Charging control method and device based on single-stage vehicle-mounted charger, vehicle and medium

Abstract

The invention relates to a charging control method based on a single-stage vehicle-mounted charger, a charging control device based on the single-stage vehicle-mounted charger, a vehicle and a medium. Obtaining the alternating voltage of the power supply, the effective value of the alternating component in the output current of the single-stage vehicle-mounted charger and the torque of a motor in the driving system; determining a current instruction Id * of the excitation d axis according to the alternating voltage and the effective value; determining a current instruction Iq * of a torque q axis according to the torque; and controlling a driving system according to the current instruction Id * and the current instruction Iq *, so that an alternating current component in the output current of the single-stage vehicle-mounted charger is output to the driving system for reactive power compensation, and a direct current component in the output current of the single-stage vehicle-mounted charger is output to a vehicle-mounted power battery for charging. According to the method, the alternating current component in the output current of the output end of the single-stage vehicle-mounted charger can be effectively suppressed on the basis that additional hardware investment is not needed and the cost and the size are saved.

Description

Technical Field

[0001] The present disclosure relates to the technical field of vehicle charging, and in particular to a charging control method, device, vehicle and medium based on a single-stage on-board charger. Background Art

[0002] The on-board charger (OBC) can convert the AC power absorbed from the power supply (such as 220V or 380V mains) into DC power, and use the DC power to charge the on-board power battery.

[0003] However, in order to meet the grid's requirements for load unit power factor, the single-stage on-board charger will control the AC side current to be synchronized with the grid voltage phase. Its output end is a current with a large AC component. If this current is used directly to charge the on-board power battery, it will cause a large internal resistance loss of the on-board power battery and will not meet the relevant standard requirements.

[0004] Therefore, how to effectively suppress the AC component in the output current of the output end of the single-stage on-board charger is a problem that needs to be solved urgently. Summary of the invention

[0005] In order to overcome the problems existing in the related art, the present disclosure provides a charging control method, device, vehicle and medium based on a single-stage on-board charger.

[0006] According to a first aspect of an embodiment of the present disclosure, a charging control method based on a single-stage vehicle charger is provided, the method comprising:

[0007] In the process of charging the vehicle power battery through the single-stage vehicle charger, obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage vehicle charger, and the torque of the motor in the drive system;

[0008] Determine a current command Id* for exciting the d-axis according to the AC voltage and the effective value;

[0009] According to the torque, determine the current command Iq* of the torque q axis;

[0010] According to the current command Id* and the current command Iq*, the drive system is controlled so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging.

[0011] In one embodiment of the present disclosure, determining the current command Id* of the excitation d-axis according to the AC voltage and the effective value includes:

[0012] Obtaining the product of the AC voltage and the effective value;

[0013] Performing proportional-integral adjustment on the product;

[0014] The result obtained after proportional-integral adjustment is used as the current command Id*.

[0015] In one embodiment of the present disclosure, determining the current command Iq* of the torque q axis according to the torque includes:

[0016] Determining whether the torque is zero;

[0017] If so, it is determined that the current command Iq* is zero.

[0018] In one embodiment of the present disclosure, controlling the drive system according to the current command Id* and the current command Iq* includes:

[0019] Obtaining the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis;

[0020] The current command Id*, the current command Iq*, the actual current Id and the actual current Iq are input into the drive system to realize the control of the motor.

[0021] In one embodiment of the present disclosure, the step of obtaining the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis includes:

[0022] Obtaining the three-phase operating current of the motor;

[0023] The three-phase working current is subjected to Clack transformation and Park transformation in sequence to obtain the actual current Id and the actual current Iq.

[0024] In one embodiment of the present disclosure, the inputting the current command Id*, the current command Iq*, the actual current Id, and the actual current Iq into the drive system to control the motor includes:

[0025] Inputting the actual current Id and the current command Id* into a first deadbeat predictive controller to obtain a voltage command Ud*;

[0026] Inputting the actual current Iq and the current command Iq* into a second deadbeat predictive controller to obtain a voltage command Uq*;

[0027] The results obtained after coordinate transformation of the voltage command Ud* and the voltage command Uq* are used to control the inverter output through space voltage vector pulse width modulation technology SVPWM to achieve control of the motor.

