Magnetic bias protection and pulse width equalization control method and system for vehicle power supply module

Abstract

The invention provides a bias protection and pulse width equalization control method and system for a vehicle power supply module, and relates to the technical field of module control, and the method comprises the steps: obtaining an input voltage and an output current signal, and calculating an instantaneous power value and an output power value; calculating the inductance value of the transformer to judge the magnetic biasing state; collecting a switch tube conduction current waveform, calculating a time difference value, generating a compensation parameter, and adjusting the actual conduction time; dividing the output power into a plurality of power intervals, setting duty ratio calculation parameters, and generating pulse width signals with different duty ratios to control a switching tube; and the output power value is monitored in real time to realize overload protection. The problem of magnetic bias of the transformer is solved, switching loss is reduced, and reliability of the power supply module is improved.

Description

Technical Field

[0001] The present invention relates to module control technology, and in particular to a method and system for controlling magnetic bias protection and pulse width balance of a vehicle power supply module. Background Art

[0002] With the rapid development of the new energy vehicle industry, automotive power systems are placing increasing demands on the performance of power supply modules. As a core component of automotive electronics systems, the stability and efficiency of these modules directly impact the performance and safety of the entire vehicle. Modern automotive power supply modules typically utilize a high-frequency transformer isolation topology, achieving energy transmission through the coordinated operation of primary-side and secondary-side switching transistors.

[0003] During actual operation, traditional automotive power supply modules are prone to transformer bias due to factors such as input voltage fluctuations, load variations, and component parameter deviations. This bias increases the local magnetic flux density in the transformer core, causing core saturation. This can lead to problems such as overcurrent in the switching transistor, excessive temperature rise, and reduced efficiency. In severe cases, it can even cause power supply module failure or damage. Current automotive power supply modules on the market typically use fixed compensation schemes or simple feedback adjustment mechanisms to suppress bias, but lack the ability to accurately detect and dynamically adjust the bias state.

[0004] Traditional power supply modules often use a single pulse-width modulation (PWM) control strategy under varying power conditions. This results in uneven distribution of switching losses under light and heavy loads. Switching losses increase significantly in the high-power range, impacting the overall efficiency and heat dissipation of the power supply module. Existing PWM methods are typically optimized for specific power ranges, making them difficult to adapt to the varying power demands of vehicles under varying operating conditions.

[0005] Furthermore, traditional automotive power supply modules often employ fixed time delays or simple current threshold mechanisms for overload protection, lacking the ability to accurately monitor actual power and respond quickly. When a short circuit or overload occurs, the power supply module often fails to shut down the power transmission path quickly enough, increasing safety risks. Existing overload protection solutions often struggle to balance response speed and protection accuracy, compromising the reliability and safety of the power supply module under harsh operating conditions. Summary of the Invention

[0006] The embodiments of the present invention provide a method and system for magnetic bias protection and pulse width balancing control of a vehicle power supply module, which can solve the problems in the prior art.

[0007] A first aspect of an embodiment of the present invention provides a method for magnetic bias protection and pulse width balancing control of a vehicle power supply module, comprising: An input voltage signal and an output current signal of a vehicle power supply module are acquired, and an instantaneous power value and an output power value of the vehicle power supply module are calculated according to the input voltage signal and the output current signal; A transformer inductance of the vehicle power supply module is calculated based on the instantaneous power value, and the transformer inductance is compared with a preset inductance threshold value; when the transformer inductance deviates from the preset inductance threshold value by more than a preset range, it is determined that the vehicle power supply module is in a magnetic bias state; The conduction current waveforms of the primary side switch tube and the secondary side switch tube of the vehicle power supply module are collected, the time difference value of the rising edge time and the falling edge time of the conduction current waveforms is calculated, a compensation time parameter is generated according to the time difference value, the compensation time parameter is superimposed on the reference conduction time of the primary side switch tube and the secondary side switch tube respectively, the actual conduction time of the primary side switch tube and the secondary side switch tube is dynamically adjusted, and the magnetic bias state is eliminated; The output power range is divided into multiple power intervals, an independent duty cycle calculation parameter is set for each power interval, multiple pulse width modulation signals with different duty cycles are generated based on the duty cycle calculation parameters, the conduction timing of the primary side switch tube and the secondary side switch tube is alternately controlled through the multiple pulse width modulation signals with different duty cycles, and the switching loss balance of each power interval is realized; The output power value is monitored in real time, and when it is detected that the output power value exceeds a preset rated power threshold value, the primary side switch tube and the secondary side switch tube are controlled to be turned off at the same time, and the power transmission path of the vehicle power supply module is cut off.

[0008] The transformer inductance of the vehicle power supply module is calculated based on the instantaneous power value, and the transformer inductance is compared with a preset inductance threshold value; when the transformer inductance deviates from the preset inductance threshold value by more than a preset range, it is determined that the vehicle power supply module is in a magnetic bias state, including: The primary side voltage signal and the primary side current signal of the transformer are collected, the instantaneous power value of the transformer is calculated according to the primary side voltage signal and the primary side current signal, and the transformer flux linkage value is obtained by integral operation on the instantaneous power value; the initial inductance of the transformer is calculated according to the transformer flux linkage value and the primary side current signal; The real-time temperature signal of the transformer is collected, the temperature difference value between the real-time temperature signal and the preset reference temperature is calculated, the temperature compensation coefficient is generated based on the temperature difference value, the product of the temperature compensation coefficient and the initial inductance of the transformer is taken to obtain the actual inductance of the transformer, and the influence of temperature fluctuation on inductance detection is eliminated; Acquiring an output power signal of the transformer and using a ratio of the output power signal to a preset rated power as a dynamic adjustment benchmark; generating a power compensation coefficient based on the dynamic adjustment benchmark, multiplying the power compensation coefficient by a preset benchmark threshold to obtain a dynamic inductance threshold, and establishing an adaptive determination criterion based on the dynamic inductance threshold; An inductance deviation coefficient between the actual inductance of the transformer and a preset standard inductance value is calculated, and the inductance deviation coefficient is compared with the dynamic inductance threshold value. When the inductance deviation coefficient exceeds the dynamic inductance threshold value, it is determined that the vehicle power supply module is in a biased magnetic state.

[0009] Collecting the on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculating the time difference between the rising edge time and the falling edge time of the on-current waveform, and generating the compensation time parameter according to the time difference includes: Calculating the instantaneous on-current values ​​of the primary-side switch tube and the secondary-side switch tube based on the peak current of the on-current waveform and the circuit time constant; calculating the rising edge time of the on-current waveform based on the instantaneous on-current value and a preset current threshold; calculating the falling edge time of the on-current waveform based on the instantaneous on-current value and the preset current threshold; The time difference between the rising edge time and the falling edge time is calculated, and an asymmetry parameter of the conduction process of the primary-side switch tube and the secondary-side switch tube is obtained according to the product of the time difference and the circuit time constant, and a compensation time parameter is generated based on the asymmetry parameter.

