Boost charging control method and device, vehicle and storage medium

Abstract

The application discloses a boost charging control method and device, a vehicle and a storage medium, and relates to the technical field of vehicle charging. The method comprises the following steps: determining an open-loop main duty cycle according to a charging pile port reference voltage and an actual voltage of a power battery; when an actual voltage of the charging pile port deviates from the charging pile port reference voltage, a first duty cycle correction amount is generated; determining a basic duty cycle of each phase winding based on the first duty cycle correction amount and the open-loop main duty cycle; and generating a voltage control signal based on the basic duty cycle to control a winding boost system to perform boost charging on the power battery of the vehicle through the charging pile. The control method of the application has simple control logic and is easy to implement, ensures that the voltage of the charging pile port is always stable during the charging process, and ensures zero torque output of the winding boost system.

Description

Technical Field

[0001] This application relates to the field of vehicle charging technology, specifically providing a boost charging control method, device, vehicle, and storage medium. Background Technology

[0002] Currently, solutions for achieving boost charging using motor windings generally employ a technique where the charging pile controls the voltage, and the boost system controls the charging current. This solution has the following drawbacks: 1) Complex control logic: For most charging piles, if they enter the constant power operating region and the boost system continues to draw current, the charging pile's terminal voltage may drop. The boost control system needs to balance the dual objectives of balancing the voltage drop and maintaining the charging current, making the strategy quite complex. 2) Poor compatibility: Some charging piles may not be able to stably output a constant voltage, making this solution unsuitable for boost charging of batteries. Summary of the Invention

[0003] To overcome the above-mentioned defects, this application proposes a boost charging control method, device, vehicle, and storage medium, which can solve the problem of charging piles failing to output stable voltage, leading to charging failure. At the same time, this application proposes a specific solution for how the winding boost system can achieve zero torque output.

[0004] In a first aspect, this application provides a boost charging control method applied to a vehicle winding boost system, comprising:

[0005] The open-loop main duty cycle is determined based on the reference voltage of the charging pile port and the actual voltage of the power battery.

[0006] When the actual voltage at the charging pile port deviates from the reference voltage at the charging pile port, a first duty cycle correction is generated;

[0007] The basic duty cycle of each phase winding is determined based on the first duty cycle correction amount and the open-loop main duty cycle.

[0008] The vehicle's power battery is boosted and charged based on the aforementioned basic duty cycle control winding boost system.

[0009] The open-loop main duty cycle is determined according to the following formula: D1=(Udc-Uref) / Udc, where D1 is the open-loop main duty cycle, Udc is the actual voltage of the power battery, and Uref is the reference voltage of the charging pile port.

[0010] The above-mentioned generation of the first duty cycle correction amount when the actual voltage of the charging pile port deviates from the reference voltage of the charging pile port includes:

[0011] When the actual voltage of the charging pile port is greater than the reference voltage of the charging pile port, a positive first duty cycle correction is generated based on the voltage closed-loop controller.

[0012] When the actual voltage of the charging pile port is less than the reference voltage of the charging pile port, a negative first duty cycle correction is generated based on the voltage closed-loop controller.

[0013] The magnitude of the first duty cycle correction is: del taD1=I*R / Udc, where I is the phase current, R is the equivalent resistance of the phase winding, Udc is the actual voltage of the power battery, and del taD1 is the first duty cycle correction.

[0014] In some implementations, the method further includes:

[0015] When the actual current of the target phase in the winding boost system deviates from the phase reference current, a second duty cycle correction amount corresponding to the target phase is generated;

[0016] The target phase duty cycle is determined based on the base duty cycle and the second duty cycle correction amount;

[0017] A current control signal is generated based on the target phase duty cycle to distribute the operating current to each phase winding.

[0018] In some implementation schemes, when the winding boost system adopts a two-phase winding control strategy, the target phase is one of the two-phase windings, the duty cycle of the target phase is the first phase duty cycle, and the step of generating a current control signal based on the target phase duty cycle to allocate operating current to each phase winding includes: generating a current control signal according to the first phase duty cycle to allocate a first phase operating current to one of the two-phase windings, and allocating a second phase operating current to the other phase of the two-phase windings according to the charging pile port current and the first phase operating current;

[0019] In some implementation schemes, when the winding boost system adopts a three-phase winding control strategy, the target phase is two phases of the three-phase winding, the duty cycle of the target phase is the duty cycle of the first phase and the duty cycle of the second phase, and the step of generating a current control signal based on the duty cycle of the target phase to allocate operating current to each phase winding includes: generating current control signals according to the duty cycle of the first phase and the duty cycle of the second phase respectively to allocate the first phase operating current and the second phase operating current to two phases of the two-phase winding, and allocating the third phase operating current to the other phase of the three-phase winding according to the charging pile port current, the first phase operating current and the second phase operating current.

