Vehicle charging redundancy control method

Abstract

The application provides a vehicle charging redundancy control method, which is applied to the field of vehicle-to-vehicle charging. In response to a charging redundancy control instruction being triggered, three-phase currents of a motor of a power supply vehicle and a neutral line current of the motor are obtained, the three-phase currents include a first current and a second current, a bus demand current of a powered vehicle is obtained, a target current is determined according to the bus demand current, a target duty cycle is generated according to the bus demand current and the neutral line current, and the power supply vehicle is controlled to charge the powered vehicle according to the target duty cycle, the target current, the first current and the second current. The method can realize accurate redundancy regulation of the charging process, effectively suppresses unexpected torque of a motor shaft end during V2V static charging, and improves the stability and safety of the charging system.

Description

Technical Field

[0001] This application relates to the field of vehicle-to-vehicle charging, and more specifically, to a vehicle charging redundancy control method and a vehicle in the field of vehicle-to-vehicle charging. Background Technology

[0002] With the rapid increase in the penetration rate of new energy vehicles and the continuous expansion of user charging scenarios, flexible and efficient energy interaction between vehicles has become an important development direction in the era of intelligent electrification. Based on this demand, V2V (Vehicle-to-Vehicle) charging technology, which reuses existing onboard electric drive hardware to achieve directional energy transfer, has received widespread attention. In existing V2V charging solutions based on motor drive topologies, the charging process requires zero torque to be generated at the motor shaft end to ensure the safety of stationary vehicles. However, this process relies on three-phase windings and power modules that generate torque for energy transfer.

[0003] Existing technologies generally rely on three independent phase current sensors for closed-loop control to achieve three-phase current sharing and thus suppress unintended torque. However, to reduce costs, the industry commonly uses electronic control systems with only two phase current sensors. Furthermore, even in systems equipped with three sensors, a failure of any one sensor may cause the system to generate unintended torque due to its inability to maintain current balance, leading to safety hazards. Summary of the Invention

[0004] This application provides a vehicle charging redundancy control method and a vehicle. The method can achieve precise redundancy control during the charging process, effectively suppressing the unexpected torque at the motor shaft end during V2V stationary charging, and improving the stability and safety of the charging system.

[0005] In a first aspect, a vehicle charging redundancy control method is provided. The method includes, in response to the triggering of a charging redundancy control command, acquiring the three-phase current of the power supply vehicle's motor and the neutral current of the power supply vehicle's motor, wherein the three-phase current includes a first current and a second current; acquiring the bus demand current of the receiving vehicle; determining a target current based on the bus demand current; generating a target duty cycle based on the bus demand current and the neutral current; and controlling the power supply vehicle to charge the receiving vehicle based on the target duty cycle, the target current, the first current, and the second current.

[0006] The above technical solution enables precise redundancy control during the charging process, effectively suppressing unexpected torque at the motor shaft end during V2V static charging, and improving the stability and safety of the charging system.

[0007] In conjunction with the first aspect, in some possible implementations, the instruction manual and sensor detection information of the power supply vehicle motor drive system are obtained; based on the instruction manual and sensor detection information, it is determined whether the charging redundancy control command is triggered.

[0008] The above technical solution combines the inherent hardware configuration of the electric vehicle motor drive system with the real-time health status of the sensors, avoiding the tediousness and inaccuracy of manual configuration or preset modes. It ensures that the redundancy strategy is only activated in specific scenarios where there are insufficient sensors or individual sensor failures. This optimizes the intelligence of the control logic and the overall operating efficiency of the system while ensuring charging safety and reliability.

[0009] In combination with the first aspect and the above implementation methods, in some possible implementation methods, it is determined whether the charging redundancy control command is triggered based on the instruction manual and sensor detection information, including: based on the instruction manual and sensor detection information, determining whether two phase current sensors are provided in the three output terminals of the power supply vehicle motor, and whether the two phase current sensors are not faulty and are respectively set in the corresponding output terminals; if so, it is determined that the charging redundancy control command is triggered.

[0010] The above technical solution effectively covers and serves application scenarios requiring cost reduction. When the motor controller is configured with only two phase current sensors during the hardware design phase to optimize costs, redundant control commands are automatically triggered after identifying this hardware configuration and confirming that the sensors are working properly. This allows the system to switch from the traditional three-sensor closed-loop torque suppression strategy to a collaborative fault-tolerant control mode based on the fusion of neutral line current sensors and dual-phase current sensors without any hardware modifications or cost increases. This achieves balanced control of the three-phase current, thereby suppressing unintended shaft-end torque during V2V charging.

[0011] In combination with the first aspect and the above implementation methods, in some possible implementation methods, it is determined whether the charging redundancy control command is triggered based on the instruction manual and sensor detection information, including: based on the instruction manual and sensor detection information, determining whether each of the three output terminals of the power supply vehicle motor is equipped with a corresponding phase current sensor, and whether there is a faulty phase current sensor among the phase current sensors corresponding to the three output terminals; if so, it is determined that the charging redundancy control command is triggered.

[0012] The above technical solution can cover scenarios involving single-point sensor failure. When the system is initially configured with three complete phase current sensors, but a sudden failure of one sensor during charging causes uncontrolled current in its corresponding phase, the system automatically identifies this single-point fault and promptly triggers redundant control commands. This ensures the continuity and safety of the charging process, enhancing the reliability and user trust of the entire V2V charging system.

[0013] In conjunction with the first aspect, in some possible implementations, controlling the power supply vehicle to charge the power receiving vehicle based on the target duty cycle, target current, first current, and second current includes: generating a first duty cycle based on the target duty cycle, target current, and first current; generating a second duty cycle based on the target duty cycle, target current, and second current; generating a third duty cycle based on the first duty cycle and second duty cycle; and controlling the power supply vehicle to charge the power receiving vehicle based on the first duty cycle, second duty cycle, and third duty cycle.

[0014] The above technical solution enables direct fine-tuning of the corresponding phase current based on target values ​​using two health sensors, generating first and second duty cycles. This ensures that the two phase currents accurately track the target value. With only two healthy phase current sensors, precise control of the three-phase power bridge arms is reconstructed. The average of these two precisely adjusted duty cycles is then used as the duty cycle for the third phase, cleverly calculating the control quantities required for the faulty or sensorless phase. Ultimately, with only two effective phase current sensors, differentiated and precise coordinated control of the three-phase power bridge arms is reconstructed, making the average current output of the three-phase windings tend to be consistent. This effectively suppresses unintended torque at the motor shaft end, ensuring the vehicle's stationary safety during V2V charging.

