which is not only responsible for the conversion and transmission of electrical energy, but also has the ability to obtain information and process data. When it is detected that the vehicle enters the boost charging mode, the motor controller 1 can obtain the current motor rotor angle of motor 2 in the vehicle. The first motor rotor angle is the current motor rotor angle.

[0077] S120. Determine the second motor rotor angle according to the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the connection methods of the first phase winding, the second phase winding, and the third phase winding corresponding to different charging strategies are different.

[0078] Specifically, Figure 1 As shown in the figure, there is a strong correlation between the torque of electric vehicles and the motor rotor angle. In motor 2, the angle of the rotor directly affects the relative position between the magnetic field generated by the stator winding and the rotor magnetic field, thereby affecting the torque output by motor 2. When the rotor angle changes, the torque output by motor 2 will also change accordingly. Therefore, by adjusting the rotor angle to a suitable position, the torque output by motor 2 can be reduced, thereby reducing vehicle vibration.

[0079] The preset torque can be the minimum torque expected to be achieved, and the second motor rotor angle is the optimal motor rotor angle. When charging is performed with the corresponding charging strategy at the second motor rotor angle, the torque can reach the preset torque. Different charging strategies correspond to different connection methods of the first phase winding, the second phase winding, and the third phase winding, which makes the relationship between torque and motor rotor angle different under different strategies. Furthermore, different charging strategies have different second motor rotor angles. Therefore, it is necessary to determine the second motor rotor angle based on the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under the preset torque, so as to select a suitable charging strategy for boost charging and thereby reduce the torque output by the motor during charging.

[0080] S130: When the vehicle is in a preset gear position, adjusting the rotor angle of the motor from a first motor rotor angle to a second motor rotor angle.

[0081] Specifically, the preset gear position can be a neutral gear state. In order to avoid accidental movement of the vehicle due to misoperation and ensure the safety of the charging process, it is necessary to first determine that the vehicle gear position is in a neutral gear state and the vehicle is in a stopped state before the charging operation can be performed. After determining the second motor rotor angle, the position loop in the three-closed-loop control system in the motor controller needs to be used to adjust the first motor rotor angle to the second motor rotor angle so that a suitable charging strategy can be selected later.

[0082] S140, controlling the vehicle to perform boost charging according to the charging strategy corresponding to the second motor rotor angle.

[0083] Specifically, since different charging strategies have different second motor rotor angles, in order to ensure that the torque can reach the preset torque when the motor rotor angle is boosted and charged at the second motor rotor angle, it is necessary to select the charging strategy corresponding to the second motor rotor angle.

[0084] In the embodiment of the present invention, when the vehicle enters the boost charging mode, the current motor rotor angle of the motor in the vehicle is obtained, and the optimal motor rotor angle is determined according to the current motor rotor angle and the motor rotor angles corresponding to different charging strategies under the preset torque. After determining that the vehicle is in the preset gear, the motor rotor angle is adjusted from the current motor rotor angle to the optimal motor rotor angle, and finally the charging strategy corresponding to the optimal motor rotor angle is selected for boost charging. The above technical solution can effectively reduce the torque output by the motor during boost charging, reduce the vibration of the vehicle, and improve the user experience.

[0085] Figure 6 is a flow chart of a second vehicle boost charging control method provided according to an embodiment of the present invention, Figure 7 is a first torque and motor rotor angle relationship curve diagram provided according to an embodiment of the present invention. This embodiment further describes how to determine the second motor rotor angle based on the first motor rotor angle and the motor rotor angle corresponding to different charging strategies under a preset torque. Figure 6 As shown, the boost charging control method includes the following steps:

[0086] S210: When the vehicle enters a boost charging mode, obtain a first motor rotor angle of a motor in the vehicle.

[0087] S220. Determine the rotor angle of the third motor corresponding to different charging strategies under the first preset torque.

[0088] The preset torque includes a first preset torque; the first preset torque is less than the tooth-relying torque. The tooth-relying torque is a torque that prevents the vehicle gear from slipping and is used to ensure that the gears are always tightly meshed.

[0089] Specifically, Figure 7As shown, the horizontal axis represents the motor rotor angle, the vertical axis represents the torque output by the motor, the gray curve represents the relationship between the motor rotor angle and the torque under the first charging strategy, the blue curve represents the relationship between the motor rotor angle and the torque under the second charging strategy, and the brown curve represents the relationship between the motor rotor angle and the torque under the third charging strategy. Exemplarily, when the first preset torque is 0Nm, the third motor rotor angle is A1, A2, B1, B2, C1, C2.