[0010] Adding the compensation time parameter to the reference on-time of the primary-side switch and the secondary-side switch respectively, dynamically adjusting the actual on-time of the primary-side switch and the secondary-side switch, and eliminating the bias state includes: Obtaining the inductance, input voltage, and current peak of the transformer, and calculating the reference on-time of the primary-side switch tube and the secondary-side switch tube according to the inductance, the input voltage, and the current peak; and multiplying the compensation time parameter by a preset compensation coefficient to obtain the primary-side compensation time and the secondary-side compensation time; Obtaining the output power and rated power of a vehicle power supply module, calculating a power adjustment factor according to a ratio of the output power to the rated power, and dynamically adjusting the primary-side compensation time and the secondary-side compensation time based on the power adjustment factor to obtain a primary-side dynamic compensation time and a secondary-side dynamic compensation time; Adding the primary side dynamic compensation time to the reference on-time to obtain the actual on-time of the primary side switch; adding the secondary side dynamic compensation time to the reference on-time to obtain the actual on-time of the secondary side switch; Obtain the primary side voltage, secondary side voltage and transformation ratio, verify the flux balance state and eliminate the bias magnetization state based on the product of the primary side voltage and the actual conduction time of the primary side switch tube, and the product of the secondary side voltage and the actual conduction time of the secondary side switch tube and the transformation ratio.

[0011] Dividing the output power range into a plurality of power intervals, setting an independent duty cycle calculation parameter for each power interval, and generating a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameters comprises: Obtaining a rated power of a vehicle power supply module, calculating a plurality of power dividing points according to a preset number of intervals based on the rated power; and dividing an output power range of the vehicle power supply module into a plurality of power intervals based on the plurality of power dividing points; Obtaining a reference duty cycle of the vehicle power supply module, setting a corresponding gain coefficient and nonlinear modulation index for each power interval, and using the gain coefficient and the nonlinear modulation index as duty cycle calculation parameters for each power interval; Collecting the real-time output power of the vehicle power supply module, determining the current power range according to the real-time output power, and calculating the power change of the real-time output power within the current power range; The reference duty cycle is calculated by operating the duty cycle calculation parameter corresponding to the power change and the current power interval to obtain an initial duty cycle; and a plurality of pulse width modulation signals with different duty cycles are generated according to the product operation of the initial duty cycle and a preset modulation function.

[0012] The method of monitoring the output power value in real time and, when detecting that the output power value exceeds a preset rated power threshold, controlling the primary-side switch tube and the secondary-side switch tube to be turned off simultaneously to cut off the power transmission path of the vehicle power supply module includes: Obtaining a preset rated power threshold of the vehicle power supply module, comparing the output power value with the preset rated power threshold; when detecting that the output power value exceeds the preset rated power threshold, calculating a shutdown delay time based on a ratio of the output power value to the preset rated power threshold; A shutdown control signal is generated according to the shutdown delay time, and the shutdown control signal is sent to the control ends of the primary-side switch tube and the secondary-side switch tube; in response to the shutdown control signal, the primary-side switch tube and the secondary-side switch tube are controlled to be shut down at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

[0013] A second aspect of an embodiment of the present invention provides a vehicle power supply module magnetic bias protection and pulse width balancing control system, including: The first unit is configured to obtain an input voltage signal and an output current signal of the vehicle power supply module, and calculate an instantaneous power value and an output power value of the vehicle power supply module according to the input voltage signal and the output current signal; a second unit, configured to calculate the inductance of a transformer of the vehicle power supply module based on the instantaneous power value, compare the inductance of the transformer with a preset inductance threshold, and determine that the vehicle power supply module is in a biased magnetic state when the inductance of the transformer deviates from the preset inductance threshold by more than a preset range; a third unit configured to collect on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculate a time difference between a rising edge time and a falling edge time of the on-current waveform, generate a compensation time parameter based on the time difference, and add the compensation time parameter to the reference on-time of the primary-side switch tube and the secondary-side switch tube, respectively, to dynamically adjust the actual on-time of the primary-side switch tube and the secondary-side switch tube to eliminate the bias magnetization state; a fourth unit, configured to divide the output power range into a plurality of power intervals, set an independent duty cycle calculation parameter for each power interval, generate a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameter, and alternately control the conduction timing of the primary-side switch tube and the secondary-side switch tube through the plurality of pulse width modulation signals with different duty cycles to achieve switching loss balance in each power interval; The fifth unit is used to monitor the output power value in real time. When it is detected that the output power value exceeds a preset rated power threshold, the primary side switch tube and the secondary side switch tube are controlled to be turned off at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

[0014] According to a third aspect of an embodiment of the present invention, an electronic device is provided, including: processor; a memory for storing processor-executable instructions; The processor is configured to call the instructions stored in the memory to execute the aforementioned method.

[0015] According to a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the method described above is implemented.

[0016] The beneficial effects of this application are as follows: Through the vehicle power supply module bias protection and pulse width balancing control method of the present invention, it is possible to monitor the changes in transformer inductance in real time, accurately identify the bias state, and achieve bias compensation by dynamically adjusting the conduction time of the primary and secondary side switching tubes, thereby avoiding device damage and system efficiency reduction caused by magnetic saturation.

[0017] The present invention divides power intervals according to the output power range and sets independent duty cycle calculation parameters. It adopts multiple duty cycle pulse width modulation signals to alternately control the conduction timing of the switch tube, thereby achieving balanced distribution of switching losses in different power intervals, improving the overall working efficiency of the system, and extending the service life of the power supply module.

[0018] The present invention monitors the output power value in real time and sets a rated power threshold protection mechanism. When the power exceeds the limit, it immediately cuts off the power transmission path, thereby enhancing the safety, reliability and overload protection capability of the vehicle power supply module, and effectively preventing device damage and system failure caused by overload. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] Figure 1 The figure is a flow chart of a method for controlling magnetic bias protection and pulse width balance of a vehicle power supply module according to an embodiment of the present invention. DETAILED DESCRIPTION

[0020] To make the objectives, technical solutions, and advantages of the embodiments of the present invention more clear, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the embodiments of the present invention. Obviously, the described embodiments are only part of the embodiments of the present invention, not all of the embodiments. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without making creative efforts shall fall within the scope of protection of the present invention.

[0021] The technical solution of the present invention is described in detail below with reference to specific embodiments. The following specific embodiments can be combined with each other, and the same or similar concepts or processes may not be described in detail in some embodiments.