[0028] In one embodiment of the present disclosure, before obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system, the method further includes:

[0029] Get the running speed of the vehicle;

[0030] If the running speed of the vehicle is zero, it is determined that the vehicle is in a stationary state.

[0031] According to a second aspect of an embodiment of the present disclosure, a charging control device based on a single-stage on-board charger is provided, the device comprising:

[0032] An acquisition module, used to acquire the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system during the charging process of the on-board power battery through the single-stage on-board charger;

[0033] A first determination module, used to determine a current command Id* of an excitation d-axis according to the AC voltage and the effective value;

[0034] A second determination module is used to determine the current command Iq* of the torque q axis according to the torque;

[0035] A control module is used to control the drive system according to the current command Id* and the current command Iq*, so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging.

[0036] In one embodiment of the present disclosure, when the first determination module is used to determine the current command Id* of the excitation d-axis according to the AC voltage and the effective value, it includes:

[0037] Obtaining the product of the AC voltage and the effective value;

[0038] Performing proportional-integral adjustment on the product;

[0039] The result obtained after proportional-integral adjustment is used as the current command Id*.

[0040] In one embodiment of the present disclosure, when the second determination module is used to determine the current command Iq* of the torque q axis according to the torque, it includes:

[0041] Determining whether the torque is zero;

[0042] If so, it is determined that the current command Iq* is zero.

[0043] In one embodiment of the present disclosure, when the control module is used to control the drive system according to the current command Id* and the current command Iq*, it includes:

[0044] Obtaining the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis;

[0045] The current command Id*, the current command Iq*, the actual current Id and the actual current Iq are input into the drive system to realize the control of the motor.

[0046] In one embodiment of the present disclosure, when the control unit is used to obtain the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis, it includes:

[0047] Obtaining the three-phase operating current of the motor;

[0048] The three-phase working current is subjected to Clack transformation and Park transformation in sequence to obtain the actual current Id and the actual current Iq.

[0049] In one embodiment of the present disclosure, the control unit is used to input the current command Id*, the current command Iq*, the actual current Id and the actual current Iq into the drive system to control the motor, including:

[0050] Inputting the actual current Id and the current command Id* into a first deadbeat predictive controller to obtain a voltage command Ud*;

[0051] Inputting the actual current Iq and the current command Iq* into a second deadbeat predictive controller to obtain a voltage command Uq*;

[0052] The results obtained after coordinate transformation of the voltage command Ud* and the voltage command Uq* are used to control the inverter output through space voltage vector pulse width modulation technology SVPWM to achieve control of the motor.

[0053] In one embodiment of the present disclosure, the device further includes:

[0054] The third determination module is used to obtain the vehicle's running speed before obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage vehicle charger, and the torque of the motor in the drive system through the acquisition module, and determine that the vehicle is in a stationary state when the running speed of the vehicle is zero.

[0055] According to a third aspect of an embodiment of the present disclosure, a vehicle is provided, comprising: a charging control device based on a single-stage on-board charger as described in the embodiment of the second aspect.

[0056] According to a fourth aspect of an embodiment of the present disclosure, a computer-readable storage medium is provided, on which computer program instructions are stored. When the program instructions are executed by a processor, the charging control method based on a single-stage vehicle charger described in the embodiment of the first aspect is implemented.

[0057] According to a fifth aspect of an embodiment of the present disclosure, a computer program product is provided, including a computer program, which, when executed by a processor, implements the charging control method based on a single-stage vehicle charger described in the embodiment of the first aspect.

[0058] The technical solution provided by the embodiments of the present disclosure may have the following beneficial effects:

[0059] In the present disclosure, in the process of charging the vehicle power battery through the single-stage vehicle charger, the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage vehicle charger and the torque of the motor in the drive system are obtained, and the current command Id* of the excitation d axis is determined according to the AC voltage and the effective value, and the current command Iq* of the torque q axis is determined according to the torque, and then the drive system is controlled according to the current command Id* and the current command Iq*, so that the AC component in the output current of the single-stage vehicle charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage vehicle charger is output to the vehicle power battery for charging. Therefore, the present disclosure adopts the existing drive system in the vehicle as a method for reactive power compensation as an energy storage element, introduces the AC component in the output current of the single-stage vehicle charger into the drive system, so that the charging current output by the single-stage vehicle charger to the vehicle power battery is the DC component in the output current of the single-stage vehicle charger, so that the AC component in the output current of the output end of the single-stage vehicle charger can be effectively suppressed without additional hardware investment, cost and volume saving.