[0090] S230, calculating a first absolute value of a difference between a first motor rotor angle and a plurality of third motor rotor angles.

[0091] Exemplarily, the rotor angle of the first motor is 180 degrees, A1 is 30 degrees, A2 is 210 degrees, B1 is 90 degrees, B2 is 260 degrees, C1 is 60 degrees, and C2 is 240 degrees. At this time, the absolute value of the difference between the rotor angle of the first motor and A1 is 150, the absolute value of the difference with A2 is 30, the absolute value of the difference with B1 is 90, the absolute value of the difference with B2 is 80, the absolute value of the difference with C1 is 120, and the absolute value of the difference with C2 is 60.

[0092] S240, taking the third motor rotor angle corresponding to the minimum first absolute value as the second motor rotor angle.

[0093] Specifically, the absolute value of the difference between the first motor rotor angle and A2 is the smallest, so A2 is selected as the second motor rotor angle.

[0094] S250: When the vehicle is in a preset gear position, adjusting the rotor angle of the motor from a first motor rotor angle to a second motor rotor angle.

[0095] S260. Control the vehicle to perform boost charging using the charging strategy corresponding to the second motor rotor angle.

[0096] In the embodiment of the present invention, the third motor rotor angle corresponding to different charging strategies when the torque is zero is determined, and further, the first absolute value of the difference between the first motor rotor angle and multiple third motor rotor angles is calculated, and finally the third motor rotor angle corresponding to the minimum first absolute value is used as the second motor rotor angle. The second motor rotor angle can be quickly determined so that a suitable boost charging strategy can be selected later, thereby eliminating the torque of the vehicle during boost charging, reducing the vibration of the vehicle, and improving the user experience.

[0097] Figure 8 is a flow chart of a third vehicle boost charging control method provided according to an embodiment of the present invention, Fig. 9 is a curve diagram showing the relationship between the second torque and the motor rotor angle provided according to an embodiment of the present invention. Figure 8As shown, the boost charging control method includes the following steps:

[0098] S310: When the vehicle enters a boost charging mode, a first motor rotor angle of a motor in the vehicle is obtained.

[0099] S320, determining the rotor angle of the fourth motor corresponding to different charging strategies under the second preset torque.

[0100] Specifically, the preset torque includes a second preset torque, which is greater than the gear torque. During actual charging, due to the gear structure of the vehicle, the electric drive can output a small torque during actual charging to ensure gear meshing and improve the anti-interference ability of the vehicle. The second preset torque is selected in principle to be 1 to 2 Nm greater than the gear torque. For example, Fig. 9 As shown, when the second preset torque is 3 Nm, the rotor angle of the fourth motor is A3, A4, B3, B4, C3, C4.

[0101] S330, determining the fifth motor rotor angle according to the fourth motor rotor angle and the torque change rate.

[0102] The fourth motor rotor angle with a smaller torque change rate in the same charging strategy can be optionally selected as the fifth motor rotor angle.

[0103] Specifically, Fig. 9 As shown in the graph of motor rotor angle and torque, the slope of the curve represents the torque change rate. The smaller the slope of the curve, the smaller the torque change rate. Conversely, the larger the slope of the curve, the larger the torque change rate. When the vehicle is disturbed, the motor rotor angle fluctuates, the torque change rate is small, and the torque change is small. The slope of the gray curve at the motor rotor angle A3 is smaller than the slope of the curve at the motor rotor angle A4, that is, the torque change rate of the motor rotor angle at A3 is smaller than the torque change rate of the motor rotor angle A4; the slope of the blue curve at the motor rotor angle B3 is smaller than the slope of the curve at the motor rotor angle B4, that is, the torque change rate of the motor rotor angle at B3 is smaller than the torque change rate of the motor rotor angle B4; the slope of the brown curve at the motor rotor angle C3 is smaller than the slope of the curve at the motor rotor angle C4, that is, the torque change rate of the motor rotor angle at C3 is smaller than the torque change rate of the motor rotor angle C4; in order to improve the anti-interference ability of the vehicle during boost charging, A3, B3 and C3 are selected as the fifth motor rotor angle.

[0104] S340, calculating a second absolute value of a difference between the first motor rotor angle and a plurality of fifth motor rotor angles.

