Vehicle power supply module magnetic bias protection and pulse width equalization control method and system

Abstract

The application provides a magnet bias protection and pulse width equalization control method and system for a vehicle power supply module, relates to the technical field of module control, and comprises the following steps: acquiring input voltage and output current signals to calculate instantaneous power values and output power values; calculating transformer inductance to determine a magnet bias state; collecting switch tube conduction current waveforms to calculate time difference values, generate compensation parameters, and adjust actual conduction time; dividing the output power into multiple power intervals, setting a duty cycle, calculating parameters, generating different duty cycle pulse width signals, and controlling the switch tube; and monitoring the output power value in real time to realize overload protection. The application solves the transformer magnet bias problem, reduces switch loss, and improves the reliability of the power supply module.

Description

TECHNICAL FIELD

[0001] The present application relates to module control technology, and in particular to a magnetic bias protection and pulse width balancing control method and system for a vehicle power supply module. BACKGROUND

[0002] With the rapid development of the new energy vehicle industry, the performance requirements of vehicle power systems for power supply modules are increasing. As a core component of the vehicle electronic system, the stability and efficiency of the vehicle power supply module directly affect the performance and safety of the vehicle. Modern vehicle power supply modules usually adopt high-frequency transformer isolation topology, and energy transmission is achieved through the coordinated work of the primary side and secondary side switching tubes.

[0003] During actual operation, traditional vehicle power supply modules are prone to transformer magnetic bias due to factors such as input voltage fluctuations, load changes, and component parameter deviations. Magnetic bias can increase the local magnetic flux density of the transformer core, causing core saturation, and further causing switching tube overcurrent, excessive temperature rise, efficiency decline, and even module failure or damage in severe cases. Current vehicle power supply modules on the market usually use fixed compensation schemes or simple feedback regulation mechanisms to suppress magnetic bias, but lack accurate detection and dynamic adjustment capabilities for magnetic bias states.

[0004] Under different power conditions, traditional power supply modules often use a single pulse width modulation control strategy, resulting in uneven switching loss distribution under light and heavy load conditions. In particular, switching loss increases significantly in high power intervals, affecting the overall efficiency and heat dissipation performance of the power supply module. The pulse width modulation method in the prior art is usually optimized only for a specific power interval, making it difficult to adapt to the changing power requirements of vehicles under different conditions.

[0005] In addition, traditional vehicle power supply modules often use fixed time delays or simple current threshold judgment mechanisms for overload protection, lacking accurate monitoring and rapid response capabilities based on actual power. When the power supply module faces a short circuit or overload situation, it often cannot cut off the power transmission path in a short enough time, increasing the safety hazard. Existing overload protection schemes usually cannot balance between response speed and protection accuracy, affecting the reliability and safety of the power supply module under harsh conditions. SUMMARY

[0006] The vehicle power supply module magnetic bias protection and pulse width balancing control method and system provided by the embodiments of the present application can solve the problems in the prior art.

[0007] In a first aspect, the vehicle power supply module magnetic bias protection and pulse width balancing control method is provided, comprising:

[0008] 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;

[0009] 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;

[0010] 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;

[0011] An output power range is divided into a plurality of power intervals, an independent duty cycle calculation parameter is set for each power interval, a plurality of 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 plurality of pulse width modulation signals with different duty cycles, and the switching loss balance of each power interval is realized;

[0012] 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.

[0013] 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, comprising:

[0014] 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, the integral operation of the instantaneous power value is performed to obtain the transformer flux linkage value; the initial inductance of the transformer is calculated according to the transformer flux linkage value and the primary side current signal;

[0015] The real-time temperature signal of the transformer is collected, the temperature difference value of 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.

[0016] acquiring an output power signal of the transformer, taking a ratio of the output power signal to a preset rated power as a dynamic adjustment reference, generating a power compensation coefficient according to the dynamic adjustment reference, obtaining a dynamic inductance threshold value by multiplying the power compensation coefficient and a preset reference threshold value, and establishing an adaptive determination criterion based on the dynamic inductance threshold value;

[0017] calculating an inductance deviation coefficient of an actual inductance of the transformer and a 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.

[0018] acquiring conduction current waveforms of the primary side switch tube and the secondary side switch tube of the vehicle power supply module, calculating a time difference value of a rising edge time and a falling edge time of the conduction current waveforms, and generating a compensation time parameter according to the time difference value, including:

[0019] calculating instantaneous conduction current values of the primary side switch tube and the secondary side switch tube according to a peak current of the conduction current waveforms and a circuit time constant, calculating a rising edge time of the conduction current waveforms based on the instantaneous conduction current values and a preset current threshold value, and calculating a falling edge time of the conduction current waveforms according to the instantaneous conduction current values and the preset current threshold value;

[0020] calculating a time difference value of the rising edge time and the falling edge time, obtaining an asymmetry parameter of a conduction process of the primary side switch tube and the secondary side switch tube according to a product of the time difference value and the circuit time constant, and generating a compensation time parameter based on the asymmetry parameter.

[0021] superimposing the compensation time parameter to a reference conduction time of the primary side switch tube and the secondary side switch tube respectively, dynamically adjusting actual conduction times of the primary side switch tube and the secondary side switch tube, and eliminating the magnetic bias state, including:

[0022] acquiring an inductance, an input voltage and a current peak value of the transformer, calculating a reference conduction time of the primary side switch tube and the secondary side switch tube according to the inductance, the input voltage and the current peak value, and multiplying the compensation time parameter by a preset compensation coefficient to obtain a primary side compensation time and a secondary side compensation time respectively;

[0023] acquiring an output power and a rated power of the 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;

[0024] The primary side dynamic compensation time is superimposed to the reference conduction time to obtain an actual conduction time of the primary side switch tube; and the secondary side dynamic compensation time is superimposed to the reference conduction time to obtain an actual conduction time of the secondary side switch tube.