[0020] In some implementations, when the winding boosting system adopts a two-phase winding control strategy, the method further includes: determining the working phase of the two-phase winding based on the motor electrical angle.

[0021] The above-mentioned generation of a second duty cycle correction amount corresponding to the target phase when the actual current of the target phase in the winding boost system deviates from the phase reference current includes:

[0022] When the actual current of the target phase is less than the phase reference current, a positive second duty cycle correction is generated based on the current closed-loop controller.

[0023] When the actual current of the target phase is greater than the phase reference current, a negative second duty cycle correction is generated based on the current closed-loop controller.

[0024] The magnitude of the second duty cycle correction is: del taD2 = del ta I * R / Udc, where Udc is the actual voltage of the power battery, R is the equivalent resistance of the target phase winding, del ta I is the target phase current increment, and del taD2 is the second duty cycle correction corresponding to the target phase.

[0025] In a second aspect, this application provides a control device including a processor and a memory, the memory being adapted to store a plurality of program codes, the program codes being adapted to be loaded and run by the processor to perform the boost charging control method described in any of the above technical solutions.

[0026] In a third aspect, this application provides a vehicle including a battery system and an electric drive system, wherein the electric drive system includes a winding boost system and the aforementioned control device.

[0027] In a fourth aspect, this application provides a computer-readable storage medium storing a plurality of program codes adapted to be loaded and run by a processor to perform the boost charging control method described in any of the above technical solutions.

[0028] The boost charging control method, apparatus, vehicle, and storage medium provided in this application have the following beneficial effects:

[0029] (1) Compared with the working mode of controlling voltage and controlling current of charging pile, the control logic of the control scheme proposed in this application is simpler and easier to implement in engineering.

[0030] (2) By clamping the charging pile port voltage through the winding boost system, this solution is closer to the scenario where the charging pile directly charges the battery. It can be compatible with charging piles without voltage regulation function, and this solution has higher compatibility with charging piles.

[0031] (3) The duty cycle of each phase can be dynamically adjusted to ensure zero torque output of the winding boost system. Attached Figure Description

[0032] The disclosure of this application will become more readily understood with reference to the accompanying drawings. It will be readily understood by those skilled in the art that these drawings are for illustrative purposes only and are not intended to limit the scope of protection of this application. Furthermore, similar numbers in the drawings are used to denote similar components, wherein:

[0033] Figure 1 This is a schematic diagram of the main steps of a boost charging control method provided in this application;

[0034] Figure 2 This is a schematic diagram of the topology of a winding boost system provided in this application;

[0035] Figure 3 Is Figure 2 The diagram shows the current flow direction when the upper bridge power switch of the control U-phase winding is turned on.

[0036] Figure 4 Is Figure 2 The diagram shows the current flow direction when the lower bridge power switch of the control U-phase winding is turned on.

[0037] Figure 5 This is a schematic diagram of the control principle of the pile-end voltage stabilization control strategy proposed in this application;

[0038] Figure 6 This is a schematic diagram of the main implementation steps of adjusting the current distribution of each phase winding based on current closed-loop control proposed in this application;

[0039] Figure 7 This is a schematic diagram of the direction of the motor's synthesized magnetic field when the target working angle is 60 degrees.

[0040] Figure 8 This is a schematic diagram of the current loop control principle of a two-phase winding;

[0041] Figure 9 This is a schematic diagram of the current loop control principle of a three-phase winding. Detailed Implementation

[0042] Some embodiments of this application are described below with reference to the accompanying drawings. Those skilled in the art should understand that these embodiments are merely illustrative of the technical principles of this application and are not intended to limit the scope of protection of this application.