[0105] For example, Fig. 9As shown, when the first motor rotor angle is 180 degrees, A3 is 20 degrees, B3 is 80 degrees, and C3 is 50 degrees. The second absolute value of the difference between the first motor rotor angle and A3 is 160 degrees, the second absolute value of the difference between the first motor rotor angle and B3 is 100 degrees, and the second absolute value of the difference between the first motor rotor angle and C3 is 130 degrees. Based on this, when the fifth motor rotor angle is B3, the second absolute value is the smallest.

[0106] S350, taking the fifth motor rotor angle corresponding to the minimum second absolute value as the second motor rotor angle.

[0107] Specifically, Fig. 9 As shown, since the second absolute value is the smallest when the fifth motor rotor angle is 80 degrees, the second motor rotor angle is B3.

[0108] S360: When the vehicle is in a preset gear, the rotor angle of the motor is adjusted from a first motor rotor angle to a second motor rotor angle.

[0109] S370, controlling the vehicle to perform boost charging using the charging strategy corresponding to the second motor rotor angle.

[0110] In an embodiment of the present invention, the fourth motor rotor angle corresponding to different charging strategies under the second preset torque is determined, wherein the second preset torque is greater than the gear torque. Then, the fifth motor rotor angle is determined based on the fourth motor rotor angle and the torque change rate. Furthermore, the second absolute value of the difference between the first motor rotor angle and multiple fifth motor rotor angles is calculated, and finally the fifth motor rotor angle corresponding to the minimum second absolute value is used as the second motor rotor angle. The above scheme sets the second preset torque to be greater than the gear torque, and selects the optimal motor rotor angle according to the torque change rate, which improves the vehicle's anti-interference ability while reducing the torque during the boost charging process.

[0111] Fig.10 is a flow chart of a fourth vehicle boost charging control method provided according to an embodiment of the present invention. The embodiment of the present invention refines the charging strategy corresponding to the second motor rotor angle to control the vehicle to perform boost charging, and describes the connection methods of the first phase winding, the second phase winding, and the third phase winding corresponding to different charging strategies. Figure 2 , Figure 3 and Figure 4As shown, the three-phase boost topology structure also includes a first transistor UH, a second transistor UL, a third transistor VH, a fourth transistor VL, a fifth transistor WH, a sixth transistor WL, a charging pile E1 and a power battery E2; the first end of the first phase winding U is electrically connected to the positive electrode of the charging pile E1, the first end of the first transistor UH, and the first end of the second transistor UL, respectively, and the second end of the first phase winding U is electrically connected to the first end of the second phase winding V and the first end of the third phase winding W, respectively; the second end of the second phase winding V is electrically connected to the first end of the third transistor VH and the first end of the fourth transistor VL, respectively; the second end of the third phase winding W is electrically connected to the first end of the fifth transistor WH and the first end of the sixth transistor WL, respectively; the positive electrode of the power battery E1 is electrically connected to the second end of the first transistor UH, the second end of the third transistor VH, and the second end of the fifth transistor WH, respectively; the negative electrode of the power battery E1 is electrically connected to the second end of the second transistor UL, the second end of the fourth transistor VL, and the second end of the sixth transistor WL, respectively.

[0112] Based on the above three-phase boost topology, the charging strategies include the first charging strategy, the second charging strategy and the third charging strategy. The first charging strategy is to connect the first phase winding U and the second phase winding V in series, the second charging strategy is to connect the first phase winding U and the third phase winding W in series, and the third charging strategy is to connect the second phase winding V and the third phase winding W in parallel and then connect them in series with the first phase winding U.

[0113] The boost control method comprises the following steps:

[0114] S410: When the vehicle enters a boost charging mode, a first motor rotor angle of a motor in the vehicle is obtained.

[0115] S420, determining the second motor rotor angle according to the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the connection methods of the first phase winding, the second phase winding and the third phase winding corresponding to different charging strategies are different.

[0116] S430: When the vehicle is in a preset gear, the rotor angle of the motor is adjusted from a first motor rotor angle to a second motor rotor angle.

[0117] S441: When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy, control the first phase winding and the second phase winding to be connected in series for boost charging.

[0118] For example, Figure 2 and Figure 7 As shown, when the second motor rotor angle is determined to be A1, the charging strategy corresponding to A1 is the first charging strategy, in which the first phase winding U and the second phase winding V are controlled to be connected in series for boost charging.