[0060] It is to be understood that the foregoing general description and the following detailed description are exemplary and explanatory only and are not restrictive of the present disclosure. BRIEF DESCRIPTION OF THE DRAWINGS

[0061] The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments consistent with the present disclosure and, together with the description, serve to explain the principles of the present disclosure.

[0062] Figure 1 is a schematic diagram of a two-stage vehicle charger in the related art;

[0063] Figure 2It is a circuit diagram of charging control based on a single-stage on-board charger in the related art;

[0064] Figure 3 is a schematic diagram of connecting a single-stage on-board charger to a drive system according to an embodiment of the present disclosure;

[0065] Figure 4 is a flow chart of a charging control method based on a single-stage on-board charger according to an embodiment of the present disclosure;

[0066] Figure 5 is a schematic diagram of a charging control principle based on a single-stage on-board charger according to an embodiment of the present disclosure;

[0067] Figure 6 is a schematic diagram of a drive system according to an embodiment of the present disclosure;

[0068] Figure 7 is a block diagram of a charging control device based on a single-stage on-board charger according to an embodiment of the present disclosure;

[0069] Figure 8 It is a schematic diagram of a functional block diagram of a vehicle showing an exemplary embodiment. DETAILED DESCRIPTION

[0070] Some embodiments of the present disclosure will be described in detail here, and examples thereof are shown in the accompanying drawings. When the following description refers to the drawings, unless otherwise indicated, the same numbers in different drawings represent the same or similar elements. Various changes, modifications and equivalents of the methods, devices and / or systems described herein will become apparent after understanding the present disclosure. For example, the order of operations described herein is merely an example and is not limited to those orders set forth herein, but can be changed as becomes apparent after understanding the present disclosure, except for operations that must be performed in a specific order. In addition, for clarity and brevity, descriptions of features known in the art may be omitted.

[0071] The embodiments described in some embodiments of the present disclosure below do not represent all embodiments consistent with the present disclosure. Instead, they are merely examples of devices and methods consistent with some aspects of the present disclosure as detailed in the appended claims.

[0072] The following describes a charging control method, device, vehicle, and medium based on a single-stage on-board charger according to an embodiment of the present disclosure with reference to the accompanying drawings.

[0073] At present, there are two types of charging solutions: fast charging and slow charging. The fast charging solution is a DC charging solution, which mainly converts the mains electricity (220V or 380V) into DC power to charge the vehicle's power battery. However, due to the large charging power, this part of the power converter is implemented on the charging pile arranged under the vehicle; the slow charging solution also converts the mains electricity into DC power to charge the vehicle's power battery. Its charging power is small, and it can be implemented with a smaller power converter, and such a charger is placed on the vehicle.

[0074] The vehicle charger involved in the present disclosure is a relatively low-power vehicle charger. Figure 1 As shown in the figure, the current mainstream on-board charger includes a two-stage structure, including: the first-level PFC (Power Factor Correction), which is responsible for managing the power quality of the input and output power grids, and performing AC / DC conversion; the second-level isolated DC / DC, which is responsible for controlling the charging voltage and current of the on-board power battery, and performing electrical isolation of the grid / battery.

[0075] In order to further reduce the weight and cost of the two-stage on-board charger, a single-stage on-board charger can be used at present, that is, a one-stage PFC circuit is used to realize the function of the above-mentioned two-stage on-board charger. However, the PFC circuit will generate inherent current pulses on the bus, which is unacceptable for the on-board power battery, so reactive current compensation is required.

[0076] In related technologies, such as Figure 2 As shown, the city power Vac is converted into direct current through a rectifier, and then passes through the primary side power switch bridge and the secondary side switch bridge, that is, two H bridges for voltage conversion and isolation. The windings driven by the two H bridges are coupled through the transformer magnetic circuit. Such a single-stage transformer will generate current ripples on the bus, so a PB circuit is set up to compensate for reactive power. The compensation method of this scheme is to control the current through the series circuit of inductor Lr and capacitor Cb, where when the current on the bus is peak, the capacitor Cb is charged through the inductor Lr; when the current on the bus is valley, the capacitor Cb discharges to the bus through the inductor Lr, achieving the effect of suppressing the bus current.