[0025] The primary side voltage, the secondary side voltage and the transformation ratio are obtained, 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, the actual conduction time of the secondary side switch tube and the transformation ratio are based on the verification of the magnetic flux balance state, and the bias magnetic state is eliminated.

[0026] The output power range is divided into multiple power intervals, and independent duty cycle calculation parameters are set for each power interval, and multiple pulse width modulation signals with different duty cycles are generated based on the duty cycle calculation parameters, which include:

[0027] The rated power of the vehicle power supply module is obtained, and multiple power division points are calculated according to the rated power according to a preset interval number; and the output power range of the vehicle power supply module is divided into multiple power intervals based on the multiple power division points.

[0028] The reference duty cycle of the vehicle power supply module is obtained, and the corresponding gain coefficient and nonlinear modulation index are set for each power interval, and the gain coefficient and the nonlinear modulation index are used as the duty cycle calculation parameters of each power interval.

[0029] The real-time output power of the vehicle power supply module is collected, the current power interval is determined according to the real-time output power, and the power variation of the real-time output power in the current power interval is calculated.

[0030] The reference duty cycle, the power variation and the duty cycle calculation parameters corresponding to the current power interval are operated to obtain an initial duty cycle; and multiple pulse width modulation signals with different duty cycles are generated according to the product of the initial duty cycle and a preset modulation function.

[0031] 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 at the same time, and the power transmission path of the vehicle power supply module is cut off, which includes:

[0032] The preset rated power threshold of the vehicle power supply module is obtained, and the output power value is compared with the preset rated power threshold; when it is detected that the output power value exceeds the preset rated power threshold, the turn-off delay time is calculated based on the ratio of the output power value to the preset rated power threshold.

[0033] According to the off delay time, an off control signal is generated and sent to control ends of the primary side switch tube and the secondary side switch tube; in response to the off control signal, the primary side switch tube and the secondary side switch tube are controlled to be turned off at the same time, and a power transmission path of the vehicle power supply module is cut off.

[0034] In a second aspect, the application provides a vehicle power supply module bias magnetic protection and pulse width equalization control system, comprising:

[0035] A first unit is configured to 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;

[0036] A second unit is configured to calculate a transformer inductance of the vehicle power supply module based on the instantaneous power value, compare the transformer inductance with a preset inductance threshold value, and determine that the vehicle power supply module is in a bias magnetic state when the transformer inductance deviates from the preset inductance threshold value by more than a preset range.

[0037] A third unit is configured to acquire a conduction current waveform of a primary side switch tube and a secondary side switch tube of the vehicle power supply module, calculate a time difference value of a rising edge time and a falling edge time of the conduction current waveform, generate a compensation time parameter according to the time difference value, superimpose the compensation time parameter on a reference conduction time of the primary side switch tube and the secondary side switch tube respectively, dynamically adjust actual conduction times of the primary side switch tube and the secondary side tube, and eliminate the bias magnetic state.

[0038] A fourth unit is configured to divide an 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 parameters, alternately control 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, and realize equalization of switching losses in each power interval.

[0039] A fifth unit is configured to monitor the output power value in real time, and control the primary side switch tube and the secondary side switch tube to be turned off at the same time when it is detected that the output power value exceeds a preset rated power threshold value, so as to cut off a power transmission path of the vehicle power supply module.

[0040] In a third aspect, the application provides an electronic device, comprising:

[0041] A processor;

[0042] A memory for storing processor-executable instructions;

[0043] The processor is configured to invoke instructions stored in the memory to perform the method described above.

[0044] In a fourth aspect, the application provides a computer readable storage medium having stored thereon computer program instructions which, when executed by a processor, implement the method described above.

[0045] The beneficial effects of the present application are as follows:

[0046] The vehicle power supply module magnetic bias protection and pulse width equalization control method of the present application can monitor the inductance change of the transformer in real time, accurately identify the magnetic bias state, and realize magnetic bias compensation by dynamically adjusting the conduction time of the primary side and secondary side switching tubes, thereby avoiding device damage and system efficiency reduction caused by magnetic saturation.

[0047] The present application divides the power range according to the output power range, sets independent duty cycle calculation parameters, and uses multiple duty cycle pulse width modulation signals to alternately control the switching tube conduction time sequence, thereby achieving equal distribution of switching losses in different power ranges, improving the overall working efficiency of the system, and prolonging the service life of the power supply module.

[0048] The present application monitors the output power value in real time and sets a rated power threshold protection mechanism, immediately cuts off the power transmission path when the power is detected to be out of limit, thereby enhancing the safety and reliability of the vehicle power supply module and the overload protection capability, and effectively preventing device damage and system failure caused by overload. BRIEF DESCRIPTION OF DRAWINGS

[0049] Figure 1 The flowchart of the vehicle power supply module magnetic bias protection and pulse width equalization control method of the present application is shown in the figure. DETAILED DESCRIPTION

[0050] To make the purpose, technical solutions and advantages of the embodiments of the present application clearer, the technical solutions of the embodiments of the present application will be described in detail below with reference to the drawings of the embodiments of the present application. Obviously, the described embodiments are only part of the embodiments of the present application, not all the embodiments. Based on the embodiments in the present application, all other embodiments obtained by those skilled in the art without creative labor are within the scope of protection of the present application.

[0051] The technical solutions of the present application will be described in detail below with 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 some embodiments.