[0119] like Figure 2 and Fig. 9 As shown, when the second rotor angle is determined to be A3, the charging strategy corresponding to A3 is the first charging strategy. At this time, the first phase winding U and the second phase winding V are controlled to be connected in series for boost charging.

[0120] S442: When the second motor rotor angle is the motor rotor angle corresponding to the second charging strategy, control the first phase winding and the third phase winding to be connected in series for boost charging.

[0121] For example, Figure 3 and Figure 7 As shown, when the second motor rotor angle is determined to be B1, the charging strategy corresponding to B1 is the second charging strategy, in which the first phase winding U and the third phase winding W are controlled to be connected in series for boost charging.

[0122] like Figure 3 and Fig. 9 As shown, when the second rotor angle is determined to be B3, the charging strategy corresponding to B3 is the second charging strategy. At this time, the first phase winding U and the third phase winding W are controlled to be connected in series for boost charging.

[0123] S443: When the second motor rotor angle is the motor rotor angle corresponding to the third charging strategy, control the second phase winding and the third phase winding to be connected in parallel and then in series with the first phase winding for boost charging.

[0124] For example, Figure 4 and Figure 7 As shown, when the second motor rotor angle is determined to be C1, the charging strategy corresponding to C1 is the third charging strategy. At this time, the second phase winding V and the third phase winding W are controlled to be connected in parallel and then connected in series with the first phase winding U for boost charging.

[0125] like Figure 4 and 9 As shown, when the second motor rotor angle is determined to be C3, the charging strategy corresponding to C3 is the third charging strategy. At this time, the second phase winding V and the third phase winding W are controlled to be connected in parallel and then connected in series with the first phase winding U for boost charging.

[0126] In the embodiment of the present invention, since the charging strategy corresponding to the optimal motor rotor angle is the best charging strategy, the vehicle is controlled to perform boost charging with the charging strategy corresponding to the optimal motor rotor angle to achieve a reduction in torque during boost charging and reduce vehicle vibration.

[0127] Fig.11: is a flowchart of a fifth vehicle boost charging control method provided according to an embodiment of the present invention. Based on the above embodiment, the embodiment of the present invention further explains how to select a charging strategy when controlling the vehicle to perform boost charging using a charging strategy corresponding to the second motor rotor angle. The boost charging control method includes the following steps:

[0128] S510: When the vehicle enters a boost charging mode, a first motor rotor angle of a motor in the vehicle is obtained.

[0129] S520, determining the second motor rotor angle according to the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the connection methods of the first phase winding, the second phase winding and the third phase winding corresponding to different charging strategies are different.

[0130] S530: When the vehicle is in a preset gear position, the rotor angle of the motor is adjusted from a first motor rotor angle to a second motor rotor angle.

[0131] S541. When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy and the motor rotor angle corresponding to the second charging strategy, control the first phase winding and the second phase winding to be connected in series for boost charging; or control the first phase winding and the third phase winding to be connected in series for boost charging.

[0132] For example, Figure 2 , Figure 3 and Figure 7 As shown, when the second motor rotor angle is 150 degrees, A1 is 30 degrees, A2 is 210 degrees, B1 is 90 degrees, B2 is 260 degrees, C1 is 60 degrees, and C2 is 240 degrees, the first absolute value of the difference between the first motor rotor angle 150 and B1 is equal to the first absolute value of the difference between the first motor rotor angle 150 and A2. In other words, boost charging can choose the first charging strategy and the second charging strategy. In this case, both the first charging strategy and the second charging strategy can be selected.

[0133] S542: When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy and the motor rotor angle corresponding to the third charging strategy, control the first phase winding and the second phase winding to be connected in series for boost charging.

[0134] For example, Figure 2 , Figure 4 and Figure 7As shown, when the second motor rotor angle is 45 degrees, A1 is 30 degrees, A2 is 210 degrees, B1 is 90 degrees, B2 is 260 degrees, C1 is 60, and C2 is 240, the first absolute value of the difference between the first motor rotor angle 45 and A1 is equal to the first absolute value of the difference between the first motor rotor angle 45 and C1. That is to say, the first charging strategy and the third charging strategy can be selected for boost charging. In this case, the first charging strategy is preferred.

[0135] S543: When the second motor rotor angle is the motor rotor angle corresponding to the second charging strategy and the motor rotor angle corresponding to the third charging strategy, control the first phase winding and the third phase winding to be connected in series for boost charging.