[0077] However, the shortcomings of this solution are:

[0078] An additional half-bridge circuit, an inductor Lr and a capacitor Cb are required to form a reactive power compensation circuit, and the cost of this circuit depends on the size of the reactive current that needs to be absorbed. When the current is large, the required cost, weight, volume, etc. will be higher.

[0079] To this end, the present disclosure utilizes the existing hardware of the drive system to solve the output current pulse problem of the single-stage on-board charger, such as Figure 3As shown, in the vehicle-mounted scenario, the output end of the single-stage vehicle charger is connected to the bus in parallel with the drive system, and when the single-stage vehicle charger is charging, the drive system does not operate in the output torque mode, which creates conditions for the use of the present disclosure.

[0080] like Figure 3 As shown in the figure, the single-stage on-board charger converts the 220V mains voltage into direct current to charge the on-board power battery. In order to meet the grid's requirement for load unit power factor, the single-stage on-board charger will control the AC side current to be synchronized with the grid voltage phase. The output current I obc The current contains a large AC component. If the output current I obc Directly charging the vehicle power battery will cause a large internal resistance loss of the vehicle power battery and does not meet the relevant standard requirements. Therefore, it is necessary to adjust the output current I obc The AC component in the signal is suppressed.

[0081] Since the motor in the drive system is a relatively large inductor, it can absorb some reactive power. The charging control method based on the single-stage on-board charger disclosed in the present invention utilizes this feature and adopts a method in which the drive system provides a reactive current output to compensate for the reactive current of the single-stage on-board charger. The output reactive current I inv , to increase the output current I obc The AC component in the drive system is introduced, so that the output current I obc DC component I bat The output is sent to the on-board power battery to achieve the purpose of stabilizing the battery charging current, thereby effectively suppressing the AC component in the output current of the output end of the single-stage on-board charger.

[0082] Figure 4 is a flow chart of a charging control method based on a single-stage on-board charger according to an embodiment of the present disclosure.

[0083] like Figure 4 As shown, the charging control method based on the single-stage vehicle charger of the embodiment of the present disclosure includes:

[0084] S401, in the process of charging the on-board power battery through the single-stage on-board charger, obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system.

[0085] For example, the A-type voltage of the power supply can be collected by a voltage sensor arranged on the power supply; the output current of the single-stage on-board charger can be collected by a current sensor (such as a current loop) arranged at the output end of the single-stage on-board charger; and the torque of the motor can be obtained by a torque sensor arranged on the motor in the drive system.

[0086] In this step, when the collected output current of the single-stage on-board charger is obtained, the effective value of the AC component in the output current of the single-stage on-board charger can be calculated.

[0087] S402, determining the current command Id* for exciting the d-axis according to the AC voltage and the effective value.

[0088] In this step, after obtaining the effective value of the AC voltage of the power supply and the AC component in the output current of the single-stage on-board charger, the product between the AC voltage and the effective value is calculated, and the product is proportionally integral adjusted, and then the result obtained after the proportional-integral adjustment is used as the current command Id*.

[0089] S403, determining the current command Iq* of the torque q axis according to the torque.

[0090] In this step, after the torque is obtained, it is determined whether the torque is zero, and when the torque is zero, the current command Iq* of the torque q axis is determined to be zero.

[0091] S404, according to the current command Id* and the current command Iq*, the drive system is controlled so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging.

[0092] Combination Figure 5 To illustrate the control principle of the charging control method based on the single-stage vehicle charger disclosed in the present invention, as follows:

[0093] The present disclosure needs to sample the effective value of the AC voltage Vac and the AC component in the output current of the single-stage on-board charger. The product of the two passes through a PI (Proportional Integral) link, and the output value of the PI link is used as the current command Id* of the actual current Id in the drive system such as a double closed-loop control system. In order not to generate torque, the current command Iq* of the actual current Iq is zero. The current command Id* and the current command Iq* are input into the drive system to control the three-phase working current of the motor to run according to the set mode, so that a reactive current I can be generated on the bus. inv , the reactive current I inv The output current of the car charger is I obc The AC component in the output current of the single-stage on-board charger is offset, making the DC component I bat It is a DC current that tends to be stable.