[0015] In combination with the first aspect and the above implementation methods, in some possible implementation methods, generating the first duty cycle based on the target duty cycle, the target current, and the first current includes: in response to the first current being greater than the target current, subtracting a preset step size from the target duty cycle to obtain the first duty cycle; and in response to the first current being less than or equal to the target current, adding a preset step size to the target duty cycle to obtain the first duty cycle.

[0016] The above technical solution enables incremental adjustment of the duty cycle by preset step size, smoothly pulling the actual current of the phase toward the target value, avoiding new current oscillations or torque fluctuations caused by excessively fast or abrupt adjustments, thereby effectively correcting the deviation of the phase current while ensuring control stability.

[0017] In combination with the first aspect and the above implementation methods, in some possible implementation methods, generating a second duty cycle based on a target duty cycle, a target current, and a second current includes: in response to the second current being greater than the target current, subtracting a preset step size from the target duty cycle to obtain a second duty cycle; and in response to the second current being less than or equal to the target current, adding a preset step size to the target duty cycle to obtain a second duty cycle.

[0018] The above technical solution enables closed-loop fine-tuning control of the phase current corresponding to the second health sensor, which is consistent with the logic of the first phase and operates independently and in parallel. This ensures that the second phase current can also stably and accurately track the target current value through the same step-by-step adjustment mechanism. This allows the two measurable phase currents to converge synchronously and evenly to the set target, laying a reliable data foundation for the subsequent accurate calculation of the third phase duty cycle.

[0019] In combination with the first aspect and the above implementation methods, in some possible implementation methods, generating a third duty cycle based on the first duty cycle and the second duty cycle includes: calculating the average duty cycle of the first duty cycle and the second duty cycle, and using the average duty cycle as the third duty cycle.

[0020] The above technical solution enables the generation of a balanced third duty cycle based on the first and second duty cycles, thus constructing a collaborative fusion mechanism for dual duty cycles. By averaging the duty cycle parameters obtained from the two independently adjusted circuits, the local errors caused by current detection deviations and adjustment step size fluctuations in a single duty cycle can be effectively offset. When the first or second duty cycle experiences a slight shift due to instantaneous current fluctuations, the average value calculation can neutralize this deviation, preventing abnormal single-circuit parameters from interfering with the overall charging control.

[0021] In conjunction with the first aspect and the above-described implementation methods, in some possible implementation methods, controlling the power supply vehicle to charge the power receiving vehicle according to the first duty cycle, the second duty cycle, and the third duty cycle includes: determining the first upper bridge arm corresponding to the first duty cycle, the second upper bridge arm corresponding to the second duty cycle, and the third upper bridge arm corresponding to the third duty cycle based on the first current and the second current, wherein the power supply vehicle motor includes the first upper bridge arm, the second upper bridge arm, and the third upper bridge arm; controlling the first upper bridge arm according to the first duty cycle, controlling the second upper bridge arm according to the second duty cycle, and controlling the third upper bridge arm according to the third duty cycle, so as to enable the power supply vehicle to charge the power receiving vehicle.

[0022] The above technical solution establishes a one-to-one control link between the duty cycle and the motor arm of the power supply vehicle, enabling precise, independent, and coordinated arm-level control of the charging current. On one hand, it transforms the duty cycle parameters obtained from the initial dual-path current feedback adjustment into concrete hardware actions, ensuring the effective implementation of the current control strategy. On the other hand, the independent control of the three-phase upper arms effectively avoids interference from single-path arm adjustment on other phases, ensuring the balance and stability of the three-phase current output and reducing the risk of current fluctuations caused by arm control coupling. Simultaneously, the arm control using the three duty cycles generated by redundant control logic further enhances the system's fault tolerance. Even if a small deviation occurs in the detection or adjustment of one path, the coordinated control of the other two paths can maintain the stability of the overall charging process. Ultimately, this achieves efficient, safe, and stable charging of the receiving vehicle by the power supply vehicle, comprehensively improving the control accuracy and operational reliability of the vehicle-to-vehicle charging system.

[0023] In a second aspect, a vehicle is provided, comprising: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the program to implement any of the above-described vehicle charging redundancy control methods.

[0024] Through the above technical solutions, when the vehicle's processor executes the computer program, it can implement any of the above vehicle charging redundancy control methods, thereby achieving precise redundancy control of the charging process, effectively suppressing the unexpected torque at the motor shaft end during V2V stationary charging, and improving the stability and safety of the charging system. Attached Figure Description

[0025] Figure 1 Here is a flowchart of a vehicle charging redundancy control method according to some embodiments of this application; Figure 2 This is a V2V charging topology diagram according to some embodiments of this application; Figure 3 A flowchart of a vehicle charging redundancy control method according to a specific embodiment of this application; and Figure 4 This is a schematic diagram of the structure of a vehicle according to some embodiments of this application. Detailed Implementation

[0026] The technical solutions in this application will be clearly and thoroughly described below with reference to the accompanying drawings. In the description of the embodiments of this application, unless otherwise stated, " / " means "or," for example, A / B can mean A or B. "And / or" in the text is merely a description of the relationship between related objects, indicating that three relationships can exist. For example, A and / or B can represent: A existing alone, A and B existing simultaneously, and B existing alone. Furthermore, in the description of the embodiments of this application, "multiple" refers to two or more than two.

[0027] Hereinafter, the terms "first" and "second" are used for descriptive purposes only and should not be construed as implying or suggesting relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include one or more of that feature.

[0028] The vehicle charging redundancy control method of this application will be described in detail below with reference to the accompanying drawings.

[0029] With the rapid popularization of the new energy vehicle industry and the increasing diversification of user charging scenarios, V2V technology, which utilizes the vehicle's electric drive system itself for power transmission, has emerged. It does not require an additional high-power charger; it can achieve direct and efficient power supply from vehicle to vehicle simply by reusing the motor and its controller, becoming an important development direction for improving charging flexibility and infrastructure utilization.

