Control method and device of vehicle high-voltage system, electronic equipment, vehicle and medium

Abstract

This disclosure discloses a control method, device, electronic equipment, vehicle, and medium for a vehicle high-voltage system. The vehicle high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. The method includes: acquiring the vehicle's operating mode; and controlling the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the operating mode. This disclosure connects the power battery to the AC bus via the bidirectional AC-DC converter and controls the operating mode of the bidirectional AC-DC converter according to the vehicle's operating mode. This eliminates the need for each high-voltage component to have a built-in independent converter, effectively avoiding redundant hardware design, simplifying the power distribution architecture, reducing system cost and size, and improving the integration and development efficiency of the vehicle's high-voltage system.

Description

Technical Field

[0001] This disclosure relates to the field of vehicle technology, and more particularly to a control method, apparatus, electronic equipment, vehicle, and medium for a vehicle high-voltage system. Background Technology

[0002] In existing vehicle high-voltage systems, each high-voltage component, such as electric compressor, PTC (Positive Temperature Coefficient) heater, and on-board charger, usually has its own built-in independent converter, such as rectifier or inverter, to adapt to its specific power supply requirements. This results in a large number of similar circuits being repeatedly configured, increasing the cost, size, and development complexity of the vehicle's high-voltage system. Summary of the Invention

[0003] The first aspect of this disclosure provides a control method for a vehicle high-voltage system. The vehicle high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. The method includes: Obtain the operating mode of the vehicle; According to the operating mode, the bidirectional AC-DC converter is controlled to operate in inverter mode or rectifier mode.

[0004] A second aspect of this disclosure provides a control device for a vehicle high-voltage system, the vehicle high-voltage system including a power battery, a bidirectional AC-DC converter, and an AC bus, wherein the power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter, the method comprising: The acquisition module is used to acquire the operating mode of the vehicle. The control module is used to control the bidirectional AC-DC converter to operate in inverter mode or rectifier mode according to the operating mode.

[0005] A third aspect of this disclosure provides an electronic device, including: a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the above-described control method for a vehicle high-voltage system.

[0006] A fourth aspect of this disclosure provides a vehicle whose high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. The vehicle further includes a processor and a memory for storing processor-executable instructions. The processor is configured to implement the above-described control method for the vehicle's high-voltage system.

[0007] The fifth aspect of this disclosure provides a non-transitory computer-readable storage medium storing computer program instructions that, when executed by a processor, implement the aforementioned control method for a vehicle high-voltage system.

[0008] This disclosure discloses a control method, apparatus, electronic device, vehicle, and medium for a vehicle high-voltage system. The vehicle high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. This disclosure obtains the vehicle's operating mode and controls the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the operating mode. By connecting the power battery to the AC bus via the bidirectional AC-DC converter, this disclosure provides a unified AC power supply interface for high-voltage components. By controlling the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the vehicle's operating mode, each high-voltage component does not need to have a built-in independent rectifier or inverter converter, effectively avoiding redundant design, simplifying the power distribution architecture, reducing system cost and size, and improving the integration and development efficiency of the vehicle's high-voltage system.

[0009] Additional aspects and advantages of this disclosure will be set forth in part in the description which follows, and in part will be obvious from the description, or may be learned by practice of this disclosure. Attached Figure Description

[0010] The above and / or additional aspects and advantages of this disclosure will become apparent and readily understood from the following description of the embodiments taken in conjunction with the accompanying drawings, in which: Figure 1 This is a schematic diagram of a vehicle high-voltage system provided in one embodiment of the present disclosure; Figure 2 This is a schematic diagram of a vehicle high-voltage system provided in another embodiment of the present disclosure; Figure 3 This is a schematic flowchart illustrating a control method for a vehicle high-voltage system provided in one embodiment of the present disclosure. Figure 4A flowchart illustrating the process of controlling the bidirectional AC-DC converter to operate in inverter mode when the first preset mode is drive mode or vehicle-to-load mode, as provided in an embodiment of this disclosure. Figure 5 A flowchart illustrating the process of controlling the bidirectional AC-DC converter to operate in inverter mode when the first preset mode is the vehicle-to-grid interaction mode, as provided in an embodiment of this disclosure; Figure 6 A schematic diagram illustrating the process of controlling the bidirectional AC-DC converter to operate in rectification mode when the second preset mode is charging mode, as provided in an embodiment of this disclosure; Figure 7 This is a schematic flowchart illustrating a control method for a vehicle high-voltage system according to another embodiment of the present disclosure. Figure 8 A block diagram of a control device for a vehicle high-voltage system provided in one embodiment of the present disclosure; Figure 9 This is a schematic diagram of the structure of an electronic device provided in one embodiment of the present disclosure; Figure 10 This is a schematic diagram of the structure of a vehicle provided in one embodiment of the present disclosure. Detailed Implementation

[0011] Embodiments of this disclosure are described in detail below, examples of which are illustrated in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this disclosure, and should not be construed as limiting this disclosure.