[0022] Figure 1 FIG. 1 is a flow chart of a method for controlling magnetic bias protection and pulse width balance of a vehicle power supply module according to an embodiment of the present invention. Figure 1 As shown, the method includes: Acquire an input voltage signal and an output current signal of the vehicle power supply module, and calculate an instantaneous power value and an output power value of the vehicle power supply module according to the input voltage signal and the output current signal; calculating the inductance of the transformer of the vehicle power supply module based on the instantaneous power value, comparing the inductance of the transformer with a preset inductance threshold, and determining that the vehicle power supply module is in a biased magnetic state when the inductance of the transformer deviates from the preset inductance threshold by more than a preset range; Collecting the conduction current waveforms of the primary side switch tube and the secondary side switch tube of the vehicle power supply module, calculating the time difference value of the rising edge time and the falling edge time of the conduction current waveform, generating a compensation time parameter according to the time difference value, superimposing the compensation time parameter on the reference conduction time of the primary side switch tube and the secondary side switch tube respectively, dynamically adjusting the actual conduction time of the primary side switch tube and the secondary side switch tube, and eliminating the magnetic bias state; Dividing the output power range into multiple power intervals, setting independent duty cycle calculation parameters for each power interval, generating multiple pulse width modulation signals with different duty cycles based on the duty cycle calculation parameters, and alternately controlling the conduction timing of the primary side switch tube and the secondary side switch tube through the multiple pulse width modulation signals with different duty cycles to realize the balance of switching loss in each power interval. Real-time monitoring of the output power value, when the output power value exceeds the preset rated power threshold, controlling the primary side switch tube and the secondary side switch tube to be turned off at the same time, cutting off the power transmission path of the vehicle power supply module.

[0023] In an optional embodiment, the transformer inductance of the vehicle power supply module is calculated based on the instantaneous power value, and the transformer inductance is compared with the preset inductance threshold value. When the transformer inductance deviates from the preset inductance threshold value by more than a preset range, it is determined that the vehicle power supply module is in a magnetic bias state, including: Collecting the primary voltage signal and the primary current signal of the transformer, calculating the instantaneous power value of the transformer according to the primary voltage signal and the primary current signal, and obtaining the transformer flux linkage value by integrating the instantaneous power value; calculating the initial inductance of the transformer according to the transformer flux linkage value and the primary current signal; Collecting the real-time temperature signal of the transformer, calculating the temperature difference value of the real-time temperature signal and the preset reference temperature, generating a temperature compensation coefficient based on the temperature difference value, obtaining the actual inductance of the transformer by multiplying the temperature compensation coefficient and the initial inductance of the transformer, and eliminating the influence of temperature fluctuation on inductance detection; Obtaining the output power signal of the transformer, taking the ratio of the output power signal to the preset rated power as the dynamic adjustment reference; generating a power compensation coefficient based on the dynamic adjustment reference, obtaining a dynamic inductance threshold value by multiplying the power compensation coefficient and the preset reference threshold value, and establishing an adaptive judgment standard based on the dynamic inductance threshold value; Calculating the inductance deviation coefficient of the actual inductance of the transformer and the preset standard inductance value, comparing the inductance deviation coefficient with the dynamic inductance threshold value, and determining that the vehicle power supply module is in a magnetic bias state when the inductance deviation coefficient exceeds the dynamic inductance threshold value.

[0024] The transformer's inductance is calculated by sampling the primary voltage and current signals. The system is equipped with high-precision voltage and current sampling circuits, with a sampling frequency set at 10kHz, to ensure sufficiently accurate primary voltage signal U(t) and primary current signal I(t). The sampled data is converted to digital signals by an analog-to-digital converter and then input into a processor for calculation. The instantaneous power value P(t) is obtained by multiplying the primary voltage signal U(t) by the primary current signal I(t). For example, when the primary voltage is 310V and the primary current is 2.5A at a certain moment, the instantaneous power value at that moment is 775W.

[0025] The collected instantaneous power value P(t) is integrated to obtain the transformer's flux linkage value Ψ(t). The integration time interval is set to one complete operating cycle. For example, for a transformer operating at 50kHz, the integration time is 20μs. The calculated flux linkage value Ψ(t) is then ratioed with the primary current signal I(t) at the corresponding instant to obtain the transformer's initial inductance L0. For example, if the calculated flux linkage value is 0.06Wb and the corresponding current is 2A, the initial inductance L0 is 30mH.

[0026] Considering that temperature fluctuations can affect the transformer's inductance, the system incorporates a temperature sensor to monitor the transformer's operating temperature in real time. This temperature sensor, an NTC thermistor with ±0.5°C accuracy, is mounted on the transformer core. After acquiring the real-time temperature signal T1, it is compared with a preset reference temperature T0 (typically set at 25°C) to calculate the temperature difference ΔT. For example, when the real-time temperature is 55°C, the temperature difference ΔT is 30°C.

[0027] Generate temperature compensation coefficient K based on temperature difference ΔT T The compensation coefficient is generated using a piecewise linear mapping method: when the temperature difference is within the range of -20℃ to +20℃, the inductance decreases by 0.5% for every 10℃ increase; when the temperature difference exceeds ±20℃, the inductance decreases by 0.8% for every 10℃ increase. As mentioned in the previous example, when the temperature difference is 30℃, the temperature compensation coefficient K T The calculated value is 0.976. Multiply the temperature compensation coefficient by the initial inductance L0 of the transformer to obtain the actual inductance L of the transformer after temperature compensation. T Continuing with the previous example, the actual inductance L T It is 30mH×0.976=29.28mH.

[0028] In order to adapt to the inductance variation characteristics under different load conditions, the system also introduces a dynamic judgment mechanism based on output power. out , with the preset rated power P rated(e.g. 1000W) ratio, and obtain the dynamic adjustment reference R p For example, when the output power is 750W, the dynamic adjustment reference R p is 0.75.

[0029] According to the dynamic adjustment benchmark R p Generated power compensation coefficient K p， The power compensation coefficient is calculated using nonlinear mapping: when the output power is lower than 20% of the rated power, K p The value is 1.5; when the output power is between 20% and 80% of the rated power, K p The value decreases linearly to 1.0; when the output power exceeds 80% of the rated power, K p The value decreases linearly to 0.8. As mentioned in the previous example, when the dynamic adjustment benchmark is 0.75, the power compensation coefficient K p is 1.05.

[0030] The power compensation coefficient K p and the preset reference threshold Th base (set to 5%) and multiply it to get the dynamic inductance threshold Th d In this example, the dynamic inductance threshold Th d 5% × 1.05 = 5.25%. This dynamic threshold enables the system to adaptively adjust the judgment criteria according to different operating power levels.

