Vehicle charging control method and device and vehicle

Abstract

The invention relates to the technical field of vehicle charging, in particular to a vehicle charging control method and device and a vehicle, and the method comprises the steps that boosting charging is conducted in response to the vehicle, and the motor electric angle of the vehicle is obtained; repeatedly executing the following control operations until the charging voltage difference is within a preset range; determining the charging voltage difference; based on the charging voltage difference, the motor electric angle and a pre-calibrated mapping relation, determining a three-phase bridge arm phase dislocation angle of the electric drive system; wherein the mapping relation represents the corresponding relation between the combination of the charging voltage difference and the electric angle of the motor and the phase dislocation angle of the three-phase bridge arm; and based on the phase dislocation angle of the three-phase bridge arm, the boost charging circuit is controlled to operate to charge the vehicle. According to the invention, the phase dislocation angle of the three-phase bridge arm of the electric driving system can be dynamically adjusted based on the charging voltage difference and the electric angle of the motor during phase dislocation control, so that the heating of a motor rotor is reduced as much as possible, and the cost of boost charging is reduced while the design complexity of a boost charging system is avoided.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle charging technology, and in particular to a vehicle charging control method, device and vehicle. Background Technology

[0002] When the output voltage of the charging station is lower than the vehicle's battery voltage, the vehicle needs to undergo boost charging. The mainstream boost charging system is achieved by reusing the motor windings and the electric drive system. During the charging process, the electric drive system can be controlled to maintain a fixed angle of in-phase or out-of-phase charging.

[0003] However, due to the ripple limitation of the charging current, in-phase control requires an external boost inductor, which increases the size and cost of the boost charging system. Out-of-phase fixed-angle control results in a non-zero combined magnetomotive force in the motor, causing severe rotor overheating and shortening the motor's lifespan. Solving this problem may require additional investment to address the overheating issue.

[0004] It should be noted that the information disclosed in the background section above is only used to enhance the understanding of the background of this disclosure, and therefore may include information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] To overcome the problems existing in related technologies, this disclosure provides a vehicle charging control method, device, and vehicle.

[0006] According to a first aspect of the present disclosure, a vehicle charging control method is provided, the vehicle including a boost charging circuit, the boost charging circuit including an electric drive system and a motor winding electrically connected thereto, the method comprising: In response to the vehicle performing boost charging, the electric angle of the vehicle's motor is obtained; Repeat the following control operation until the charging voltage difference is within the preset range: Determine the charging voltage difference; Based on the charging voltage difference, the motor electrical angle, and the pre-calibrated mapping relationship, the phase reversal angle of the three-phase bridge arm of the electric drive system is determined; wherein, the mapping relationship characterizes the correspondence between the combination of the charging voltage difference and the motor electrical angle and the phase reversal angle of the three-phase bridge arm; Based on the phase shift angle of the three-phase bridge arm, the boost charging circuit is controlled to charge the vehicle.

[0007] In some possible embodiments of this disclosure, the pre-calibration process of the mapping relationship includes: Determine multiple sample values ​​of the electrical angle of the motor; Under the operating conditions of each motor electrical angle sample value, determine the correlation between the combination of charging voltage difference and three-phase bridge arm phase reversal angle and motor eddy current loss; The mapping relationship is obtained by calibrating the upper limit of motor eddy current loss corresponding to each motor electrical angle sample value and the aforementioned correlation.

[0008] In some possible embodiments of this disclosure, the following control operations are repeatedly performed until the charging voltage difference is within a preset range, including: Based on a preset control cycle, the control operation is executed within the first control cycle; Determine whether the charging voltage difference after the first control cycle ends is within the preset range; If not, the control operation is performed during the second control cycle.

[0009] In some possible implementations of this disclosure, the mapping relationship includes a two-dimensional mapping table; The determination of the three-phase bridge arm phase misalignment angle of the electric drive system, based on the charging voltage difference, the motor electrical angle, and a pre-calibrated mapping relationship, includes: Based on the charging voltage difference, determine the upper limit of the corresponding voltage difference range; Based on the combination of the upper limit of the pressure difference range and the electrical angle of the motor, the three-phase bridge arm phase misalignment angle corresponding to the combination is determined by searching the two-dimensional mapping table.

[0010] In some possible implementations of this disclosure, the mapping relationship includes a two-dimensional mapping table; The determination of the three-phase bridge arm phase misalignment angle of the electric drive system, based on the charging voltage difference, the motor electrical angle, and a pre-calibrated mapping relationship, includes: Based on the charging voltage difference, determine the corresponding upper limit and lower limit of the voltage difference range; Based on the upper limit of the pressure difference range and the first combination of the motor electrical angle, the first three-phase bridge arm phase reversal angle corresponding to the first combination is determined by searching the two-dimensional mapping table. Based on the lower limit of the pressure difference range and the second combination of the motor electrical angle, the second three-phase bridge arm phase reversal angle corresponding to the second combination is determined by searching the two-dimensional mapping table. Interpolate the phase reversal angles of the first and second three-phase bridge arms to determine the phase reversal angles of the three-phase bridge arms of the electric drive system.

[0011] In some possible embodiments of this disclosure, before repeatedly performing the control operation, the method further includes: determining the switching frequency of the boost charging circuit; After determining the phase reversal angle of the three-phase bridge arm of the electric drive system, the method further includes: correcting the phase reversal angle of the three-phase bridge arm of the electric drive system based on the switching frequency to obtain the corrected phase reversal angle of the three-phase bridge arm. The operation of the boost charging circuit is controlled based on the phase misalignment angle of the three-phase bridge arms, including: The boost charging circuit is controlled based on the corrected phase misalignment angle of the three-phase bridge arms.

