Control method and device of vehicle-mounted three-port converter, vehicle controller and medium

Abstract

The invention provides a control method and device of a vehicle-mounted three-port converter, a vehicle controller and a storage medium. The vehicle-mounted three-port converter comprises a first port, a second port, a third port, a vehicle-mounted charger, a direct-current converter and an auxiliary source, and the secondary side of the charger and the primary side of the converter share one bridge arm. The method comprises the following steps: according to a received control instruction for performing energy transmission from a second port to a third port, sending a closing instruction to all lower tubes of a primary side of the charger and lasting for a first preset duration; and judging whether the auxiliary source has an undervoltage fault or not, if so, detecting whether the lower tube of the primary side of the charger has a GDS short-circuit fault or not, and if so, not sending a closing instruction to the lower tube with the GDS short-circuit fault when executing the control instruction. According to the invention, when the vehicle-mounted charger fails (such as a lower tube of the primary side of the charger fails), normal operation of the direct current converter can still be ensured, the availability of the system is greatly improved, and user requirements can be well met.

Description

Technical Field

[0001] The present invention relates to the technical field of new energy vehicle control, and particularly to a control method, device, vehicle controller and storage medium for an in-vehicle three-port converter. Background Art

[0002] The in-vehicle power supply is a key component for energy conversion and transmission in new energy vehicles, including an on-board charger (OBC) and a direct current-direct current converter (DCDC), which can achieve functions such as forward charging of a high-voltage battery by an AC alternating current through the on-board charger, reverse discharging of the high-voltage battery through the on-board charger inside / outside the vehicle, and power supply to in-vehicle low-voltage electrical appliances by the high-voltage battery through the direct current converter. In early new energy vehicles, the on-board charger and the direct current converter were independent of each other. Thus, even if a failure occurred inside the on-board charger, since a relay was provided between the on-board charger and the high-voltage battery, the direct current converter could still operate normally by disconnecting the relay. With the development of technology and cost control, due to the physical connection that both the on-board charger and the direct current converter are connected to the high-voltage bus, they are often integrated by using independent transformers for the on-board charger and the direct current converter respectively and connecting the ports of the on-board charger and the direct current converter to the high-voltage battery, thereby forming an integrated in-vehicle three-port converter to achieve the purpose of improving the power density of the in-vehicle power supply and reducing costs. Exemplarily, please refer to Figure 1 , Figure 1 the schematic diagram of the model where the lower tube of the primary side of the charger in an in-vehicle three-port converter is short-circuited as a specific example. As can be seen from Figure 1 it, the on-board charger 100 and the direct current converter 200 in the in-vehicle three-port converter share a common bridge arm (schematically shown by a gray bottom frame in the figure), and the lower tube of the primary side 110 of the charger includes a first switching tube S1 and a second switching tube S2. Since the user's requirement for the functional safety level of the direct current converter 200 is higher than that of the on-board charger 100, it is necessary to ensure that the normal operation of the direct current converter 200 is not affected when a failure occurs in the on-board charger 100. Exemplarily, please refer to Figure 2 , Figure 2 the schematic diagram of the state where the lower tube of the primary side of the charger is short-circuited when only the direct current converter operates in an in-vehicle three-port converter as a specific example. As can be seen from Figure 2It can be seen that when the on-vehicle charger 100 is not working and the DC converter 200 is working properly, in the prior art, the lower switches (i.e., the first switch tube S1 and the second switch tube S2) of the primary side 110 of the charger are often controlled to be in the conducting state to prevent energy from being transmitted to the first port A when the high-voltage battery (not shown in the figure) supplies power to the on-vehicle low-voltage electrical appliances (not shown in the figure) through the DC converter 200 (energy is transmitted from the second port B to the third port C). However, since all the switch tubes LS1, HS1, HS2, LS2, S1, S2, S3, S4, S5, S6, S7, S8, S9, S10, S11, E, F, G, and H of the on-vehicle three-port converter are driven by the same auxiliary power source 500 (not shown in the figure, such as a flyback, flyback transformer) (please refer to Figure 3 ) in the following text for details), when the first switch tube S1 and / or the second switch tube S2 of the primary side 110 of the converter fails due to GDS short circuit (i.e., gate, drain, and source short circuit) and sends a closing instruction to the lower switches S8 and S10 of the primary side 210 of the converter again, it will cause the output of the auxiliary power source 500 to be undervoltage, so that the switch tubes S7, S8, S9, and S10 of the DC converter 200 cannot be driven normally, and further cause the DC converter 200 to fail to work properly.

[0003] It should be noted that the information disclosed in the background art of this invention is only intended to deepen the understanding of the general background technology of this invention, and should not be regarded as an admission or any form of implication that this information constitutes the prior art already known to those skilled in the art. Summary of the Invention

[0004] The purpose of this invention is to provide a control method, device, vehicle controller, and storage medium for an on-vehicle three-port converter to solve the technical problem that the DC converter cannot work properly when the on-vehicle charger fails in the prior art. This invention can still ensure the normal operation of the DC converter when the on-vehicle charger fails (such as the failure of the lower switch of the primary side of the charger), greatly improving the availability of the system and well meeting the user's needs; moreover, it does not require any additional hardware cost and is easy to implement.

[0005] To achieve the above purpose, this invention is realized through the following technical solutions. A control method for an on-vehicle three-port converter, the on-vehicle three-port converter includes a first port for coupling an AC power source, a second port for coupling a high-voltage battery, a third port for outputting a working low voltage, an on-vehicle charger coupled between the first port and the second port, a DC converter coupled between the second port and the third port, and an auxiliary power source for driving the on-vehicle charger and the DC converter, and the secondary side of the charger and the primary side of the converter share a bridge arm; the control method includes:

[0006] According to the received control instruction for energy transfer from the second port to the third port, send a closing instruction to all the lower switches on the primary side of the charger and maintain it for a first preset duration;

[0007] Determine whether the auxiliary power source has an undervoltage fault. If so, detect whether there is a GDS short - circuit fault in the lower switches on the primary side of the charger. If so, when executing the control instruction, no closing instruction is sent to the lower switch with a GDS short - circuit fault.