[0012] The following description, with reference to the accompanying drawings, outlines a control method, apparatus, electronic device, vehicle, and medium for a vehicle high-voltage system according to embodiments of the present disclosure.

[0013] Figure 1 This is a schematic diagram of a vehicle high-voltage system provided in one embodiment of the present disclosure. Figure 2 This is a schematic diagram of a vehicle high-voltage system provided for another embodiment of this disclosure.

[0014] like Figure 1 and Figure 2 As shown, the vehicle high-voltage system 100 of this embodiment includes: a power battery Bat, a bidirectional AC-DC converter 110, and an AC bus 120. The power battery Bat is connected to the DC side of the bidirectional AC-DC converter 110, and the AC bus 120 is connected to the AC side of the bidirectional AC-DC converter 110.

[0015] It should be noted that the AC busbar 120 may include two conductors (for single-phase AC systems, usually a phase conductor and a neutral conductor), or it may include three or four conductors (for three-phase AC systems, three are three-phase conductors, and four are three-phase conductors plus a neutral conductor), depending on actual needs.

[0016] The following example uses a single-phase AC system with two conductors (such as...). Figure 1 (as shown) and a three-phase AC system including three conductors (such as...) Figure 2 The following example will be used to illustrate this.

[0017] For example, such as Figure 1 As shown, the bidirectional AC-DC converter 110 includes: a first power switching device S1, a second power switching device S2, a third power switching device S3, and a fourth power switching device S4.

[0018] Wherein, the first end of the first power switching device S1 and the first end of the third power switching device S3 are connected to form the first DC port of the DC side of the bidirectional AC-DC converter 110, and the first DC port is connected to the positive terminal of the power battery Bat. The first terminal of the second power switching device S2 and the first terminal of the fourth power switching device S4 are connected to form the second DC port on the DC side of the bidirectional AC-DC converter 110. The second DC port is connected to the negative terminal of the power battery Bat. The second end of the first power switching device S1 and the second end of the second power switching device S2 are connected to form the first AC port on the AC side of the bidirectional AC-DC converter 110. The first AC port is connected to the first conductor in the AC bus 120. The second terminal of the third power switching device S3 and the second terminal of the fourth power switching device S4 are connected to form the second AC port on the AC side of the bidirectional AC-DC converter 110. The second AC port is connected to the second conductor in the AC bus 120.

[0019] For example, such as Figure 2 As shown, in Figure 1 Based on the DC-AC converter 110 shown, the DC-AC converter 110 further includes: a fifth power switching device S5 and a sixth power switching device S6.

[0020] Among them, the first end of the fifth power switch device S5 is connected to the first end of the first power switch device S1, the first end of the third power switch device S3, and the positive terminal of the power battery Bat. The first terminal of the sixth power device is connected to the first terminal of the second power device, the first terminal of the fourth power switch device S4, and the negative terminal of the power battery Bat, respectively. The second terminal of the fifth power switching device S5 and the second terminal of the sixth power switching device S6 are connected to form the third AC port on the AC side of the bidirectional AC-DC converter 110. The third AC port is connected to the third conductor in the AC bus 120.

[0021] It should be noted that the first power switching device S1 to the sixth power switching device S6 can be a solid state relay (SSR), or other types of controllable semiconductor switching devices, such as an insulated gate bipolar transistor (IGBT), a metal-oxide-semiconductor field-effect transistor (MOSFET), or a silicon carbide MOSFET (SiC MOSFET).

[0022] It should also be noted that the high-voltage components that can be connected to the AC bus 120 include at least one of the following: an on-board charger (OBC), a vehicle-to-load (V2L) device, a front electric drive system, a rear electric drive system, and a PTC heater.

[0023] Figure 3 This is a schematic flowchart illustrating a control method for a vehicle high-voltage system provided in one embodiment of the present disclosure.

[0024] It should be noted that the control method for the vehicle high-voltage system in this embodiment can be executed by a control device for the vehicle high-voltage system, which can be integrated into an electronic device, such as a vehicle controller or a domain controller. The electronic device is located in the vehicle and is used to implement the control function of the vehicle high-voltage system.