[0136] For example, Figure 3 , Figure 4 and Figure 7 As shown, when the second motor rotor angle is 75 degrees, A1 is 30 degrees, A2 is 210 degrees, B1 is 90 degrees, B2 is 260 degrees, C1 is 60, and C2 is 240, the first absolute value of the difference between the first motor rotor angle 75 and B1 is equal to the first absolute value of the difference between the first motor rotor angle 75 and C1. That is to say, the boost charging can select the second charging strategy and the third charging strategy. In this case, the second charging strategy is preferred.

[0137] In the embodiment of the present invention, when the charging strategy can be the first charging strategy and the second charging strategy, it is feasible to select either charging strategy, and the optional charging strategy is increased. When the charging strategy can be the first charging strategy and the third charging strategy or the second charging strategy and the third charging strategy, the winding series charging method is preferentially selected to further reduce the torque during the boost charging process and reduce the vehicle vibration.

[0138] Fig.12 : is a flow chart of a sixth boost charging control method for a vehicle provided according to an embodiment of the present invention. The embodiment of the present invention adds a step before adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle. The boost charging control method includes the following steps:

[0139] S610: When the vehicle enters a boost charging mode, obtain a first motor rotor angle of a motor in the vehicle.

[0140] S620. Determine the second motor rotor angle according to the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the connection methods of the first phase winding, the second phase winding, and the third phase winding corresponding to different charging strategies are different.

[0141] S630: Obtain the gear information of the vehicle.

[0142] Specifically, Figure 1 As shown, the gear information may be neutral gear state information, forward gear information, and reverse gear information. The motor controller 1 needs to obtain the gear information of the vehicle through the gear sensor on the transmission.

[0143] S640: Determine whether the vehicle is in a preset gear according to the gear information.

[0144] Specifically, Figure 1 As shown, in order to avoid accidental movement of the vehicle due to misoperation and ensure the safety of the charging process, the vehicle gear must first be in neutral and stopped before charging can be performed. Therefore, before boost charging the electric vehicle, the motor controller 1 needs to determine whether the vehicle gear is in the preset gear according to the gear information collected by the gear sensor.

[0145] S650: When the vehicle is in a preset gear, the rotor angle of the motor is adjusted from a first motor rotor angle to a second motor rotor angle.

[0146] S660: Control the vehicle to perform boost charging using the charging strategy corresponding to the second motor rotor angle.

[0147] In the embodiment of the present invention, before adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle, the gear information of the vehicle is obtained, and whether the vehicle is in a preset gear is determined according to the gear information, thereby preventing the vehicle from accidentally moving due to misoperation and ensuring the safety of the charging process.

[0148] Fig.13 1 is a schematic diagram of a three-loop closed-loop control system for a motor according to an embodiment of the present invention.

[0149] Specifically, Fig.13As shown, the three-closed-loop control system of the motor mainly includes a position loop, a speed loop and a current loop, wherein the position loop is responsible for controlling the motor rotor angle of the motor, the speed loop is responsible for controlling the speed of the motor, and the current loop is responsible for controlling the current of the motor. When boosting and charging the vehicle, it is necessary to first obtain the current motor rotor angle of the vehicle, and then determine the optimal motor rotor angle and the optimal charging strategy (the charging strategy corresponding to the optimal motor rotor angle). After obtaining the optimal motor rotor angle, it is determined whether the vehicle is in a neutral state. When it is in neutral, the disconnection device of the motor is disconnected. Among them, the disconnection device is a structure for connecting the motor and the drive shaft. The connection between the motor and the drive shaft is disconnected by controlling the closing of the disconnection device, and then, the position loop in the three-closed-loop control system of the motor is used to adjust the current motor rotor angle, and the current motor rotor angle is adjusted to the optimal motor rotor angle. Finally, the disconnection device is closed to control the vehicle to perform boost charging with the charging strategy corresponding to the optimal motor rotor angle. It should be noted that a current limiting module is added to the three-closed-loop control system in this embodiment. The main function of the current limiting module is to limit the maximum current of the motor to ensure that the motor will not be damaged due to excessive current. This module usually sets a maximum allowable current value (current limit value). When the actual current exceeds this value, it will take measures to limit the current to achieve motor current constraints.