[0030] However, in existing V2V charging solutions based on motor drive topologies, the charging process requires zero torque at the motor shaft end to ensure the safety of a stationary vehicle. Yet, power transfer relies on the three-phase windings and power switching modules that are intended to generate drive torque. Current mainstream solutions rely on three phase current sensors built into the motor controller to achieve strict current equalization of the three phases through independent closed-loop control, thereby offsetting electromagnetic torque. However, this approach has two structural weaknesses: First, to reduce the cost of the electronic control system, the industry commonly adopts a hardware solution of "two current sensors + software reconstruction of the third phase current." This solution works well in motor drive mode, but in V2V charging scenarios, the inability to perform closed-loop correction of the reconstructed phase current leads to the disruption of three-phase balance, resulting in residual torque at the shaft end. Second, even in a system equipped with three sensors, a failure of any sensor will directly disrupt the integrity of the closed-loop control. The system will generate an unbalanced magnetic field due to the loss of current feedback, inducing unexpected torque. These problems may cause abnormal jerking of the vehicle during stationary charging, and even irreversible mechanical damage to the transmission parking lock mechanism, seriously threatening personal and vehicle safety.

[0031] To address this, this application proposes a vehicle charging redundancy control method, which aims to achieve safe and reliable charging under conditions where phase current sensors are missing or malfunctioning by constructing a two-layer control architecture that coordinates the neutral current closed loop with the remaining phase current.

[0032] Figure 1 This is a schematic flowchart of a vehicle charging redundancy control method provided in an embodiment of this application.

[0033] It should be noted that the vehicle charging redundancy control method provided in this application embodiment is based on the premise that a neutral line current sensor (such as...) is configured in the vehicle motor drive system. Figure 1(As shown in the green circle). This sensor is the hardware foundation for implementing subsequent closed-loop control based on neutral current feedback, achieving fault redundancy and torque suppression. One of the core innovations of this application lies in fully utilizing this sensor, which is often used for diagnostic purposes, and extending its functionality to the core control loop. This ensures charging safety and performance even in specific scenarios where the phase current sensor is simplified or faulty. All the control strategies described below are based on this system topology that includes the neutral current sensor.

[0034] For example, such as Figure 1 As shown, the method includes: S1, in response to the charging redundancy control command being triggered, acquires the three-phase current of the power supply vehicle motor and the neutral line current of the power supply vehicle motor, wherein the three-phase current includes the first current and the second current.

[0035] Specifically, three-phase current refers to the three sets of currents flowing through the three-phase stator windings of the electric motor in a three-phase AC power supply system, corresponding to the A, B, and C phases of the three-phase AC power. In the AC circuit, these three sets of currents are 120° out of phase, and their amplitudes typically follow a symmetrical or approximately symmetrical distribution pattern, jointly driving the motor rotor to rotate and output mechanical energy. In the charging scenario of the electric vehicle, the motor drive system can switch to generation mode or power supply mode. At this time, the three-phase current is not only a core parameter reflecting the motor's operating status, but also a key basis for realizing charging power regulation and redundancy control. Neutral current refers to the current flowing through the neutral line in a three-phase four-wire power supply system. Its core reason is that when there is an imbalance in the three-phase current, the phasor sum of the three-phase currents is not zero. At this time, the excess current component will form a loop through the neutral line to maintain the voltage balance and stable operation of the system. In the electric vehicle motor drive system of this application, the neutral line, as the lead-out line of the neutral point of the three-phase winding, directly reflects the balance of the three-phase current and is an important auxiliary parameter for judging whether the motor's operating state is stable and whether the charging circuit is normal. The first current and the second current are the actual values ​​of two phase currents that can be accurately collected by the normally functioning phase current sensors in this step. Their specific sources are determined by the system's hardware configuration and operating status. If the motor controller, in order to reduce costs, only installs two phase current sensors in its design, then the first current and the second current are the real-time currents of their respective phases collected by these two sensors. If the motor controller has three phase current sensors, but during the charging process, it is detected that one sensor has failed, then the first current and the second current are the real-time currents of their respective phases collected by the remaining two non-faulty sensors.

[0036] Specifically, after determining and triggering the charging redundancy control command, the system control unit (such as the application layer software in the motor controller MCU) immediately initiates the current parameter acquisition process. The control unit, through its analog-to-digital converter (ADC) module or a dedicated sensor interface, synchronously or sequentially reads the neutral current sensor and two functional phase current sensors to obtain the real-time sampled values ​​of the neutral current, the first current, and the second current. The acquired raw current signals typically undergo filtering, amplification, and bias calibration to convert them into digital quantities. The control unit verifies the validity of these three current data streams, checking, for example, whether they are within a reasonable range and whether the changes are continuous. After successful verification, the data is stored in a register or buffer as input for subsequent control algorithms.

[0037] S2, obtain the bus demand current of the receiving car, determine the target current based on the bus demand current, and generate the target duty cycle based on the bus demand current and the neutral line current.

[0038] Specifically, the bus demand current refers to the baseline value of the charging current that the receiving vehicle expects to obtain from the supply vehicle, determined by its own battery status (such as remaining charge and battery temperature) and charging needs (such as fast / slow charging mode and estimated charging time). This parameter has a dual core function: firstly, it serves as the setting benchmark for charging power, determining the overall energy transfer rate of the system; secondly, it serves as a unified reference scale for three-phase current balance control, and is a key target value for suppressing unexpected torque at the motor shaft end. The target current is the current command value for each phase ultimately determined based on the bus demand current and combined with actual system constraints (such as maximum allowable current and bus voltage fluctuations). (For example, the target current can be one-third of the bus demand current.) It is the direct target for adjusting the current of each phase. The target duty cycle refers to the reference pulse width modulation dynamically calculated by a neutral line current regulator (such as a PI controller) using the above-mentioned bus demand current and the real-time collected neutral line current of the power supply vehicle motor as input. This provides an initial and stable duty cycle reference for subsequent fine current regulation. By adjusting the target duty cycle to make the neutral line current approach zero, the serious current imbalance trend can be suppressed from a global perspective.

[0039] Specifically, the MCU of the power supply vehicle receives a charging request command from the battery management system (BMS) of the receiving vehicle via an inter-vehicle communication network (such as a CAN bus). This command contains information about the bus demand current. Considering three-phase current sharing control, the system calculates the target current based on the bus demand current information (for example, the target current can be one-third of the bus demand current). The bus demand current and neutral current are then input to the PI controller. The PI controller performs calculations based on proportional and integral coefficients, and its output, after limiting and other processing, generates the target duty cycle. The target duty cycle is a value between 0 and 1 (or a specific range corresponding to a timer), representing the theoretical reference proportion of the power switch's on-time in the next or current PWM (Pulse Width Modulation) cycle. The control unit verifies the reasonableness of the calculated target duty cycle, including whether the target duty cycle is within a preset safety range and whether the duty cycle change rate exceeds the maximum allowable value. If the verification passes, the target duty cycle is stored in the system cache as the reference parameter for generating the specific duty cycle control command in the subsequent S3 step; if the verification fails, the compensation coefficient is adjusted and recalculated. If the requirements still cannot be met after multiple adjustments, it means that the required charging cannot be achieved through redundant control under the current operating conditions. At this time, the control unit will trigger a charging pause command and report the cause of the fault to the system.