[0052] Figure 1 The flowchart of the vehicle power supply module magnetic bias protection and pulse width equalization control method of the present application is shown in the figure.Figure 1 The method comprises the following steps:

[0053] An input voltage signal and an output current signal of the 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;

[0054] 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;

[0055] 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, the 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;

[0056] The output power range is divided into a plurality of power intervals, an independent duty cycle calculation parameter is set for each power interval, a plurality of pulse width modulation signals with different duty cycles are generated based on the duty cycle calculation parameter, the conduction timing of the primary side switch tube and the secondary side switch tube is alternately controlled through the plurality of pulse width modulation signals with different duty cycles, and the switching loss balance of each power interval is realized;

[0057] 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.

[0058] 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 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, which comprises:

[0059] 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, the integral operation is performed on the instantaneous power value to obtain the transformer flux linkage value; the initial inductance of the transformer is calculated according to the transformer flux linkage value and the primary side current signal;

[0060] The real-time temperature signal of the transformer is collected, the temperature difference between the real-time temperature signal and a preset reference temperature is calculated, a temperature compensation coefficient is generated based on the temperature difference, 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.

[0061] The output power signal of the transformer is obtained, and the ratio of the output power signal to a preset rated power is taken as a dynamic adjustment reference; a power compensation coefficient is generated according to the dynamic adjustment reference, the product of the power compensation coefficient and a preset reference threshold is taken to obtain a dynamic inductance threshold, and an adaptive judgment criterion is established based on the dynamic inductance threshold.

[0062] The inductance deviation coefficient of the actual inductance of the transformer and a preset standard inductance value is calculated, the inductance deviation coefficient is compared with the dynamic inductance threshold, and when the inductance deviation coefficient exceeds the dynamic inductance threshold, it is determined that the vehicle power supply module is in a magnetic bias state.

[0063] The transformer inductance is calculated by collecting the primary voltage and current signals of the transformer. High-precision voltage sampling circuit and current sampling circuit are provided in the system, and the sampling frequency is set to 10 kHz to ensure that the primary voltage signal U(t) and the primary current signal I(t) are obtained with sufficient accuracy. After the sampling data is converted into a digital signal by an analog-to-digital converter, it is input into the processor for calculation. The instantaneous power value P(t) is obtained by multiplying the primary voltage signal U(t) and the primary current signal I(t). For example, when the primary voltage is 310V and the primary current is 2.5A at a certain time, the instantaneous power value at that time is 775W.

[0064] The collected instantaneous power value P(t) is integrated to obtain the flux value Ψ(t) of the transformer. The integration time interval is set to one complete working period, for example, for a transformer working at 50 kHz, the integration time is 20μs. The calculated flux value Ψ(t) is divided by the primary current signal I(t) at the corresponding time to obtain the initial inductance L0 of the transformer. For example, when the calculated flux value is 0.06Wb and the current at the corresponding time is 2A, the initial inductance L0 is 30mH.

[0065] Considering that temperature changes will affect the inductance characteristics of the transformer, a temperature sensor is provided in the system to monitor the working temperature of the transformer in real time. The temperature sensor is an NTC thermistor with a precision of ±0.5℃, which is installed on the surface of the transformer core. After the real-time temperature signal T1 is collected, it is compared with the preset reference temperature T0 (usually set to 25℃) to calculate the temperature difference ΔT. For example, when the real-time temperature is 55℃, the temperature difference ΔT is 30℃.

[0066] The temperature compensation coefficient K is generated based on the temperature difference ΔT T . The generation of the compensation coefficient adopts a piecewise linear mapping method: when the temperature difference is within the range of -20℃ to +20℃, the inductance decreases by 0.5% per 10℃ increase; when the temperature difference exceeds ±20℃, the inductance decreases by 0.8% per 10℃ increase. As described in the previous example, when the temperature difference is 30℃, the temperature compensation coefficient K T is calculated as 0.976. Multiplying this temperature compensation coefficient with the initial inductance L0 of the transformer, the actual inductance L T of the transformer after temperature compensation is obtained. T Continuing the previous example, the actual inductance L out is 30mH x 0.976 = 29.28mH.

[0067] To adapt to the inductance variation characteristics under different load conditions, the system also introduces a dynamic determination mechanism based on output power. By collecting the output power signal P rated of the transformer and comparing it with the preset rated power P p (eg. 1000W), the dynamic adjustment reference R p is obtained. For example, when the output power is 750W, the dynamic adjustment reference R p is 0.75.

[0068] According to the dynamic adjustment reference R p， , the power compensation coefficient K p is generated. The calculation of the power compensation coefficient adopts a nonlinear mapping: when the output power is less than 20% of the rated power, K p is 1.5; when the output power is between 20% and 80% of the rated power, K p linearly decreases to 1.0; when the output power exceeds 80% of the rated power, K p linearly decreases to 0.8. As described in the previous example, when the dynamic adjustment reference is 0.75, the power compensation coefficient K p is 1.05.

[0069] Multiplying the power compensation coefficient K base with the preset reference threshold Th d (set to 5%), the dynamic inductance threshold Th d is obtained. In this example, the dynamic inductance threshold Th T is 5% x 1.05 = 5.25%. This dynamic threshold enables the system to adaptively adjust the determination criteria according to different working powers.

[0070] The inductance deviation coefficient D std between the actual inductance L L, the preset standard inductance value is usually determined based on the design specifications of the transformer, for example, set to 30 mH. When the actual inductance is 29.28 mH, the inductance deviation coefficient D L is |(29.28-30) / 30| x 100% = 2.4%. By comparing the inductance deviation coefficient with the dynamic inductance threshold calculated above, it is determined whether the transformer is in a magnetic bias state. In this example, the inductance deviation coefficient 2.4% is less than the dynamic inductance threshold 5.25%, so it is determined that the transformer is working normally.

[0071] If the actual inductance decreases to 27 mH under another working condition, the inductance deviation coefficient is 10%, which exceeds the dynamic inductance threshold 5.25%, so the system will determine that the vehicle power supply module is in a magnetic bias state and trigger the warning mechanism. The warning signal can be transmitted to the vehicle control unit through the vehicle communication bus, and the corresponding warning information can be displayed on the driver's instrument panel.