[0150] Fig.14 1 is a schematic diagram of the structure of a boost charging control device for a vehicle according to an embodiment of the present invention. Figure 2 , Figure 3 as well as Figure 4 As shown, the vehicle includes a three-phase boost topology structure; the three-phase boost topology structure includes a first phase winding U, a second phase winding V and a third phase winding W;

[0151] like Fig.14 As shown, the boost charging control device comprises:

[0152] The first motor rotor angle acquisition module 710 is used to acquire a first motor rotor angle of a motor in the vehicle when the vehicle enters the boost charging mode.

[0153] The second motor rotor angle determination module 720 is used to determine the second motor rotor angle based on the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the connection methods of the first phase winding, the second phase winding and the third phase winding corresponding to different charging strategies are different.

[0154] The first motor rotor angle adjustment module 730 is used to adjust the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle when the vehicle is in a preset gear.

[0155] The boost charging execution module 740 is used to control the vehicle to perform boost charging according to the charging strategy corresponding to the second motor rotor angle.

[0156] The boost charging control device provided in the embodiment of the present invention can execute the boost charging control method provided in any embodiment of the present invention, and has the corresponding functional modules and beneficial effects of the execution method.

[0157] Fig.15 is a structural schematic diagram of a boost charging control device provided according to an embodiment of the present invention. The boost charging control device is intended to represent various forms of digital computers, such as laptop computers, desktop computers, workbenches, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The boost charging control device may also represent various forms of mobile devices, such as personal digital processing, cellular phones, smart phones, wearable devices (such as helmets, glasses, watches, etc.) and other similar computing devices. The components shown herein, their connections and relationships, and their functions are merely examples and are not intended to limit the implementation of the present invention described and / or claimed herein.

[0158] like Fig.15 As shown, the boost charging control device 10 includes at least one processor 11, and a memory connected to the at least one processor 11, such as a read-only memory (ROM) 12, a random access memory (RAM) 13, etc., wherein the memory stores a computer program that can be executed by at least one processor, and the processor 11 can perform various appropriate actions and processes according to the computer program stored in the read-only memory (ROM) 12 or the computer program loaded from the storage unit 18 to the random access memory (RAM) 13. In RAM 13, various programs and data required for the operation of the boost charging control device 10 can also be stored. The processor 11, ROM 12 and RAM 13 are connected to each other through a bus 14. The input / output (I / O) interface 15 is also connected to the bus 14.

[0159] A number of components in the boost charge control device 10 are connected to the I / O interface 15, including: an input unit 16, such as a keyboard, a mouse, etc.; an output unit 17, such as various types of displays, speakers, etc.; a storage unit 18, such as a disk, an optical disk, etc.; and a communication unit 19, such as a network card, a modem, a wireless communication transceiver, etc. The communication unit 19 allows the boost charge control device 10 to exchange information / data with other devices through a computer network such as the Internet and / or various telecommunication networks.

[0160] The processor 11 may be a variety of general and / or dedicated processing components with processing and computing capabilities. Some examples of the processor 11 include, but are not limited to, a central processing unit (CPU), a graphics processing unit (GPU), various dedicated artificial intelligence (AI) computing chips, various processors running machine learning model algorithms, a digital signal processor (DSP), and any appropriate processor, controller, microcontroller, etc. The processor 11 performs the various methods and processes described above, such as the boost charging control method.

[0161] In some embodiments, the boost charging control method may be implemented as a computer program, which is tangibly contained in a computer-readable storage medium, such as a storage unit 18. In some embodiments, part or all of the computer program may be loaded and / or installed on the boost charging control device 10 via the ROM 12 and / or the communication unit 19. When the computer program is loaded into the RAM 13 and executed by the processor 11, one or more steps of the boost charging control method described above may be performed. Alternatively, in other embodiments, the processor 11 may be configured to perform the boost charging control method in any other appropriate manner (e.g., by means of firmware).

[0162] Various implementations of the systems and techniques described above herein can be implemented in digital electronic circuit systems, integrated circuit systems, field programmable gate arrays (FPGAs), application specific integrated circuits (ASICs), application specific standard products (ASSPs), systems on chips (SOCs), load programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various implementations can include: being implemented in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which can be a special purpose or general purpose programmable processor that can receive data and instructions from a storage system, at least one input device, and at least one output device, and transmit data and instructions to the storage system, the at least one input device, and the at least one output device.