[0043] In the description of this application, "module" and "processor" can include hardware, software, or a combination of both. A module can include hardware circuitry, various suitable sensors, communication ports, memory, and can also include software components, such as program code, or a combination of software and hardware. A processor can be a central processing unit, microprocessor, image processor, digital signal processor, or any other suitable processor. The processor has data and / or signal processing capabilities. The processor can be implemented in software, in hardware, or a combination of both. Non-transitory computer-readable storage media includes any suitable medium capable of storing program code, such as magnetic disks, hard disks, optical disks, flash memory, read-only memory, random access memory, etc. The term "A and / or B" means all possible combinations of A and B, such as only A, only B, or A and B. The terms "at least one A or B" or "at least one of A and B" have a similar meaning to "A and / or B" and can include only A, only B, or A and B. The singular terms "a" or "this" can also include plural forms.

[0044] Compared to existing boost charging control schemes that typically use charging pile voltage control and boost system current control, this application employs a control strategy that uses boost system to control the charging pile port voltage. This application proposes a closed-loop voltage stabilization control strategy for the charging pile port voltage, which ensures that the charging pile port voltage remains stable throughout the charging process. Simultaneously, this application introduces a current closed-loop control scheme to generate a dynamically corrected duty cycle, which can dynamically adjust the current distribution across phases, ensuring zero torque output from the boost system.

[0045] See appendix Figure 1 The present application proposes a boost charging control method, applied to the winding boost system of a vehicle, which mainly includes the following steps S11 to S14:

[0046] Step S11: Determine the open-loop main duty cycle based on the charging pile port reference voltage and the actual voltage of the power battery;

[0047] In this embodiment, the open-loop main duty cycle is determined according to the following formula: D1 = (Udc - Uref) / Udc, where D1 is the open-loop main duty cycle, Udc is the actual voltage of the power battery, and Uref is the reference voltage of the charging pile port. It should be understood that the actual voltage of the power battery is an actual measured value, and the reference voltage of the charging pile port is a preset value.

[0048] Step S12: When the actual voltage of the charging pile port deviates from the reference voltage of the charging pile port, a first duty cycle correction amount is generated;

[0049] In this embodiment, when the actual voltage of the charging pile port is greater than the reference voltage of the charging pile port, a positive first duty cycle correction amount can be generated based on the voltage closed-loop controller; when the actual voltage of the charging pile port is less than the reference voltage of the charging pile port, a negative first duty cycle correction amount can be generated based on the voltage closed-loop controller. The voltage closed-loop controller can be implemented using a PI controller in the prior art.

[0050] For example, the three-phase windings in the winding boost system are U-phase, V-phase, and W-phase. For any one of these phases, the preferred value of the first duty cycle correction based on the output of the voltage closed-loop controller is deltaD1 = I*R / Udc, where I is the phase current, R is the equivalent resistance of the phase winding, Udc is the actual voltage of the power battery, and deltaD1 is the first duty cycle correction. Taking the U-phase winding as an example, deltaD1 = Iu*Ru / Udc, where Iu is the current flowing through the U-phase, and Ru is the equivalent resistance of the U-phase winding.

[0051] Step S13: Determine the basic duty cycle of each phase winding based on the first duty cycle correction amount and the open-loop main duty cycle;

[0052] In this embodiment, the basic duty cycle of each phase winding is obtained by superimposing the open-loop main duty cycle with the first duty cycle correction amount. For example, the basic duty cycle of the U phase winding is D = D1 + deltaDu. When Uin is greater than Uref, deltaDu is a positive number, and vice versa.

[0053] Step S14: Based on the basic duty cycle control winding boost system, boost the voltage of the vehicle's power battery and charge it.

[0054] The boost charging control method provided in this application will be described in detail below with reference to the specific structure of the winding boost system.

[0055] like Figure 2 The diagram shows the topology of a winding boost system provided in this application, wherein the DC Charger is the charging pile terminal, the HV Battery is the vehicle's power battery terminal, S1, S2, S3, S4, S5, and S6 are six power switching transistors, K1, K2, and K3 are relays, and C1 and C2 are filter capacitors.

[0056] When K2 is open and K1 and K3 are closed, the voltage at the charging station port is directly applied to both ends of the battery pack for direct charging. When K3 is open and K1 and K2 are closed, the voltage at the charging station port is boosted by the boost system to achieve boost charging of the battery.

[0057] For boost charging, the basic working principle is as follows: When K3 is open and K1 and K2 are engaged, the power switch of the upper bridge arm is turned on. At this time, the charging pile charges the winding inductor controlled by the power switch, and the energy is stored in the winding inductor. When the power switch of the upper bridge arm is open, the power switch of the lower bridge arm is turned on, and the winding inductor discharges to the outside, and the inductor energy flows to the battery to charge the battery. For example, the power switch in this embodiment includes a MOSFET and a freewheeling diode.