[0072] This method can accurately detect the magnetic bias state of the vehicle power supply module by real-time monitoring of the change in the inductance characteristics of the transformer, combined with temperature compensation and power adaptation technology, avoiding equipment damage and energy efficiency reduction caused by long-term magnetic bias, and improving the reliability and safety of the vehicle electrical system.

[0073] In an alternative embodiment, the conduction current waveform of the primary side switch tube and the secondary side switch tube of the vehicle power supply module is collected, the time difference value of the rising edge time and the falling edge time of the conduction current waveform is calculated, and the compensation time parameter is generated according to the time difference value, comprising:

[0074] The instantaneous conduction current value of the primary side switch tube and the secondary side switch tube is calculated according to the peak current of the conduction current waveform and the circuit time constant; the rising edge time of the conduction current waveform is calculated based on the instantaneous conduction current value and a preset current threshold; the falling edge time of the conduction current waveform is calculated according to the instantaneous conduction current value and the preset current threshold;

[0075] The time difference value of the rising edge time and the falling edge time is calculated, and the 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 value and the circuit time constant, and the compensation time parameter is generated based on the asymmetry parameter.

[0076] By using a high-precision current sampling circuit to collect the conduction current waveform of the primary side switch tube and the secondary side switch tube during the operation of the vehicle power supply module. The sampling circuit includes a current transformer with a precision of 0.01% and a high-speed analog-to-digital converter with a sampling frequency of 10 MHz, ensuring the accuracy of the collected data. The collected current data is stored in a data processor for subsequent analysis.

[0077] After obtaining the on-current waveform data, the data processor first calculates the circuit time constant according to the circuit structure parameters. For a typical vehicle power supply module, the circuit time constant is determined by the on-resistance of the switch tube, the inductance value and the capacitance value. For example, for a circuit with an on-resistance of 0.01Ω, an inductance of 100μH and a capacitance of 10μF, the time constant is 10μs.

[0078] According to the collected current waveform data, the processor identifies the peak current of the waveform. In practical applications, the peak current is usually 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 relationship to calculate the instantaneous on-current value of the primary side and secondary side switch tubes at each time.

[0079] The setting of the current threshold is crucial for accurately locating the rising and falling edge time points. In practice, the preset current threshold is usually set to 10% of the peak current, for example, when the peak current is 20A, the current threshold is set to 2A. This threshold can be adjusted according to the system accuracy requirements. A lower threshold can provide more accurate time measurement, but it is also more susceptible to noise.

[0080] By comparing the instantaneous on-current value with the preset current threshold, the rising edge time point of the on-current waveform is determined. Specifically, starting from the waveform starting point, the first time point that exceeds the current threshold is found as the rising edge time. In the test example, when the circuit time constant is 10μs and the peak current is 20A, the rising edge time point usually appears between 0.5μs and 2μs after the switch signal is triggered, for example, at 1.2μs.

[0081] By comparing the instantaneous on-current value with the preset current threshold, the falling edge time point of the on-current waveform is determined. Starting from the waveform peak point, the first time point that is lower than the current threshold is found as the falling edge time. Under the above test conditions, the falling edge time point usually appears between 10μs and 20μs after the off signal is triggered, for example, at 15.8μs.

[0082] After obtaining the rising and falling edge time points, the system calculates the time difference between them. In the above example, the time difference is 14.6μs. This difference reflects the time asymmetry in the on process of the primary side and secondary side switch tubes.

[0083] The time difference between the rising and falling edges is multiplied by the circuit time constant to obtain the asymmetry parameter. In the example, the asymmetry parameter is 14.6μs x 10μs = 146μs 2 . This parameter quantifies the degree of imbalance in the on process of the switch tube and is the basis for generating the compensation time parameter.

[0084] According to the asymmetry parameter, the system generates a compensation time parameter. The calculation of the compensation parameter takes into account the size of the time difference and the system response characteristics. In practice, the compensation time parameter is usually a certain proportion of the square root of the asymmetry parameter, for example, 0.5 times. In the example, the compensation time parameter is about 6μs.

[0085] The generated compensation time parameter is applied to the control circuit of the vehicle power supply module to adjust the triggering timing of the primary side and secondary side switching tubes. The controller adds the compensation time parameter to the control signal of the switching tube with slower timing, making the conduction behavior of the switching tubes on both sides more synchronized.

[0086] The conduction current waveform of the switching tube is collected again to verify the compensation effect. Experimental data show that after applying the compensation time parameter, the rising and falling time difference of the conduction current waveform of the primary side and secondary side switching tubes is significantly reduced from 14.6μs to less than 1.2μs, and the asymmetry of the conduction process is effectively improved.

[0087] 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 compensated power supply module 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.

[0088] This method can dynamically adjust the compensation parameter 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 parameter every 100ms to ensure optimal performance in changing working environments.

[0089] In an alternative embodiment, the compensation time parameter is added to the reference conduction time of the primary side switching tube and the secondary side switching tube respectively to dynamically adjust the actual conduction time of the primary side switching tube and the secondary side switching tube, and eliminate the magnetic bias state, which includes:

[0090] The inductance, input voltage and current peak value of the transformer are obtained, and the reference conduction time of the primary side switching tube and the secondary side switching 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;

[0091] The output power and rated power of the vehicle power supply module are obtained, and a 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.

[0092] The primary side dynamic compensation time is superimposed to the reference conduction time to obtain the actual conduction time of the primary side switch tube; the secondary side dynamic compensation time is superimposed to the reference conduction time to obtain the actual conduction time of the secondary side switch tube;

[0093] The primary side voltage, the secondary side voltage and the transformer ratio are obtained, and the flux balance state is verified 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, the actual conduction time of the secondary side switch tube and the transformer ratio, and the flux bias state is eliminated.