[0008] Optionally, the lower switches on the primary side of the charger include a first switching tube and a second switching tube; the step of sending a closing instruction to all the lower switches on the primary side of the charger and maintaining it for a first preset duration includes:

[0009] Send the closing instruction to the first switching tube and the second switching tube and maintain it for the first preset duration.

[0010] Optionally, after determining that the auxiliary power source has an undervoltage fault and before detecting whether there is a GDS short - circuit fault in the lower switches on the primary side of the charger, the control method further includes:

[0011] Turn off the first switching tube and the second switching tube.

[0012] Optionally, the step of detecting whether there is a GDS short - circuit fault in the lower switches on the primary side of the charger includes:

[0013] Wait for a second preset duration to allow the auxiliary power source fault to recover, and then execute again the control instruction for energy transfer from the second port to the third port, and send a closing instruction to the first switching tube and maintain it for a first preset duration;

[0014] Determine whether the auxiliary power source has an undervoltage fault. If not, determine that the second switching tube has a GDS short - circuit fault;

[0015] If so, turn off the first switching tube, wait for the second preset duration to allow the auxiliary power source fault to recover, then execute again the control instruction for energy transfer from the second port to the third port, and send a closing instruction to the second switching tube and maintain it for a first preset duration; determine again whether the auxiliary power source has an undervoltage fault. If not, the first switching tube has a GDS short - circuit fault; if so, both the first switching tube and the second switching tube have GDS short - circuit faults.

[0016] Optionally, the second preset duration includes 30 ms to 1 s.

[0017] Optionally, the step of not sending a closing instruction to the lower switch with a GDS short - circuit fault when executing the control instruction includes:

[0018] If the first switching tube has a GDS short - circuit fault, no closing instruction is sent to the first switching tube when the control instruction is executed; if the second switching tube has a GDS short - circuit fault, no closing instruction is sent to the second switching tube when the control instruction is executed.

[0019] Optionally, the first preset duration includes 50 ms to 150 ms.

[0020] To achieve the above object, the present invention further provides a control device for an in - vehicle three - port converter. The in - vehicle three - port converter includes a first port for coupling to an AC power source, a second port for coupling to a high - voltage battery, a third port for outputting a working low voltage, an in - vehicle charger coupled between the first port and the second port, a DC - DC converter coupled between the second port and the third port, and an auxiliary power source for driving the in - vehicle charger and the DC - DC converter. And a common leg is shared between the secondary side of the charger and the primary side of the converter. The control device includes:

[0021] A first control unit configured to send a closing instruction to all the lower switches on the primary side of the charger and maintain it for a first preset duration according to a received control instruction for energy transfer from the second port to the third port;

[0022] A second control unit configured to determine whether the auxiliary power source has an undervoltage fault. If so, it detects whether there is a GDS short - circuit fault in the lower switches on the primary side of the charger. If so, no closing instruction is sent to the lower switches with GDS short - circuit faults when the control instruction is executed.

[0023] To achieve the above object, the present invention further provides a vehicle controller, including a processor and a memory. A computer program is stored on the memory. When the computer program is executed by the processor, the control method of the in - vehicle three - port converter described in any one of the above is implemented.

[0024] To achieve the above object, the present invention further provides a computer - readable storage medium. A computer program is stored in the readable storage medium. When the computer program is executed by a processor, the control method of the in - vehicle three - port converter described in any one of the above is implemented.

[0025] Compared with the prior art, the control method, device, vehicle controller and storage medium of the in - vehicle three - port converter provided by the present invention have the following advantages:

[0026] The control method of the on-vehicle three-port converter provided by the present invention sends a closing instruction to all the lower tubes on the primary side of the charger and lasts for a first preset duration, thereby laying a foundation for detecting whether the auxiliary power source has an undervoltage fault; further, when it is determined that the auxiliary power source has an undervoltage fault and a GDS short-circuit fault is detected in the lower tubes on the primary side of the charger, the closing instruction is no longer sent to the lower tubes with the GDS short-circuit fault when executing the control instruction, which can effectively avoid the undervoltage of the auxiliary power source caused by the GDS short-circuit fault of the lower tubes on the primary side of the charger, thereby ensuring the normal operation of the on-vehicle DC converter. In summary, the control method of the on-vehicle three-port converter provided by the present invention can still ensure the normal operation of the on-vehicle DC converter when the on-vehicle charger fails, thereby improving the availability of the system and meeting the user's needs well; moreover, there is no need to change the original topology structure, and the logic is clear and easy to implement.

[0027] Since the control device, vehicle controller and storage medium of the on-vehicle three-port converter provided by the present invention belong to the same inventive concept as the control method of the on-vehicle three-port converter provided by the present invention, therefore, the control device, vehicle controller and storage medium of the on-vehicle three-port converter provided by the present invention have at least all the advantages of the control method of the on-vehicle three-port converter provided by the present invention. For the detailed content of the beneficial effects of the control device, vehicle controller and storage medium of the on-vehicle three-port converter provided by the present invention, please refer to the relevant description of the beneficial effects of the control method of the on-vehicle three-port converter provided by the present invention above, and will not be elaborated here one by one. Description of the Drawings

[0028] Figure 1 Model schematic diagram of the short circuit of the lower tube on the primary side of the charger in the on-vehicle three-port converter as a specific example;

[0029] Figure 2 State schematic diagram of the short circuit of the lower tube on the primary side of the charger when only the DC converter works in the on-vehicle three-port converter as a specific example;

[0030] Figure 3 Schematic diagram of the auxiliary power source structure of the on-vehicle three-port converter as a specific example;

[0031] Figure 4 Overall flow schematic diagram of the control method of the on-vehicle three-port converter provided by the first embodiment of the present invention;

[0032] Figure 5 Flowchart of a specific example of applying the control method of the on-vehicle three-port converter provided by the present invention;

[0033] Figure 6 Structure block diagram of the control device of the on-vehicle three-port converter provided by the second embodiment of the present invention;

[0034] Figure 7 Block diagram of the vehicle controller provided for the third embodiment of the present invention;

[0035] Wherein, the reference numerals are as follows:

[0036] First port - A, second port - B, third port - C;

[0037] On - vehicle charger - 100, charger primary side - 110, first transformer - 120, charger secondary side - 130;

