A method, apparatus, device, and storage medium for boost charging control of a vehicle.

Abstract

This invention discloses a method, apparatus, device, and storage medium for boost charging control of a vehicle. The vehicle includes a three-phase boost topology, comprising a first-phase winding, a second-phase winding, and a third-phase winding. The boost charging control method includes: when the vehicle enters boost charging mode, acquiring a first motor rotor angle; determining a 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; when the vehicle is in a preset gear, adjusting the motor rotor angle from the first motor rotor angle to the second motor rotor angle; and controlling the vehicle to perform boost charging using the charging strategy corresponding to the second motor rotor angle. By employing the above technical solution, the torque output by the motor during boost charging can be effectively reduced, vehicle vibration can be decreased, and the user experience can be improved.

Description

Technical Field

[0001] This invention relates to the field of electric vehicle technology, and in particular to a method, apparatus, device, and storage medium for boost charging control of a vehicle. Background Technology

[0002] One of the trends in electric vehicles is the use of high-voltage platforms above 800V. To solve the compatibility problem with the 400V charging piles that are common in the market, the current mainstream charging solution is to use the motor and motor controller to boost the voltage of the charging pile from around 400V to around 800V to charge the power battery.

[0003] During boost charging, one charging method connects one phase to the charging station and the other two phases to the high-voltage battery. In this method, the neutral point current of the motor is not zero, generating torque during charging. When the charging power is too high, the torque also increases. Furthermore, after the charging station is powered off, the torque drops rapidly, causing severe vehicle vibration and affecting the user experience. Summary of the Invention

[0004] This invention provides a method, apparatus, device, and storage medium for controlling the boost charging of a vehicle, in order to solve the technical problem of increased torque causing vehicle vibration during the boost charging process.

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

[0006] The boost charging control method includes:

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

[0008] The second motor rotor angle is determined based on the first motor rotor angle and the motor rotor angle corresponding to different charging strategies under the preset torque; the connection methods of the first phase winding, the second phase winding, and the third phase winding are different for different charging strategies;

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

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

[0011] Optionally, the second motor rotor angle is determined based on the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque, including:

[0012] Determine the 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 tooth contact torque;

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

[0014] The rotor angle of the third motor corresponding to the minimum absolute value of the first motor is taken as the rotor angle of the second motor.

[0015] Optionally, the second motor rotor angle is determined based on the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque, including:

[0016] Determine the fourth motor rotor angle corresponding to different charging strategies under the second preset torque; the preset torque includes the second preset torque, which is greater than the tooth torque.

[0017] The rotor angle of the fifth motor is determined based on the rotor angle and torque change rate of the fourth motor.

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

[0019] The rotor angle of the fifth motor corresponding to the minimum absolute value of the second motor is taken as the rotor angle of the second motor.

[0020] Optionally, determining the rotor angle of the fifth motor based on the rotor angle of the fourth motor and the slope of the torque change includes:

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

[0022] Optionally, the three-phase boost topology may further include 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 terminal of the charging pile, the first end of the first transistor, and the first end of the second transistor, respectively; 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 terminal of the power battery is electrically connected to the second terminal of the first transistor, the second terminal of the third transistor, and the second terminal of the fifth transistor, respectively.

[0027] The negative terminal of the power battery is electrically connected to the second terminal of the second transistor, the second terminal of the fourth transistor, and the second terminal 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 to connect the first phase winding and the second phase winding in series. The second charging strategy is to connect the first phase winding and the third phase winding in series. The third charging strategy is to connect the second phase winding and the third phase winding in parallel and then connect them in series with the first phase winding.

[0029] The boost charging control method includes:

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

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

[0032] When the rotor angle of the second motor is the same as the rotor angle of the second charging strategy, the first phase winding and the third phase winding are connected in series for boost charging.

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

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

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

[0036] When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the first charging strategy and the rotor angle of the motor corresponding to the third charging strategy, the first phase winding and the second phase winding are connected in series for boost charging.

[0037] When the rotor angle of the second motor is the same as the rotor angle of the second charging strategy and the rotor angle of the third charging strategy, the first phase winding and the third phase winding are 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] Obtain the gear position information of the vehicle;

[0040] The vehicle is determined to be in the preset gear based on the gear information.