[0094] The key parameters of the transformer are obtained, including inductance L, input voltage Vin and current peak Ipeak. Taking an actual application as an example, it is assumed that the transformer inductance is 100 μH, the input voltage is 48 V, and the current peak is 10 A. According to these parameters, the reference conduction time Tbase of the primary side switch tube and the secondary side switch tube can be calculated. The calculation of the reference conduction time considers the relationship that the product of the inductance and the current peak is divided by the input voltage. In this example, the reference conduction time Tbase is calculated to be 20 μs.

[0095] After obtaining the reference conduction time, the compensation time parameters need to be multiplied by the preset compensation coefficients to obtain the primary side compensation time and the secondary side compensation time. It is assumed that the compensation time parameter detected by the system is 2 μs, the preset primary side compensation coefficient is 0.8, and the secondary side compensation coefficient is 1.2. By multiplying the compensation time parameter 2 μs by these two coefficients respectively, the primary side compensation time is 1.6 μs, and the secondary side compensation time is 2.4 μs. This differentiated compensation can adjust to the different electrical characteristics of the primary side and the secondary side.

[0096] In order to enable the compensation time to be dynamically adjusted with the change of the system load, the method introduces the concept of power regulation factor. The implementation is to obtain the current output power and the rated power of the vehicle power supply module, and to calculate the power regulation factor through the ratio of the two. It is assumed that the current system output power is 600 W, and the rated power is 1000 W, then the power regulation factor is 0.6. Based on the 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 square root of the product of the primary side compensation time and the power regulation factor, that is, The secondary side dynamic compensation time is the square root of the product of the secondary side compensation time and the power regulation factor, that is, The introduction of the square root relationship makes the compensation time change nonlinearly with the power, which is more consistent with the actual flux balance demand of the transformer under different powers.

[0097] The calculated dynamic compensation time is superimposed on the reference conduction time, and the actual conduction time of the primary side and the secondary side switch tubes is obtained. The actual conduction time of the primary side switch tube is the reference conduction time plus the primary side dynamic compensation time, that is, 20 μs+1.24 μs=21.24 μs; the actual conduction time of the secondary side switch tube is the reference conduction time plus the secondary side dynamic compensation time, that is, 20 μs+1.86 μs=21.86 μs.

[0098] After adjusting the actual conduction time of the switch tube, it is necessary to verify the magnetic flux balance state to confirm whether the magnetic bias state is eliminated. The verification method is to obtain the primary side voltage, the secondary side voltage and the transformer ratio, and then compare 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, the actual conduction time of the secondary side switch tube and the transformer ratio. Assuming that the primary side voltage is 48V, the secondary side voltage is 12V, and the transformer ratio is 4:1. The product of the primary side voltage and the conduction time is 48V×21.24 μs=1019.52V·μs; the product of the secondary side voltage, the conduction time and the transformer ratio is 12V×21.86 μs×4=1049.28V·μs. The difference between the two is about 29.76V·μs, and the relative error is about 2.9%, which is within the range of ±5% allowed by the system, indicating that the magnetic flux is basically balanced, and the magnetic bias state is effectively eliminated.

[0099] In practical applications, this method can be realized by a microcontroller. The microcontroller collects parameters such as transformer inductance, input voltage, current peak value, calculates the reference conduction time, detects compensation time parameters, and calculates the primary side and secondary side compensation time according to the preset compensation coefficient. The microcontroller also needs to monitor the output power and rated power of the vehicle power supply module, calculate the power regulation factor, and dynamically adjust the compensation time accordingly. The finally generated PWM signal controls the primary side and secondary side switch tubes to work according to the calculated actual conduction time, thereby eliminating the transformer magnetic bias state.

[0100] In order to improve the stability of the system, the method can also perform magnetic flux balance verification in each control period. If the verification result shows that the magnetic flux imbalance exceeds the threshold value (such as ±5%), the compensation time parameters are automatically fine-tuned, forming a closed loop control, ensuring that the transformer works in a magnetic flux balance state, and avoiding problems such as transformer saturation, efficiency reduction and noise increase caused by magnetic bias.

[0101] In an alternative embodiment, the output power range is divided into a plurality of power intervals, and an independent duty cycle calculation parameter is set for each power interval. Generating a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameter comprises:

[0102] The rated power of the vehicle power supply module is obtained, and a plurality of power division points are calculated according to the rated power and a preset interval number; and the output power range of the vehicle power supply module is divided into a plurality of power intervals based on the plurality of power division points.

[0103] The reference duty cycle of the vehicle power supply module is obtained, and a corresponding gain coefficient and a nonlinear modulation index are set for each power interval, and the gain coefficient and the nonlinear modulation index are used as the duty cycle calculation parameters of each power interval.

[0104] The real-time output power of the vehicle power supply module is collected, and the current power interval is determined according to the real-time output power, and the power variation of the real-time output power in the current power interval is calculated.

[0105] The reference duty cycle is operated with the power variation and the duty cycle calculation parameters corresponding to the current power interval to obtain an initial duty cycle; and a plurality of pulse width modulation signals with different duty cycles are generated by operating the product of the initial duty cycle and a preset modulation function.