[0040] S3 controls the power supply vehicle to charge the power receiving vehicle based on the target duty cycle, target current, first current, and second current.

[0041] Specifically, by using real-time comparison between the first and second currents and the target current, the reference duty cycle generated by S2 is finely adjusted to generate three different duty cycle signals ultimately applied to the three-phase upper bridge arm. Based on these three values, the control unit generates three PWM signals with corresponding pulse widths. These three signals are then applied to... Figure 2 The power module shown uses gate drive circuits for the upper bridge arms D1, D2, and D3 to control the energizing time of each phase winding. Through this differentiated duty cycle control based on two-phase current feedback, the system can dynamically correct current deviations caused by hardware asymmetry, forcing the currents in the three-phase windings to be essentially equal during actual operation. According to the principles of motor engineering, when equal and spatially symmetrical currents are applied to the three-phase windings, the resulting magnetomotive force is a circular rotating magnetic field. When the motor rotor is stationary, this magnetic field does not generate an effective tangential torque, ultimately achieving a near-zero net torque at the shaft end. This process is cyclically executed in each control cycle.

[0042] This embodiment identifies redundant scenarios and, under special operating conditions triggered by charging redundancy control commands, collects the effective two-phase current (first current and second current) and neutral current of the power supply vehicle motor. With limited sensor data, it achieves reliable perception of the motor drive system's operating status. Then, it obtains the bus demand current of the receiving vehicle, determines the target current based on the bus demand current, and generates a stable target duty cycle benchmark based on the bus demand current and neutral current. This not only locks in the core charging needs of the receiving vehicle but also suppresses the three-phase current imbalance trend from a global perspective. Finally, based on the target duty cycle, it performs differentiated and fine-tuning by combining the real-time deviations of the first current, second current, and target current to generate a PWM drive signal adapted to the three-phase upper bridge arm. This forcibly corrects the current deviation to construct a circular rotating magnetic field, preventing the rotor from generating unexpected torque. The entire technical solution does not rely on all sensors. Through efficient fusion and closed-loop control of limited parameters, it not only ensures stable and accurate charging of the power supply vehicle to the power receiving vehicle in sensor redundancy scenarios, meeting the charging power requirements of the power receiving vehicle under different operating conditions, but also achieves the control target of dynamic balance of three-phase current and net torque at the axle end approaching zero. It effectively avoids problems such as decreased control accuracy caused by incomplete sensor information and device losses caused by current imbalance. At the same time, through full-process parameter verification and anomaly monitoring mechanism, it further improves the safety and reliability of the charging process, taking into account the practicality, stability and safety in redundant control scenarios, expanding the applicable operating conditions of emergency charging of the power supply vehicle, and reducing the system's dependence on all sensors.

[0043] In some embodiments of this application, the instruction manual and sensor detection information of the power supply vehicle motor drive system are obtained; based on the instruction manual and sensor detection information, it is determined whether the charging redundancy control command is triggered.

[0044] Specifically, configuration information is typically stored in the motor controller's non-volatile memory, such as application configuration parameters, hardware descriptors, or system version information. This information explicitly records the number of phase current sensors designed for the controller at the factory, for example, indicating whether only two phase current sensors or three phase current sensors are installed. Real-time sensor status information is obtained through self-checks and online diagnostics of the signal circuits of each phase current sensor during power-on initialization and operation. Diagnostic methods include, but are not limited to: checking whether the sensor power supply is normal, whether the output signal is within its effective range, whether the dynamic response of the signal to load changes is reasonable, and whether the deviation from other relevant physical quantities (such as estimated current) exceeds a threshold, thereby determining whether each sensor is in a normal, faulty, or invalid state.

[0045] Before the charging process begins or during the power-on self-test phase, the control unit first reads and parses the configuration specification information to understand the system's inherent hardware topology. Simultaneously, it executes sensor diagnostic programs to obtain the current real-time status. Combining these two types of information, the control unit makes a judgment according to preset decision logic. If the system has two inherent sensors and both are normal, it enters redundant control mode; if the system has three inherent sensors but only one is faulty while the remaining two are normal, it also enters redundant control mode; if all three sensors are normal, it enters traditional all-sensor control mode; if two or more sensors are faulty, the system is deemed unusable, charging is prohibited, and a fault is reported.

[0046] This embodiment combines static hardware configuration information with dynamic sensor operating status to construct a multi-dimensional, robust decision-making mechanism. It not only identifies dual-sensor systems designed for cost reduction but also covers emergency scenarios involving single-point failures in complete three-sensor systems. This allows for precise and reliable determination of when to activate the redundancy control strategy of this application, maximizing the use of existing hardware resources while ensuring safety. Compared to traditional triggering methods that rely on a single threshold or manual configuration, this decision-making mechanism requires no additional hardware costs. It achieves adaptive recognition of different hardware topologies and operating conditions solely through software-level information fusion and logical judgment. With simple logic and low computational load, it can quickly complete the determination before the charging process begins or during the power-on self-test phase, making it suitable for high real-time charging control scenarios. Furthermore, its preset decision logic has good adaptability, flexibly adjusting according to the sensor configuration types and fault diagnosis thresholds of different power supply vehicle models, improving the solution's versatility and engineering feasibility. In addition, by strictly defining the number of sensor faults, it further ensures the safety of system operation, avoiding risks such as power device damage and current imbalance caused by forcibly activating control strategies due to hardware instability, thus balancing control efficiency and system safety. More importantly, this mechanism effectively expands the applicable operating conditions of power supply vehicles, meeting the control needs of low-cost models while providing fault tolerance for high-configuration models, reducing charging interruptions caused by sensor faults, and significantly improving the reliability of emergency charging and user experience.

[0047] In some embodiments of this application, determining whether a charging redundancy control command is triggered based on the specification and sensor detection information includes: determining whether two phase current sensors are provided in the three output terminals of the vehicle motor, and whether the two phase current sensors are not faulty and are respectively set in the corresponding output terminals; if so, it is determined that the charging redundancy control command is triggered.

[0048] Specifically, when the control unit reads the configuration information and confirms that only two phase current sensors are installed, it determines that it does not meet the conditions for using traditional three-phase independent control. Furthermore, it confirms the status of these two physically existing sensors through real-time diagnosis. If the sensor signals are valid and reliable and can be used for closed-loop control, it triggers the charging redundancy control command based on this application to suppress torque.