[0038] DC converter - 200, converter primary side - 210, second transformer - 220, converter secondary side - 230;

[0039] First filter - 310, second filter - 320, PFC circuit - 400;

[0040] Auxiliary power source - 500;

[0041] PFC upper tubes - HS1, LS1, PFC lower tubes - HS2, LS2;

[0042] First switching tube - S1, second switching tube - S2, switching tubes - S3, S4, S5, S6, S7, S8, S9, S10, S11, E, F, G, H, capacitors - C CLME 、C CLMF 、C LV , inductor - L LV ;

[0043] On - vehicle battery - 600;

[0044] First control unit - 710, second control unit - 720;

[0045] Processor - 810, memory - 820, communication interface - 830, communication bus - 840. Detailed implementation manners

[0046] The following further elaborates in detail a control method, device, vehicle controller, and storage medium of a vehicle-mounted three-port converter proposed by the present invention. According to the following description, the advantages and features of the present invention will be clearer. It should be noted that the attached drawings are in a very simplified form and all use non-precise scales, only for the purpose of conveniently and clearly assisting in explaining the embodiments of the present invention. In order to make the purpose, features, and advantages of the present invention more obvious and understandable, please refer to the attached drawings. It should be known that the structures, scales, sizes, etc. shown in the drawings of this specification are only used to cooperate with the content disclosed in the specification for those familiar with this technology to understand and read, and are not used to limit the limiting conditions for the implementation of the present invention. Any modification of the structure, change in the proportional relationship, or adjustment of the size, in the case of being the same or similar to the effects that the present invention can produce and the purposes that can be achieved, should still fall within the scope covered by the technical content disclosed by the present invention. The specific design features of the present invention disclosed herein, such as specific dimensions, directions, positions, and shapes, will be partially determined by the specific application and usage environment. Also, in the following described embodiments, sometimes the same reference numerals are used commonly between different drawings to represent the same part or parts having the same functions, and the repeated description thereof is omitted. In this specification, similar reference numerals and letters are used to represent similar items. Therefore, once an item is defined in one drawing, it does not need to be further discussed in subsequent drawings. Additionally, if the methods described herein include a series of steps, and the order of these steps presented herein is not necessarily the only order in which these steps can be executed, and some of the described steps may be omitted and / or some other steps not described herein may be added to the method.

[0047] It should be noted that in this text, relational terms such as first and second are only used to distinguish one entity or operation from another entity or operation, and do not necessarily require or imply any actual relationship or order between these entities or operations. Moreover, the terms "comprising", "including" or any other variant thereof are intended to cover non-exclusive inclusion, so that a process, method, article or device comprising a series of elements not only includes those elements, but also includes other elements not expressly listed, or elements inherent to such process, method, article or device. Without further limitation, an element defined by the statement "comprising an..." does not exclude the presence of additional identical elements in the process, method, article or device comprising the element. The singular forms "a", "an" and "the" include plural objects, the term "or" is generally used in the sense of including "and / or", the term "several" is generally used in the sense of including "at least one", the term "at least two" is generally used in the sense of including "two or more", and in addition, the terms "first", "second", "third" are only used for descriptive purposes and cannot be understood as indicating or implying relative importance or implicitly specifying the quantity of the indicated technical features.

[0048] It should be understood that when an element is referred to as being "connected", "connected to", "coupled to" another element, it can be directly connected to the other element, or there can be intervening elements. In contrast, when an element is referred to as being "directly connected" or "directly connected to" another element, there are no intervening elements.

[0049] In addition, unless specifically stated or obvious from the context, as used herein, the term "about" is understood to be within the normal tolerances in the art, for example within two standard deviations of the mean. "About" can be understood to be within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, 0.5%, 0.1%, 0.05% or 0.01% of the stated value. Unless otherwise explicitly stated from the context, all numerical values provided herein are modified by the term "about".

[0050] To facilitate a better understanding of the present invention, before specifically describing the control method, device, vehicle controller and storage medium of the on-vehicle three-port converter provided by the present invention, the topological structure, working principle of the on-vehicle three-port converter and the main research process for proposing the present invention are briefly described as follows:

[0051] Exemplarily, please continue to refer to Figure 1 or Figure 2 , from Figure 1 or Figure 2 It can be seen that the on-vehicle three-port converter (taking Figure 2For example) includes a first port A for coupling to an AC power supply ( Figure 2 not shown in the figure), a second port B for coupling to a high-voltage battery ( Figure 2 not shown in the figure), a third port C for outputting a working low voltage, an on-vehicle charger 100 coupled between the first port A and the second port B, a DC converter 200 coupled between the second port B and the third port C, and an auxiliary power source ( Figure 2 not shown in the figure, see Figure 3 below) 500 for driving the on-vehicle charger 100 and the DC converter 200, and a common bridge arm is shared between the secondary side 130 of the charger and the primary side 210 of the converter ( Figure 2 marked with a gray bottom frame in the figure, including switching transistors S7 and S8). As Figure 2 shown, the on-vehicle three-port converter further includes a first filter 310 coupled between the first port A and the on-vehicle charger 100, a PFC circuit 400, a second filter 320 coupled between the second port B and the primary side 210 of the converter, and switching transistor S11, inductor L LV and capacitor C LV coupled between the secondary side 230 of the converter and the third port C; the on-vehicle charger 100 includes a charger primary side 110, a first transformer 120, and a charger secondary side 130; the DC converter 200 includes a converter primary side 210, a second transformer 220, and a converter secondary side 230. Preferably, in some embodiments, the PFC circuit 400 includes a PFC upper transistor (i.e., the upper transistor of the PFC fast transistor) HS1, an upper transistor (i.e., the upper transistor of the PFC slow transistor) LS1, and PFC lower transistors HS2 and LS2; the lower transistors of the charger primary side 110 include first switching transistor S1 and second switching transistor S2, and the upper transistors of the charger primary side 110 include switching transistors S3 and S4; the charger secondary side 130 includes switching transistors S5, S6, S7, and S8; the converter primary side 210 includes switching transistors S7, S8, S9, and S10. As Figure 1 shown, the charger secondary side 130 and the converter primary side 210 share the common bridge arm formed by switching transistors S7 and S8 (schematically shown by a gray bottom frame in the figure); the converter secondary side 230 includes switching transistors E, F, G, and H, and capacitors C CLME and C CLMF .