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

[0042] The boost charging control device includes:

[0043] The first motor rotor angle acquisition module is used to acquire the first motor rotor angle of the motor in the vehicle when the vehicle enters the boost charging mode.

[0044] The second motor rotor angle determination module 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 are different for different charging strategies;

[0045] The first motor rotor angle adjustment module 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.

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

[0047] According to another aspect of the present invention, a boost charging control device is provided, 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 that can be executed by the at least one processor, which enables the at least one processor to perform the boost charging control method according to any embodiment of the present invention.

[0051] According to another aspect of the present invention, a computer-readable storage medium is provided, the computer-readable storage medium storing computer instructions for causing a processor to execute and implement the boost charging control method according to any embodiment of the present invention.

[0052] In this embodiment of the invention, when a vehicle enters boost charging mode, the current rotor angle of the motor in the vehicle is obtained. Based on the current rotor angle and the rotor angles corresponding to different charging strategies under a preset torque, the optimal rotor angle is determined. After confirming that the vehicle is in a preset gear, the rotor angle of the motor is adjusted from the current rotor angle to the optimal rotor angle. Finally, the charging strategy corresponding to the optimal rotor angle is selected for boost charging. Using this technical solution, the torque output by the motor during boost charging can be effectively reduced, vehicle vibration can be decreased, and the user experience can be improved.

[0053] It should be understood that the description in this section is not intended to identify key or essential features of the embodiments of the present invention, nor is it intended to limit the scope of the invention. Other features of the invention will become readily apparent from the following description. Attached Figure Description

[0054] To more clearly illustrate the technical solutions in the embodiments of the present invention, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

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

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

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

[0058] Figure 4 This is a schematic diagram of the third three-phase boost converter topology provided in the embodiments of the present invention;

[0059] Figure 5This is a flowchart of a first type of vehicle boost charging control method provided according to an embodiment of the present invention;

[0060] Figure 6 This is a flowchart of a second type of vehicle boost charging control method provided according to an embodiment of the present invention;

[0061] Figure 7 This is a first type of torque-motor rotor angle relationship curve provided by an embodiment of the present invention;

[0062] Figure 8 This is a flowchart of a third type of vehicle boost charging control method provided according to an embodiment of the present invention;

[0063] Figure 9 This is a second torque-motor rotor angle relationship curve provided according to an embodiment of the present invention;

[0064] Figure 10 This is a flowchart of a fourth type of vehicle boost charging control method provided according to an embodiment of the present invention;

[0065] Figure 11 This is a flowchart of a fifth type of vehicle boost charging control method provided by an embodiment of the present invention;

[0066] Figure 12 This is a flowchart of a sixth type of vehicle boost charging control method provided according to an embodiment of the present invention;

[0067] Figure 13 This is a schematic diagram of a three-closed-loop control system for a motor according to an embodiment of the present invention;

[0068] Figure 14 This is a schematic diagram of the structure of a vehicle boost charging control device according to an embodiment of the present invention;

[0069] Figure 15 This is a schematic diagram of a boost charging control device according to an embodiment of the present invention. Detailed Implementation

[0070] To enable those skilled in the art to better understand the present invention, the technical solutions of the present invention will be clearly and completely described below with reference to the accompanying drawings of the embodiments of the present invention. Obviously, the described embodiments are only some embodiments of the present invention, and not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort 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, claims, and accompanying drawings of this invention are used to distinguish similar objects and are not necessarily used to describe a specific order or sequence. It should be understood that such data can be interchanged where appropriate so that the embodiments of the invention described herein can be implemented in orders other than those illustrated or described herein. Furthermore, any variations of the terms "comprising" and "having" are intended to cover a non-exclusive inclusion; for example, a process, method, system, product, or apparatus that comprises a series of steps or units is not necessarily limited to those steps or units explicitly listed, but may include other steps or units not explicitly listed or inherent to such processes, methods, products, or apparatus.