[0031] Calculate the actual inductance L of the transformer T With the preset standard inductance value L std The inductance deviation coefficient D between L The preset standard inductance value is usually determined based on the design specifications of the transformer, for example, it is set to 30mH. When the actual inductance is 29.28mH, the inductance deviation coefficient D L =|(29.28 - 30) / 30| × 100% = 2.4%. Compare this inductance deviation coefficient with the previously calculated dynamic inductance threshold to determine whether the transformer is in a biased state. In this example, the inductance deviation coefficient of 2.4% is less than the dynamic inductance threshold of 5.25%, indicating that the transformer is operating normally.

[0032] If, under other operating conditions, the actual inductance drops to 27mH, the inductance deviation coefficient is 10%, exceeding the dynamic inductance threshold of 5.25%. The system will determine that the vehicle power supply module is in a magnetically biased state and trigger an alarm mechanism. The alarm signal is transmitted to the vehicle control unit via the on-board communication bus, and a corresponding warning message is displayed on the driver's instrument cluster.

[0033] This method monitors the changes in the transformer's inductance characteristics in real time, and combined with temperature compensation and power adaptation technology, can accurately detect the bias state of the vehicle power supply module, avoid equipment damage and energy efficiency reduction caused by long-term bias, and improve the reliability and safety of the vehicle's electrical system.

[0034] In an optional embodiment, collecting the on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculating the time difference between the rising edge time and the falling edge time of the on-current waveform, and generating the compensation time parameter according to the time difference includes: Calculating the instantaneous on-current values ​​of the primary-side switch tube and the secondary-side switch tube based on the peak current of the on-current waveform and the circuit time constant; calculating the rising edge time of the on-current waveform based on the instantaneous on-current value and a preset current threshold; calculating the falling edge time of the on-current waveform based on the instantaneous on-current value and the preset current threshold; The time difference between the rising edge time and the falling edge time is calculated, and an asymmetry parameter of the conduction process of the primary-side switch tube and the secondary-side switch tube is obtained according to the product of the time difference and the circuit time constant, and a compensation time parameter is generated based on the asymmetry parameter.

[0035] During operation of the vehicle power supply module, a high-precision current sampling circuit is used to collect the on-current waveforms of the primary and secondary switching transistors. The sampling circuit includes a current transformer with a 0.01% accuracy and a high-speed analog-to-digital converter with a sampling frequency of 10MHz, ensuring the accuracy of the collected data. The collected current data is stored in a data processor for subsequent analysis.

[0036] After acquiring the on-state current waveform data, the data processor first calculates the circuit time constant based on the circuit structure parameters. For a typical automotive power supply module, the circuit time constant is determined by the on-state resistance of the switch, the inductor value, and the capacitor value. For example, for a circuit with an on-state resistance of 0.01Ω, an inductor of 100μH, and a capacitor of 10μF, the time constant is 10μs.

[0037] Based on the collected current waveform data, the processor identifies the peak current of the waveform. In practical applications, the peak current is typically in the range of 10-50A, such as 20A. Based on the peak current and the circuit time constant, the system uses an exponential function to calculate the instantaneous on-current value of the primary and secondary side switches at each moment.

[0038] Setting the current threshold is crucial for accurately locating the timing of rising and falling edges. In practice, the preset current threshold is typically set at 10% of the peak current. For example, when the peak current is 20A, the current threshold is set at 2A. This threshold can be adjusted based on system accuracy requirements. A lower threshold provides more accurate timing measurement but is also more susceptible to noise.

[0039] The rising edge timing of the on-current waveform is determined by comparing the instantaneous on-current value with a preset current threshold. Specifically, starting from the waveform's starting point, the first time point when the current exceeds the threshold is found as the rising edge timing. In a test example, when the circuit time constant is 10μs and the peak current is 20A, the rising edge timing typically occurs between 0.5μs and 2μs after the switch signal is triggered, for example, at 1.2μs.

[0040] The falling edge of the on-current waveform is determined by comparing the instantaneous on-current value with a preset current threshold. Starting from the peak of the waveform, the first point where the current falls below the threshold is identified as the falling edge time. Under the aforementioned test conditions, the falling edge time typically occurs between 10μs and 20μs after the shutdown signal is triggered, for example, at 15.8μs.

[0041] After obtaining the rising and falling edge times, the system calculates the time difference between them. In the above example, the time difference is 14.6 μs. This difference reflects the time asymmetry between the primary and secondary switches during conduction.

[0042] Multiply the time difference between the rising and falling edges by the circuit time constant to obtain the asymmetry parameter. In this example, the asymmetry parameter is 14.6μs × 10μs = 146μs 2 This parameter quantifies the degree of imbalance during the conduction of the switch tube and is the basis for generating the compensation time parameter.

[0043] Based on the asymmetry parameter, the system generates a compensation time parameter. The calculation of the compensation parameter takes into account the magnitude of the time difference and the system response characteristics. In practice, the compensation time parameter is typically a certain ratio of the square root of the asymmetry parameter, such as 0.5. In this example, the compensation time parameter is approximately 6 μs.

[0044] The resulting compensation time parameters are applied to the vehicle power module's control circuitry to adjust the timing of the primary and secondary switches. The controller adds the compensation time parameters to the control signal for the slower-timing switch, aligning the conduction behavior of the two switches.

[0045] The turn-on current waveform of the switch tube is collected again to verify the compensation effect. The experimental data show that after applying the compensation time parameter, the time difference between the rising edge and the falling edge of the turn-on current waveform of the primary side and the secondary side switch tube is significantly reduced from 14.6μs to below 1.2μs, and the asymmetry of the conduction process is effectively improved.

[0046] The application of this method in actual vehicle power supply modules can significantly improve energy conversion efficiency, reduce electromagnetic interference, and prolong the service life of switching devices. Test results show that the efficiency of the power supply module after compensation is improved by about 1.5%, the temperature rise of the switching device is reduced by about 8°C, and the system stability is significantly enhanced.

[0047] This method can dynamically adjust the compensation parameters according to the actual working state of the vehicle power supply module, and adapt to the working requirements under different loads and temperature conditions. The system updates the parameters every 100ms to ensure optimal performance in changing working environments.