[0058] The boost charging control method proposed in this application ensures stable charging pile port voltage by requiring the winding boost system to operate in synchronous rectification mode. Synchronous rectification mode refers to the operating mode where the upper and lower bridge arms of the winding boost system are in complementary conduction mode. Figure 2 Based on the winding boost system shown, taking the U-phase winding as an example and combining it with... Figure 3 and Figure 4 The principle of voltage stabilization of the charging pile power supply achieved by the boost charging control method proposed in this application is explained in detail below:

[0059] like Figure 3 and Figure 4 As shown, the charging pile port voltage is Uin, and the actual battery terminal voltage is Udc. For the U-phase winding, when the upper bridge power switch S5 controlling the U-phase winding is turned on, assuming the duty cycle is D, the voltage applied across the U-phase winding is Uin*D; when the lower bridge power switch S2 controlling the U-phase winding is turned on, the voltage applied across the U-phase winding is (Uin-Udc)*(1-D). Assuming the equivalent resistance of the U-phase is Ru, the U-phase current Iu can be expressed as:

[0060] Iu=(Uin*D+(Uin-Udc)*(1-D)) / Ru (Formula 1)

[0061] Simplifying Formula 1, we get Uin=Udc*(1-D)+Iu*Ru (Formula 2)

[0062] It is evident that even with a fixed duty cycle D, if the current flowing through phase U changes, the charging pile port voltage Uin will be affected.

[0063] Simplifying Formula 2, we get the duty cycle D = (Udc - Uin) / Udc + Iu*Ru / Udc (Formula 3)

[0064] Analysis shows that if only the open-loop main duty cycle D1 = (Udc - Uin) / Udc is given, the pile terminal voltage can be controlled by using the open-loop main duty cycle when the U phase current is close to 0. However, when the U phase current continues to increase, the pile terminal voltage will increase. If the actual pile terminal voltage is to be reduced at this time, according to formula (2), the duty cycle D needs to be increased, that is, a positive duty cycle correction amount deltaD needs to be generated.

[0065] Based on the above analysis, this application proposes a charging pile terminal voltage stabilization control strategy as shown in Figure 5. The open-loop main duty cycle can be calculated based on the charging pile port reference voltage Uref, the actual battery voltage Udc, and the formula (Udc-Uref) / Udc. To ensure that the charging pile port voltage is not affected by the charging current, a voltage closed-loop control logic is introduced. When the actual charging pile port voltage Uin deviates from the charging pile port reference voltage Uref, the duty cycle of each phase winding is corrected to ensure the stability of the charging pile port voltage. Specifically, as shown in the figure, a first duty cycle correction is generated based on the actual charging pile port voltage Uin, the charging pile port reference voltage Uref, and the current closed-loop controller PI. The base duty cycle of each phase winding is obtained by superimposing the open-loop main duty cycle with the first duty cycle correction. Assuming that the actual charging pile port voltage Uin exceeds the charging pile port reference voltage Uref, a positive duty cycle correction deltaD will be generated. According to formula 2, the charging pile port voltage will be reduced at this time.

[0066] Furthermore, the boost charging control method proposed in this application, while achieving voltage regulation control at the charging pile port, also introduces a current closed-loop control scheme to generate a dynamically corrected duty cycle. This allows for dynamic adjustment of the current distribution across each phase, ensuring zero torque output from the boost system. Specifically, as follows... Figure 6 As shown, the implementation method of adjusting the current distribution of each phase winding based on current closed-loop control proposed in this application includes the following steps S21 to S23:

[0067] Step S21: When the actual current of the target phase in the winding boost system deviates from the phase reference current, a second duty cycle correction amount corresponding to the target phase is generated;

[0068] In this embodiment, this step specifically includes: when the actual current of the target phase is less than the phase reference current, a positive second duty cycle correction can be generated based on the current closed-loop controller; when the actual current of the target phase is greater than the phase reference current, a negative second duty cycle correction can be generated based on the current closed-loop controller. The current closed-loop controller can be implemented using a PI controller in the prior art.