[0094] Combine the following Figure 5 The process of controlling the drive system according to the current command Id* and the current command Iq* is described as follows:

[0095] After obtaining the current command Id* and the current command Iq*, it is also necessary to obtain the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis in real time, and input the current command Id*, the current command Iq*, the actual current Id and the actual current Iq into the drive system to realize the control of the motor.

[0096] As a process of obtaining the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis, it includes:

[0097] First, the three-phase working current of the motor is obtained in real time, and the three-phase working current is subjected to Clack transformation and Park transformation in sequence to obtain the actual current Id and the actual current Iq.

[0098] As a process of inputting a current command Id*, a current command Iq*, an actual current Id and an actual current Iq into a drive system to realize control of a motor, the process includes:

[0099] The actual current Id and the current command Id* are input into the first deadbeat predictive controller to obtain the voltage command Ud*. Meanwhile, the actual current Iq and the current command Iq* are input into the second deadbeat predictive controller to obtain the voltage command Uq*. Then, the voltage commands Ud* and Uq* are transformed into the results obtained by coordinate transformation, and the inverter output is controlled by space voltage vector pulse width modulation technology SVPWM (Space Vector Pulse Width Modulation) to realize the control of the motor.

[0100] Therefore, the present invention directly adopts the existing drive system in the vehicle as an energy storage element for reactive power compensation, and introduces the AC component in the output current of the single-stage on-board charger into the drive system, so that the charging current output by the single-stage on-board charger to the on-board power battery is the DC component in the output current of the single-stage on-board charger. In this way, there is no need to add inductor and capacitor elements to the existing solution, and the AC component in the output current of the output end of the single-stage on-board charger can be effectively suppressed without additional hardware investment, cost and volume saving.

[0101] Combine the following Figure 6 Explanation: The drive system outputs reactive current I inv Method:

[0102] To allow the motor to output AC components on the bus is essentially to control the AC current passing through the motor, thereby controlling the size of the magnetic field energy stored in the motor and realizing the output of external reactive power.

[0103] Due to the motor d The component is used to control the magnitude of the air gap magnetic field, i qThe component is used to control the torque under a certain air gap magnetic field. In order to make the motor produce no torque during the process of outputting reactive power, i q The component should be set to 0 so that the motor will not generate torque when controlling the id oscillation, avoiding unexpected movement of the vehicle in this usage scenario.

[0104] The following describes the current oscillation on the bus and i d Mathematical relationship of vibration:

[0105] Assume that the injected i d (including AC and DC components), i q It is expressed by the following formula (1):

[0106]

[0107] Among them, I m is the amplitude of the sinusoidal wave oscillation, which is a given value; ω is the frequency.

[0108] The generated voltage vector u d 、u q It is expressed by the following formula (2):

[0109]

[0110] Voltage vector u d 、u q Under SVPWM modulation, the ratio of the maximum output AC voltage amplitude is expressed by the following formula (3):

[0111]

[0112] According to the inverse park transformation, the three-phase working current is obtained by the following formula (4):

[0113]

[0114] Among them, θ is the motor rotor position angle. After the vehicle stops, the rotor position is random, so it is a random quantity on the vehicle. It can be seen that after the motor rotor position is fixed, the three-phase current is a current waveform with unequal amplitudes but the same frequency and phase.

[0115] Continue to refer Figure 6 , the upper and lower bridge arms of each phase are complementary in SVPWM. Taking phase A as an example, the phase current ia is the sum of the upper and lower bridge arm currents, d a is the duty cycle of the upper bridge arm, and the duty cycle of the lower bridge arm is 1-d a , according to the average value equivalent, the upper bridge arm current is written as i a *d a , the lower bridge arm current is i a *(1-d a).

[0116] The duty cycle of the upper bridge arm of each phase is in phase with the phase voltage, and the duty cycle of each phase is expressed by the following formula (5):

[0117]

[0118] Then sum It is expressed by the following formula (6):

[0119]

[0120] In the above formula (6), i sum The frequency is 2ω and is excited by the AC part of the injected id.

[0121] This i sum Subtract the current i through the capacitor cap , the remaining is the reactive current I inv , as compensation for the reactive current on the bus.