[0052] Exemplarily, please refer to Figure 3 , Figure 3 which is a schematic diagram of the architecture of the auxiliary power source 500 of an on-vehicle three-port converter for a specific example. From Figure 3It can be seen that the vehicle-mounted battery 600 powers the vehicle's electronic control unit through the auxiliary power source 500 (such as a Flyback Converter, a flyback converter). In this example, the auxiliary power source 500 is used to drive the upper switches HS1 and LS1 of the PFC, the lower switches HS2 and LS2 of the PFC, the lower switches (the first switching tubes S1 and S2) and the upper switches S3 and S4 of the primary side 110 of the charger, the secondary side 130 of the charger, and the switching tubes S5, S6, S7, S8, S9, and S10 of the primary side 210 of the converter, the switching tubes E, F, G, and H of the secondary side 230 of the converter, and the switching tube S11.

[0053] Next, the main working process of the vehicle-mounted three-port converter is described as follows:

[0054] 1). When the vehicle-mounted charger 100 works alone, there are two working states: One of the working states is: transferring energy (power, electrical energy) from the first port A to the second port B. In this working state, the energy transfer path is: the alternating current of the AC power grid passes through the first port A and then is transmitted to the PFC circuit 400 via the first filter 310. The PFC circuit 400 converts the alternating current of the AC power grid into bus direct current. Then, the primary side 110 of the charger converts the bus direct current into vehicle-mounted alternating current. The vehicle-mounted alternating current is transformed by the first transformer 120 and then converted into high-voltage direct current by the secondary side 130 of the charger. After passing through the second filter 320, it is transmitted to the high-voltage battery through the second port B. The other working state is: transferring energy from the second port B to the first port A. In this working state, the energy transfer path is: the high-voltage direct current of the high-voltage battery passes through the second port B and is transmitted to the secondary side 130 of the charger via the second filter 320. The secondary side 130 of the charger converts the high-voltage direct current into vehicle-mounted alternating current, then successively transforms it through the first transformer 120 and converts it to obtain bus direct current through the primary side 110 of the charger. The bus direct current is converted into alternating current by the PFC circuit 400, filtered by the first filter 310, and then transmitted to the AC power grid or AC electrical appliances through the first port A.

[0055] 2) When the DC converter 200 operates independently, its working state is to transfer energy from the second port B to the third port C. In this working state, the energy transfer path is as follows: the high-voltage direct current of the high-voltage battery passes through the second port B, is filtered by the second filter 320, and then is converted into the working voltage required by the on-vehicle electrical appliances via the primary side 210 of the converter, the second transformer 220, and the secondary side 230 of the converter, and is transmitted to the low-voltage battery via the third port C. As mentioned above, in this process, to ensure that the normal operation of the DC converter 200 is not affected when the on-vehicle charger 100 fails, the lower tubes of the primary side 210 of the converter (i.e., the first switch tube S1 and the second switch tube S2) are often kept in the conducting state to prevent energy from being transmitted to the first port A. That is to say, when the DC converter 200 operates independently, the auxiliary power source 500 not only needs to drive the switch tubes S7, S8, S9, S10, E, F, G, H, and S11 of the DC converter 200, but also needs to drive the lower tubes of the primary side 210 of the converter (i.e., the first switch tube S1 and the second switch tube S2) to keep the lower tubes of the primary side 210 of the converter in the conducting state.

[0056] However, through research, it is found that when a GDS short-circuit fault occurs in the lower tubes of the primary side 210 of the converter (i.e., the first switch tube S1 and the second switch tube S2), if a closing instruction is sent to the lower tubes of the primary side 210 of the converter again (i.e., the first switch tube S1 and the second switch tube S2), it will cause the output of the auxiliary power source 500 to be undervoltage, and further cause the switch tubes S7, S8, S9, S10, E, F, G, H, and / or S11 of the DC converter 200 to be unable to be driven normally, resulting in the abnormal operation of the DC converter 200.

[0057] Based on the above research, the core idea of the present invention is to provide a control method, device, vehicle controller, and storage medium for an on-vehicle three-port converter. The present invention can still ensure the normal operation of the DC converter when the on-vehicle charger fails (such as the failure of the lower tube of the primary side of the charger), greatly improving the availability of the system and well meeting the user's needs; moreover, no additional hardware cost is required, and it is easy to implement.

[0058] It should be noted that the control method, device, and storage medium for the on-vehicle three-port converter provided by the present invention can be applied to the vehicle controller provided by the present invention, and the control method, device, vehicle controller, and storage medium for the on-vehicle three-port converter provided by the present invention can be applied to vehicles. It should be understood that the terms "vehicle" or "vehicular" or other similar terms used herein include general motor vehicles, such as passenger vehicles including sport utility vehicles (SUVs), buses, trucks, and various commercial vehicles.

[0059] To implement the above idea, the present invention provides a control method for an in-vehicle three-port converter. First, for the topological structure and working principle of the in-vehicle three-port converter, please refer to the previous description. For the convenience of explaining and understanding the present invention, the topological structure of the in-vehicle three-port converter will not be described in detail herein. Exemplarily, please refer to Figure 4 , which schematically shows the overall flowchart of the control method for the in-vehicle three-port converter provided in this embodiment. From Figure 4 it can be seen that the control method for the in-vehicle three-port converter provided in this embodiment includes:

[0060] S100: According to the received control instruction for energy transfer from the second port B to the third port C, send a closing instruction to all the lower switches of the primary side 110 of the charger and maintain it for a first preset duration;

[0061] S200: Determine whether the auxiliary power source 500 has an undervoltage fault. If so, detect whether there is a GDS short-circuit fault in the lower switches of the primary side 110 of the charger. If so, when executing the control instruction, no closing instruction will be sent to the lower switches with GDS short-circuit faults.