[0048] In an alternative embodiment, the compensation time parameter is added to the reference turn-on time of the primary side switch tube and the secondary side switch tube respectively, and the actual turn-on time of the primary side switch tube and the secondary side switch tube is dynamically adjusted to eliminate the magnetic bias state, which includes: The inductance of the transformer, the input voltage and the current peak value are obtained, and the reference turn-on time of the primary side switch tube and the secondary side switch tube is calculated according to the inductance, the input voltage and the current peak value; the compensation time parameter is multiplied by a preset compensation coefficient to obtain the primary side compensation time and the secondary side compensation time; The output power and the rated power of the vehicle power supply module are obtained, and the power adjustment factor is calculated according to the ratio of the output power to the rated power. The primary side compensation time and the secondary side compensation time are dynamically adjusted based on the power adjustment factor to obtain the primary side dynamic compensation time and the secondary side dynamic compensation time; The primary side dynamic compensation time is added to the reference turn-on time to obtain the actual turn-on time of the primary side switch tube; the secondary side dynamic compensation time is added to the reference turn-on time to obtain the actual turn-on time of the secondary side switch tube; The primary side voltage, the secondary side voltage and the transformation ratio are obtained, and the magnetic flux balance state is verified based on the product of the primary side voltage and the actual turn-on time of the primary side switch tube, and the product of the secondary side voltage, the actual turn-on time of the secondary side switch tube and the transformation ratio, to eliminate the magnetic bias state.

[0049] Obtain key transformer parameters, including inductance L, input voltage Vin, and peak current Ipeak. For a practical example, assume the transformer inductance is 100μH, the input voltage is 48V, and the peak current is 10A. Based on these parameters, calculate the base on-time Tbase of the primary and secondary switches. This calculation considers the product of inductance and peak current divided by the input voltage. In this example, the base on-time Tbase is calculated to be 20μs.

[0050] After obtaining the baseline on-time, the compensation time parameter needs to be multiplied by the preset compensation coefficient to obtain the primary-side compensation time and the secondary-side compensation time. Assume that the system detects a compensation time parameter of 2μs, the preset primary-side compensation coefficient is 0.8, and the preset secondary-side compensation coefficient is 1.2. By multiplying the compensation time parameter of 2μs by these two coefficients, the primary-side compensation time is 1.6μs and the secondary-side compensation time is 2.4μs. This differentiated compensation can be adjusted to the different electrical characteristics of the primary and secondary sides.

[0051] In order to enable the compensation time to be dynamically adjusted as the system load changes, this method introduces the concept of a power regulation factor. The implementation method is to obtain the current output power and rated power of the vehicle power supply module, and calculate the power regulation factor through the ratio of the two. Assuming that the current system output power is 600W and the rated power is 1000W, the power regulation factor is 0.6. Based on this regulation factor, the primary side compensation time and the secondary side compensation time are dynamically adjusted, and a weighted calculation method can be used. The adjusted primary side dynamic compensation time is the primary side compensation time multiplied by the square root of the power regulation factor, that is, ; The secondary side dynamic compensation time is the secondary side compensation time multiplied by the square root of the power regulation factor, that is, The square root relationship is introduced to make the compensation time present nonlinear characteristics with power changes, which is more in line with the actual flux balance requirements of the transformer at different powers.

[0052] Adding the calculated dynamic compensation time to the reference on-time yields the actual on-times of the primary and secondary switches. The actual on-time of the primary switch is the reference on-time plus the primary dynamic compensation time, which is 20μs + 1.24μs = 21.24μs. The actual on-time of the secondary switch is the reference on-time plus the secondary dynamic compensation time, which is 20μs + 1.86μs = 21.86μs.

[0053] After adjusting the actual on-time of the switch, it's necessary to verify the flux balance to confirm that the bias has been eliminated. This verification method involves obtaining the primary-side voltage, secondary-side voltage, and transformation ratio. Then, the product of the primary-side voltage and the actual on-time of the primary-side switch is compared, as is the product of the secondary-side voltage and the actual on-time of the secondary-side switch and the transformation ratio. Assuming a primary-side voltage of 48V, a secondary-side voltage of 12V, and a transformation ratio of 4:1, the product of the primary-side voltage and the on-time is 48V × 21.24μs = 1019.52V·μs; the product of the secondary-side voltage and the on-time and the transformation ratio is 12V × 21.86μs × 4 = 1049.28V·μs. The difference between the two is approximately 29.76V·μs, with a relative error of approximately 2.9%, which is within the system's allowable ±5% range, indicating that the flux is essentially balanced and the bias has been effectively eliminated.

[0054] In practical applications, this method can be implemented using a microcontroller. The microcontroller collects transformer parameters such as inductance, input voltage, and peak current to calculate a baseline on-time. It also detects compensation time parameters and uses preset compensation coefficients to calculate the primary and secondary compensation times. The microcontroller also monitors the output power and rated power of the vehicle power supply module, calculates the power regulation factor, and dynamically adjusts the compensation time accordingly. The resulting PWM signal controls the primary and secondary switches to operate according to the calculated actual on-time, thereby eliminating the transformer's magnetic bias.

[0055] To improve system stability, this method can also perform flux balance verification within each control cycle. If the verification result shows that the flux imbalance exceeds a threshold (such as ±5%), the compensation time parameters are automatically fine-tuned to form a closed-loop control to ensure that the transformer continues to operate in a flux balanced state, avoiding problems such as transformer saturation, reduced efficiency, and increased noise due to magnetic bias.

[0056] In an optional embodiment, dividing the output power range into a plurality of power intervals, setting an independent duty cycle calculation parameter for each power interval, and generating a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameter includes: Obtaining a rated power of a vehicle power supply module, calculating a plurality of power dividing points according to a preset number of intervals based on the rated power; and dividing an output power range of the vehicle power supply module into a plurality of power intervals based on the plurality of power dividing points; Obtaining a reference duty cycle of the vehicle power supply module, setting a corresponding gain coefficient and nonlinear modulation index for each power interval, and using the gain coefficient and the nonlinear modulation index as duty cycle calculation parameters for each power interval; Collecting the real-time output power of the vehicle power supply module, determining the current power range according to the real-time output power, and calculating the power change of the real-time output power within the current power range; The reference duty cycle is calculated by operating the duty cycle calculation parameter corresponding to the power change and the current power interval to obtain an initial duty cycle; and a plurality of pulse width modulation signals with different duty cycles are generated according to the product operation of the initial duty cycle and a preset modulation function.

[0057] The control method first obtains the rated power value of the vehicle power supply module, which is usually indicated on the specification sheet or nameplate of the vehicle power supply module. For example, for a vehicle power supply module with a rated power of 10 kilowatts, the method reads its rated power value of 10 kilowatts as the basis for subsequent calculations. The output power range is divided according to the preset number of intervals, and the preset number of intervals can be determined according to the actual application scenario and accuracy requirements. In this embodiment, the preset number of intervals is 4. The calculation method calculates three power dividing points based on the rated power of 10 kilowatts and the preset number of intervals of 4, which are 2.5 kilowatts, 5 kilowatts and 7.5 kilowatts respectively. These dividing points divide the entire output power range of 0-10 kilowatts into four power intervals: the first power interval 0-2.5 kilowatts, the second power interval 2.5-5 kilowatts, the third power interval 5-7.5 kilowatts, and the fourth power interval 7.5-10 kilowatts. The power cutoff points are calculated by evenly dividing the rated power by the number of preset intervals to obtain the power span of each interval, which is then accumulated in sequence to obtain the power cutoff points.