[0072] Figure 1 This is a schematic diagram of a vehicle boost charging control system according to an embodiment of the present invention; Figure 2 This is a schematic diagram of the first three-phase boost converter topology provided by an embodiment of the present invention. Figure 3 This is a schematic diagram of a second three-phase boost converter topology provided according to an embodiment of the present invention. Figure 4 This is a schematic diagram of the third three-phase boost converter topology provided in the embodiments of the present invention. Figure 5 This is a flowchart of a first type of vehicle boost charging control method according to an embodiment of the present invention. This embodiment can be applied to, for example... Figure 1 The boost charging control system shown 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 terminals of the battery E1, respectively. The negative terminal of the charging pile E2 is electrically connected to the negative terminal of the battery E1, and the positive terminal 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; the three-phase boost topology 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 the boost charging mode, obtain the first motor rotor angle of the motor in the vehicle.

[0076] Specifically, such as Figure 1As shown, during actual charging, when the voltage of the electric vehicle's battery E1 is higher than the DC voltage output by the charging pile E2, a boost topology is necessary to adjust the voltage level and ensure voltage matching between the two in order to safely and effectively transfer electrical energy from the charging pile to the vehicle's battery. The user connects the charging gun of the charging pile E2 to the charging port on the vehicle, thus activating the vehicle's three-phase boost topology and putting the vehicle into 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 that not only handles the conversion and transmission of electrical energy but also possesses information acquisition and data processing capabilities. When the vehicle enters boost charging mode, motor controller 1 can obtain the current rotor angle of motor 2 in the vehicle. The first motor rotor angle is the current motor rotor angle.

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

[0078] Specifically, such as Figure 1 As shown, there is a strong correlation between the torque of an electric vehicle and the rotor angle of the motor. In motor 2, the rotor angle directly affects the relative position between the magnetic field generated by the stator winding and the rotor magnetic field, thus affecting the torque output by motor 2. When the rotor angle changes, the torque output by motor 2 also changes 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 expected minimum torque, and the second motor rotor angle is the optimal motor rotor angle. Charging is performed at the second motor rotor angle using the corresponding charging strategy, and the torque can reach the preset torque. Different charging strategies correspond to different connection methods for the first, second, and third phase windings, resulting in different relationships between torque and motor rotor angle under different strategies. Furthermore, different charging strategies result in 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, in order to select a suitable charging strategy for boost charging and thus reduce the motor output torque during charging.

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

[0081] Specifically, the preset gear can be neutral. To prevent the vehicle from moving accidentally due to misoperation and to ensure the safety of the charging process, it must first be confirmed that the vehicle is in neutral and stationary before charging can begin. After determining the rotor angle of the second motor, the position loop in the three-closed-loop control system of the motor controller needs to be used to adjust the rotor angle of the first motor to the rotor angle of the second motor, so that a suitable charging strategy can be selected subsequently.

[0082] S140, Control the vehicle to perform boost charging using the charging strategy corresponding to the rotor angle of the second motor.

[0083] Specifically, since different charging strategies result in different second motor rotor angles, in order to ensure that the torque can reach the preset torque when the motor rotor angle is used for boost charging, it is necessary to select the charging strategy corresponding to the second motor rotor angle.

[0084] In this embodiment of the invention, when a vehicle enters boost charging mode, the current rotor angle of the motor in the vehicle is obtained. Based on the current rotor angle and the rotor angles corresponding to different charging strategies under a preset torque, the optimal rotor angle is determined. After confirming that the vehicle is in a preset gear, the rotor angle of the motor is adjusted from the current rotor angle to the optimal rotor angle. Finally, the charging strategy corresponding to the optimal rotor angle is selected for boost charging. Using this technical solution, the torque output by the motor during boost charging can be effectively reduced, vehicle vibration can be decreased, and the user experience can be improved.

[0085] Figure 6 This is a flowchart of a second type of vehicle boost charging control method provided by an embodiment of the present invention. Figure 7 This is a first-type torque-motor rotor angle relationship curve provided by an embodiment of the present invention. This embodiment further explains how 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. For example... Figure 6 As shown, the boost charging control method includes the following steps:

[0086] S210. When the vehicle enters the boost charging mode, obtain the first motor rotor angle of the 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 gear engagement torque. The gear engagement torque is the torque used to prevent slippage of the vehicle's gear components, ensuring that the gears are always tightly meshed.