[0049] This embodiment provides a clear and efficient command triggering condition for a specific low-cost hardware solution. Its core value lies in precisely matching the cost-reduction hardware design requirements of "dual-phase current sensors," allowing for the adoption of the redundant control technology of this application in low-cost vehicles without any modifications to the existing hardware topology, achieving seamless adaptation between the technical solution and low-cost vehicle models. In V2V charging scenarios, traditional low-cost dual-sensor vehicles lack full-scale phase current data, making effective axle torque suppression difficult and prone to problems such as motor vibration and abnormal torque. This embodiment, by confirming the normal operating status of the dual sensors and triggering redundant control commands, can construct closed-loop control based on the effective data from the two existing sensors, accurately suppressing unexpected axle torque, fundamentally solving the core technical defects of such cost-reduction solutions in V2V charging.

[0050] In some embodiments of this application, determining whether a charging redundancy control command has been triggered based on the specification and sensor detection information includes: determining, based on the specification and sensor detection information, whether each of the three output terminals of the power supply vehicle motor is provided with a corresponding phase current sensor, and whether one of the phase current sensors corresponding to the three output terminals is faulty; if so, it is determined that the charging redundancy control command has been triggered.

[0051] Specifically, this is the redundancy switching logic for a complete three-sensor system experiencing a single-point failure. The control unit reads the configuration information and confirms that three phase current sensors are installed. During operation, the system performs sensor diagnostics periodically or event-triggered. When the diagnostic logic determines that one of the three sensors (e.g., the U-phase sensor) has an abnormal output, excessive signal drift, or a circuit open / short circuit, it marks its status as faulty. Simultaneously, it confirms that the diagnostic status of the other two sensors is normal. When the number of faulty sensors is confirmed to be one, the traditional control strategy relying on three intact sensors can no longer be used. To avoid torque risk due to uncontrolled faulty phase, the system should switch to the redundant control mode of this application, utilizing the remaining two normal sensors and the neutral line sensor to continue safe operation. Therefore, a charging redundancy control command is triggered.

[0052] This embodiment embodies the high reliability and fault-tolerant design concept of this application, accurately covering single-point failure emergency scenarios for a complete three-sensor system. In traditional control logic, once a single sensor in the three-sensor system fails, the lack of a set of phase current data makes it impossible to maintain precise balanced control of the three-phase current. To avoid safety risks such as torque runaway and current imbalance, the charging process is usually terminated directly. This not only leads to charging interruption and affects user experience but may also cause great inconvenience in emergency charging scenarios. However, this embodiment achieves smooth switching of redundant control through a dual logic of "hardware configuration confirmation + accurate fault quantity determination": the control unit first confirms that the system is a full three-sensor topology through the configuration information in the instruction manual, and then accurately locates the faulty sensor through periodic or event-triggered diagnosis. Only when it is confirmed that the number of faulty sensors is 1 and the remaining two sensors are in normal condition is the charging redundancy control command triggered, ensuring the accuracy of the switching timing. The core advantage of this design lies in transforming "fault shutdown" into "degraded safe operation," significantly enhancing the robustness and availability of the V2V charging system. On the one hand, relying on the effective data from the remaining two normal sensors, combined with neutral line current feedback, a stable closed-loop control system can still be constructed, effectively suppressing unexpected torque at the shaft end, ensuring the safety and stability of the charging process, and avoiding charging interruptions caused by the failure of a single sensor. On the other hand, the switching process requires no manual intervention; the control unit automatically completes the diagnosis, judgment, and mode switching, with a fast response speed and a smooth, shock-free switching process, without causing additional load to the motor drive system or charging circuit, further improving the stability of system operation. Simultaneously, the judgment logic possesses a rigorous safety redundancy design: by strictly limiting the triggering condition to "single-point fault only," it eliminates extreme risk scenarios of two or more sensor failures (in which case charging is directly prohibited and the fault is reported), fundamentally avoiding the safety hazards of forced operation when the hardware state is unstable. Furthermore, the diagnostic logic covers various sensor failure types such as signal anomalies, drift exceeding limits, and circuit continuity faults, providing comprehensive judgment dimensions, avoiding missed or false fault detections, and ensuring the reliable start-up of the redundant control mode. This design not only enhances the user's charging experience but also strengthens the safety level of the V2V charging system, making the system more adaptable to situations such as natural aging of components and sudden failures, thus expanding the applicable operating conditions and service life of the system.

[0053] In some embodiments of this application, controlling the power supply vehicle to charge the power receiving vehicle according to the target duty cycle, target current, first current and second current includes: generating a first duty cycle according to the target duty cycle, target current and first current; generating a second duty cycle according to the target duty cycle, target current and second current; generating a third duty cycle according to the first duty cycle and second duty cycle; and controlling the power supply vehicle to charge the power receiving vehicle according to the first duty cycle, second duty cycle and third duty cycle.

[0054] Specifically, after obtaining the target duty cycle, the control unit does not directly and equally apply it to the three-phase bridge arms, but uses it as the starting point for adjustment. The system compares the actual current values ​​of the first and second currents, which can be accurately measured, with the unified target current, and adjusts the reference duty cycle independently and directionally based on the comparison results, generating a first and second duty cycle specifically adapted to that phase. For the third phase, where the current sensor is faulty or absent, since its current feedback cannot be directly obtained, a following strategy based on the control results of the first two phases is adopted, i.e., the third duty cycle is derived from the first and second duty cycles. Finally, these three differentiated duty cycle signals are converted into three PWM waves with specific duty cycles, driving the three-phase upper bridge arms (e.g., ...) respectively. Figure 2 The three phases (D1, D2, D3) are used to achieve independent, closed-loop, or semi-closed-loop regulation of the three-phase output current.

[0055] This embodiment precisely solves the core control problem of missing third-phase current sensor information in redundant scenarios through a hierarchical duty cycle generation and three-phase collaborative control strategy of "reference anchoring - dual mutual compensation - third-phase following," and constructs a high-efficiency charging control system adapted to incomplete sensor conditions. Its core design highlight lies in abandoning the traditional uniform duty cycle control mode. Using the target duty cycle as a stable reference, it implements differentiated corrections for the effective current feedback of the first and second phases: by comparing the two-phase signals with the target current one by one, it generates independent duty cycles adapted to each phase, which can accurately offset individual current deviations caused by differences in hardware parameters and uneven line impedance, significantly improving the balance of the three-phase current and laying a core foundation for suppressing unexpected torque at the motor shaft end. For the third phase without a sensor or with a faulty sensor, it innovatively adopts a "first two-phase fusion following" strategy. Without the need for additional sensors or complex estimation models, the control parameters of the third phase can be completed simply by fusion derivation of the first and second duty cycles, ensuring the integrity and synergy of the three-phase control and avoiding control gaps caused by the absence of a single-phase signal.