[0012] In some possible embodiments of this disclosure, the control operation is further included before being repeatedly performed: Determine the charging current ripple limit for the boost charging circuit; After determining the phase reversal angle of the three-phase bridge arms of the electric drive system, the process further includes: Based on the charging voltage difference, the motor electrical angle, and the charging current ripple limit, the lower limit value of the three-phase bridge arm phase reversal angle is determined. The operation of the boost charging circuit is controlled based on the phase misalignment angle of the three-phase bridge arms, including: In response to the three-phase bridge arm phase reversal angle of the electric drive system being higher than or equal to the lower limit value, the boost charging circuit is controlled to operate based on the three-phase bridge arm phase reversal angle.

[0013] In some possible embodiments of this disclosure, the charging voltage difference is determined based on the difference between the real-time output voltage of the external charging device and the real-time battery voltage of the vehicle.

[0014] According to a second aspect of the present disclosure, a vehicle control device is provided, the vehicle including a boost charging circuit, the boost charging circuit including an electric drive system and a motor winding electrically connected thereto; the device includes: An electrical angle acquisition unit is used to acquire the electric angle of the vehicle's motor in response to the vehicle performing boost charging. The control unit is used to repeatedly perform the following control operations until the charging voltage difference is within a preset range: Determine the charging voltage difference; Based on the charging voltage difference, the motor electrical angle, and the pre-calibrated mapping relationship, the phase reversal angle of the three-phase bridge arm of the electric drive system is determined; wherein, the mapping relationship characterizes the correspondence between the combination of the charging voltage difference and the motor electrical angle and the phase reversal angle of the three-phase bridge arm; Based on the phase shift angle of the three-phase bridge arm, the boost charging circuit is controlled to charge the vehicle.

[0015] In some possible embodiments of this disclosure, the provided vehicle control device further includes: a switching frequency acquisition unit, used for: Determine the switching frequency of the boost charging circuit; The control unit is configured as follows: After determining the phase reversal angle of the three-phase bridge arm of the electric drive system, the method further includes: correcting the phase reversal angle of the three-phase bridge arm of the electric drive system based on the switching frequency to obtain the corrected phase reversal angle of the three-phase bridge arm. The boost charging circuit is controlled based on the corrected phase misalignment angle of the three-phase bridge arms.

[0016] In some possible embodiments of this disclosure, the provided vehicle control device further includes: a ripple limiting unit, used for: Determine the charging current ripple limit for the boost charging circuit; The control unit is configured as follows: Based on the charging voltage difference, the motor electrical angle, and the charging current ripple limit, the lower limit value of the three-phase bridge arm phase reversal angle is determined. In response to the three-phase bridge arm phase reversal angle of the electric drive system being higher than or equal to the lower limit value, the boost charging circuit is controlled to operate based on the three-phase bridge arm phase reversal angle.

[0017] According to a third aspect of the present disclosure, a vehicle is provided, comprising: processor; Memory used to store processor-executable instructions; The processor is configured to implement the steps of any of the vehicle charging control methods described in the first aspect above.

[0018] According to a fourth aspect of the present disclosure, a non-transitory computer-readable storage medium is provided, wherein when instructions in the storage medium are executed by a vehicle's processor, the vehicle is able to perform any of the vehicle charging control methods described in the first aspect above.

[0019] According to a fifth aspect of the present disclosure, a computer program product is provided, including a computer program that, when executed by a processor, implements any of the vehicle charging control methods described in the first aspect.

[0020] The technical solutions provided by the embodiments of this disclosure may include the following beneficial effects: This disclosure pertains to a vehicle including a boost charging circuit, which comprises an electrically connected electric drive system and motor windings. By performing boost charging on the vehicle, the motor's electrical angle is obtained. The following control operations are repeatedly executed until the charging voltage difference is within a preset range: determining the charging voltage difference; determining the three-phase bridge arm phase reversal angle of the electric drive system based on the charging voltage difference, the motor electrical angle, and a pre-calibrated mapping relationship; wherein the mapping relationship characterizes the correspondence between the combination of the charging voltage difference and the motor electrical angle and the three-phase bridge arm phase reversal angle; and controlling the boost charging circuit to charge the vehicle based on the three-phase bridge arm phase reversal angle. In other words, during phase reversal control, the three-phase bridge arm phase reversal angle of the electric drive system is dynamically adjusted based on the charging voltage difference and the motor electrical angle to minimize motor rotor heating, thereby avoiding the design complexity of the boost charging system and reducing the cost of boost charging.

[0021] It should be understood that the above general description and the following detailed description are exemplary and explanatory only, and are not intended to limit this disclosure. Attached Figure Description

[0022] The accompanying drawings, which are incorporated in and form a part of this specification, illustrate embodiments consistent with this disclosure and, together with the description, serve to explain the principles of this disclosure.

[0023] Figure 1 This is an example diagram of a boost charging circuit in a vehicle according to an exemplary embodiment of the present disclosure.

[0024] Figure 2 This is a schematic diagram of the ripple current waveform at the neutral point Y of a vehicle motor, according to an exemplary embodiment of the present disclosure.

[0025] Figure 3 This is a flowchart illustrating a vehicle charging control method according to an exemplary embodiment of the present disclosure. Figure 1 .

[0026] Figure 4 This is a schematic diagram illustrating the pre-calibration process of the mapping relationship according to an exemplary embodiment of the present disclosure.

[0027] Figure 5 This is a flowchart illustrating a vehicle charging control method according to an exemplary embodiment of the present disclosure. Figure 2 .

[0028] Figure 6 This is a flowchart illustrating a vehicle charging control method according to an exemplary embodiment of the present disclosure. Figure 3 .

[0029] Figure 7 This is a schematic diagram of the structure of a vehicle control device according to an exemplary embodiment of the present disclosure.