[0058] The baseline duty cycle of the vehicle power supply module is set to 50%. For each divided power range, the control method sets the corresponding gain coefficient and nonlinear modulation index. The gain coefficient is used to adjust the amplitude of the duty cycle change, and the nonlinear modulation index is used to adjust the degree of nonlinearity of the duty cycle change. Taking the four power ranges as an example, the first power range (0-2.5 kW) is set to a gain coefficient of 0.8 and a nonlinear modulation index of 1.2; the second power range (2.5-5 kW) is set to a gain coefficient of 1.0 and a nonlinear modulation index of 1.0; the third power range (5-7.5 kW) is set to a gain coefficient of 1.2 and a nonlinear modulation index of 0.9; and the fourth power range (7.5-10 kW) is set to a gain coefficient of 1.5 and a nonlinear modulation index of 0.8. These gain coefficients and nonlinear modulation indices serve as duty cycle calculation parameters for each power range and are stored in the control system's parameter table for subsequent calculations.

[0059] During the operation of the vehicle power supply module, the control method collects the output power of the vehicle power supply module in real time. The collection can be achieved through voltage sensors and current sensors. The real-time output power value is obtained by multiplying the collected voltage value and current value. Assuming that the real-time output power collected at a certain moment is 6.2 kW, the control method determines that 6.2 kW is located in the third power interval 5-7.5 kW according to the power interval division. After determining the current power interval, the power variation in the current interval is calculated. The power variation is equal to the real-time output power minus the lower limit value of the current interval. In this example, the power variation is 6.2 kW minus 5 kW, which is equal to 1.2 kW.

[0060] The control method calculates the initial duty ratio by operating the reference duty ratio with the power variation and the duty ratio calculation parameter corresponding to the current power interval. The specific operation process is as follows: divide the power variation 1.2 kW by the current interval width 2.5 kW to obtain the normalized power variation 0.48; multiply the normalized power variation 0.48 by the gain coefficient 1.2 to obtain 0.576; then multiply 0.576 by the power of the nonlinear modulation index 0.9 to obtain the 0.9 power of 0.576, which is approximately equal to 0.61; finally, add the reference duty ratio 50% to 0.61 to obtain the initial duty ratio of about 50.61%.

[0061] The control method generates multiple pulse width modulation signals with different duty ratios by multiplying the calculated initial duty ratio 50.61% with the preset modulation function. The preset modulation function can be a sine function, a triangular function, or other specific waveform functions. In this embodiment, a three-way staggered sine modulation function is used, with phases of 0 degrees, 120 degrees, and 240 degrees. By multiplying the initial duty ratio 50.61% with the three-way sine modulation function, three pulse width modulation signals with different duty ratios are obtained, with duty ratio values of 50.61%, 43.23%, and 57.99%, respectively. The three pulse width modulation signals with different duty ratios are used to drive the three-phase bridge circuit in the vehicle power supply module, achieving precise control of the vehicle power supply module.

[0062] Through the above method, the vehicle power supply module can use different duty ratio calculation parameters in different power intervals, thereby achieving fine control of the output power, improving energy conversion efficiency, reducing ripple, and enhancing system stability. This method is particularly suitable for power management systems of new energy vehicles and can effectively cope with complex application scenarios such as battery charging and discharging, and changes in vehicle-mounted device load.

[0063] In an alternative embodiment, the output power value is monitored in real time, and when it is detected that the output power value exceeds a preset rated power threshold, the primary side switch tube and the secondary side switch tube are controlled to be turned off simultaneously, cutting off the power transmission path of the vehicle power supply module. Obtaining a preset rated power threshold of the vehicle power supply module, comparing the output power value with the preset rated power threshold; when detecting that the output power value exceeds the preset rated power threshold, calculating a shutdown delay time based on a ratio of the output power value to the preset rated power threshold; A shutdown control signal is generated according to the shutdown delay time, and the shutdown control signal is sent to the control ends of the primary-side switch tube and the secondary-side switch tube; in response to the shutdown control signal, the primary-side switch tube and the secondary-side switch tube are controlled to be shut down at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

[0064] Monitoring can be achieved by installing a current sampling resistor and a voltage sampling circuit at the output of the vehicle power supply module. Specifically, the current sampling resistor is connected to the output circuit. When current flows through it, it generates a voltage drop proportional to the output current. The voltage sampling circuit obtains the output voltage through a voltage divider network. These two signals are conditioned by an amplifier circuit and then fed into an analog-to-digital converter to be converted into digital signals. The vehicle power supply module's controller (which can be an MCU or DSP) receives these digital signals and calculates the output power value in real time through multiplication. For example, if the sampled output voltage is 48V and the output current is 5A, the calculated output power value is 240W.

[0065] During the design phase, automotive power supply modules are pre-set with a rated power threshold. This threshold is typically determined based on a combination of factors, such as component tolerance and heat dissipation requirements. In a typical automotive 12V / 48V dual-voltage power supply module, the preset rated power threshold is set at 300W. This threshold value is stored in the controller's non-volatile memory.

[0066] The controller performs a power comparison operation during each control cycle (typically tens to hundreds of microseconds), comparing the real-time calculated output power value with a preset rated power threshold. If the output power value exceeds the preset rated power threshold, the controller immediately initiates the overpower protection process.

[0067] The overpower protection process first calculates the shutdown delay time, which is determined by the ratio of the output power value to the preset rated power threshold. The shutdown delay time is calculated using a nonlinear function relationship, so that the greater the overpower level, the faster the shutdown speed. Specifically, the controller calculates the ratio K as the current output power value divided by the preset rated power threshold. For example, if the current power is 360W and the preset threshold is 300W, then K = 1.2.

[0068] Based on the ratio K, the controller determines the shutdown delay time according to the following strategy: when K is between 1 and 1.2, the shutdown delay time is set to 200 milliseconds; when K is between 1.2 and 1.5, the shutdown delay time is set to 100 milliseconds; when K is between 1.5 and 2, the shutdown delay time is set to 50 milliseconds; when K is greater than 2, the shutdown delay time is set to 10 milliseconds. This hierarchical processing method prevents false triggering caused by transient overpower and ensures a fast response of the protection circuit in severe overload conditions.