[0106] The control method first obtains the rated power value of the vehicle power supply module, which is usually marked on the specification or nameplate of the vehicle power supply module. For example, for a vehicle power supply module with a rated power of 10 kW, the method reads the rated power value of 10 kW as the basis for subsequent calculation. The output power range is divided according to a preset interval number, which can be determined according to the actual application scenario and accuracy requirement. In this embodiment, the preset interval number is 4. According to the rated power of 10 kW and the preset interval number of 4, the method calculates 3 power division points, which are 2.5 kW, 5 kW and 7.5 kW. These division points divide the entire output power range of 0-10 kW into four power intervals: the first power interval of 0-2.5 kW, the second power interval of 2.5-5 kW, the third power interval of 5-7.5 kW, and the fourth power interval of 7.5-10 kW. The calculation of the power division points adopts a uniform division method, that is, the rated power value is divided by the preset interval number to obtain the power span of each interval, and then the power division points are obtained by successive accumulation.

[0107] The reference duty cycle of the power supply module for vehicle is set to 50%. For each divided power interval, the control method sets a corresponding gain coefficient and a 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 four power intervals as an example, the gain coefficient set for the first power interval 0-2.5 kW is 0.8, and the nonlinear modulation index is 1.2; the gain coefficient set for the second power interval 2.5-5 kW is 1.0, and the nonlinear modulation index is 1.0; the gain coefficient set for the third power interval 5-7.5 kW is 1.2, and the nonlinear modulation index is 0.9; the gain coefficient set for the fourth power interval 7.5-10 kW is 1.5, and the nonlinear modulation index is 0.8. These gain coefficients and nonlinear modulation indexes are used as duty cycle calculation parameters for each power interval and stored in the parameter table of the control system for subsequent calculation.

[0108] During the operation of the power supply module for vehicle, the control method collects the output power of the power supply module for vehicle in real time. Collection can be achieved through voltage and current sensors, and the real-time output power value is obtained by multiplying the collected voltage and current values. 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 previously divided power intervals. After determining the current power interval, the power change in the current interval is calculated. The power change is equal to the real-time output power minus the lower limit value of the current interval. In this example, the power change is 6.2 kW minus 5 kW, equal to 1.2 kW.

[0109] The control method calculates the initial duty cycle by operating the reference duty cycle with the power change and the duty cycle calculation parameters corresponding to the current power interval. The specific operation process is as follows: divide the power change 1.2 kW by the current interval width 2.5 kW to obtain the normalized power change 0.48; multiply the normalized power change 0.48 by the gain coefficient 1.2 to obtain 0.576; then take 0.576 as the base and multiply it 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 cycle 50% to 0.61 to obtain the initial duty cycle of approximately 50.61%.

[0110] The control method performs a multiplication operation on the calculated initial duty ratio 50.61% and a preset modulation function to generate a plurality of pulse width modulation signals with different duty ratios. 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.

[0111] 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, changes in vehicle-mounted device loads, etc.

[0112] 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 simultaneously turned off to cut off the power transmission path of the vehicle power supply module, including:

[0113] A preset rated power threshold of the vehicle power supply module is obtained, and the output power value is compared with the preset rated power threshold. When it is detected that the output power value exceeds the preset rated power threshold, a turn-off delay time is calculated based on the ratio of the output power value to the preset rated power threshold.

[0114] A turn-off control signal is generated according to the turn-off delay time, and the turn-off control signal is sent to the control end of the primary side switch tube and the secondary side switch tube. In response to the turn-off control signal, the primary side switch tube and the secondary side switch tube are simultaneously turned off to cut off the power transmission path of the vehicle power supply module.

[0115] Monitoring can be achieved by setting 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 in the output circuit, generating a voltage drop when current flows through it; this voltage drop is 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 sent to an analog-to-digital converter to be converted into digital signals. The controller of the vehicle power supply module (which can be an MCU or a 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.

[0116] Automotive power supply modules have a pre-set rated power threshold during the design phase. This threshold is typically determined based on a combination of factors, including component tolerance and heat dissipation conditions. In a typical automotive 12V / 48V dual-voltage power supply module, the preset rated power threshold is set to 300W. This threshold value is stored in the controller's non-volatile memory.

[0117] The controller performs a power comparison operation in each control cycle (typically tens to hundreds of microseconds), comparing the real-time calculated output power value with a preset rated power threshold. When the output power value is detected to exceed the preset rated power threshold, the controller immediately enters the overpower protection process.

[0118] Overpower protection first calculates the shutdown delay time, which is determined based on the ratio of the output power value to a preset rated power threshold. The shutdown delay time is calculated using a non-linear function, ensuring that the greater the overpower level, the faster the shutdown speed. Specifically, the controller calculates the ratio K as equal to 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.

[0119] 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; and when K is greater than 2, the shutdown delay time is set to 10 milliseconds. This hierarchical processing method can prevent false triggering caused by transient overpower and can also quickly respond to the protection circuit under severe overload conditions.

[0120] Once the turn-off delay time is determined, the controller starts a timer. When the timer reaches the set turn-off delay time, the controller generates a turn-off control signal. The turn-off control signal consists of two control signals, used to control the primary-side switch and the secondary-side switch, respectively. These two control signals are sent to the control terminals of the corresponding switches via dedicated drive circuits.

[0121] Suppose the output power is detected as 450W, the preset rated power threshold is 300W, the ratio K is calculated as 1.5, and the corresponding off-delay time is 50 milliseconds. The controller starts the timer and generates two low-level control signals at the same time after 50 milliseconds (assuming that the switch tube is an N-channel MOSFET, and low level means off). The two signals are sent to the gate of the primary side switch tube and the secondary side switch tube through their respective drive circuits (such as optocoupler isolation drive circuit).

[0122] The primary side switch tube is located in the transformer primary loop and is usually connected between the input power supply and the transformer primary winding. The secondary side switch tube is located in the transformer secondary loop and is usually connected between the transformer secondary winding and the output filter circuit. When the two switch tubes are turned off at the same time, the energy transmission path on both sides of the transformer is cut off, ensuring that no energy continues to be transmitted from the input to the output, and no energy is released from the transformer energy storage inductor to the output.