[0030] Figure 8 This is a block diagram illustrating a vehicle according to an exemplary embodiment of the present disclosure. Detailed Implementation

[0031] Exemplary embodiments of this disclosure will be described in detail herein, examples of which are illustrated in the accompanying drawings. When the following description refers to the drawings, the same numbers in different drawings denote the same or similar elements unless otherwise indicated. Various changes, modifications, and equivalents of the methods, apparatus, and / or systems described herein will become apparent upon understanding this disclosure. For example, the order of operations described herein is merely illustrative and is not limited to those orders set forth herein, but can be changed as will become apparent upon understanding this disclosure, except for operations that must be performed in a particular order. Furthermore, for clarity and brevity, descriptions of features known in the art may be omitted.

[0032] The embodiments described below, which are examples of some of the embodiments of this disclosure, do not represent all embodiments consistent with this disclosure. Rather, they are merely examples of apparatuses and methods consistent with some aspects of this disclosure as detailed in the appended claims.

[0033] The specific implementation methods of the embodiments of this disclosure will now be described in detail with reference to the accompanying drawings.

[0034] This disclosure provides a vehicle charging control method applicable to vehicles, specifically electric vehicles. The vehicle includes a boost charging circuit, which comprises an electric drive system and motor windings electrically connected to each other.

[0035] like Figure 1 As shown, the equivalent winding of the motor (a three-phase winding connected in a Y-shape) serves as an inductive load. The electric drive system includes a three-phase inverter composed of six transistors: U1, U2, V1, V2, W1, and W2. Two transistors form one phase arm, and the three phase arms are connected in parallel with a DC bus capacitor C1. The main positive relay K1 and the main negative relay K2 are responsible for connecting or disconnecting the battery. Switch S1 and current-limiting resistor R1 are connected in series to limit the charging current and prevent current surges during the initial charging phase. A boost circuit is formed using the neutral point Y of the motor windings and the negative terminal of the electric drive system. When U2, V2, and W2 are turned on, the DC charging pile stores energy in the inductance of the motor windings. When U1, V1, and W1 are turned on, the DC charging pile and the stored energy inductance in the motor windings are connected in series to discharge the battery, achieving boost charging. In practical implementation, the same boost charging function can also be achieved using a boost circuit formed by the neutral point Y of the motor and the positive terminal of the electric drive system.

[0036] The motor windings act as boost inductors, and the six switching transistors no longer generate three-phase AC, but are controlled as a unidirectional or bidirectional boost topology. One set of bridge arms (such as U1 and U2) can be used as a switch, while the rest remain closed or fixed, thereby achieving boost charging.

[0037] It should be noted that DC charging piles have limitations on the ripple current flowing through them; that is, the current flowing through the neutral point Y of the motor has ripple requirements. Therefore, the three-phase bridge arms of the electric drive system can be controlled by a balanced 120° offset, thereby reducing the ripple current at the neutral point Y of the motor, and thus reducing the ripple current flowing through the DC charging pile. Figure 2 As shown, it can be seen that when the three-phase currents of the three-phase bridge arms are out of phase by 120°, the ripple current at the neutral point Y of the motor is relatively small.

[0038] However, under the aforementioned control strategy, the resulting magnetomotive force of the motor is not zero, which generates eddy current losses and causes the motor rotor to heat up. Furthermore, the larger the phase misalignment angle, the smaller the current ripple flowing through the neutral point Y, but the larger the resulting magnetomotive force, and the more severe the motor rotor heating. Severe rotor heating may require more complex motor designs, such as rotor oil slinging, or more expensive boost charging solutions, such as using in-phase control with upgraded magnet grades, leading to increased vehicle manufacturing costs.

[0039] To solve the above problems, such as Figure 3 The diagram shown is a flowchart illustrating a vehicle charging control method according to an exemplary embodiment of this disclosure. Figure 1 ,like Figure 3 As shown, the steps include the following.

[0040] In step S310, in response to the vehicle performing boost charging, the electric angle of the vehicle's motor is obtained.

[0041] It should be noted that the electrical angle of a motor refers to the phase angle of the rotor magnetic field relative to the stator winding in the electromagnetic cycle sense, reflecting the electromagnetic relative position between the rotor magnetic poles and the stator windings. The electrical angle can be calculated by directly reading the rotor position through a rotary transformer / encoder; or by determining the position of the rotor magnetic poles using a preset measuring tool.

[0042] In step S320, the following control operation is repeated until the charging voltage difference is within a preset range: In step S322, the charging voltage difference is determined.

[0043] It should be noted that the charging voltage difference is determined by the difference between the real-time output voltage of the external charging equipment and the real-time battery voltage of the vehicle. In other words, it is the difference between the vehicle's real-time battery voltage and the real-time output voltage of the external charging equipment, representing the voltage difference during boost charging. As the vehicle battery charges, the charging voltage difference gradually increases.

[0044] In some embodiments of this disclosure, the real-time output voltage of an external charging device can be determined through communication between the vehicle and the external charging device, such as messages sent to the vehicle by a charging pile. The vehicle's real-time battery voltage can be determined by sampling using the vehicle's voltage management system (BMS), thereby calculating and determining the real-time value of the charging voltage difference.

[0045] In step S324, the phase misalignment angle of the three-phase bridge arm of the electric drive system is determined based on the charging voltage difference, the motor electrical angle, and the pre-calibrated mapping relationship.

[0046] It should be noted that the mapping relationship represents the correspondence between the combination of charging voltage difference and motor electrical angle and the phase reversal angle of the three-phase bridge arm. In other words, based on the mapping relationship, different phase reversal angles of the three-phase bridge arm can be determined under different combinations of charging voltage difference and motor electrical angle.

[0047] In some embodiments of this disclosure, the electric angle of the motor remains unchanged during the same charging process, but the charging voltage difference changes as the charging process progresses, thus dynamically adjusting the phase shift angle of the three-phase bridge arm of the electric drive system.

[0048] In step S326, the boost charging circuit is controlled to operate based on the phase misalignment angle of the three-phase bridge arm to charge the vehicle.