[0025] like Figure 3 As shown, the control method for a vehicle high-voltage system according to an embodiment of this disclosure includes the following steps: S301, obtain the vehicle's operating mode.

[0026] For example, after the vehicle is powered on, if a drive command is received and no external power grid connection is detected, the vehicle's operating mode is determined to be drive mode. If the vehicle-to-load interface is detected to be connected to electrical equipment and no external power grid connection is detected, then the vehicle's operating mode is determined to be vehicle-to-load mode, i.e., V2L mode. If it is detected that the vehicle is connected to the external power grid and the power battery is feeding power to the grid, then the vehicle is determined to be in the vehicle-to-grid (V2G) mode. If the vehicle is detected to be connected to an external power grid and the external power grid is charging the battery, then the vehicle is determined to be in charging mode.

[0027] S302 controls the bidirectional AC-DC converter to operate in inverter mode or rectifier mode according to the operating mode.

[0028] For example, if the vehicle is in a first preset mode, namely any one of drive mode, vehicle-to-load mode and vehicle-to-grid interconnection mode, the bidirectional AC-DC converter is controlled to operate in inverter mode to convert the DC power of the power battery into AC power and output it to the AC bus to power high-voltage components such as the front electric drive system, rear electric drive system, V2L equipment and PTC heater.

[0029] If the operating mode is the second preset mode, i.e. the charging mode, the bidirectional AC-DC converter is controlled to work in the rectification mode to convert the AC power of the AC bus into DC power and output it to the power battery so as to achieve charging through the on-board charger.

[0030] Therefore, this disclosure provides a unified AC power supply interface for high-voltage components by connecting the power battery to the AC bus via a bidirectional AC-DC converter. The bidirectional AC-DC converter is controlled to operate in inverter mode or rectifier mode according to the vehicle's operating mode, so that each high-voltage component does not need to have a built-in independent rectifier or inverter converter. This effectively avoids redundant design, simplifies the power distribution architecture, reduces system cost and size, and improves the integration and development efficiency of the vehicle's high-voltage system.

[0031] Figure 4 This is a flowchart illustrating the process of controlling a bidirectional AC-DC converter to operate in inverter mode when the first preset mode is a drive mode or a vehicle-to-load mode, as provided in an embodiment of this disclosure.

[0032] like Figure 4 As shown, when the first preset mode of this embodiment is the drive mode or the vehicle-to-load mode, controlling the bidirectional AC-DC converter to operate in the inverter mode includes: S401, obtain the target output frequency, target voltage amplitude and target modulation mode of the AC bus.

[0033] For example, the operating power requirements of each high-voltage component connected to the AC bus are obtained, and the target output frequency and target voltage amplitude are determined based on each operating power requirement. For instance, the target output power required by the AC bus can be determined based on each operating power requirement and a preset power supply strategy; the corresponding target voltage amplitude is determined based on the target output power and the rated operating parameters of the components; simultaneously, the target output frequency is determined based on the type of high-voltage component (such as motor loads or resistive / capacitive loads) and its requirements for power supply frequency; and a suitable target modulation method, such as sinusoidal pulse width modulation (SPWM) or space vector pulse width modulation (SVPWM), is selected based on system efficiency, harmonic suppression requirements, and current operating conditions.

[0034] S402 generates an inverter drive signal based on the target output frequency, target voltage amplitude, and target modulation method.

[0035] For example, a reference waveform is generated based on the target output frequency and the target voltage amplitude; the modulation ratio is determined based on the DC voltage of the power battery and the target voltage amplitude; the amplitude of the reference waveform is limited according to the modulation ratio so that the peak value of the limited reference waveform is less than or equal to the DC voltage; the limited reference waveform is modulated according to the target modulation method to generate an inverter drive signal.