[0069] After the shutdown delay is determined, the controller starts a timer. When the timer reaches the set shutdown delay, the controller generates a shutdown control signal. The shutdown control signal includes two control signals, one for controlling the primary-side switch and the other for the secondary-side switch. These two control signals are sent to the control terminals of the corresponding switches through a dedicated driver circuit.

[0070] Assume the detected output power is 450W, the preset rated power threshold is 300W, and the calculated ratio K = 1.5, corresponding to a shutdown delay of 50 milliseconds. The controller starts a timer and, after 50 milliseconds, simultaneously generates two low-level control signals (assuming the switch is an N-channel MOSFET, where a low level indicates shutdown). These two signals are sent to the gates of the primary-side and secondary-side switches, respectively, through their respective driver circuits (such as optocoupler isolation driver circuits).

[0071] The primary-side switching transistor is located in the transformer's primary circuit, typically connected between the input power supply and the transformer's primary winding. The secondary-side switching transistor is located in the transformer's secondary circuit, typically connected between the transformer's secondary winding and the output filter circuit. When both switching transistors are turned off simultaneously, the energy transmission path on both sides of the transformer is simultaneously cut off, ensuring that no energy continues to flow from the input to the output, and no energy is released from the transformer's energy storage inductor to the output.

[0072] To improve protection reliability, the controller also monitors the status feedback signals of the switch tubes. These feedback signals come from the voltage detection circuit across the switch tubes. Under normal circumstances, after the controller sends the shutdown control signal, it should detect the voltage change across the switch tube within a few microseconds. If the expected change is not detected, the controller triggers the hardware protection circuit, forcibly disconnecting the circuit through a fuse or other protective device.

[0073] After the shutdown operation is executed, the controller enters a locked state, during which all switches remain off and the fault indicator lights up. The system can only resume normal operation after a manual reset or power cycle. This design ensures that operation can only be resumed after the fault is manually confirmed and resolved, enhancing system safety.

[0074] In actual applications, this protection method has been verified in a variety of automotive power modules, effectively preventing overpower damage caused by load short circuits, component abnormalities, etc., and ensuring the safe operation of on-board electronic equipment.

[0075] A second aspect of an embodiment of the present invention provides a vehicle power supply module magnetic bias protection and pulse width balancing control system, including: The first unit is configured to obtain an input voltage signal and an output current signal of the vehicle power supply module, and calculate an instantaneous power value and an output power value of the vehicle power supply module according to the input voltage signal and the output current signal; a second unit, configured to calculate the inductance of a transformer of the vehicle power supply module based on the instantaneous power value, compare the inductance of the transformer with a preset inductance threshold, and determine that the vehicle power supply module is in a biased magnetic state when the inductance of the transformer deviates from the preset inductance threshold by more than a preset range; a third unit configured to collect on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculate a time difference between a rising edge time and a falling edge time of the on-current waveform, generate a compensation time parameter based on the time difference, and add the compensation time parameter to the reference on-time of the primary-side switch tube and the secondary-side switch tube, respectively, to dynamically adjust the actual on-time of the primary-side switch tube and the secondary-side switch tube to eliminate the bias magnetization state; a fourth unit, configured to divide the output power range into a plurality of power intervals, set an independent duty cycle calculation parameter for each power interval, generate a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameter, and alternately control the conduction timing of the primary-side switch tube and the secondary-side switch tube through the plurality of pulse width modulation signals with different duty cycles to achieve switching loss balance in each power interval; The fifth unit is used to monitor the output power value in real time. When it is detected that the output power value exceeds a preset rated power threshold, the primary side switch tube and the secondary side switch tube are controlled to be turned off at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

[0076] According to a third aspect of an embodiment of the present invention, an electronic device is provided, including: processor; a memory for storing processor-executable instructions; The processor is configured to call the instructions stored in the memory to execute the aforementioned method.

[0077] According to a fourth aspect of an embodiment of the present invention, a computer-readable storage medium is provided, on which computer program instructions are stored. When the computer program instructions are executed by a processor, the method described above is implemented.

[0078] The present invention may be a method, an apparatus, a system and / or a computer program product. The computer program product may include a computer-readable storage medium carrying computer-readable program instructions for executing various aspects of the present invention.

[0079] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, rather than to limit it. Although the present invention has been described in detail with reference to the above embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the above embodiments, or replace some or all of the technical features therein with equivalents. However, these modifications or replacements do not cause the essence of the corresponding technical solutions to deviate from the scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for controlling magnetic bias protection and pulse width balance of a vehicle power supply module, characterized in that: include: Acquire an input voltage signal and an output current signal of the vehicle power supply module, and calculate an instantaneous power value and an output power value of the vehicle power supply module according to the input voltage signal and the output current signal; calculating the inductance of the transformer of the vehicle power supply module based on the instantaneous power value, comparing the inductance of the transformer with a preset inductance threshold, and determining that the vehicle power supply module is in a biased magnetic state when the inductance of the transformer deviates from the preset inductance threshold by more than a preset range; collecting on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculating the time difference between the rising edge time and the falling edge time of the on-current waveform, generating a compensation time parameter based on the time difference, adding the compensation time parameter to the reference on-time of the primary-side switch tube and the secondary-side switch tube, respectively, dynamically adjusting the actual on-time of the primary-side switch tube and the secondary-side switch tube, and eliminating the biased magnetic state; Dividing the output power range into multiple power intervals, setting independent duty cycle calculation parameters for each power interval, generating multiple pulse width modulation signals with different duty cycles based on the duty cycle calculation parameters, and alternately controlling the conduction timing of the primary-side switch tube and the secondary-side switch tube through the multiple pulse width modulation signals with different duty cycles to achieve balanced switching losses in each power interval; The output power value is monitored in real time. When it is detected that the output power value exceeds a preset rated power threshold, the primary-side switch tube and the secondary-side switch tube are controlled to be turned off at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

2. The method according to claim 1, characterized in that Calculating the inductance of a transformer of the vehicle power supply module based on the instantaneous power value, comparing the inductance of the transformer with a preset inductance threshold, and determining that the vehicle power supply module is in a biased magnetic state when the inductance of the transformer deviates from the preset inductance threshold by more than a preset range includes: collecting a primary voltage signal and a primary current signal of the transformer, calculating an instantaneous power value of the transformer based on the primary voltage signal and the primary current signal, integrating the instantaneous power value to obtain a transformer flux value; and calculating an initial inductance of the transformer based on the transformer flux value and the primary current signal; Collecting a real-time temperature signal of the transformer, calculating the temperature difference between the real-time temperature signal and a preset reference temperature, generating a temperature compensation coefficient based on the temperature difference, and multiplying the temperature compensation coefficient by the initial inductance of the transformer to obtain the actual inductance of the transformer, thereby eliminating the influence of temperature fluctuations on inductance detection; Acquiring an output power signal of the transformer and using a ratio of the output power signal to a preset rated power as a dynamic adjustment benchmark; generating a power compensation coefficient based on the dynamic adjustment benchmark, multiplying the power compensation coefficient by a preset benchmark threshold to obtain a dynamic inductance threshold, and establishing an adaptive determination criterion based on the dynamic inductance threshold; An inductance deviation coefficient between the actual inductance of the transformer and a preset standard inductance value is calculated, and the inductance deviation coefficient is compared with the dynamic inductance threshold value. When the inductance deviation coefficient exceeds the dynamic inductance threshold value, it is determined that the vehicle power supply module is in a biased magnetic state.