[0049] In some embodiments of this disclosure, phase misalignment control is performed based on the real-time determined phase misalignment angle of the three-phase bridge arms, and the boost charging circuit is controlled to operate to boost charge the vehicle battery. As charging progresses, the charging voltage difference changes, and steps S322 to S326 are repeated until it is determined that the charging voltage difference is within a preset range.

[0050] It should be noted that the preset range represents the target charging capacity of the vehicle. The ideal voltage after charging can be determined based on the vehicle's charging settings or requirements, thus determining the preset range. For example, if the battery's rated voltage is 1000V, and a full charge is set, the estimated battery voltage at full charge is 980V. If the maximum output voltage of the charging pile is 400V, then the preset range is determined to be 610±5V. It should be understood that the above is merely an example and is not intended to limit the scope of protection of the embodiments disclosed herein.

[0051] As the above analysis shows, this disclosure targets a vehicle including a boost charging circuit, which comprises an electrically connected electric drive system and motor windings. By performing boost charging on the vehicle, the motor electrical angle is obtained. The following control operations are repeatedly executed until the charging voltage difference is within a preset range: determining the charging voltage difference; determining the three-phase bridge arm phase reversal angle of the electric drive system based on the charging voltage difference, the motor electrical angle, and a pre-calibrated mapping relationship; wherein the mapping relationship characterizes the correspondence between the combination of the charging voltage difference and the motor electrical angle and the three-phase bridge arm phase reversal angle; and controlling the boost charging circuit to charge the vehicle based on the three-phase bridge arm phase reversal angle. In other words, during phase reversal control, the three-phase bridge arm phase reversal angle of the electric drive system is dynamically adjusted based on the charging voltage difference and the motor electrical angle to minimize motor rotor heating, thereby avoiding the design complexity of the boost charging system and reducing the cost of boost charging.

[0052] In some embodiments of this disclosure, the mapping relationship can be pre-calibrated, and the specific calibration process is as follows: Figure 4 As shown, the steps include the following.

[0053] In step S410, multiple motor electrical angle sample values ​​are determined.

[0054] In this embodiment of the disclosure, discrete electrical angle sample points can be selected within the full range of the motor's electrical angles, in steps such as 10°, 15°, or 20°, to ensure that the obtained mapping relationship can cover all possible working positions of the motor throughout the entire electrical cycle, thus ensuring that the mapping relationship has full-angle applicability.

[0055] In step S420, under the operating condition of each motor electrical angle sample value, the correlation between the combination of charging voltage difference and three-phase bridge arm phase misalignment angle and motor eddy current loss is determined.

[0056] It should be noted that the formula for calculating the eddy current loss of the motor rotor is as follows:

[0057] in, Characterizing the eddy current loss of the motor rotor; Characterizes the eddy current coefficient.

[0058] The maximum value representing the magnetic flux density; Characterizing the thickness of the motor rotor laminations; The frequency of change in the magnetic field; Characterizes the volume of magnetic materials.

[0059] It should be noted that after the motor design was completed and put into use in the vehicle, , , All of these are fixed coefficients and cannot be adjusted. ,in, The magnetic reluctance is a fixed value. The magnetomotive force (MMF) is a characterization of the magnetic flux density. Therefore, the resulting MMF at a corresponding frequency directly affects the magnitude of the eddy current losses in the motor rotor.

[0060] This analysis shows that the eddy current loss of the motor rotor is related to... Proportional. This can be demonstrated through simulation analysis in the embodiments of this disclosure. By combining the charging voltage difference and the phase reversal angle of the three-phase bridge arm, the correlation between the combination of the charging voltage difference and the phase reversal angle of the three-phase bridge arm and the motor eddy current loss is determined.

[0061] In step S430, the mapping relationship is calibrated based on the upper limit of motor eddy current loss and the correlation relationship corresponding to each motor electrical angle sample value.

[0062] It should be noted that, based on the upper limit of motor eddy current loss corresponding to each motor electrical angle sample value, the optimal phase reversal angle that meets the boost voltage requirement and does not exceed the thermal safety limit can be selected from the correlation, thus forming a mapping table, which is the mapping relationship.

[0063] In some embodiments of this disclosure, with the motor electrical angle set to 0 degrees and the switching frequency of the boost charging circuit set to 28 kHz, simulations were performed to obtain... The relationship between the charging voltage difference and the phase reversal angle of the three-phase bridge arm is shown in Table 1.

[0064] Table 1

[0065] It can be seen that the greater the charging voltage difference, the greater the eddy current loss; the larger the phase reversal angle of the three-phase bridge arms, the greater the overall trend of eddy current loss. The upper limit of eddy current loss is converted into... The upper limit of the values ​​is used to determine the maximum permissible three-phase bridge arm phase misalignment angles when the motor electrical angle is 0° and the charging voltage difference is 200V, 300V, 400V, and 500V, which are 120°, 120°, 70°, and 60°, respectively. It is understood that the above are merely examples, and the specific values ​​are not intended to limit the scope of protection of this disclosure.

[0066] In some embodiments of this disclosure, the following control operation is repeatedly performed until the charging voltage difference is within a preset range, including: performing a control operation within a first control cycle based on a preset control period; determining whether the charging voltage difference is within the preset range after the end of the first control cycle; if not, performing a control operation within a second control cycle.

[0067] It should be noted that the control process includes multiple control cycles, each with a duration that may be the same or different, and includes at least a first control cycle and a second control cycle. In specific implementation, the control cycle can be preset to remain constant, and can be 3 seconds, 4 seconds, or 5 seconds; the specific value is not limited. Steps S322 to S326 are executed within the first control cycle. After step S326 is executed, it is determined whether the charging voltage difference is within a preset range. If not, the process proceeds to the second control cycle, repeating steps S322 to S326 continuously.