[0069] For example, taking the target phase as phase U, assuming that the voltage increment of the phase U winding output under the basic duty cycle control is deltaU, and the corresponding phase U current increment is deltaI = deltaU / R, where R is the equivalent resistance of the phase U winding, then the magnitude of the second duty cycle correction amount based on the current closed-loop controller output is preferably deltaD2 = deltaI*R / Udc, where Udc is the actual voltage of the power battery, and deltaD is the second duty cycle correction amount corresponding to U.

[0070] Step S22: Determine the target phase duty cycle based on the base duty cycle and the second duty cycle correction amount;

[0071] Step S23: Generate a current control signal based on the target phase duty cycle to distribute the operating current to each phase winding.

[0072] In practical applications, when the winding boost system adopts a two-phase winding control strategy, the target phase is one of the two phases of the winding, the duty cycle of the target phase is the duty cycle of the first phase, and the phase reference current is preferably half of the charging pile port current. Accordingly, step S23 specifically includes: generating a current control signal based on the first phase duty cycle to allocate a first-phase operating current to one of the two phases of the winding, and allocating a second-phase operating current to the other phase of the winding based on the charging pile port current and the first-phase operating current. Specifically, the second-phase operating current is equal to the charging pile port current minus the first-phase operating current, where the charging pile port current is the measured current value of the charging pile port.

[0073] When the winding boost system adopts a three-phase winding control strategy, the target phases are two phases of the three-phase winding, the duty cycle of the target phases is the duty cycle of the first phase and the duty cycle of the second phase, and the phase reference current is preferably one-third of the charging pile port current. Accordingly, step S23 specifically includes: generating current control signals based on the first phase duty cycle and the second phase duty cycle to allocate the first phase operating current and the second phase operating current to two phases of the two-phase winding, and allocating the third phase operating current to the other phase of the three-phase winding based on the charging pile port current, the first phase operating current, and the second phase operating current. Specifically, the third phase operating current is equal to the charging pile port current minus the first phase operating current and the second phase operating current.

[0074] The same combination Figure 3 and Figure 4The following uses the U-phase winding as an example to explain the current loop control principle implemented by the boost charging control method proposed in this application: For the U-phase winding, when the upper bridge power switch controlling the U-phase winding is turned on, the charging pile port voltage Uin is applied across the U-phase winding. When the lower bridge power switch is turned on, the voltage Uin-Udc is applied across the U-phase winding. For the U-phase winding, the equivalent applied voltage is Uavg = Uin*D + (Uin-Udc)*(1-D), and the average current flowing through the U-phase is Iavg = Uavg / R, where R is the equivalent resistance of the U-phase winding, typically in the milliohm range. It can be seen that if the average current of the U-phase is to be increased or decreased, only a slight increase or decrease in the duty cycle D is needed. This duty cycle increment is very small, therefore the difference in duty cycle between each phase winding is small, and its impact on the charging pile port voltage is limited. Therefore, a current loop can be considered to obtain the duty cycle correction. Taking the U-phase winding as an example, when the reference current of the U-phase is greater than the actual current, the U-phase current can be increased by increasing the duty cycle of the U-phase.

[0075] In the case of a two-phase winding control strategy used in a winding boosting system, only two phases of the winding can be controlled for wave generation, with the duty cycle of the third phase set to 0. For two-phase winding control, to ensure control stability, the operating phase can be selected based on the motor's electrical angle. For example, the selection can be made according to the relationship between the motor's electrical angle and the operating phase shown in the table below.

[0076]

[0077]

[0078] In practical applications, due to gear backlash, the motor typically has a certain amount of free movement, generally ranging from 60° to 100°. Therefore, the center of each sector can be considered as the target operating angle. This ensures that the two-phase currents are roughly equal, resulting in more uniform heating. For the two-phase current distribution, when the motor uses the preferred target operating angle, the two-phase currents are equal to half of the total output current of the charging pile, i.e., the charging pile port current. For example, assuming the current motor electrical angle is around 20°, and the UV two-phase windings are used, setting the motor operating angle to the preferred target operating angle of 60°, the reference currents of the U and V phases are equal to half of the charging pile port current. The direction of the motor's composite magnetic field will be along the 60° direction. Figure 7 As shown.