[0056] In some embodiments of this application, generating a first duty cycle based on a target duty cycle, a target current, and a first current includes: in response to the first current being greater than the target current, subtracting a preset step size from the target duty cycle to obtain the first duty cycle; and in response to the first current being less than or equal to the target current, adding a preset step size to the target duty cycle to obtain the first duty cycle. The preset step size can be calibrated according to actual conditions.

[0057] Specifically, in each control cycle (e.g., PWM carrier cycle), the control unit performs the following operations: First, it takes the output from the neutral line current regulator... The duty cycle variable assigned to this phase Then, calculate the first current. With target current The deviation. If This indicates that the actual current in this phase is too high. To reduce it, the average voltage of this phase needs to be lowered. Therefore, the following steps are taken: Conversely, if I1 <= I_target This indicates that the actual current of that phase is too low or has already reached the target. To increase or maintain it, the average voltage of that phase needs to be increased. Therefore, the following steps are taken: .in, This is a crucial control parameter, its magnitude determining the adjustment rate and stability. An excessively large step size may lead to system overshoot and oscillation; an excessively small step size results in slow adjustment speed and poor dynamic response. Typically, The determination is made through offline simulation and real vehicle calibration, and then set as a constant in the software or finely adjusted according to the operating conditions.

[0058] This embodiment, by employing a fixed-step increment or decrement adjustment method, can smoothly and gradually converge the phase current to near the target value. Compared with PI control algorithms based on complex calculus operations, its core advantages lie in its clear and concise logic and significantly reduced computational load. This allows for higher-frequency closed-loop regulation and faster dynamic response with limited controller resources, making it particularly suitable for on-board charging control scenarios with extremely high real-time requirements. Furthermore, the calibrable design with a preset step size gives this method excellent system adaptability and scalability. Engineers can flexibly adjust it according to the motor characteristics, battery parameters, and power device characteristics of different vehicle models, greatly improving the universality and deployment efficiency of the control strategy across different hardware platforms. During the adjustment process, by limiting the change in duty cycle, excessive fluctuations in duty cycle caused by sudden current changes or continuous deviations are effectively suppressed. This provides additional protection for the power switching devices at the software level, avoiding oscillation problems that may be caused by over-adjustment and preventing the risk of excessive device stress or damage due to the duty cycle exceeding the safe range. Thus, while pursuing control accuracy and response speed, it comprehensively considers the long-term stable operation of the system and hardware safety.

[0059] In some embodiments of this application, generating a second duty cycle based on a target duty cycle, a target current, and a second current includes: in response to the second current being greater than the target current, subtracting a preset step size from the target duty cycle to obtain a second duty cycle; and in response to the second current being less than or equal to the target current, adding a preset step size to the target duty cycle to obtain a second duty cycle.

[0060] Specifically, this process is completely symmetrical to and independent of the logic for generating the first duty cycle. The control unit will also... Assign to As a starting point, independently compare the second current. and .according to Is it greater than or less than or equal to? , decided to Subtract or add the same The operation. This means that, despite the starting point of the two phases They are the same, but due to their respective actual currents and Unlike other systems, they will evolve in different directions (or in the same direction but out of sync) during subsequent control cycles, thus gradually producing differentiated duty cycles. and This is used to compensate for the impedance difference in the two-phase circuit.

[0061] This embodiment achieves parallel, independent closed-loop control of the currents in two normal phases. This symmetrical and independent parallel control design offers several engineering advantages. First, it ensures high reusability of the software modules; the same set of adjustment logic can be seamlessly applied to different phases, reducing code complexity and maintenance costs. Second, the dual-loop parallel structure enhances the dynamic compensation capability for system asymmetry. Even if there are differences in the parasitic parameters, connection impedances, or power device characteristics of the three-phase lines, the two independent closed loops can accurately compensate for the voltage drop in their respective loops by generating different duty cycles, forcing the current to be controlled within the normal range. and This pulls the system towards a common target value. This lays a solid foundation for current balance in the entire three-phase system. Ultimately, this design enables the system to achieve rapid and stable tracking of the two measurable phase currents in a simple and efficient manner, and indirectly constrain the third phase through them, thereby approximating the ideal operating state of three-phase current balance as a whole and effectively suppressing residual torque at the motor shaft end.

[0062] In some embodiments of this application, generating a third duty cycle based on a first duty cycle and a second duty cycle includes: calculating the average duty cycle of the first duty cycle and the second duty cycle, and using the average duty cycle as the third duty cycle.

[0063] Specifically, for the third phase with a faulty or no sensor, its duty cycle Duty3 is generated using the following formula: Duty3 = (Duty1 + Duty2) / 2. This strategy is based on a reasonable engineering assumption: in the V2V charging Buck buck operating mode, the three-phase windings essentially form a parallel load network. When the currents of two phases (e.g., U-phase and V-phase) are precisely controlled to match the target value, their respective duty cycles Duty1 and Duty2 already contain all the compensation information needed to overcome the impedance imbalance specific to their respective phases. Taking the average of these two as the duty cycle of the third phase is an optimal linear estimate, which anchors the operating point of the third phase in the middle of the operating points of the other two phases, and is most likely to guide the current of the third phase to also tend to the target value, thereby approximately achieving three-phase balance.

[0064] This embodiment generates a reasonable and adaptive drive signal for the third phase by averaging the control signals of two normal phases. This method significantly reduces the complexity of the algorithm and enhances the real-time performance and reliability of the system. Its significant advantage lies in achieving functional consistency and control robustness of the system under fault or cost-constrained conditions with extremely low computational complexity. It avoids complex state observer design, parameter identification, or fault reconstruction algorithms, which not only greatly reduces the computational burden on the microprocessor and improves the system's real-time response capability, but also significantly reduces software complexity and development and maintenance costs. Simultaneously, this average-based generation strategy possesses inherent smoothness, effectively suppressing the impact of sudden changes in the duty cycle of a single phase on the overall system, thus enhancing control stability. Although it is an approximation, within the allowable range of engineering errors, it provides a simple, reliable, and easily implemented fault-tolerant control scheme for V2V charging systems when sensors fail or some sensors are omitted to reduce costs, demonstrating a clever balance between theoretical rigor and engineering practicality.