[0062] Thus, it can be seen that the control method for the in-vehicle three-port converter provided by the present invention lays a foundation for detecting whether the auxiliary power source 500 has an undervoltage fault by sending a closing instruction to all the lower switches of the primary side 110 of the charger and maintaining it for a first preset duration; further, when it is determined that the auxiliary power source 500 has an undervoltage fault and it is detected that there is a GDS short-circuit fault in the lower switches of the primary side 110 of the charger, no closing instruction will be sent to the lower switches with GDS short-circuit faults when executing the control instruction, which can effectively avoid the undervoltage of the auxiliary power source 500 caused by the GDS short-circuit fault of the lower switches of the primary side 110 of the charger, thereby ensuring the normal operation of the in-vehicle DC converter 200. In summary, it can be seen that the control method for the in-vehicle three-port converter provided by the present invention can still ensure the normal operation of the in-vehicle DC converter 200 when the in-vehicle charger 100 fails, thereby improving the usability of the system and meeting the user's needs well; moreover, there is no need to change the original topological structure, and the logic is clear and easy to implement.

[0063] It can be understood that when the detection result shows that the auxiliary power source 500 does not have an undervoltage fault, there is no need to detect whether there is a GDS short-circuit fault in the lower switches (the first switch tube S1 and the second switch tube S2) of the primary side 110 of the charger. Further, when the auxiliary power source 500 has an undervoltage fault and the detection result shows that there is no GDS short-circuit fault in the lower switches of the primary side 110 of the charger, the real reason for the undervoltage fault of the auxiliary power source 500 can be further detected. Due to space limitations, this will not be elaborated herein.

[0064] In addition, it should be noted that those skilled in the art should understand that step S100 further includes: after receiving the control instruction for energy transfer from the second port B to the third port C and before starting to wait for the first preset duration, the switching tubes S7, S8, S9, S10, E, F, G, H, and S11 of the DC converter 200 are driven by the auxiliary power source 500 to conduct / turn off to execute the control instruction. The present invention does not limit the sequence of executing the control instruction and sending the closing instruction to all the lower tubes of the primary side 110 of the charger. For the relevant content on how to drive the switching tubes S7, S8, S9, S10, E, F, G, H, and S11 of the DC converter 200 to conduct / turn off by the auxiliary power source 500, please refer to the relevant technical adaptability understanding of the in-vehicle three-port converter well-known to those skilled in the art. Due to space limitations, this is not elaborated herein. Further, as those skilled in the art should understand, sending the closing instruction to all the lower tubes of the primary side 110 of the charger in step S100 specifically means: driving all the lower tubes of the primary side 110 of the charger by the auxiliary power source 500.

[0065] Exemplarily, by using the control method of the in-vehicle three-port converter provided by the present invention, the following problems can be effectively avoided:

[0066] (1) At the end of static charging / vehicle external discharging, due to the GDS short-circuit fault of the lower tubes (the first switching tube S1 and the second switching tube S2) of the primary side 110 of the charger, the auxiliary power source 500 is under-voltage, and further the DC converter 200 cannot work, ultimately resulting in vehicle starting failure.

[0067] (2) When the vehicle discharges during high-speed driving, due to the GDS short-circuit fault of the lower tubes (the first switching tube S1 and the second switching tube S2) of the primary side 110 of the charger, the auxiliary power source 500 is under-voltage, and further the DC converter 200 cannot work, and the low-voltage battery connected to the third port C is difficult to support the in-vehicle electrical appliances to work for a long time.

[0068] Exemplarily, in some exemplary embodiments, the first preset duration includes 50 ms to 150 ms. Preferably, the first preset duration is preferably 100 ms. Thus, by setting the first preset duration to 50 ms to 150 ms, it can be ensured that when there is a GDS short-circuit fault in the lower tubes (the first switching tube S1 and the second switching tube S2) of the primary side 110 of the charger, the under-voltage of the auxiliary power source 500 can be detected in a timely and effective manner.

[0069] It should be noted that those skilled in the art should be able to understand that the value of the first preset duration described herein is only an exemplary illustration of the preferred implementation manner, rather than a limitation of the present invention. The present invention does not overly limit the specific value of the first preset duration. When implementing the present invention, it should be reasonably set according to actual needs.

[0070] Exemplarily, please continue to refer to Figure 1 or Figure 2 , from Figure 1 or Figure 2 It can be seen that in some exemplary implementation manners, the lower tubes of the primary side 110 of the charger include a first switching tube S1 and a second switching tube S2; sending a closing instruction to all the lower tubes of the primary side 110 of the charger in step S100 and lasting for the first preset duration includes: sending the closing instruction to the first switching tube S1 and the second switching tube S2 and lasting for the first preset duration.

[0071] Exemplarily, in some exemplary implementation manners, after determining that the auxiliary power source 500 has an undervoltage fault and before detecting whether the lower tubes (the first switching tube S1 and the second switching tube S2) of the primary side 110 of the charger have a GDS short - circuit fault, the control method further includes: turning off the first switching tube S1 and the second switching tube S2. Thus, after determining that the auxiliary power source 500 has an undervoltage fault and before detecting whether the lower tubes of the primary side 110 of the charger have a GDS short - circuit fault, by turning off the first switching tube S1 and the second switching tube S2, it can lay a good foundation for further positioning the switching tube with a GDS short - circuit fault (the first switching tube S1 has a GDS short - circuit fault, the second switching tube S2 has a GDS short - circuit fault, both the first switching tube S1 and the second switching tube S2 have a GDS short - circuit fault, or neither the first switching tube S1 nor the second switching tube S2 has a GDS short - circuit fault).

[0072] It should be noted that those skilled in the art should be able to understand that the control method of the on - vehicle three - port converter provided by the present invention does not overly limit the specific structure of the on - vehicle three - port converter.

[0073] Exemplarily, in some exemplary implementation manners, detecting whether the lower tubes of the primary side 110 of the charger have a GDS short - circuit fault in step S200 includes:

[0074] S210: Wait for a second preset duration to enable the recovery of the auxiliary power source fault, and execute again the control instruction for energy transfer from the second port B to the third port C, and send a closing instruction to the first switching tube S1 and last for the first preset duration;

[0075] S220: Determine whether the auxiliary power source 500 has an undervoltage fault. If not, determine that the second switch tube S2 has a GDS short - circuit fault;

[0076] S230: If so, turn off the first switch tube S1, and wait for the second preset duration to allow the auxiliary power source fault to recover. Then, execute again the control instruction for energy transfer from the second port B to the third port C, and send a closing instruction to the second switch tube S2 and maintain it for the first preset duration. Then, determine again whether the auxiliary power source 500 has an undervoltage fault. If not, the first switch tube S1 has a GDS short - circuit fault; if so, both the first switch tube S1 and the second switch tube S2 have GDS short - circuit faults.