[0068] This embodiment of the disclosure avoids voltage overshoot, current oscillation, or system instability caused by a one-time large adjustment of the phase angle through the aforementioned step-by-step approximation strategy. This allows the charging voltage difference to smoothly and controllably approach the preset target range, significantly improving the stability and robustness of the dynamic response. By trading time for stability and using iteration to ensure safety, the control method guarantees system safety and stability.

[0069] In some embodiments of this disclosure, the mapping relationship includes a two-dimensional mapping table, which is a table that determines the correspondence between different combinations of charging voltage difference and motor electrical angle and the phase reversal angle of the three-phase bridge arm through multiple experiments or simulations, such as shown in Table 2.

[0070] Table 2

[0071] In some exemplary embodiments of this disclosure, the implementation process of step S324 may include: determining the upper limit of the corresponding voltage difference range based on the charging voltage difference; and searching in a two-dimensional mapping table to determine the three-phase bridge arm phase reversal angle corresponding to the combination of the upper limit of the voltage difference range and the motor electrical angle. That is, the value of the three-phase bridge arm phase reversal angle is determined in a stepwise manner. For example, the charging voltage difference is divided into multiple levels based on the two-dimensional table, such as 200V-300V, 300V-400V, etc. Once the charging voltage difference exceeds the current level, the value of the three-phase bridge arm phase reversal angle is adjusted to the value corresponding to the next level. For example, ΔV represents the charging voltage difference; when the motor electrical angle is 0°, 300V < ΔV ≤ 400V, the three-phase bridge arm phase reversal angle is selected as 70°; 400V < ΔV ≤ 500V, the three-phase bridge arm phase reversal angle is selected as 60°.

[0072] In some exemplary embodiments of this disclosure, the implementation process of step S324 may include: determining the upper limit and lower limit of the corresponding voltage difference range based on the charging voltage difference; searching in a two-dimensional mapping table to determine the first three-phase bridge arm phase reversal angle corresponding to the first combination based on the upper limit of the voltage difference range and the motor electrical angle; searching in a two-dimensional mapping table to determine the second three-phase bridge arm phase reversal angle corresponding to the second combination based on the lower limit of the voltage difference range and the motor electrical angle; interpolating the first three-phase bridge arm phase reversal angle and the second three-phase bridge arm phase reversal angle to determine the three-phase bridge arm phase reversal angle of the electric drive system. That is, linear interpolation is used to determine the three-phase bridge arm phase reversal angle. For example, the charging voltage difference is divided into multiple levels based on a two-dimensional table, such as 200V-300V, 300V-400V, etc. The upper and lower limits of the corresponding voltage difference range are determined by determining the level of the charging voltage difference, thereby determining the first three-phase bridge arm phase reversal angle and the second three-phase bridge arm phase reversal angle. For example, ΔV represents the charging voltage difference. When the motor electrical angle is 0°, and 300V < ΔV < 400V, the determined phase shift angle of the three-phase bridge arm is linearly interpolated between 70° and 60°.

[0073] It should be noted that the charging voltage difference and the motor electrical angle are strongly correlated with the magnitude of the motor rotor eddy current loss. In addition, the switching frequency of the boost charging circuit will also affect the motor rotor eddy current loss.

[0074] In some exemplary embodiments of this disclosure, the provided vehicle charging control method, such as Figure 5 As shown, Figure 5 A vehicle control process is illustrated for some embodiments of this disclosure. Figure 2 . Figure 5 In the method shown, steps S510, S530, S532, and S534 are... Figure 3 In the image processing method shown, steps S310, S320, S322, and S324 correspond and will not be repeated here. Figure 3 Based on the vehicle charging control method shown, Figure 5 It may also include the following steps.

[0075] In step S520, the switching frequency of the boost charging circuit is determined.

[0076] In step S536, the phase misalignment angle of the three-phase bridge arm of the electric drive system is corrected based on the switching frequency to obtain the corrected phase misalignment angle of the three-phase bridge arm.

[0077] It should be noted that the influence of the switching frequency on the mapping relationship can be determined by pre-calibrating. For example, the trend of the change of the three-phase bridge arm phase reversal angle corresponding to the same combination of motor electrical angle and charging voltage difference can be tested multiple times at different switching frequencies. The influence of the switching frequency on the three-phase bridge arm phase reversal angle can be determined by data fitting, such as the influence factor or the corresponding function expression.

[0078] In step S538, the boost charging circuit is controlled to operate based on the corrected phase misalignment angle of the three-phase bridge arm.

[0079] This embodiment of the invention corrects the phase misalignment angle of the three-phase bridge arm by determining the switching frequency of the boost charging circuit in real time. This makes the corrected phase misalignment angle more closely match the actual needs of the current working condition, minimizes the eddy current loss of the motor rotor, and ensures the safety and stability of the system operation.

[0080] In some embodiments of this disclosure, a vehicle charging control method is provided, such as Figure 6 As shown, Figure 6 A vehicle control process is illustrated for some embodiments of this disclosure. Figure 3 . Figure 6 In the method shown, steps S610, S630, S632, and S634 are... Figure 3 In the image processing method shown, steps S310, S320, S322, and S324 correspond and will not be repeated here. Figure 3 Based on the vehicle charging control method shown, Figure 6 It may also include the following steps.

[0081] In step S620, the charging current ripple limit of the boost charging circuit is determined.

[0082] In some embodiments of this disclosure, during the boost charging process, since the Boost DC-DC converter, which is composed of the motor windings and inverter of the electric drive system, is essentially a switching power supply, its output current is not ideal DC, but is superimposed with high-frequency fluctuation components, referred to as charging current ripple. This ripple can be determined based on multiple dimensions, including the ripple requirements of external charging equipment, vehicle electrical safety, battery health, electromagnetic compatibility, thermal management, and system efficiency.

[0083] In step S636, the lower limit of the phase misalignment angle of the three-phase bridge arm is determined based on the charging voltage difference, the motor electrical angle, and the charging current ripple limit.