3. The method according to claim 1, characterized in that Collecting the on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculating the time difference between the rising edge time and the falling edge time of the on-current waveform, and generating the compensation time parameter according to the time difference includes: Calculating the instantaneous on-current values ​​of the primary-side switch tube and the secondary-side switch tube based on the peak current of the on-current waveform and the circuit time constant; calculating the rising edge time of the on-current waveform based on the instantaneous on-current value and a preset current threshold; calculating the falling edge time of the on-current waveform based on the instantaneous on-current value and the preset current threshold; The time difference between the rising edge time and the falling edge time is calculated, and an asymmetry parameter of the conduction process of the primary-side switch tube and the secondary-side switch tube is obtained according to the product of the time difference and the circuit time constant, and a compensation time parameter is generated based on the asymmetry parameter.

4. The method according to claim 1, wherein Adding the compensation time parameter to the reference on-time of the primary-side switch and the secondary-side switch respectively, dynamically adjusting the actual on-time of the primary-side switch and the secondary-side switch, and eliminating the bias state includes: Obtaining the inductance, input voltage, and current peak of the transformer, and calculating the reference on-time of the primary-side switch tube and the secondary-side switch tube according to the inductance, the input voltage, and the current peak; and multiplying the compensation time parameter by a preset compensation coefficient to obtain the primary-side compensation time and the secondary-side compensation time; Obtaining the output power and rated power of a vehicle power supply module, calculating a power adjustment factor according to a ratio of the output power to the rated power, and dynamically adjusting the primary-side compensation time and the secondary-side compensation time based on the power adjustment factor to obtain a primary-side dynamic compensation time and a secondary-side dynamic compensation time; Adding the primary side dynamic compensation time to the reference on-time to obtain the actual on-time of the primary side switch; adding the secondary side dynamic compensation time to the reference on-time to obtain the actual on-time of the secondary side switch; Obtain the primary side voltage, secondary side voltage and transformation ratio, verify the flux balance state and eliminate the bias magnetization state based on the product of the primary side voltage and the actual conduction time of the primary side switch tube, and the product of the secondary side voltage and the actual conduction time of the secondary side switch tube and the transformation ratio.

5. The method according to claim 1, wherein Dividing the output power range into a plurality of power intervals, setting an independent duty cycle calculation parameter for each power interval, and generating a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameters comprises: Obtaining a rated power of a vehicle power supply module, calculating a plurality of power dividing points according to a preset number of intervals based on the rated power; and dividing an output power range of the vehicle power supply module into a plurality of power intervals based on the plurality of power dividing points; Obtaining a reference duty cycle of the vehicle power supply module, setting a corresponding gain coefficient and nonlinear modulation index for each power interval, and using the gain coefficient and the nonlinear modulation index as duty cycle calculation parameters for each power interval; Collecting the real-time output power of the vehicle power supply module, determining the current power range according to the real-time output power, and calculating the power change of the real-time output power within the current power range; The reference duty cycle is calculated by operating the duty cycle calculation parameter corresponding to the power change and the current power interval to obtain an initial duty cycle; and a plurality of pulse width modulation signals with different duty cycles are generated according to the product operation of the initial duty cycle and a preset modulation function.

6. The method according to claim 1, characterized in that The method of monitoring the output power value in real time and, when detecting that the output power value exceeds a preset rated power threshold, controlling the primary-side switch tube and the secondary-side switch tube to be turned off simultaneously to cut off the power transmission path of the vehicle power supply module includes: Obtaining a preset rated power threshold of the vehicle power supply module, comparing the output power value with the preset rated power threshold; when detecting that the output power value exceeds the preset rated power threshold, calculating a shutdown delay time based on a ratio of the output power value to the preset rated power threshold; A shutdown control signal is generated according to the shutdown delay time, and the shutdown control signal is sent to the control ends of the primary-side switch tube and the secondary-side switch tube; in response to the shutdown control signal, the primary-side switch tube and the secondary-side switch tube are controlled to be shut down at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

7. A vehicle power supply module magnetic bias protection and pulse width balancing control system, used to implement the method according to any one of claims 1 to 6, characterized in that: include: The first unit is configured to obtain an input voltage signal and an output current signal of the vehicle power supply module, and calculate an instantaneous power value and an output power value of the vehicle power supply module according to the input voltage signal and the output current signal; a second unit, configured to calculate the inductance of a transformer of the vehicle power supply module based on the instantaneous power value, compare the inductance of the transformer with a preset inductance threshold, and determine that the vehicle power supply module is in a biased magnetic state when the inductance of the transformer deviates from the preset inductance threshold by more than a preset range; a third unit configured to collect on-current waveforms of the primary-side switch tube and the secondary-side switch tube of the vehicle power supply module, calculate a time difference between a rising edge time and a falling edge time of the on-current waveform, generate a compensation time parameter based on the time difference, and add the compensation time parameter to the reference on-time of the primary-side switch tube and the secondary-side switch tube, respectively, to dynamically adjust the actual on-time of the primary-side switch tube and the secondary-side switch tube to eliminate the bias magnetization state; a fourth unit, configured to divide the output power range into a plurality of power intervals, set an independent duty cycle calculation parameter for each power interval, generate a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameter, and alternately control the conduction timing of the primary-side switch tube and the secondary-side switch tube through the plurality of pulse width modulation signals with different duty cycles to achieve switching loss balance in each power interval; The fifth unit is used to monitor the output power value in real time. When it is detected that the output power value exceeds a preset rated power threshold, the primary side switch tube and the secondary side switch tube are controlled to be turned off at the same time, thereby cutting off the power transmission path of the vehicle power supply module.

8. An electronic device, characterized in that: include: processor; a memory for storing processor-executable instructions; The processor is configured to call the instructions stored in the memory to execute the method according to any one of claims 1 to 6.

9. A computer-readable storage medium having computer program instructions stored thereon, characterized in that: When the computer program instructions are executed by a processor, the method according to any one of claims 1 to 6 is implemented.

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