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

[0090] S230. Calculate the first absolute value of the difference between the rotor angle of the first motor and the rotor angles of the multiple third motors.

[0091] For example, 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. The rotor angle of the third motor corresponding to the minimum first absolute value is taken as the rotor angle of the second motor.

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

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

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

[0096] In this embodiment of the invention, the rotor angle of the third motor corresponding to different charging strategies when the torque is zero is determined. Further, by calculating the first absolute value of the differences between the rotor angle of the first motor and multiple rotor angles of the third motor, the rotor angle of the third motor corresponding to the smallest first absolute value is taken as the rotor angle of the second motor. This allows for the rapid determination of the rotor angle of the second motor, facilitating the subsequent selection of a suitable boost charging strategy. This, in turn, eliminates the torque during boost charging, reduces vehicle vibration, and improves the user experience.

[0097] Figure 8 This is a flowchart of a third type of vehicle boost charging control method provided by an embodiment of the present invention. Figure 9 This is a second torque-motor rotor angle relationship curve provided by an embodiment of the present invention. Figure 8As shown, the boost charging control method includes the following steps:

[0098] S310. When the vehicle enters the boost charging mode, obtain the first motor rotor angle of the motor in the vehicle.

[0099] S320. Determine 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 engagement torque. During actual charging, due to the vehicle's gear structure, the electric drive can output a small torque to ensure gear engagement and improve the vehicle's anti-interference capability. The second preset torque is selected to be 1-2 Nm greater than the gear engagement torque. For example,... Figure 9 As shown, when the second preset torque is 3 Nm, the rotor angles of the fourth motor are A3, A4, B3, B4, C3, C4.

[0101] S330. Determine the rotor angle of the fifth motor based on the rotor angle and torque change rate of the fourth motor.

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

[0103] Specifically, such as Figure 9 As shown in the motor rotor angle versus torque curve, the slope of the curve represents the rate of torque change. The smaller the slope, the smaller the rate of torque change; conversely, the larger the slope, the larger the rate of torque change. When the vehicle is disturbed, the motor rotor angle fluctuates, resulting in a smaller rate of torque change and thus a smaller torque variation. The slope of the gray curve at rotor angle A3 is smaller than that at rotor angle A4, meaning the torque change rate at rotor angle A3 is smaller than that at rotor angle A4. Similarly, the slope of the blue curve at rotor angle B3 is smaller than that at rotor angle B4, indicating the torque change rate at rotor angle B3 is smaller than that at rotor angle B4. Likewise, the slope of the brown curve at rotor angle C3 is smaller than that at rotor angle C4, indicating the torque change rate at rotor angle C3 is smaller than that at rotor angle C4. To improve the vehicle's anti-interference capability during boost charging, A3, B3, and C3 are selected as the fifth rotor angle.

[0104] S340, Calculate the second absolute value of the difference between the rotor angle of the first motor and the rotor angles of multiple fifth motors.

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

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

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

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

[0109] S370: Control the vehicle to perform boost charging using a charging strategy corresponding to the rotor angle of the second motor.

[0110] In this embodiment of the invention, the rotor angle of the fourth motor corresponding to different charging strategies under a second preset torque is determined, wherein the second preset torque is greater than the tooth-mounted torque. Then, the rotor angle of the fifth motor is determined based on the rotor angle of the fourth motor and the torque change rate. Further, the second absolute value of the differences between the rotor angle of the first motor and multiple rotor angles of the fifth motor is calculated. Finally, the rotor angle of the fifth motor corresponding to the smallest second absolute value is taken as the rotor angle of the second motor. This scheme sets the second preset torque to be greater than the tooth-mounted torque and selects the optimal motor rotor angle based on the torque change rate, thereby reducing torque during boost charging while improving the vehicle's anti-interference capability.