[0084] It should be noted that different combinations of charging voltage difference and motor electrical angle represent different operating conditions. Under different operating conditions, the lower limit of the three-phase bridge arm phase reversal angle corresponding to the charging current ripple limit is different.

[0085] In some embodiments of this disclosure, the larger the phase reversal angle, the closer it is to the ideal 120° interleaving, the more significant the cancellation effect of multiphase current ripple, and the smaller the total output ripple. However, under certain electrical angles, an excessively large phase reversal angle may cause a phase to conduct in a high back EMF region, which may increase losses or voltage stress. Therefore, there exists a minimum feasible phase reversal angle, i.e., a lower limit value. Below this value, the ripple limit cannot be met. By pre-testing different combinations of charging voltage difference and motor electrical angle, the actual ripple value under different phase reversal angles can be tested to determine whether the ripple limit is met, thereby determining the lower limit value and generating offline calibration data such as a three-dimensional mapping table.

[0086] In step S638, in response to the three-phase bridge arm phase misalignment angle of the electric drive system being higher than or equal to the lower limit value, the boost charging circuit is controlled to operate based on the three-phase bridge arm phase misalignment angle.

[0087] In step S6310, in response to the three-phase bridge arm phase misalignment angle of the electric drive system being lower than the lower limit, the boost charging circuit is controlled to operate based on the lower limit.

[0088] It should be noted that the phase reversal angle of the three-phase bridge arm of the electric drive system, determined based on the charging voltage difference, motor electrical angle, and a pre-calibrated mapping relationship, is the maximum value of the phase reversal angle under the allowable heating condition of the motor. Below this value, the heating will be reduced, but it may lead to an increase in current ripple. The lower limit of the phase reversal angle of the three-phase bridge arm, determined through the above steps, is a limitation imposed by current ripple on the phase reversal angle control. During boost charging, the current ripple limitation has a higher priority. Therefore, when the phase reversal angle of the three-phase bridge arm of the electric drive system is lower than the lower limit, phase reversal control is performed based on the lower limit to ensure that the current ripple is within the required range, allowing the motor to operate under overheating conditions for a period of time. This embodiment of the present disclosure, by introducing a lower limit for the phase reversal angle, establishes a safety baseline based on the characteristics of current ripple for boost charging control, enabling highly reliable, highly compatible, and long-life intelligent charging.

[0089] As can be seen from the above analysis, the present invention, based on the vehicle's original boost charging circuit, continuously adjusts the phase angle of the three-phase bridge arm to keep the motor rotor heating and the ripple current flowing through the charging pile within the required range, thereby ensuring the safety and reliability of boost charging and reducing the manufacturing cost required for boost charging.

[0090] It should be noted that the acquisition, storage, use, and processing of information or data in this disclosed technical solution comply with the relevant provisions of national laws and regulations.

[0091] Figure 7 This is a block diagram of a vehicle control device according to some embodiments of the present disclosure. The vehicle includes a boost charging circuit, which includes an electrically connected electric drive system and motor windings.

[0092] Reference Figure 7 The device 700 includes an electrical angle acquisition unit 701 and a control unit 702.

[0093] Among them, the electric angle acquisition unit 701 is used to acquire the electric angle of the vehicle's motor in response to the vehicle performing boost charging; Control unit 702 is used to repeatedly perform the following control operation until the charging voltage difference is within a preset range: Determine the charging voltage difference; Based on the charging voltage difference, motor electrical angle, and a pre-calibrated mapping relationship, the phase reversal angle of the three-phase bridge arm of the electric drive system is determined; wherein, the mapping relationship characterizes the correspondence between the combination of charging voltage difference and motor electrical angle and the phase reversal angle of the three-phase bridge arm. Based on the phase shift angle of the three-phase bridge arm, the operation of the boost charging circuit is controlled to charge the vehicle.

[0094] In some exemplary embodiments of this disclosure, the provided vehicle control device further includes: a switching frequency acquisition unit, used for: Determine the switching frequency of the boost charging circuit; The control unit is configured as follows: After determining the phase reversal angle of the three-phase bridge arm of the electric drive system, the process also includes: correcting the phase reversal angle of the three-phase bridge arm of the electric drive system based on the switching frequency to obtain the corrected phase reversal angle of the three-phase bridge arm. The operation of the boost charging circuit is controlled based on the corrected phase misalignment angle of the three-phase bridge arms.

[0095] In some exemplary embodiments of this disclosure, the pre-calibration process of the mapping relationship includes: Determine multiple sample values ​​of the electrical angle of the motor; Under the operating conditions of each motor electrical angle sample value, determine the correlation between the combination of charging voltage difference and three-phase bridge arm phase reversal angle and motor eddy current loss; Based on the upper limit of motor eddy current loss and the correlation between each motor electrical angle sample value, the mapping relationship is calibrated.

[0096] In some exemplary embodiments of this disclosure, the control unit 702 is configured to: Based on a preset control cycle, control operations are performed within the first control cycle. Determine whether the charging voltage difference after the first control cycle ends is within the preset range; If not, then the control operation will be performed in the second control cycle.

[0097] In some exemplary embodiments of this disclosure, the mapping relationship includes a two-dimensional mapping table; Control unit 702 is configured as follows: Based on the charging voltage difference, motor electrical angle, and pre-calibrated mapping relationship, the phase reversal angle of the three-phase bridge arm of the electric drive system is determined, including: Based on the charging voltage difference, determine the upper limit of the corresponding voltage difference range; Based on the combination of the upper limit of the pressure difference range and the motor electrical angle, the corresponding three-phase bridge arm phase reversal angle is determined by searching in the two-dimensional mapping table.