[0079] For two-phase control, considering the total charging current controlled by the charging pile, only one working phase needs to undergo current loop control. The current of the other phase automatically equals the total current minus the current of the aforementioned working phase. The schematic diagram of its control principle is shown below. Figure 8 As shown in the diagram, the base duty cycle is obtained by superimposing the open-loop main duty cycle with the first duty cycle correction, i.e., the duty cycle increment output by the pile-end voltage loop. For details, please refer to [link to relevant documentation]. Figure 5 The description states that the base duty cycle is used to control the duty cycle of one of the two phases. The L1 phase, shown in the diagram, which is controlled by the current loop, can be any one of the two phases involved in the operation. Correspondingly, the L2 phase, controlled by the base duty cycle, refers to the other phase besides L1. The L1 phase duty cycle in the diagram is obtained by superimposing the base duty cycle with an L1 phase duty cycle correction. The L1 phase duty cycle correction is based on a current closed-loop controller (PI). The control principle of the current closed-loop controller (PI) is as follows: when the actual current of L1 phase is less than the reference current of L1 phase, the current closed-loop controller generates a positive second duty cycle correction corresponding to L1 phase, as shown in the diagram; when the actual current of L1 phase is greater than the reference current of L1 phase, the current closed-loop controller generates a negative second duty cycle correction corresponding to L1 phase, as shown in the diagram. Furthermore, the L1 phase reference current can be determined based on the charging pile port current and the motor operating angle. For example, when the motor operating angle adopts the preferred target operating angle, half of the charging pile port current is taken as the L1 phase reference current.

[0080] In the case of a three-phase winding control strategy used in a boost converter system, if all three phases use the same duty cycle, it is difficult to guarantee that each phase winding will carry the same current due to the differences in impedance between phases. This can lead to the risk of generating unexpected torque. Therefore, current loop control can be introduced. Since the charging pile controls the total charging current, for the boost converter system, only two phase windings need to be controlled with a closed-loop current loop. The current in the remaining third phase is the total current minus the sum of the currents in the other two phases. The schematic diagram of its control principle is shown below. Figure 9 As shown in the diagram, the base duty cycle is obtained by superimposing the open-loop main duty cycle with the first duty cycle correction amount. For details, please refer to [link / reference needed]. Figure 5The description states that the base duty cycle is controlled as the duty cycle of one of the two phases. The L1 and L2 phases shown in the diagram, which are controlled by the current loop, can be any two of the three phases. Correspondingly, the L3 phase, controlled by the base duty cycle, refers to the other phase besides L1 and L2. The duty cycle of phase L1 in the diagram is obtained by adding the base duty cycle and its correction value. The L1 duty cycle correction value is based on the current closed-loop controller PI. Similarly, the duty cycle of phase L2 is obtained by adding the base duty cycle and its correction value. The L2 duty cycle correction value is also based on the current closed-loop controller PI. The control principle of the current closed-loop controller PI is the same as that of the PI in the two-phase winding control strategy, and will not be elaborated here. The reference currents for phases L1 and L2 are preferably one-third of the current at the charging pile port, ensuring that the d-axis and q-axis currents of the drive motor are both zero.

[0081] It should be understood that the winding boost system applicable to the boost charging control method proposed in this application is not limited to... Figure 2 As shown in the topology, the boost charging control method of this application can also be applied to other topologies, such as the topology with an external inductor at the neutral point.

[0082] Furthermore, this application provides a control device including a processor and a memory, the memory being adapted to store a plurality of program codes, the program codes being adapted to be loaded and run by the processor to perform the boost charging control method of the above method embodiments.

[0083] Furthermore, this application provides a vehicle including a battery system, a motor system, and an electronic control system, wherein the electronic control system includes a winding boost system and the aforementioned control device.

[0084] Furthermore, this application provides a computer-readable storage medium storing a plurality of program codes adapted to be loaded and run by a processor to perform the boost charging control method of the above-described method embodiments.

[0085] It should be noted that although the steps in the above embodiments are described in a specific order, those skilled in the art will understand that in order to achieve the effect of this application, different steps do not necessarily have to be executed in such an order. They can be executed simultaneously (in parallel) or in other orders. These adjusted solutions are equivalent to the technical solutions described in this application and therefore will also fall within the protection scope of this application.

[0086] The technical solutions of this application have been described above with reference to the preferred embodiments shown in the accompanying drawings. However, it will be readily understood by those skilled in the art that the scope of protection of this application is obviously not limited to these specific embodiments. Without departing from the principles of this application, those skilled in the art can make equivalent changes or substitutions to the relevant technical features, and the technical solutions after these changes or substitutions will all fall within the scope of protection of this application.