[0077] Thus, the control method of the in - vehicle three - port converter provided by the present invention can not only quickly and accurately detect whether there is a GDS short - circuit fault in the lower tube of the primary side 110 of the charger, but also accurately determine the switch tube with the GDS short - circuit fault by detecting one by one whether there is a GDS short - circuit fault in the lower tube of the primary side 110 of the charger.

[0078] Exemplarily, in some exemplary embodiments, the second preset duration includes 30 ms to 1 s. Preferably, the second preset duration is preferably 300 ms. It should be noted that those skilled in the art should be able to understand that the value of the second preset duration described herein is only an exemplary illustration of the preferred embodiment, rather than a limitation of the present invention. The present invention does not overly limit the specific value of the second preset duration. When implementing the present invention, it should be reasonably set according to actual needs.

[0079] Exemplarily, in some exemplary embodiments, in step S200, not sending a closing instruction to the lower tube with a GDS short - circuit fault when executing the control instruction includes:

[0080] If the first switch tube S1 has a GDS short - circuit fault, then do not send a closing instruction to the first switch tube S1 when executing the control instruction; if the second switch tube S2 has a GDS short - circuit fault, then do not send a closing instruction to the second switch tube S2 when executing the control instruction.

[0081] Thus, the control method of the in - vehicle three - port converter provided by the present invention can effectively avoid the undervoltage of the auxiliary power source 500 caused by the GDS short - circuit fault of the lower tube of the primary side 110 of the charger by not sending a closing instruction to the first switch tube S1 and / or the second switch tube S2 with a GDS fault, thereby ensuring the normal operation of the in - vehicle DC converter 200.

[0082] Further, in some exemplary embodiments, when a GDS short - circuit fault is detected in the lower switch of the primary side 110 of the charger, the information of the lower switch (the first switch tube S1 and / or the second switch tube S2) with the GDS short - circuit fault can be saved. Subsequently, when executing the control instruction for energy transfer from the second port B to the third port C, first obtain the previously stored information of the lower switch (the first switch tube S1 and / or the second switch tube S2) with the GDS short - circuit fault, and no longer send a closing instruction to the lower switch (the first switch tube S1 and / or the second switch tube S2) with the GDS short - circuit fault, nor perform a fault judgment on the lower switch (the first switch tube S1 and / or the second switch tube S2) that has been determined to have a GDS short - circuit fault, thereby further simplifying the control process. It can be understood that if the GDS short - circuit fault of the lower switch (the first switch tube S1 and / or the second switch tube S2) with the GDS short - circuit fault is eliminated, the previously stored information of the lower switch (the first switch tube S1 and / or the second switch tube S2) with the GDS short - circuit fault should be deleted.

[0083] Exemplarily, please refer to Figure 5 , Figure 5 FIG. is a flowchart of a specific example of applying the control method of the on - vehicle three - port converter provided by the present invention. For the sake of simplicity in description for easy reading and understanding, "buck" is used to represent "executing the control instruction for energy transfer from the second port B to the third port C", that is, the working state of the DC converter 200 alone. From Figure 5It can be seen that if the lower switches (the first switch S1 and the second switch S2) of the primary side 110 of the charger are requested to be closed during buck for 100 ms, and if there is no undervoltage fault of the auxiliary power supply 500, then there is no GDS short - circuit fault in the lower switches (the first switch S1 and the second switch S2) of the primary side 110 of the charger; if an undervoltage fault of the auxiliary power supply 500 occurs, then the lower switches (the first switch S1 and the second switch S2) of the primary side 110 of the charger are disconnected, and after re - performing buck and separately closing the first switch S1 for 100 ms, if there is no undervoltage fault of the auxiliary power supply 500, then the second switch S2 of the primary side 110 of the charger has a GDS short - circuit fault and no closing instruction is sent to the second switch S2 during subsequent buck; if an undervoltage fault of the auxiliary power supply 500 occurs, then the first switch S1 of the primary side 110 of the charger has a GDS short - circuit fault. At this time, the first switch S1 is disconnected, and after waiting for a second preset duration (such as waiting for 300 ms) to allow the undervoltage fault of the auxiliary power supply 500 to recover, then the second switch S2 is separately closed for 100 ms. If there is no undervoltage fault of the auxiliary power supply 500, then only the first switch S1 has a GDS short - circuit fault, and no closing instruction is sent to the first switch S1 during subsequent buck; if an undervoltage fault of the auxiliary power supply 500 occurs, then both the first switch S1 and the second switch S2 have GDS short - circuit faults, and no closing instruction is sent to the first switch S1 and the second switch S2 during subsequent buck.

[0084] The second embodiment of the present invention provides a control device for an in - vehicle three - port converter. Exemplarily, please refer to Figure 6 , which schematically shows the structural block diagram of the control device for the in - vehicle three - port converter provided in this embodiment. It can be seen from Figure 6 that the control device provided in this embodiment includes a first control unit 710 and a second control unit 720. Further, the first control unit 710 is configured to send a closing instruction to all the lower switches of the primary side 110 of the charger according to the received control instruction for energy transfer from the second port B to the third port C and last for a first preset duration; the second control unit 720 is configured to determine whether the auxiliary power supply 500 has an undervoltage fault. If so, it is configured to detect whether there is a GDS short - circuit fault in the lower switches of the primary side 110 of the charger. If so, no closing instruction is sent to the lower switches with GDS short - circuit faults when executing the control instruction.

[0085] Thus, the control device for the in - vehicle three - port converter provided by the present invention can still ensure the normal operation of the in - vehicle DC converter when the in - vehicle charger fails, thereby improving the availability of the system and well meeting the user's needs; moreover, there is no need to change the original topology structure, and the logic is clear and easy to implement.