[0098] In some exemplary embodiments of this disclosure, the mapping relationship includes a two-dimensional mapping table; Control unit 702 is configured as follows: Based on the charging voltage difference, determine the corresponding upper limit and lower limit of the voltage difference range; Based on the upper limit of the pressure difference range and the first combination of the motor electrical angle, the first three-phase bridge arm phase reversal angle corresponding to the first combination is determined by searching in the two-dimensional mapping table; Based on the lower limit of the differential pressure range and the second combination of motor electrical angle, the second three-phase bridge arm phase reversal angle corresponding to the second combination is determined by searching in the two-dimensional mapping table; Interpolate the phase reversal angles of the first and second three-phase bridge arms to determine the phase reversal angles of the three-phase bridge arms of the electric drive system.

[0099] In some exemplary embodiments of this disclosure, the provided vehicle control device further includes: a ripple limiting unit, used for: Determine the charging current ripple limit for the boost charging circuit; The control unit is configured as follows: Based on the charging voltage difference, motor electrical angle and charging current ripple limit, the lower limit value of the phase reversal angle of the three-phase bridge arm is determined; In response to the three-phase bridge arm phase misalignment angle of the electric drive system being higher than or equal to the lower limit, the boost charging circuit is controlled to operate based on the three-phase bridge arm phase misalignment angle.

[0100] Regarding the vehicle control device in the above embodiments, the specific functional implementation involved has been described in detail in the embodiments of the vehicle charging control method, and will not be elaborated here.

[0101] This disclosure also provides a vehicle, including any of the vehicle charging control methods described above, a processor, and a memory for storing processor-executable instructions, wherein the processor is configured to implement the steps of the vehicle charging control method described in the above embodiments.

[0102] Figure 8This is a block diagram illustrating a vehicle 800 according to an exemplary embodiment. For example, vehicle 800 may be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicle. Vehicle 800 may be an intelligent driving vehicle, a semi-intelligent driving vehicle, or a non-intelligent driving vehicle.

[0103] Reference Figure 8 The vehicle 800 may include various subsystems, such as an infotainment system 810, a perception system 820, a decision control system 830, a drive system 840, a computing platform 850, and a battery system 860. The vehicle 800 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and each component of the vehicle 800 can be interconnected via wired or wireless means.

[0104] In some embodiments, the infotainment system 810 may include a communication system, an entertainment system, and a navigation system, etc.

[0105] The perception system 820 may include several sensors for sensing information about the environment surrounding the vehicle 800. For example, the perception system 820 may include a global positioning system (which may be GPS, BeiDou, or other positioning systems), an inertial measurement unit (IMU), lidar, millimeter-wave radar, ultrasonic radar, and a camera device.

[0106] The decision control system 830 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0107] The drive system 840 may include components that provide powered motion to the vehicle 800. In one embodiment, the drive system 840 may include an engine, an energy source, a transmission system, and wheels. The engine may be one or a combination of internal combustion engines, electric motors, and compressed air engines. The engine is capable of converting energy provided by the energy source into mechanical energy.

[0108] Some or all of the functions of the vehicle 800 are controlled by a computing platform 850. The computing platform 850 may include at least one processor 851 and a memory 852, the processor 851 being able to execute instructions 853 stored in the memory 852.

[0109] The processor 851 can be any conventional processor, such as a commercially available CPU. The processor may also include a graphics processing unit (GPU), a field-programmable gate array (FPGA), a system on a chip (SOC), an application-specific integrated circuit (ASIC), or a combination thereof.

[0110] The memory 852 can be implemented by any type of volatile or non-volatile storage device or a combination thereof, such as static random access memory (SRAM), electrically erasable programmable read-only memory (EEPROM), erasable programmable read-only memory (EPROM), programmable read-only memory (PROM), read-only memory (ROM), magnetic storage, flash memory, magnetic disk or optical disk.

[0111] In addition to instruction set 853, memory 852 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 852 can be used by computing platform 850.

[0112] In this embodiment of the disclosure, processor 851 may execute instruction 853 to complete all or part of the steps of the above-described vehicle charging control method.

[0113] In this embodiment of the disclosure, the battery system 860 may include a battery management system (BMS) or the like to provide electrical energy to the vehicle 800.

[0114] In some embodiments of this disclosure, a non-transitory computer-readable storage medium, when the instructions in the storage medium are executed by a vehicle's processor, enables the vehicle to perform the vehicle charging control method described above.

[0115] This disclosure also provides a computer program product, including a computer program that, when executed by a processor, can implement the above-described vehicle charging control method.

[0116] Other embodiments of this disclosure will readily occur to those skilled in the art upon consideration of the specification and practice of the invention disclosed herein. This application is intended to cover any variations, uses, or adaptations of this disclosure that follow the general principles of this disclosure and include common knowledge or customary techniques in the art not disclosed herein. The specification and examples are to be considered exemplary only, and the true scope and spirit of this disclosure are indicated by the following claims.

[0117] It should be understood that this disclosure is not limited to the precise structures described above and shown in the accompanying drawings, and various modifications and changes can be made without departing from its scope. The scope of this disclosure is limited only by the appended claims.

Claims

1. A vehicle charging control method, characterized in that, The vehicle includes a boost charging circuit, which includes an electrically connected electric drive system and motor windings. The vehicle charging control method includes: In response to the vehicle performing boost charging, the electric angle of the vehicle's motor is obtained; Repeat the following control operation until the charging voltage difference is within the preset range: Determine the charging voltage difference; Based on the charging voltage difference, the motor electrical angle, and the pre-calibrated mapping relationship, the phase reversal angle of the three-phase bridge arm of the electric drive system is determined; wherein, the mapping relationship characterizes the correspondence between the combination of the charging voltage difference and the motor electrical angle and the phase reversal angle of the three-phase bridge arm; Based on the phase shift angle of the three-phase bridge arm, the boost charging circuit is controlled to charge the vehicle.

2. The vehicle charging control method according to claim 1, characterized in that, The pre-calibration process of the mapping relationship includes: Determine multiple sample values ​​of the electric angle of the motor; Under the operating conditions of each motor electrical angle sample value, determine the correlation between the combination of charging voltage difference and three-phase bridge arm phase reversal angle and motor eddy current loss; The mapping relationship is obtained by calibrating the upper limit of motor eddy current loss corresponding to each motor electrical angle sample value and the aforementioned correlation.