[0123] To improve the reliability of protection, the controller will simultaneously monitor the switch tube state feedback signals. These feedback signals come from the voltage detection circuit on both sides of the switch tube. Under normal circumstances, when the controller sends the off control signal, the voltage state change on both sides of the switch tube should be detected within a few microseconds. If the expected change is not detected, the controller will trigger the hardware protection circuit to forcibly disconnect the circuit through a fuse or other protection device.

[0124] After the off operation is executed, the controller enters a locked state, at which time all switch tubes remain off and the fault indicator light is on. The system can only re-enter the normal working state after manual reset or power restart. This design ensures that the system can only resume operation after the fault is manually confirmed and handled, enhancing system safety.

[0125] In practical applications, this protection method has been verified in various vehicle power supply modules, effectively preventing over-power damage caused by load short circuit, abnormal components, and other conditions, and ensuring the safe operation of vehicle-mounted electronic equipment.

[0126] In a second aspect of the embodiments of the application, a vehicle power supply module magnetic bias protection and pulse width equalization control system is provided, comprising:

[0127] 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.

[0128] The second unit is configured to calculate a transformer inductance of the power supply module for vehicle based on the instantaneous power value, compare the transformer inductance with a preset inductance threshold, and determine that the power supply module for vehicle is in a magnetic bias state when the transformer inductance deviates from the preset inductance threshold by more than a preset range.

[0129] The third unit is configured to collect conduction current waveforms of the primary side switch tube and the secondary side switch tube of the power supply module for vehicle, calculate a time difference value of rising edge time and falling edge time of the conduction current waveforms, generate a compensation time parameter according to the time difference value, superimpose the compensation time parameter on reference conduction time of the primary side switch tube and the secondary side switch tube respectively, dynamically adjust actual conduction time of the primary side switch tube and the secondary side tube, and eliminate the magnetic bias state.

[0130] The fourth unit is configured to divide an output power range into a plurality of power intervals, set independent duty cycle calculation parameters for each power interval, generate a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameters, alternately control conduction time sequence of the primary side switch tube and the secondary side switch tube through the plurality of pulse width modulation signals with different duty cycles, and realize switching loss balance of each power interval.

[0131] The fifth unit is configured to monitor the output power value in real time, control the primary side switch tube and the secondary side switch tube to be turned off at the same time when it is detected that the output power value exceeds a preset rated power threshold, and cut off a power transmission path of the power supply module for vehicle.

[0132] In a third aspect, an electronic device is provided, including:

[0133] a processor;

[0134] a memory for storing processor-executable instructions;

[0135] The processor is configured to invoke the instructions stored in the memory to execute the method described above.

[0136] In a fourth aspect, a computer readable storage medium is provided, which stores computer program instructions, and the computer program instructions are executed by a processor to implement the method described above.

[0137] The present application can be a method, device, system and / or computer program product. The computer program product can include a computer readable storage medium having computer readable program instructions loaded thereon for performing various aspects of the present application.

[0138] It should be noted that the above embodiments are only used to illustrate the technical solutions of the present application, and are not intended to limit the present application; although the present application has been described in detail with reference to the above embodiments, those skilled in the art should understand that the technical solutions recorded in the above embodiments can be modified, or some or all of the technical features can be replaced by equivalents; and these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the scope of the technical solutions of the embodiments of the present application.

Claims

1. A method for preventing magnetic bias and controlling pulse width of a power supply module for vehicle, characterized in that, The method comprises the following steps: acquiring an input voltage signal and an output current signal of a vehicle power supply module, and calculating 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 a transformer inductance of the vehicle power supply module based on the instantaneous power value, comparing the transformer inductance with a preset inductance threshold value, and determining that the vehicle power supply module is in a magnetic bias state when the transformer inductance deviates from the preset inductance threshold value by more than a preset range; acquiring conduction current waveforms of a primary side switch tube and a secondary side switch tube of the vehicle power supply module, calculating a time difference value of a rising edge time and a falling edge time of the conduction current waveforms, generating a compensation time parameter according to the time difference value, superimposing the compensation time parameter on a reference conduction time of the primary side switch tube and the secondary side switch tube respectively, dynamically adjusting actual conduction times of the primary side switch tube and the secondary side tube, and eliminating the magnetic bias state; dividing an output power range into a plurality of power intervals, setting independent duty cycle calculation parameters for each power interval, generating a plurality of pulse width modulation signals with different duty cycles based on the duty cycle calculation parameters, alternately controlling conduction time sequences of the primary side switch tube and the secondary side switch tube through the plurality of pulse width modulation signals with different duty cycles, and realizing balanced switching loss in each power interval; real-time monitoring the output power value, and controlling the primary side switch tube and the secondary side switch tube to be turned off at the same time to cut off a power transmission path of the vehicle power supply module when it is detected that the output power value exceeds a preset rated power threshold value.

2. The method of claim 1, wherein, The method of determining that the vehicle power supply module is in the magnetic bias state based on the transformer inductance of the vehicle power supply module calculated based on the instantaneous power value, and comparing the transformer inductance with a preset inductance threshold value comprises the following steps: acquiring a primary side voltage signal and a primary side current signal of a transformer, calculating an instantaneous power value of the transformer according to the primary side voltage signal and the primary side current signal, and performing integral operation on the instantaneous power value to obtain a transformer flux linkage value; and calculating an initial inductance of the transformer according to the transformer flux linkage value and the primary side current signal; acquiring a real-time temperature signal of the transformer, calculating a temperature difference value between the real-time temperature signal and a preset reference temperature, generating a temperature compensation coefficient based on the temperature difference value, multiplying the temperature compensation coefficient by the initial inductance of the transformer to obtain an actual inductance of the transformer, and eliminating the influence of temperature fluctuation on inductance detection; acquiring an output power signal of the transformer, taking a ratio of the output power signal to a preset rated power as a dynamic adjustment reference, generating a power compensation coefficient according to the dynamic adjustment reference, multiplying the power compensation coefficient by a preset reference threshold value to obtain a dynamic inductance threshold value, and establishing an adaptive determination standard based on the dynamic inductance threshold value. The inductance deviation coefficient of the actual inductance of the transformer and a preset standard inductance value is calculated, the inductance deviation coefficient is compared with the dynamic inductance threshold value, and when the inductance deviation coefficient exceeds the dynamic inductance threshold value, it is determined that the vehicle power supply module is in a magnetic bias state.