[0086] The third embodiment of the present invention provides a vehicle controller. Exemplarily, please refer to Figure 7 , Figure 7 which is a schematic block diagram of the vehicle controller provided in this embodiment of the present invention. As Figure 7 shown, the vehicle controller provided in this embodiment includes a processor 810 and a memory 820. A computer program is stored on the memory 820. When the computer program is executed by the processor 810, it implements the control method of the on-vehicle three-port converter provided in any of the above embodiments. Since the vehicle controller provided in this embodiment and the control method of the on-vehicle three-port converter provided by the present invention belong to the same inventive concept, the vehicle controller provided in this embodiment has at least all the advantages of the control method of the on-vehicle three-port converter provided by the present invention. For detailed content, please refer to the relevant description of the beneficial effects of the control method of the on-vehicle three-port converter above. Here, it will not be elaborated one by one.

[0087] Exemplarily, as Figure 7 shown, the vehicle controller may further include a communication interface 830 and a communication bus 840. The processor 810, the communication interface 830, and the memory 820 complete communication with each other through the communication bus 840. The communication bus 840 includes but is not limited to a CAN bus, etc. For the convenience of representation, only a thick line is used in the figure, but it does not mean that there is only one bus or one type of bus. The communication interface 830 is used for communication between the above vehicle controller (such as a power management system) and other controllers (such as a motor controller, a vehicle controller, an autonomous driving domain controller, etc., not shown in the figure). The communication bus 840 connects the above vehicle controller and other controllers and other scattered nodes into a closed-loop system, enabling each controller to perform communication and data transmission in multiple working states (parking state, charging state, starting state, running state, vehicle forward and reverse states, feedback braking state, mechanical braking state, general fault state, major fault state), so as to realize the control function of the vehicle.

[0088] The processor 810 mentioned in the present invention may be a microcontroller unit (MCU), or other general-purpose processors, digital signal processors (DSPs), application specific integrated circuits (ASICs), field-programmable gate arrays (FPGAs), or other programmable logic devices, discrete gate or transistor logic devices, discrete hardware components, etc. The general-purpose processor may be a microprocessor or any conventional processor, etc. The processor 810 is the control center of the vehicle controller, connecting various parts of the entire vehicle controller through various interfaces and circuits.

[0089] The memory 820 can be used to store the computer program. The processor 810 realizes various functions of the vehicle controller by running or executing the computer program stored in the memory 820 and calling the data stored in the memory 820.

[0090] The memory 820 may include non-volatile and / or volatile memory. The non-volatile memory may include read-only memory (ROM), programmable ROM (PROM), electrically programmable ROM (EPROM), electrically erasable programmable ROM (EEPROM), or flash memory. The volatile memory may include random access memory (RAM) or external cache memory. By way of illustration and not limitation, RAM is available in various forms, such as static RAM (SRAM), dynamic RAM (DRAM), synchronous DRAM (SDRAM), double data rate SDRAM (DDR SDRAM), enhanced SDRAM (ESDRAM), synchronous link DRAM (SLDRAM), Rambus direct RAM (RDRAM), direct memory bus dynamic RAM (DRDRAM), and Rambus dynamic RAM (RDRAM), etc.

[0091] The fourth embodiment of the present invention provides a readable storage medium. A computer program is stored in the readable storage medium. When the computer program is executed by a processor, the control method of the in-vehicle three-port converter described above can be implemented. Since the readable storage medium provided by the present invention and the control method of the in-vehicle three-port converter provided by the present invention belong to the same inventive concept, therefore, the readable storage medium provided by the present invention has at least all the advantages of the control method of the in-vehicle three-port converter provided by the present invention. For the detailed content of the beneficial effects of the readable storage medium provided by the present invention, please refer to the relevant description of the beneficial effects of the control method of the in-vehicle three-port converter provided by the present invention above. Here, it will not be repeated one by one.

[0092] The readable storage medium according to the embodiment of the present invention may adopt any combination of one or more computer-readable media. The readable medium may be a computer-readable signal medium or a computer-readable storage medium. The computer-readable storage medium may be, for example, but not limited to, an electrical, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any combination of the above. More specific examples (non-exhaustive examples) of the computer-readable storage medium include: an electrical connection having one or more wires, a portable computer hard disk, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM or flash memory), an optical fiber, a portable compact disk read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the above. In this article, the computer-readable storage medium may be any tangible medium that contains or stores a program, and this program can be used by or in combination with an instruction execution system, apparatus, or device.

[0093] The computer-readable signal medium may include a data signal propagated in a baseband or as part of a carrier wave, in which computer-readable program code is carried. Such a propagated data signal may take various forms, including but not limited to electromagnetic signals, optical signals, or any suitable combination of the above. The computer-readable signal medium may also be any computer-readable medium other than the computer-readable storage medium, and this computer-readable medium can send, propagate, or transmit a program for use by or in combination with an instruction execution system, apparatus, or device.

[0094] Computer program code for performing the operations of the present invention can be written in one or more programming languages or combinations thereof, including object-oriented programming languages such as Java, Smalltalk, C++, and also including conventional procedural programming languages such as the "C" language or similar programming languages. The program code can be executed entirely on the user's computer, partially on the user's computer, executed as a stand-alone software package, partially on the user's computer and partially on a remote computer, or entirely on a remote computer or server. In the case of a remote computer, the remote computer can be connected to the user's computer through any type of network, including a local area network (LAN) or a wide area network (WAN), or can be connected to an external computer (e.g., by connecting through the Internet using an Internet service provider).

[0095] Compared with the prior art, the control method, device, vehicle controller, and storage medium of the on-vehicle three-port converter provided by the present invention have the following advantages:

[0096] The control method of the on-vehicle three-port converter provided by the present invention sends a closing instruction to all the lower switches on the primary side of the charger and lasts for a first preset duration, thereby laying a foundation for detecting whether the auxiliary power source has an undervoltage fault. Further, when it is determined that the auxiliary power source has an undervoltage fault and a GDS short-circuit fault is detected in the lower switch on the primary side of the charger, the closing instruction is no longer sent to the lower switch with the GDS short-circuit fault when executing the control instruction, which can effectively avoid the undervoltage of the auxiliary power source caused by the GDS short-circuit fault of the lower switch on the primary side of the charger, thereby ensuring the normal operation of the on-vehicle DC converter. In summary, the control method of the on-vehicle three-port converter provided by the present invention can still ensure the normal operation of the on-vehicle DC converter when the on-vehicle charger fails, thereby improving the availability of the system and well meeting the user's needs; moreover, there is no need to change the original topology structure, and the logic is clear and easy to implement.