3. The vehicle charging control method according to claim 1, characterized in that, Repeat the following control operations until the charging voltage difference is within the preset range, including: Based on a preset control cycle, the control operation is executed within the first control cycle; Determine whether the charging voltage difference after the first control cycle ends is within the preset range; If not, the control operation is performed during the second control cycle.

4. The vehicle charging control method according to claim 1, characterized in that, The mapping relationship includes a two-dimensional mapping table; The determination of the three-phase bridge arm phase reversal angle of the electric drive system, based on the charging voltage difference, the motor electrical angle, and a pre-calibrated mapping relationship, includes: Based on the charging voltage difference, determine the upper limit of the corresponding voltage difference range; Based on the combination of the upper limit of the pressure difference range and the electrical angle of the motor, the three-phase bridge arm phase misalignment angle corresponding to the combination is determined by searching the two-dimensional mapping table.

5. The vehicle charging control method according to claim 1, characterized in that, The mapping relationship includes a two-dimensional mapping table; The determination of the three-phase bridge arm phase misalignment angle of the electric drive system, based on the charging voltage difference, the motor electrical angle, and a pre-calibrated mapping relationship, includes: Based on the charging voltage difference, determine the corresponding upper limit and lower limit of the voltage difference range; Based on the upper limit of the pressure difference range and the first combination of the motor electrical angle, the first three-phase bridge arm phase reversal angle corresponding to the first combination is determined by searching the two-dimensional mapping table. Based on the lower limit of the pressure difference range and the second combination of the motor electrical angle, the second three-phase bridge arm phase reversal angle corresponding to the second combination is determined by searching the two-dimensional mapping table. Interpolate the phase reversal angles of the first and second three-phase bridge arms to determine the phase reversal angles of the three-phase bridge arms of the electric drive system.

6. The vehicle charging control method according to claim 1, characterized in that, Before repeatedly performing the control operation, the method further includes: determining the switching frequency of the boost charging circuit; After determining the phase reversal angle of the three-phase bridge arm of the electric drive system, the method further includes: correcting the phase reversal angle of the three-phase bridge arm of the electric drive system based on the switching frequency to obtain the corrected phase reversal angle of the three-phase bridge arm. The operation of the boost charging circuit is controlled based on the phase misalignment angle of the three-phase bridge arms, including: The boost charging circuit is controlled based on the corrected phase misalignment angle of the three-phase bridge arms.

7. The vehicle charging control method according to claim 1, characterized in that, Before repeatedly performing control operations, the following is also included: Determine the charging current ripple limit for the boost charging circuit; After determining the phase reversal angle of the three-phase bridge arms of the electric drive system, the process further includes: Based on the charging voltage difference, the motor electrical angle, and the charging current ripple limit, the lower limit value of the three-phase bridge arm phase reversal angle is determined. The operation of the boost charging circuit is controlled based on the phase misalignment angle of the three-phase bridge arms, including: In response to the three-phase bridge arm phase reversal angle of the electric drive system being higher than or equal to the lower limit value, the boost charging circuit is controlled to operate based on the three-phase bridge arm phase reversal angle.

8. The vehicle charging control method according to claim 1, characterized in that, The charging voltage difference is determined based on the difference between the real-time output voltage of the external charging device and the real-time battery voltage of the vehicle.

9. A vehicle control device, characterized in that, The vehicle includes a boost charging circuit, which includes an electrically connected electric drive system and motor windings. The vehicle control device includes: An electrical angle acquisition unit is used to acquire the electric angle of the vehicle's motor in response to the vehicle performing boost charging. The control unit is used to repeatedly perform the following control operations until the charging voltage difference is within a preset range: Determine the charging voltage difference; Based on the charging voltage difference, the motor electrical angle, and the pre-calibrated mapping relationship, the phase reversal angle of the three-phase bridge arm of the electric drive system is determined; wherein, the mapping relationship characterizes the correspondence between the combination of the charging voltage difference and the motor electrical angle and the phase reversal angle of the three-phase bridge arm; Based on the phase shift angle of the three-phase bridge arm, the boost charging circuit is controlled to charge the vehicle.

10. The vehicle control device according to claim 9, characterized in that, It also includes: a switching frequency acquisition unit, used for: Determine the switching frequency of the boost charging circuit; The control unit is configured as follows: After determining the phase reversal angle of the three-phase bridge arm of the electric drive system, the method further includes: correcting the phase reversal angle of the three-phase bridge arm of the electric drive system based on the switching frequency to obtain the corrected phase reversal angle of the three-phase bridge arm. The boost charging circuit is controlled based on the corrected phase misalignment angle of the three-phase bridge arms.

11. The vehicle control device according to claim 9, characterized in that, Also includes: Ripple limiting unit, used for: Determine the charging current ripple limit for the boost charging circuit; The control unit is configured as follows: Based on the charging voltage difference, the motor electrical angle, and the charging current ripple limit, the lower limit value of the three-phase bridge arm phase reversal angle is determined. In response to the three-phase bridge arm phase reversal angle of the electric drive system being higher than or equal to the lower limit value, the boost charging circuit is controlled to operate based on the three-phase bridge arm phase reversal angle.

12. A vehicle, characterized in that, include: processor; Memory used to store processor-executable instructions; The processor is configured to implement the steps of the vehicle charging control method according to any one of claims 1 to 8.

13. A non-transitory computer-readable storage medium, characterized in that, When the instructions in the storage medium are executed by the vehicle's processor, the vehicle is able to perform a vehicle charging control method according to any one of claims 1 to 8.

14. A computer program product, characterized in that, It includes a computer program that, when executed by a processor, implements the vehicle charging control method as described in any one of claims 1 to 8.

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