3. The method of claim 1, wherein, The conduction current waveform of the primary side switch tube and the secondary side switch tube of the vehicle power supply module is collected, the time difference value of the rising edge time and the falling edge time of the conduction current waveform is calculated, and the compensation time parameter is generated according to the time difference value, including: The peak current of the conduction current waveform and the circuit time constant are calculated to obtain the instantaneous conduction current value of the primary side switch tube and the secondary side switch tube; the rising edge time of the conduction current waveform is calculated based on the instantaneous conduction current value and a preset current threshold value; the falling edge time of the conduction current waveform is calculated according to the instantaneous conduction current value and the preset current threshold value; The time difference value of the rising edge time and the falling edge time is calculated, and the 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 value and the circuit time constant, and the compensation time parameter is generated based on the asymmetry parameter.

4. The method of claim 1, wherein, 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, including: The inductance, input voltage and current peak value of the transformer are obtained, the reference conduction time of the primary side switch tube and the secondary side switch tube is calculated according to the inductance, input voltage and current peak value; the compensation time parameter is multiplied by a preset compensation coefficient respectively to obtain the primary side compensation time and the secondary side compensation time; The output power and rated power of the vehicle power supply module are obtained, the power regulation factor is calculated according to the ratio of the output power to the rated power, and the primary side compensation time and the secondary side compensation time are dynamically adjusted based on the power regulation factor to obtain the primary side dynamic compensation time and the secondary side dynamic compensation time; The primary side dynamic compensation time is superimposed on the reference conduction time to obtain the actual conduction time of the primary side switch tube; the secondary side dynamic compensation time is superimposed on the reference conduction time to obtain the actual conduction time of the secondary side switch tube; The primary side voltage, secondary side voltage and transformation ratio are obtained, the magnetic flux balance state is verified 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, the actual conduction time of the secondary side switch tube and the transformation ratio, and the magnetic bias state is eliminated.

5. The method of claim 1, wherein, The output power range is divided into multiple power intervals, an independent duty cycle calculation parameter is set for each power interval, and multiple pulse width modulation signals with different duty cycles are generated based on the duty cycle calculation parameter, including: The rated power of the vehicle power supply module is obtained, multiple power division points are calculated according to a preset interval number based on the rated power; the output power range of the vehicle power supply module is divided into multiple power intervals based on the multiple power division points. The reference duty cycle of the vehicle power supply module is obtained, the gain coefficient and the nonlinear modulation index corresponding to each power interval are set respectively, and the gain coefficient and the nonlinear modulation index are taken as the duty cycle calculation parameters of each power interval; The real-time output power of the vehicle power supply module is collected, the current power interval is determined according to the real-time output power, and the power variation of the real-time output power in the current power interval is calculated; The reference duty cycle is operated with the power variation and the duty cycle calculation parameters corresponding to the current power interval to obtain an initial duty cycle; a plurality of pulse width modulation signals with different duty cycles are generated by operating the product of the initial duty cycle and a preset modulation function.

6. The method of claim 1, wherein, 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 at the same time, and the power transmission path of the vehicle power supply module is cut off, including: The preset rated power threshold of the vehicle power supply module is obtained, and the output power value is compared with the preset rated power threshold; when it is detected that the output power value exceeds the preset rated power threshold, the turn-off delay time is calculated based on the ratio of the output power value to the preset rated power threshold; The turn-off control signal is generated according to the turn-off delay time, and the turn-off control signal is sent to the control end of the primary side switch tube and the secondary side switch tube; in response to the turn-off control signal, 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.

7. A system for preventing magnetic bias and pulse width equalization control of a power supply module for vehicles, for implementing the method according to any one of the preceding claims 1-6, characterized in that, It includes: The first unit is used for obtaining the input voltage signal and the output current signal of the vehicle power supply module, and calculating the instantaneous power value and the output power value of the vehicle power supply module according to the input voltage signal and the output current signal; The second unit is used for calculating the transformer inductance of the vehicle power supply module based on the instantaneous power value, comparing the transformer inductance with a preset inductance threshold, and determining that the vehicle power supply module is in a magnetic bias state when the transformer inductance deviates from the preset inductance threshold by more than a preset range; The third unit is used for collecting the conduction current waveform 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, and superimposing the compensation time parameter on the reference conduction time of the primary side switch tube and the secondary side switch tube respectively to dynamically adjust the actual conduction time of the primary side switch tube and the secondary side switch tube and eliminate the magnetic bias state; The fourth unit is used for dividing the output power range into a plurality of power intervals, setting independent duty cycle calculation parameters for each power interval, generating a plurality of 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 plurality of pulse width modulation signals with different duty cycles to realize the balance of switching loss in each power interval. A fifth unit is configured to monitor the output power value 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 simultaneously turned off to cut off the power transmission path of the vehicle power supply module.

8. An electronic device, comprising: The computer program instructions are executed by the processor to implement the method of any one of claims 1-6. The computer program instructions are executed by the processor to implement the method of any one of claims 1-6. The computer program instructions are executed by the processor to implement the method of any one of claims 1-6. ​ 9. A computer-readable storage medium having stored thereon computer program instructions, wherein, ​

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