[0163] Computer programs for implementing the methods of the present invention may be written in any combination of one or more programming languages. These computer programs may be provided to a processor of a general-purpose computer, a special-purpose computer, or other programmable data processing device, so that when the computer program is executed by the processor, the functions / operations specified in the flow chart and / or block diagram are implemented. The computer program may be executed entirely on the machine, partially on the machine, partially on the machine and partially on a remote machine as a stand-alone software package, or entirely on a remote machine or server.

[0164] In the context of the present invention, a computer-readable storage medium may be a tangible medium that may contain or store a computer program for use by or in combination with an instruction execution system, device or equipment. A computer-readable storage medium may include, but is not limited to, electronic, magnetic, optical, electromagnetic, infrared, or semiconductor systems, devices or equipment, or any suitable combination of the foregoing. Alternatively, a computer-readable storage medium may be a machine-readable signal medium. A more specific example of a machine-readable storage medium may include an electrical connection based on one or more lines, a portable computer disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing.

[0165] To provide interaction with a user, the systems and techniques described herein may be implemented on a boost charge control device having: a display device (e.g., a CRT (cathode ray tube) or LCD (liquid crystal display) monitor) for displaying information to a user; and a keyboard and pointing device (e.g., a mouse or trackball) through which a user can provide input to the boost charge control device. Other types of devices may also be used to provide interaction with a user; for example, the feedback provided to the user may be any form of sensory feedback (e.g., visual feedback, auditory feedback, or tactile feedback); and input from the user may be received in any form (including acoustic input, voice input, or tactile input).

[0166] The systems and techniques described herein may be implemented in a computing system that includes backend components (e.g., as a data server), or a computing system that includes middleware components (e.g., an application server), or a computing system that includes frontend components (e.g., a user computer with a graphical user interface or a web browser through which a user can interact with implementations of the systems and techniques described herein), or a computing system that includes any combination of such backend components, middleware components, or frontend components. The components of the system may be interconnected by any form or medium of digital data communication (e.g., a communication network). Examples of communication networks include: a local area network (LAN), a wide area network (WAN), a blockchain network, and the Internet.

[0167] A computing system may include a client and a server. The client and the server are generally remote from each other and usually interact through a communication network. The client and server relationship is generated by computer programs running on the corresponding computers and having a client-server relationship with each other. The server may be a cloud server, also known as a cloud computing server or cloud host, which is a host product in the cloud computing service system to solve the defects of difficult management and weak business scalability in traditional physical hosts and VPS services.

[0168] It should be understood that the various forms of processes shown above can be used to reorder, add or delete steps. For example, the steps described in the present invention can be executed in parallel, sequentially or in different orders, as long as the desired results of the technical solution of the present invention can be achieved, and this document does not limit this.

[0169] The above specific implementations do not constitute a limitation on the protection scope of the present invention. It should be understood by those skilled in the art that various modifications, combinations, sub-combinations and substitutions can be made according to design requirements and other factors. Any modification, equivalent substitution and improvement made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A boost charging control method for a vehicle, characterized in that: The vehicle comprises a three-phase boost topology; the three-phase boost topology comprises a first phase winding, a second phase winding and a third phase winding; The boost charging control method comprises: When the vehicle enters a boost charging mode, obtaining a first motor rotor angle of a motor in the vehicle; Determining the second motor rotor angle according to the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque; the first phase winding, the second phase winding and the third phase winding corresponding to different charging strategies are connected in different ways; When the vehicle is in a preset gear position, adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle; The vehicle is controlled to perform boost charging according to the charging strategy corresponding to the second motor rotor angle.

2. The boost charging control method according to claim 1, characterized in that: Determining a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under a preset torque includes: Determine a third motor rotor angle corresponding to different charging strategies under a first preset torque; the preset torque includes the first preset torque; the first preset torque is less than the gear torque; Calculating a first absolute value of a difference between the first motor rotor angle and a plurality of the third motor rotor angles; The third motor rotor angle corresponding to the time when the first absolute value is minimum is used as the second motor rotor angle.

3. The boost charging control method according to claim 1, characterized in that: Determining a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under a preset torque includes: Determine a rotor angle of a fourth motor corresponding to different charging strategies under a second preset torque; the preset torque includes the second preset torque, and the second preset torque is greater than the gear torque; Determining a fifth motor rotor angle according to the fourth motor rotor angle and the torque change rate; Calculating a second absolute value of a difference between the first motor rotor angle and a plurality of the fifth motor rotor angles; The fifth motor rotor angle corresponding to the time when the second absolute value is minimum is used as the second motor rotor angle.