[0111] Figure 10 This is a flowchart of a fourth type of vehicle boost charging control method according to an embodiment of the present invention. The embodiments of the present invention refine the boost charging strategy for controlling the vehicle to perform boost charging according to the charging strategy corresponding to the rotor angle of the second motor, and explain the connection methods of the first phase winding, second phase winding, and third phase winding corresponding to different charging strategies. For example... Figure 2 , Figure 3 and Figure 4As shown, the three-phase boost topology 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 terminal of the first phase winding U is electrically connected to the positive terminal of the charging pile E1, the first terminal of the first transistor UH, and the first terminal of the second transistor UL. The second terminal of the first phase winding U is electrically connected to the first terminal of the second phase winding V and the first terminal of the third phase winding W. The second terminal of the second phase winding V is electrically connected to the first terminal of the third transistor VH and the first terminal of the fourth transistor VL. The second terminal of the third phase winding W is electrically connected to the first terminal of the fifth transistor WH and the first terminal of the sixth transistor WL. The positive terminal of the power battery E1 is electrically connected to the second terminal of the first transistor UH, the second terminal of the third transistor VH, and the second terminal of the fifth transistor WH. The negative terminal of the power battery E1 is electrically connected to the second terminal of the second transistor UL, the second terminal of the fourth transistor VL, and the second terminal of the sixth transistor WL.

[0112] Based on the above three-phase boost topology, the charging strategies include a first charging strategy, a second charging strategy, and a 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. 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 includes the following steps:

[0114] S410. When the vehicle enters the boost charging mode, obtain the first motor rotor angle of the motor in the vehicle.

[0115] S420. Determine the rotor angle of the second motor based on the rotor angle of the first motor and the rotor angle of the motor corresponding to different charging strategies under the preset torque; the connection methods of the first phase winding, the second phase winding and the third phase winding are different for different charging strategies.

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

[0117] S441. When the rotor angle of the second motor is the same as the rotor angle of the motor 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, such as Figure 2 and Figure 7 As shown, when the rotor angle of the second motor is determined to be A1, the charging strategy corresponding to A1 is the first charging strategy. At this time, the first phase winding U and the second phase winding V are connected in series to perform boost charging.

[0119] like Figure 2 and Figure 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 connected in series to perform boost charging.

[0120] S442. When the rotor angle of the second motor is the same as the rotor angle of the motor 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, such as Figure 3 and Figure 7 As shown, when the rotor angle of the second motor is determined to be B1, the charging strategy corresponding to B1 is the second charging strategy. At this time, the first phase winding U and the third phase winding W are connected in series to perform boost charging.

[0122] like Figure 3 and Figure 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 connected in series to perform boost charging.

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

[0124] For example, such as Figure 4 and Figure 7 As shown, when the rotor angle of the second motor 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 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 rotor angle of the second motor 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 connected in parallel and then connected in series with the first phase winding U for boost charging.

[0126] In this embodiment of the 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, so as to reduce the torque during boost charging and reduce vehicle vibration.

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

[0128] S510. When the vehicle enters the boost charging mode, obtain the first motor rotor angle of the motor in the vehicle.

[0129] S520. Determine the rotor angle of the second motor based on the rotor angle of the first motor and the rotor angle of the motor corresponding to different charging strategies under the preset torque; the connection methods of the first phase winding, the second phase winding and the third phase winding are different for different charging strategies.

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

[0131] S541. When the rotor angle of the second motor is the same as the rotor angle of the first charging strategy and the rotor angle of 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, such as Figure 2 , Figure 3 and Figure 7 As shown, when the rotor angle of the second motor 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 rotor angles of the first motor (150 degrees) and B1 is equal to the first absolute value of the difference between the rotor angles of the first motor (150 degrees) and A2. In other words, boost charging can choose either the first or second charging strategy; in this case, either the first or second charging strategy is acceptable.

[0133] S542. When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the first charging strategy and the rotor angle of the motor 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, such as Figure 2 , Figure 4 and Figure 7As shown, when the rotor angle of the second motor is 45 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 rotor angle of the first motor (45 degrees) and A1 is equal to the first absolute value of the difference between the rotor angle of the first motor (45 degrees) and C1. In other words, boost charging can choose between the first and third charging strategies; in this case, the first charging strategy is preferred.