[0097] It should be noted that the devices and methods disclosed in the embodiments of this article can also be implemented in other ways. The device embodiments described above are merely illustrative. For example, the flowcharts and block diagrams in the accompanying drawings show the possible architectures, functions, and operations of devices, methods, and computer program products according to multiple embodiments of this article. In this regard, each block in the flowchart or block diagram may represent a module, program, or part of code that contains one or more executable instructions for implementing the specified logical function. It should also be noted that in some alternative implementations, the functions marked in the blocks may occur in a different order than that marked in the accompanying drawings. For example, two consecutive blocks can actually be executed substantially in parallel, and they can sometimes be executed in the reverse order, depending on the functions involved. It should also be noted that each block in the block diagram and / or flowchart, as well as the combination of blocks in the block diagram and / or flowchart, can be implemented by a dedicated hardware-based system for performing the specified functions or actions, or can be implemented by a combination of dedicated hardware and computer instructions.

[0098] In addition, the functional modules in various embodiments of this article can be integrated together to form an independent part, or each module can exist alone, or two or more modules can be integrated to form an independent part.

[0099] The above description is only a description of the preferred embodiments of a control method, device, vehicle controller, and storage medium for an in-vehicle three-port converter provided by the present invention, and does not limit the scope of the present invention in any way. Any changes and modifications made by those of ordinary skill in the art of the present invention based on the above disclosure belong to the protection scope of the present invention. Obviously, those skilled in the art can make various changes and modifications to the present invention without departing from the spirit and scope of the present invention. Thus, if these modifications and variations are within the scope of the present invention and its equivalent technologies, the present invention also intends to include these modifications and variations.

Claims

1. A control method for a vehicle-mounted three-port converter, characterized in that, The in-vehicle three-port converter includes a first port for coupling to an AC power supply, a second port for coupling to a high-voltage battery, a third port for outputting a working low voltage, an in-vehicle charger coupled between the first port and the second port, a DC converter coupled between the second port and the third port, and an auxiliary power supply for driving the in-vehicle charger and the DC converter, and a bridge arm is shared by the secondary side of the charger and the primary side of the converter; The control method includes: According to the received control instruction for energy transfer from the second port to the third port, send a closing instruction to all the lower switches on the primary side of the charger and maintain it for a first preset duration; Judge whether the auxiliary power supply has an undervoltage fault. If so, detect whether there is a GDS short-circuit fault in the lower switches on the primary side of the charger. If so, do not send a closing instruction to the lower switches with GDS short-circuit faults when executing the control instruction.

2. The control method according to claim 1, wherein The lower switches on the primary side of the charger include a first switch tube and a second switch tube; the sending a closing instruction to all the lower switches on the primary side of the charger and maintaining it for a first preset duration includes: Send the closing instruction to the first switch tube and the second switch tube and maintain it for the first preset duration.

3. The control method according to claim 2, wherein After determining that the auxiliary power supply has an undervoltage fault and before detecting whether there is a GDS short-circuit fault in the lower switches on the primary side of the charger, the control method further includes: Turn off the first switch tube and the second switch tube.

4. The control method according to claim 3, wherein The detecting whether there is a GDS short-circuit fault in the lower switches on the primary side of the charger includes: Wait for a second preset duration to allow the auxiliary power supply fault to recover, and execute the control instruction for energy transfer from the second port to the third port again, and send a closing instruction to the first switch tube and maintain it for a first preset duration; Judge whether the auxiliary power supply has an undervoltage fault. If not, determine that the second switch tube has a GDS short-circuit fault; If so, turn off the first switch tube, wait for the second preset duration to allow the auxiliary power supply fault to recover, then execute the control instruction for energy transfer from the second port to the third port again, and send a closing instruction to the second switch tube and maintain it for a first preset duration; judge again whether the auxiliary power supply has an undervoltage fault. If not, the first switch tube has a GDS short-circuit fault; if so, both the first switch tube and the second switch tube have GDS short-circuit faults.

5. The control method according to claim 4, wherein The second preset duration includes 30 ms to 1 s.

6. The control method according to claim 2, wherein The not sending a closing instruction to the lower switches with GDS short-circuit faults when executing the control instruction includes: If the first switch tube has a GDS short-circuit fault, do not send a closing instruction to the first switch tube when executing the control instruction; if the second switch tube has a GDS short-circuit fault, do not send a closing instruction to the second switch tube when executing the control instruction.

7. The control method according to any one of claims 1 to 6, characterized in that, The first preset duration includes 50 ms to 150 ms.

8. A control device for a vehicle-mounted three-port converter, characterized in that, The on-vehicle three-port converter includes a first port for coupling to an AC power supply, a second port for coupling to a high-voltage battery, a third port for outputting a working low voltage, an on-vehicle charger coupled between the first port and the second port, a DC converter coupled between the second port and the third port, and an auxiliary power source for driving the on-vehicle charger and the DC converter, and a bridge arm is shared by the secondary side of the charger and the primary side of the converter; The control device includes: A first control unit configured to send a closing instruction to all the lower switches on the primary side of the charger and maintain it for a first preset duration according to a received control instruction for energy transfer from the second port to the third port; A second control unit configured to determine whether an undervoltage fault occurs in the auxiliary power source, and if so, detect whether a GDS short-circuit fault exists in the lower switch on the primary side of the charger, and if so, not send a closing instruction to the lower switch with a GDS short-circuit fault when executing the control instruction.

9. A vehicle controller, characterized in that, It includes a processor and a memory, and a computer program is stored on the memory. When the computer program is executed by the processor, it implements the control method of the on-vehicle three-port converter according to any one of claims 1 to 7.

10. A computer-readable storage medium, characterized in that, A computer program is stored in the readable storage medium. When the computer program is executed by a processor, it implements the control method of the on-vehicle three-port converter according to any one of claims 1 to 7.

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