4. The boost charging control method according to claim 3, characterized in that: Determining a fifth motor rotor angle according to the fourth motor rotor angle and the torque change slope includes: The fourth motor rotor angle with a smaller torque change rate in the same charging strategy is selected as the fifth motor rotor angle.

5. The boost charging control method according to claim 1, characterized in that: The three-phase boost topology structure also includes a first transistor, a second transistor, a third transistor, a fourth transistor, a fifth transistor, a sixth transistor, a charging pile and a power battery; The first end of the first phase winding is electrically connected to the positive electrode of the charging pile, the first end of the first transistor, and the first end of the second transistor, respectively, and the second end of the first phase winding is electrically connected to the first end of the second phase winding and the first end of the third phase winding, respectively; The second end of the second phase winding is electrically connected to the first end of the third transistor and the first end of the fourth transistor respectively; The second end of the third phase winding is electrically connected to the first end of the fifth transistor and the first end of the sixth transistor respectively; The positive electrode of the power battery is electrically connected to the second end of the first transistor, the second end of the third transistor and the second end of the fifth transistor respectively; The negative electrode of the power battery is electrically connected to the second end of the second transistor, the second end of the fourth transistor and the second end of the sixth transistor respectively; The charging strategy includes a first charging strategy, a second charging strategy and a third charging strategy. The first charging strategy is that the first phase winding and the second phase winding are connected in series, the second charging strategy is that the first phase winding and the third phase winding are connected in series, and the third charging strategy is that the second phase winding and the third phase winding are connected in parallel and then connected in series with the first phase winding. The boost charging control method comprises: Controlling the vehicle to perform boost charging according to the charging strategy corresponding to the rotor angle of the second motor includes: When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy, controlling the first phase winding and the second phase winding to be connected in series for boost charging; When the second motor rotor angle is the motor rotor angle corresponding to the second charging strategy, controlling the first phase winding and the third phase winding to be connected in series for boost charging; When the second motor rotor angle is the motor rotor angle corresponding to the third charging strategy, the second phase winding and the third phase winding are controlled to be connected in parallel and then in series with the first phase winding for boost charging.

6. The boost charging control method according to claim 5, characterized in that: Controlling the vehicle to perform boost charging according to the charging strategy corresponding to the rotor angle of the second motor includes: When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy and the motor rotor angle corresponding to the second charging strategy, the first phase winding and the second phase winding are controlled to be connected in series for boost charging; or the first phase winding and the third phase winding are controlled to be connected in series for boost charging; When the second motor rotor angle is the motor rotor angle corresponding to the first charging strategy and the motor rotor angle corresponding to the third charging strategy, controlling the first phase winding and the second phase winding to be connected in series for boost charging; When the second motor rotor angle is the motor rotor angle corresponding to the second charging strategy and the motor rotor angle corresponding to the third charging strategy, the first phase winding and the third phase winding are controlled to be connected in series for boost charging.

7. The boost charging control method according to claim 1, characterized in that: Before adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle, the method further includes: Obtaining gear information of the vehicle; Determine whether the vehicle is in the preset gear according to the gear information.

8. A control device for boost charging of a vehicle, characterized in that: The vehicle comprises a three-phase boost topology; the three-phase boost topology comprises a first phase winding, a second phase winding and a third phase winding; The boost charging control device comprises: A first motor rotor angle acquisition module, used for acquiring a first motor rotor angle of a motor in the vehicle when the vehicle enters a boost charging mode; A second motor rotor angle determination module, used to determine a second motor rotor angle according to the first motor rotor angle and motor rotor angles corresponding to different charging strategies under a preset torque; different charging strategies correspond to different connection modes of the first phase winding, the second phase winding and the third phase winding; a first motor rotor angle adjustment module, configured to adjust the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle when the vehicle is in a preset gear position; The boost charging execution module is used to control the vehicle to perform boost charging according to the charging strategy corresponding to the rotor angle of the second motor.

9. A boost charging control device, characterized in that: The boost charging control device comprises: one or more processors; a storage device for storing one or more programs, When the one or more programs are executed by the one or more processors, the one or more processors implement the boost charging control method as described in any one of claims 1-7.

10. A storage medium having a computer program stored thereon, characterized in that: When the program is executed by a processor, the boost charging control method as described in any one of claims 1 to 7 is implemented.

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