[0135] S543. When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the second charging strategy and the rotor angle of the motor 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, such as Figure 3 , Figure 4 and Figure 7 As shown, when the rotor angle of the second motor is 75 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 rotor angles of the first motor (75 degrees) and B1 is equal to the first absolute value of the difference between the rotor angles of the first motor (75 degrees) and C1. In other words, boost charging can choose between the second and third charging strategies; in this case, the second charging strategy is preferred.

[0137] In this embodiment of the invention, when the charging strategy can be either the first charging strategy or the second charging strategy, either charging strategy can be selected, which increases the options for the charging strategy. When the charging strategy can be either the first charging strategy and the third charging strategy or the second charging strategy and the third charging strategy, the winding series connection method is preferred for charging, which further reduces torque and reduces vehicle vibration during the boost charging process.

[0138] Figure 12 This is a flowchart of a sixth type of boost charging control method for a vehicle 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 the boost charging mode, obtain the first motor rotor angle of the motor in the vehicle.

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

[0141] S630: Obtain the vehicle's gear information.

[0142] Specifically, such as Figure 1 As shown, the gear position information can be neutral, forward gear, or reverse gear. The motor controller 1 needs to obtain the vehicle's gear position information through the gear position sensor on the transmission.

[0143] S640: Determine whether the vehicle is in the preset gear based on the gear information.

[0144] Specifically, such as Figure 1 As shown, to prevent the vehicle from moving accidentally due to misoperation and to ensure the safety of the charging process, it is essential to first ensure that the vehicle is in neutral and stationary before charging can begin. Therefore, before boosting the voltage of the electric vehicle, the motor controller 1 needs to determine whether the vehicle is in the preset gear based on the gear position information collected by the gear position sensor.

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

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

[0147] In this embodiment of the invention, before adjusting the rotor angle of the motor from the first motor rotor angle to the second motor rotor angle, the vehicle's gear position information is acquired, and the vehicle is determined to be in a preset gear based on the gear position information. This prevents the vehicle from moving accidentally due to misoperation and ensures the safety of the charging process.

[0148] Figure 13 This is a schematic diagram of a three-closed-loop control system for a motor according to an embodiment of the present invention. The embodiment of the present invention describes the overall process of boost charging.

[0149] Specifically, such as Figure 13As shown, the motor three-loop control system mainly includes a position loop, a speed loop, and a current loop. The position loop controls the motor rotor angle, the speed loop controls the motor speed, and the current loop controls the motor current. When boost charging the vehicle, the current motor rotor angle needs to be obtained first, and then the optimal motor rotor angle and the optimal charging strategy (the charging strategy corresponding to the optimal motor rotor angle) need to be determined. After obtaining the optimal motor rotor angle, it is determined whether the vehicle is in neutral. If it is in neutral, the motor disconnection device is disconnected. The disconnection device is a structure used to connect the motor and the drive shaft. By controlling the disconnection device to close, the connection between the motor and the drive shaft is broken. Then, using the position loop in the motor three-loop control system, the current motor rotor angle is adjusted to the optimal motor rotor angle. Finally, the disconnection device is closed, and the vehicle is controlled to perform boost charging using the charging strategy corresponding to the optimal motor rotor angle. It should be noted that a current limiting module is added to the three-loop control system in this embodiment. The main function of the current limiting module is to limit the maximum current of the motor, ensuring that the motor is not damaged by excessive current. This module typically sets a maximum allowable current value (current limit value). When the actual current exceeds this value, it will take measures to limit the current in order to constrain the motor current.

[0150] Figure 14 This is a schematic diagram of the structure of a vehicle boost charging control device 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; the three-phase boost topology includes a first phase winding U, a second phase winding V, and a third phase winding W;

[0151] like Figure 14 As shown, the boost charging control device includes:

[0152] The first motor rotor angle acquisition module 710 is used to acquire the first motor rotor angle of the 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 angle corresponding to different charging strategies under the preset torque; the connection methods of the first phase winding, the second phase winding and the third phase winding are different for different charging strategies.

[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 rotor angle of the second motor.

[0156] The boost charging control device provided in the embodiments 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 executing the method.