[0065] In some embodiments of this application, controlling the power supply vehicle to charge the power receiving vehicle according to a first duty cycle, a second duty cycle, and a third duty cycle includes: determining a first upper bridge arm corresponding to the first duty cycle, a second upper bridge arm corresponding to the second duty cycle, and a third upper bridge arm corresponding to the third duty cycle based on a first current and a second current, wherein the power supply vehicle motor includes a first upper bridge arm, a second upper bridge arm, and a third upper bridge arm; controlling the first upper bridge arm according to the first duty cycle, controlling the second upper bridge arm according to the second duty cycle, and controlling the third upper bridge arm according to the third duty cycle, so that the power supply vehicle charges the power receiving vehicle.

[0066] Specifically, this is the execution layer operation that translates digital control quantities into actual power switching actions. The application layer software calculates the final... , , Then, the values ​​of the timer / compare units in the motor controller are updated through the underlying driver interface (such as calling an API or writing to a specific memory-mapped register). Based on the updated values, the hardware PWM module generates a square wave signal with a high-level width proportional to the duty cycle within each carrier cycle. These signals undergo level conversion, isolation, and power amplification by the gate driver chip, ultimately driving the turn-on and turn-off of power devices such as IGBTs (Insulated Gate Bipolar Transistors) or SiC MOSFETs (Silicon Carbide Metal-Oxide-Semiconductor Field-Effect Transistors). For example, when... When the voltage is large, the conduction time of transistor D1 is longer in each cycle, resulting in a higher average voltage applied to the U-phase winding, which tends to increase the U-phase current. Through this real-time, differentiated duty cycle control, the system can dynamically compensate for any mismatch in the three-phase path, forcing the U-phase current to increase. and Pull towards And indirectly cause the third-phase current to follow, ultimately achieving The three-phase equilibrium state ensures that the combined torque at the motor shaft end approaches zero.

[0067] This embodiment achieves a complete closed loop from digital control commands to physical power execution, which is a crucial step in the final implementation of the control strategy. It clearly constructs a full-link control framework of "perception-decision-execution": First, the system performs real-time calculations based on the collected first and second currents to determine the first, second, and third duty cycles corresponding to the three-phase upper bridge arms. Then, through the underlying hardware driver interface, these three digitized duty cycle commands are written into the comparison registers of the corresponding timers. Based on the updated register values, the hardware PWM generation module accurately generates three drive waveforms with corresponding pulse widths within each switching cycle. These waveforms, after being amplified and isolated by the gate drive circuit, directly control the on / off timing of the power switching devices in the first, second, and third upper bridge arms of the motor controller.

[0068] Through this differentiated and real-time updated duty cycle control, the system can dynamically and precisely adjust the average voltage applied to the three-phase windings. For example, when a low current in a certain phase is detected, the duty cycle of that phase is increased, extending the conduction time of its upper arm, thereby increasing its average voltage and promoting current growth; conversely, the duty cycle is decreased to reduce the current. This closed-loop regulation mechanism enables the system to actively compensate for three-phase imbalances caused by inconsistencies in line impedance, device characteristics, etc. Its ultimate control goal is to drive the two detectable phase currents to quickly and stably approach the target current, while guiding the third phase current to follow synchronously through an average value-based strategy, thereby achieving an ideal balanced state. In this state, the magnetic field vector generated by the three-phase windings of the motor tends to be balanced, and the net torque synthesized at the motor shaft end is effectively suppressed to near zero, fundamentally eliminating the risk of vehicle jerking caused by torque imbalance during V2V charging.

[0069] This embodiment not only clarifies in principle how the duty cycle is transformed into actual electrical control effects through the switching action of power devices, but also emphasizes the close coordination of each link in the control chain (software algorithm, drive interface, hardware PWM, power stage). This ensures that the torque suppression strategy is not just a theoretical model or simulation result, but a complete solution with high engineering feasibility and operational reliability. It enables the invention to be practically applied to real-world on-board charging scenarios, transforming active safety control from a conceptual level into a deployable and verifiable physical function, effectively solving the core technical challenges related to personal and vehicle safety in V2V DC charging.

[0070] As a specific embodiment of this application, such as Figure 3 As shown, the vehicle charging redundancy control method may include the following steps: S101, obtain the instruction manual and sensor detection information of the power supply vehicle motor drive system.

[0071] S102, based on the instruction manual and sensor detection information, if the hardware configuration indicates that there are only two phase current sensors that are working normally, then the charging redundancy control command is triggered, and the process jumps to S103. If the hardware configuration indicates that there are three sensors, and the real-time diagnosis indicates that there is only one fault, then the process is determined to enter the redundancy control mode, and the process jumps to S103. If all three sensors are normal, the process jumps to S114. If the number of faulty sensors is ≥2, then the process is determined to be a serious fault, and the process jumps to S115.

[0072] S103, in response to the charging redundancy control command being triggered, acquires the three-phase current of the power supply vehicle motor and the neutral line current of the power supply vehicle motor, wherein the three-phase current includes the first current and the second current.

[0073] S104: Obtain the bus demand current of the receiving car, determine the target current based on the bus demand current, and generate the target duty cycle based on the bus demand current and the neutral line current.

[0074] S105: Determine if the first current is greater than the target current. If yes, jump to S106; otherwise, jump to S107.

[0075] S106, in response to the first current being greater than the target current, subtract a preset step size from the target duty cycle to obtain the first duty cycle.

[0076] S107, in response to the first current being less than or equal to the target current, adds a preset step size to the target duty cycle to obtain the first duty cycle.

[0077] S108: Determine if the second current is greater than the target current. If yes, jump to S109; otherwise, jump to S110.

[0078] S109, in response to the second current being greater than the target current, subtract a preset step size from the target duty cycle to obtain the second duty cycle.

[0079] S110, in response to the second current being less than or equal to the target current, adds a preset step size to the target duty cycle to obtain the second duty cycle.

[0080] S111, calculate the average duty cycle of the first duty cycle and the second duty cycle, and use the average duty cycle as the third duty cycle.

[0081] S112, based on the first current and the second current, determine the first upper bridge arm corresponding to the first duty cycle, the second upper bridge arm corresponding to the second duty cycle, and the third upper bridge arm corresponding to the third duty cycle, wherein the power supply vehicle motor includes the first upper bridge arm, the second upper bridge arm, and the third upper bridge arm.