Claims

1. A boost charge control method applied to a winding boost system of a vehicle, characterized by, include: The open-loop main duty cycle is determined based on the reference voltage of the charging pile port and the actual voltage of the power battery. When the actual voltage at the charging pile port deviates from the reference voltage at the charging pile port, a first duty cycle correction is generated; The basic duty cycle of each phase winding is determined based on the first duty cycle correction amount and the open-loop main duty cycle. The vehicle's power battery is boosted and charged based on the aforementioned basic duty cycle control winding boost system. The open-loop main duty cycle is determined according to the following formula: D1=(Udc-Uref) / Udc, where D1 is the open-loop main duty cycle, Udc is the actual voltage of the power battery, and Uref is the reference voltage of the charging pile port. The magnitude of the first duty cycle correction is: deltaD1=I*R / Udc, where deltaD1 is the first duty cycle correction, I is the phase current, and R is the equivalent resistance of the phase winding.

2. The boost charging control method according to claim 1, characterized by, The step of generating a first duty cycle correction when the actual voltage of the charging pile port deviates from the reference voltage of the charging pile port includes: When the actual voltage of the charging pile port is greater than the reference voltage of the charging pile port, a positive first duty cycle correction is generated based on the voltage closed-loop controller. When the actual voltage of the charging pile port is less than the reference voltage of the charging pile port, a negative first duty cycle correction is generated based on the voltage closed-loop controller.

3. The boost charging control method according to claim 1 or 2, characterized by, The method further includes: When the actual current of the target phase in the winding boost system deviates from the phase reference current, a second duty cycle correction amount corresponding to the target phase is generated; The target phase duty cycle is determined based on the base duty cycle and the second duty cycle correction amount; A current control signal is generated based on the target phase duty cycle to distribute the operating current to each phase winding.

4. The boost charging control method according to claim 3, characterized in that: When the winding boost system adopts a two-phase winding control strategy, the target phase is one of the two-phase windings, the duty cycle of the target phase is the first phase duty cycle, and the step of generating a current control signal based on the target phase duty cycle to allocate operating current to each phase winding includes: generating a current control signal according to the first phase duty cycle to allocate a first phase operating current to one of the two-phase windings, and allocating a second phase operating current to the other phase of the two-phase windings according to the charging pile port current and the first phase operating current; When the winding boost system adopts a three-phase winding control strategy, the target phases are two phases of the three-phase winding, and the duty cycle of the target phases is the duty cycle of the first phase and the duty cycle of the second phase. The step of generating a current control signal based on the duty cycle of the target phase to allocate operating current to each phase winding includes: generating current control signals according to the duty cycle of the first phase and the duty cycle of the second phase respectively to allocate the first phase operating current and the second phase operating current to two phases of the two-phase winding, and allocating the third phase operating current to the other phase of the three-phase winding according to the charging pile port current, the first phase operating current and the second phase operating current.

5. The boost charging control method according to claim 4, characterized by: When the winding boosting system adopts a two-phase winding control strategy, the method further includes: determining the working phase of the two-phase winding based on the motor electrical angle.

6. The boost charging control method according to claim 3, characterized by, The step of generating a second duty cycle correction amount corresponding to the target phase when the actual current of the target phase in the winding boost system deviates from the phase reference current includes: When the actual current of the target phase is less than the phase reference current, a positive second duty cycle correction is generated based on the current closed-loop controller. When the actual current of the target phase is greater than the phase reference current, a negative second duty cycle correction is generated based on the current closed-loop controller. The second duty cycle correction is: deltaD2=deltaI*R / Udc, where Udc is the actual voltage of the power battery, R is the equivalent resistance of the target phase winding, deltaI is the target phase current increment, and deltaD2 is the second duty cycle correction corresponding to the target phase.

7. A control device comprising a processor and a memory, the memory being adapted to store a plurality of program codes, characterized in that, The program code is adapted to be loaded and run by the processor to perform the boost charging control method according to any one of claims 1 to 6.

8. A vehicle comprising a battery system and an electric drive system, characterized in that The electric drive system includes a winding boost system and the control device as described in claim 7.

9. A computer readable storage medium having stored therein a plurality of program codes, characterized in that, The program code is adapted to be loaded and run by a processor to perform the boost charging control method according to any one of claims 1 to 6.

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