[0122] From the above derivation, it can be seen that the reactive current I inv The frequency is twice that of id, and there is a fixed relationship in phase, so it can be controlled by i d The size of the reactive current I output to the busbar is controlled inv .

[0123] According to the principle of single-stage on-board charger, the frequency of the AC component contained in the on-board charger is also twice the frequency of the mains, and there is a fixed phase relationship. Therefore, the Id frequency in the motor control is controlled to be the same as the mains AC voltage frequency, which can make I inv The same frequency as the AC component of the car charger.

[0124] The application scenario of the charging control method based on the single-stage on-board charger in the embodiment of the present disclosure is the scenario in which the on-board power battery is charged by the single-stage on-board charger when the vehicle is stationary.

[0125] To this end, before obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage vehicle charger and the torque of the motor in the drive system, the present disclosure also includes: obtaining the running speed of the vehicle and determining whether the running speed of the vehicle is zero, and if so, determining that the vehicle is in a stationary state.

[0126] To summarize, the charging control method based on a single-stage on-board charger in the embodiment of the present disclosure obtains the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system during the process of charging the on-board power battery through the single-stage on-board charger, and determines the current command Id* of the excitation d-axis according to the AC voltage and the effective value, and determines the current command Iq* of the torque q-axis according to the torque, and then controls the drive system according to the current command Id* and the current command Iq*, so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging. Therefore, the present invention adopts the existing drive system in the vehicle as a method for reactive power compensation as an energy storage element, and introduces the AC component in the output current of the single-stage on-board charger into the drive system, so that the charging current output by the single-stage on-board charger to the on-board power battery is the DC component in the output current of the single-stage on-board charger. In this way, the AC component in the output current of the output end of the single-stage on-board charger can be effectively suppressed without the need for additional hardware investment, saving cost and volume.

[0127] Figure 7 is a block diagram of a charging control device based on a single-stage on-board charger according to an embodiment of the present disclosure.

[0128] like Figure 7 As shown, the charging control device 700 based on the single-stage vehicle charger of the embodiment of the present disclosure includes:

[0129] The acquisition module 710 is used to acquire the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system during the process of charging the on-board power battery through the single-stage on-board charger;

[0130] A first determination module 720, configured to determine a current command Id* of an excitation d-axis according to the AC voltage and the effective value;

[0131] A second determination module 730 is used to determine a current command Iq* of a torque q axis according to the torque;

[0132] The control module 740 is used to control the drive system according to the current command Id* and the current command Iq*, so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging.

[0133] In one embodiment of the present disclosure, the first determination module 720 is used to determine the current command Id* of the excitation d-axis according to the AC voltage and the effective value, including:

[0134] Obtaining the product of the AC voltage and the effective value;

[0135] Performing proportional-integral adjustment on the product;

[0136] The result obtained after proportional-integral adjustment is used as the current command Id*.

[0137] In one embodiment of the present disclosure, when the second determination module 730 is used to determine the current command Iq* of the torque q axis according to the torque, it includes:

[0138] Determining whether the torque is zero;

[0139] If so, it is determined that the current command Iq* is zero.

[0140] In one embodiment of the present disclosure, the control module 740 is used to control the drive system according to the current command Id* and the current command Iq*, including:

[0141] Obtaining the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis;

[0142] The current command Id*, the current command Iq*, the actual current Id and the actual current Iq are input into the drive system to realize the control of the motor.

[0143] In one embodiment of the present disclosure, when the control unit is used to obtain the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis, it includes:

[0144] Obtaining the three-phase operating current of the motor;

[0145] The three-phase working current is subjected to Clack transformation and Park transformation in sequence to obtain the actual current Id and the actual current Iq.

[0146] In one embodiment of the present disclosure, the control unit is used to input the current command Id*, the current command Iq*, the actual current Id and the actual current Iq into the drive system to control the motor, including:

[0147] Inputting the actual current Id and the current command Id* into a first deadbeat predictive controller to obtain a voltage command Ud*;

[0148] Inputting the actual current Iq and the current command Iq* into a second deadbeat predictive controller to obtain a voltage command Uq*;

[0149] The results obtained after coordinate transformation of the voltage command Ud* and the voltage command Uq* are used to control the inverter output through space voltage vector pulse width modulation technology SVPWM to achieve control of the motor.