[0082] S113, the first upper bridge arm is controlled according to the first duty cycle, the second upper bridge arm is controlled according to the second duty cycle, and the third upper bridge arm is controlled according to the third duty cycle, so that the power supply vehicle charges the power receiving vehicle.

[0083] S114 executes the traditional three-sensor independent control strategy.

[0084] S115, charging stopped and alarm triggered.

[0085] In summary, the vehicle charging redundancy control method according to the embodiments of this application, in response to the triggering of a charging redundancy control command, acquires the three-phase current of the power supply vehicle's motor and the neutral current of the power supply vehicle's motor, wherein the three-phase current includes a first current and a second current; acquires the bus demand current of the receiving vehicle; determines a target current based on the bus demand current; and generates a target duty cycle based on the bus demand current and the neutral current. Based on the target duty cycle, the target current, the first current, and the second current, the method controls the power supply vehicle to charge the receiving vehicle. This method can achieve precise redundancy control during the charging process, effectively suppressing unexpected torque at the motor shaft end during V2V stationary charging, and improving the stability and safety of the charging system.

[0086] Corresponding to the above embodiments, this application also proposes a vehicle.

[0087] Figure 4 This is a structural schematic diagram of the vehicle according to an embodiment of this application, such as... Figure 4 As shown, vehicle 400 includes: memory 410, processor 420 and computer program stored on memory 410 and executable on processor 420. Processor 420 executes program to implement any of the vehicle charging redundancy control methods described above.

[0088] According to the vehicle embodiment of this application, when the processor executes the computer program, it implements any of the above-mentioned vehicle charging redundancy control methods, realizes precise redundancy control of the charging process, effectively suppresses the unexpected torque at the motor shaft end during V2V static charging, and improves the stability and safety of the charging system.

[0089] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be construed as indicating or implying relative importance or implicitly specifying the number of technical features indicated. Thus, a feature defined as "first" or "second" may explicitly or implicitly include at least one of that feature. In the description of this application, "multiple" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0090] In the description of this specification, the references to terms such as "one embodiment," "some embodiments," "example," "specific example," or "some examples," etc., indicate that a specific feature, structure, material, or characteristic described in connection with that embodiment or example is included in at least one embodiment or example of this application. In this specification, the illustrative expressions of the above terms do not necessarily refer to the same embodiment or example. Furthermore, the specific features, structures, materials, or characteristics described may be combined in any suitable manner in one or more embodiments or examples. Moreover, without contradiction, those skilled in the art can combine and integrate the different embodiments or examples described in this specification, as well as the features of different embodiments or examples.

[0091] Although embodiments of this application have been shown and described above, it is understood that the above embodiments are exemplary and should not be construed as limiting this application. Those skilled in the art can make changes, modifications, substitutions and variations to the above embodiments within the scope of this application.

Claims

1. A vehicle charging redundancy control method, characterized in that, include: In response to the triggering of the charging redundancy control command, the three-phase current of the power supply vehicle motor and the neutral line current of the power supply vehicle motor are acquired respectively, wherein the three-phase current includes a first current and a second current. The bus demand current of the receiving car is obtained, the target current is determined based on the bus demand current, and the target duty cycle is generated based on the bus demand current and the neutral line current. Based on the target duty cycle, the target current, the first current, and the second current, the power supply vehicle is controlled to charge the power receiving vehicle, wherein... A first duty cycle is generated based on the target duty cycle, the target current, and the first current; A second duty cycle is generated based on the target duty cycle, the target current, and the second current; A third duty cycle is generated based on the first duty cycle and the second duty cycle, wherein the average duty cycle of the first duty cycle and the second duty cycle is calculated, and the average duty cycle is used as the third duty cycle; The power supply vehicle is controlled to charge the power receiving vehicle according to the first duty cycle, the second duty cycle, and the third duty cycle.

2. The vehicle charging redundancy control method according to claim 1, characterized in that, Also includes: Obtain the instruction manual and sensor detection information of the power supply vehicle's motor drive system; Based on the instruction manual and the sensor detection information, determine whether the charging redundancy control command is triggered.

3. The vehicle charging redundancy control method according to claim 2, characterized in that, The step of determining whether the charging redundancy control command is triggered based on the specification and the sensor detection information includes: Based on the instruction manual and the sensor detection information, it is determined whether two phase current sensors are provided in the three output terminals of the power supply vehicle motor, and whether the two phase current sensors are not faulty and are respectively set in the corresponding output terminals; If so, it is determined that the charging redundancy control command has been triggered.

4. The vehicle charging redundancy control method according to claim 2, characterized in that, The step of determining whether the charging redundancy control command is triggered based on the specification and the sensor detection information includes: Based on the instruction manual and the sensor detection information, it is determined whether each of the three output terminals of the power supply vehicle motor is equipped with a corresponding phase current sensor, and whether there is a faulty phase current sensor among the phase current sensors corresponding to the three output terminals. If so, it is determined that the charging redundancy control command has been triggered.

5. The vehicle charging redundancy control method according to claim 1, characterized in that, The step of generating a first duty cycle based on the target duty cycle, the target current, and the first current includes: In response to the first current being greater than the target current, a preset step size is subtracted from the target duty cycle to obtain the first duty cycle; In response to the first current being less than or equal to the target current, the preset step size is added to the target duty cycle to obtain the first duty cycle.

6. The vehicle charging redundancy control method according to claim 1, characterized in that, The step of generating a second duty cycle based on the target duty cycle, the target current, and the second current includes: In response to the second current being greater than the target current, a preset step size is subtracted from the target duty cycle to obtain the second duty cycle; In response to the second current being less than or equal to the target current, the preset step size is added to the target duty cycle to obtain the second duty cycle.

7. The vehicle charging redundancy control method according to claim 1, characterized in that, The step of controlling the power supply vehicle to charge the power receiving vehicle according to the first duty cycle, the second duty cycle, and the third duty cycle includes: Based on the first current and the second current, the first upper bridge arm corresponding to the first duty cycle, the second upper bridge arm corresponding to the second duty cycle, and the third upper bridge arm corresponding to the third duty cycle are determined, wherein the power supply vehicle motor includes the first upper bridge arm, the second upper bridge arm, and the third upper bridge arm; The first upper bridge arm is controlled according to the first duty cycle, the second upper bridge arm is controlled according to the second duty cycle, and the third upper bridge arm is controlled according to the third duty cycle, so that the power supply vehicle charges the power receiving vehicle.

8. A vehicle, characterized in that, include: A memory, a processor, and a computer program stored in the memory and executable on the processor, the processor executing the program to implement the vehicle charging redundancy control method as described in any one of claims 1-7.

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