[0157] Figure 15 This is a schematic diagram of a boost charging control device 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, workstations, personal digital assistants, servers, blade servers, mainframe computers, and other suitable computers. The boost charging control device can also represent various forms of mobile devices, such as personal digital processors, cellular phones, smartphones, 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 illustrative and are not intended to limit the implementation of the invention described and / or claimed herein.

[0158] like Figure 15 As shown, the boost charging control device 10 includes at least one processor 11 and a memory, such as a read-only memory (ROM) 12 or a random access memory (RAM) 13, communicatively connected to the at least one processor 11. The memory stores computer programs executable by the at least one processor. The processor 11 can perform various appropriate actions and processes based on the computer program stored in the ROM 12 or loaded from storage unit 18 into the RAM 13. The RAM 13 can also store various programs and data required for the operation of the boost charging control device 10. The processor 11, ROM 12, and RAM 13 are interconnected via a bus 14. An input / output (I / O) interface 15 is also connected to the bus 14.

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

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

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

[0162] Various embodiments 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-a-chip (SoCs), payload-programmable logic devices (CPLDs), computer hardware, firmware, software, and / or combinations thereof. These various embodiments may include implementations in one or more computer programs that can be executed and / or interpreted on a programmable system including at least one programmable processor, which may be a dedicated or general-purpose programmable processor, capable of receiving data and instructions from a storage system, at least one input device, and at least one output device, and transmitting data and instructions to the storage system, the at least one input device, and the at least one output device.

[0163] Computer programs used to implement 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, such that when executed by the processor, the computer programs cause the functions / operations specified in the flowcharts and / or block diagrams to be performed. The computer programs may be executed entirely on a machine, partially on a machine, or as a standalone software package, partially on a machine and partially on a remote machine, or entirely on a remote machine or server.

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

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

[0166] The systems and technologies described herein can be implemented in computing systems that include backend components (e.g., as data servers), or computing systems that include middleware components (e.g., application servers), or computing systems that include frontend components (e.g., user computers with graphical user interfaces or web browsers through which users can interact with implementations of the systems and technologies described herein), or any combination of such backend, middleware, or frontend components. The components of the system can be interconnected via digital data communication of any form or medium (e.g., communication networks). Examples of communication networks include local area networks (LANs), wide area networks (WANs), blockchain networks, and the Internet.

[0167] A computing system can include clients and servers. Clients and servers are generally located far apart and typically interact through communication networks. The client-server relationship is created by computer programs running on the respective computers and having a client-server relationship with each other. The server can be a cloud server, also known as a cloud computing server or cloud host, which is a hosting product within the cloud computing service system to address the shortcomings of traditional physical hosts and VPS services, such as high management difficulty and weak business scalability.

[0168] It should be understood that the various forms of processes shown above can be used, with steps reordered, added, or deleted. For example, the steps described in this invention can be executed in parallel, sequentially, or in different orders, as long as the desired result of the technical solution of this invention can be achieved, and this is not limited herein.

[0169] The specific embodiments described above do not constitute a limitation on the scope of protection of this invention. Those skilled in the art should understand that various modifications, combinations, sub-combinations, and substitutions can be made according to design requirements and other factors. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of this invention should be included within the scope of protection of this invention.

Claims

1. A method for controlling boost charging of a vehicle, characterized in that, The vehicle includes a three-phase boost topology; the three-phase boost topology includes a first phase winding, a second phase winding, and a third phase winding; The boost charging control method includes: When the vehicle enters the boost charging mode, the first motor rotor angle of the motor in the vehicle is obtained; The second motor rotor angle is determined based on the first motor rotor angle and the motor rotor angle corresponding to different charging strategies under the preset torque; the connection methods of the first phase winding, the second phase winding, and the third phase winding are different for different charging strategies; When the vehicle is in a preset gear, the rotor angle of the motor is adjusted from the first motor rotor angle to the second motor rotor angle; The vehicle is controlled to perform boost charging using the charging strategy corresponding to the rotor angle of the second motor; The second motor rotor angle is determined based on the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque, including: The rotor angle of the third motor corresponding to different charging strategies under the first preset torque is determined; the preset torque includes the first preset torque; the first preset torque is less than the tooth engagement torque; the tooth engagement torque is the torque to prevent slippage of vehicle gear components, used to ensure that the gears are always tightly meshed; Calculate the first absolute value of the difference between the rotor angle of the first motor and the rotor angles of the plurality of third motors; The rotor angle of the third motor corresponding to the minimum absolute value of the first motor is taken as the rotor angle of the second motor. The second motor rotor angle is determined based on the first motor rotor angle and the motor rotor angles corresponding to different charging strategies under a preset torque, including: Determine the fourth motor rotor angle corresponding to different charging strategies under the second preset torque; the preset torque includes the second preset torque, which is greater than the tooth torque. The rotor angle of the fifth motor is determined based on the rotor angle and torque change rate of the fourth motor. Calculate the second absolute value of the difference between the rotor angle of the first motor and the rotor angles of the plurality of fifth motors; The rotor angle of the fifth motor corresponding to the minimum absolute value of the second motor is taken as the rotor angle of the second motor.