[0150] In one embodiment of the present disclosure, the device further includes:

[0151] The third determination module is used to obtain the vehicle's running speed before obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system through the acquisition module 710, and determine that the vehicle is in a stationary state when the running speed of the vehicle is zero.

[0152] Regarding the device in the above embodiment, the specific manner in which each module performs operations has been described in detail in the embodiment of the method, and will not be elaborated here.

[0153] Based on the above embodiments, the present disclosure also proposes a vehicle, comprising the above-mentioned charging control device based on the single-stage on-board charger.

[0154] As an example, Figure 8 800 is a functional block diagram of a vehicle 800 shown in an exemplary embodiment. For example, the vehicle 800 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles. The vehicle 800 may be an autonomous vehicle, a semi-autonomous vehicle, or a non-autonomous vehicle.

[0155] Reference Figure 8 , the vehicle 800 may include various subsystems, for example, an infotainment system 810, a perception system 820, a decision control system 830, a drive system 840, and a computing platform 850. The vehicle 800 may also include more or fewer subsystems, and each subsystem may include multiple components. In addition, each subsystem and each component of the vehicle 800 may be interconnected by wire or wireless means.

[0156] In some embodiments, the infotainment system 810 may include a communication system, an entertainment system, and a navigation system, etc.

[0157] The perception system 820 may include several sensors for sensing information about the environment around the vehicle 800. For example, the perception system 820 may include a global positioning system (the global positioning system may be a GPS system, or a Beidou system or other positioning systems), an inertial measurement unit (IMU), a laser radar, a millimeter wave radar, an ultrasonic radar, and a camera.

[0158] The decision control system 830 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0159] The drive system 840 may include components that provide powered motion for the vehicle 800. In one embodiment, the drive system 840 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of an internal combustion engine, an electric motor, and an air compression engine. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0160] Some or all functions of the vehicle 800 are controlled by a computing platform 850. The computing platform 850 may include at least one processor 851 and a memory 852, and the processor 851 may execute instructions 853 stored in the memory 852.

[0161] The processor 851 may be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processor (Graphic Process Unit, GPU), a field programmable gate array (Field Programmable Gate Array, FPGA), a system on chip (System on Chip, SOC), an application specific integrated circuit (Application Specific Integrated Circuit, ASIC) or a combination thereof.

[0162] The memory 852 may be implemented by any type of volatile or nonvolatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0163] In addition to instructions 853 , memory 852 may also store data, such as road maps, route information, vehicle location, direction, speed, etc. The data stored in memory 852 may be used by computing platform 850 .

[0164] In the embodiment of the present disclosure, the processor 851 may execute instruction 853 to complete all or part of the steps of the above-mentioned charging control method based on a single-stage vehicle charger.

[0165] The present disclosure also provides a computer-readable storage medium having computer program instructions stored thereon. When the program instructions are executed by a processor, the steps of the charging control method based on a single-stage vehicle charger provided by the present disclosure are implemented.

[0166] The present disclosure also provides a computer program product, including a computer program, which, when executed by a processor, implements the steps of the charging control method based on a single-stage on-board charger provided by the present disclosure.

[0167] In addition, the word "exemplary" is used herein to indicate serving as an example, instance, or diagram. Any aspect or design described as "exemplary" in this article is not necessarily understood to be advantageous compared to other aspects or designs. On the contrary, the use of the word exemplary is intended to present concepts in a specific way. As used herein, the term "or" is intended to represent an inclusive "or" rather than an exclusive "or". That is, unless otherwise specified or clear from the context, "X applies A or B" is intended to represent any one of the natural inclusive arrangements. That is, if X applies A; X applies B; or X applies both A and B, "X applies A or B" is satisfied under any of the aforementioned examples. In addition, unless otherwise specified or clearly pointed to a singular form from the context, the articles "one" and "an" as used in this application and the appended claims are generally understood to mean "one or more".

[0168] Likewise, although the present disclosure has been shown and described with respect to one or more implementations, equivalent variations and modifications will occur to those skilled in the art after reading and understanding the specification and drawings. The present disclosure includes all such modifications and variations and is limited only by the scope of the claims. In particular, with respect to the various functions performed by the components (e.g., elements, resources, etc.) described above, unless otherwise noted, the terms used to describe such components are intended to correspond to any component (functionally equivalent) that performs the specific functions of the described components, even if the structure is not equivalent to the disclosed structure. In addition, although the specific features of the present disclosure may have been disclosed with respect to only one of several implementations, such features may be combined with one or more other features of other implementations as may be desired and conducive to any given or specific application. In addition, with respect to "including", "having", "having", "having", or variations thereof used in the specific embodiments or claims, such terms are intended to be inclusive in a manner similar to the term "comprising".