2. The boost charging control method according to claim 1, characterized in that, Determining the rotor angle of the fifth motor based on the rotor angle and torque change slope of the fourth motor includes: The rotor angle of the fourth motor with the smaller torque change rate in the same charging strategy is selected as the rotor angle of the fifth motor.

3. The boost charging control method according to claim 1, characterized in that, The three-phase boost topology 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 terminal of the charging pile, the first end of the first transistor, and the first end of the second transistor, respectively; 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 terminal of the power battery is electrically connected to the second terminal of the first transistor, the second terminal of the third transistor, and the second terminal of the fifth transistor, respectively. The negative terminal of the power battery is electrically connected to the second terminal of the second transistor, the second terminal of the fourth transistor, and the second terminal 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 to connect the first phase winding and the second phase winding in series. The second charging strategy is to connect the first phase winding and the third phase winding in series. The third charging strategy is to connect the second phase winding and the third phase winding in parallel and then connect them in series with the first phase winding. The boost charging control method includes: Controlling the vehicle to perform boost charging using the charging strategy corresponding to the rotor angle of the second motor includes: When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the first charging strategy, the first phase winding and the second phase winding are connected in series for boost charging; When the rotor angle of the second motor is the same as the rotor angle of the second charging strategy, the first phase winding and the third phase winding are connected in series for boost charging. When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the third charging strategy, the second phase winding and the third phase winding are connected in parallel and then connected in series with the first phase winding for boost charging.

4. The boost charging control method according to claim 3, characterized in that, Controlling the vehicle to perform boost charging using a charging strategy corresponding to the rotor angle of the second motor includes: When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the first charging strategy and the rotor angle of the motor corresponding to the second charging strategy, the first phase winding and the second phase winding are connected in series for boost charging; or, the first phase winding and the third phase winding are connected in series for boost charging. When the rotor angle of the second motor is the same as the rotor angle of the motor corresponding to the first charging strategy and the rotor angle of the motor corresponding to the third charging strategy, the first phase winding and the second phase winding are connected in series for boost charging. When the rotor angle of the second motor is the same as the rotor angle of the second charging strategy and the rotor angle of the third charging strategy, the first phase winding and the third phase winding are connected in series for boost charging.

5. 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: Obtain the gear position information of the vehicle; The vehicle is determined to be in the preset gear based on the gear information.

6. A control device for boost charging of a vehicle, used to execute the boost charging control method as described in any one of claims 1-5, characterized in that, The vehicle includes a three-phase boost topology; the three-phase boost topology includes a first phase winding, a second phase winding, and a third phase winding; The boost charging control device includes: The first motor rotor angle acquisition module is used to acquire the first motor rotor angle of the motor in the vehicle when the vehicle enters the boost charging mode. The second motor rotor angle determination module 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 are different for different charging strategies; The first motor rotor angle adjustment module 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. The boost charging execution module is used to control the vehicle to perform boost charging in accordance with the charging strategy corresponding to the rotor angle of the second motor.

7. A boost charging control device, characterized in that, The boost charging control device includes: One or more processors; 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 1-5.

8. A storage medium having a computer program stored thereon, characterized in that, When the program is executed by the processor, it implements the boost charging control method as described in any one of claims 1-5.

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