[0169] Those skilled in the art will readily appreciate other embodiments of the present disclosure after considering the specification and practicing the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of the present disclosure that follow the general principles of the present disclosure and include common knowledge or customary techniques in the art that are not disclosed in the present disclosure. The specification and examples are intended to be exemplary only, and the true scope and spirit of the present disclosure are indicated by the following claims.

[0170] It should be understood that the present disclosure is not limited to the exact structures that have been described above and shown in the drawings, and that various modifications and changes may be made without departing from the scope thereof. The scope of the present disclosure is limited only by the appended claims.

Claims

1. A charging control method based on a single-stage on-board charger, characterized in that: include: In the process of charging the vehicle power battery through the single-stage vehicle charger, obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage vehicle charger, and the torque of the motor in the drive system; Determine a current command Id* for exciting the d-axis according to the AC voltage and the effective value; According to the torque, determine the current command Iq* of the torque q axis; According to the current command Id* and the current command Iq*, the drive system is controlled so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging.

2. The method according to claim 1, characterized in that The step of determining the current command Id* of the excitation d-axis according to the AC voltage and the effective value includes: Obtaining the product of the AC voltage and the effective value; Performing proportional-integral adjustment on the product; The result obtained after proportional-integral adjustment is used as the current command Id*.

3. The method according to claim 1, characterized in that: Determining the current command Iq* of the torque q axis according to the torque includes: Determining whether the torque is zero; If so, it is determined that the current command Iq* is zero.

4. The method according to claim 1, characterized in that: The controlling the drive system according to the current command Id* and the current command Iq* includes: Obtaining the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis; The current command Id*, the current command Iq*, the actual current Id and the actual current Iq are input into the drive system to realize the control of the motor.

5. The method according to claim 4, characterized in that The obtaining of the actual current Id of the excitation d-axis and the actual current Iq of the torque q-axis includes: Obtaining the three-phase operating current of the motor; The three-phase working current is subjected to Clack transformation and Park transformation in sequence to obtain the actual current Id and the actual current Iq.

6. The method according to claim 4, characterized in that The step of inputting the current command Id*, the current command Iq*, the actual current Id, and the actual current Iq into the drive system to control the motor includes: Inputting the actual current Id and the current command Id* into a first deadbeat predictive controller to obtain a voltage command Ud*; Inputting the actual current Iq and the current command Iq* into a second deadbeat predictive controller to obtain a voltage command Uq*; The results obtained after coordinate transformation of the voltage command Ud* and the voltage command Uq* are used to control the inverter output through space voltage vector pulse width modulation technology SVPWM to achieve control of the motor.

7. The method according to claim 1, characterized in that Before obtaining the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system, the method further includes: Get the running speed of the vehicle; If the running speed of the vehicle is zero, it is determined that the vehicle is in a stationary state.

8. A charging control device based on a single-stage on-board charger, characterized in that: include: An acquisition module, used to acquire the AC voltage of the power supply, the effective value of the AC component in the output current of the single-stage on-board charger, and the torque of the motor in the drive system during the charging process of the on-board power battery through the single-stage on-board charger; A first determination module, used to determine a current command Id* of an excitation d-axis according to the AC voltage and the effective value; A second determination module is used to determine the current command Iq* of the torque q axis according to the torque; A control module is used to control the drive system according to the current command Id* and the current command Iq*, so that the AC component in the output current of the single-stage on-board charger is output to the drive system for reactive power compensation, and the DC component in the output current of the single-stage on-board charger is output to the on-board power battery for charging.

9. A vehicle, characterized in that: include: A charging control device based on a single-stage on-board charger as described in any one of claims 1 to 7.

10. A computer-readable storage medium having computer program instructions stored thereon, characterized in that: When the program instructions are executed by a processor, the charging control method based on a single-stage vehicle charger described in any one of claims 1 to 7 is implemented.

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