[0036] For example, assuming the target modulation method uses SPWM, its modulation process includes the following steps: Obtain the current DC voltage Vbat of the power battery and the set target AC output voltage RMS value Vac; Calculate the corresponding target AC output voltage peak value (i.e., target voltage amplitude) based on Vac: Vac_peak= ×Vac; Calculate the modulation ratio m = Vac_peak / Vbat; If m > 1, then m is limited to 1 and Vac_peak = m × Vbat is corrected to ensure that the output command is within the achievable range of the bidirectional AC-DC converter; The carrier wave is set to a triangular wave with a frequency fcarrier of 20kHz to 100kHz, and fcarrier is much higher than the target output frequency fac of the AC bus. Based on the corrected Vac_peak and the target output frequency fac, the target waveform is generated as a reference signal: Vref(t) = Vac_peak × sin(2π × fac × t); The reference signal Vref(t) is compared with the carrier in real time to generate an inverter drive signal, which controls the on / off state of the power switching devices in the bidirectional AC-DC converter. After the inverter drive signal is output from the bidirectional AC-DC converter, high-frequency harmonics can be filtered out by an LC filter, and the final effective value output on the AC bus is Vac_rms=m×Vbat / The sinusoidal alternating voltage.

[0037] S403 applies the inverter drive signal to the power switching device of the bidirectional AC-DC converter so that the bidirectional AC-DC converter operates in inverter mode.

[0038] For example, when a bidirectional AC-DC converter employs Figure 1 When the full-bridge topology is formed by the first to fourth power switching devices (S1 to S4) shown, its inverter working principle is as follows: When the first power switch S1 and the fourth power switch S4 are turned on simultaneously, the voltage across the AC bus is +Vbat. When the second power switch S2 and the third power switch S3 are turned on simultaneously, the voltage across the AC bus is -Vbat. The inverter drive signal controls the two sets of switching devices to conduct alternately, generating an AC square wave voltage with an amplitude of ±Vbat on the AC bus. By combining the SPWM strategy to modulate the timing of the power switching devices in the bidirectional AC-DC converter, and after filtering by the LC filter, a sinusoidal AC voltage output with the target frequency and amplitude is obtained on the AC bus.

[0039] Therefore, this disclosure constructs a unified high-voltage AC bus power supply architecture and dynamically generates inverter drive signals according to the load requirements of each high-voltage component, achieving efficient and flexible power supply to various types of high-voltage components such as the front electric drive system, rear electric drive system, V2L equipment, and PTC heaters. Each high-voltage component does not require a built-in independent rectifier or inverter power conversion circuit, effectively avoiding redundant hardware design, significantly reducing system cost, size, and development complexity, while improving the integration, energy efficiency, and platform compatibility of the vehicle's high-voltage system, and ensuring high power quality output to meet the needs of various operating scenarios such as drive and vehicle-to-load (V2L).

[0040] In addition, when the battery is self-heating in a low-temperature environment, the bidirectional AC-DC converter operates at a specific frequency and duty cycle, injecting a controllable AC current into the power battery and generating Joule heat using the battery's internal resistance. Compared with the traditional DC self-heating method, AC heating can stimulate a more uniform internal electrochemical response and effectively suppress lithium metal deposition, thereby improving heating efficiency while enhancing safety and efficiently realizing the battery self-heating function.

[0041] In one embodiment of this disclosure, during the operation of the bidirectional AC-DC converter in inverter mode, the actual output voltage of the AC bus is also acquired, and the modulation ratio is adjusted based on the voltage deviation between the amplitude of the actual output voltage and the amplitude of the target voltage. Then, the amplitude of the reference waveform is updated based on the adjusted modulation ratio to generate an updated inverter drive signal, and the updated inverter drive signal is applied to the power switching devices of the bidirectional AC-DC converter to reduce the voltage deviation.

[0042] Therefore, this disclosure introduces voltage closed-loop feedback control to dynamically correct the modulation ratio, effectively suppressing output voltage deviations caused by load changes, battery voltage fluctuations, or line impedance, improving the steady-state accuracy and dynamic response performance of AC bus voltage, and ensuring that high-voltage components receive a stable and reliable power supply.

[0043] In another embodiment of this disclosure, during the operation of the bidirectional AC-DC converter in inverter mode, the actual output frequency of the AC bus can be obtained, and the frequency of the reference waveform can be adjusted according to the frequency deviation between the actual output frequency and the target output frequency. Then, an updated inverter drive signal is generated according to the frequency-adjusted reference waveform, and the updated inverter drive signal is applied to the power switching device of the bidirectional AC-DC converter to reduce the frequency deviation.

[0044] Therefore, this disclosure uses a frequency closed-loop regulation mechanism to correct the output frequency deviation in real time, ensuring that the AC bus frequency tracks the target output frequency, meeting the power supply frequency accuracy requirements of different high-voltage components (such as electric drive systems), and enhancing the power supply adaptability and stability of the system under complex operating conditions.

[0045] Figure 5 This is a flowchart illustrating the process of controlling the bidirectional AC-DC converter to operate in inverter mode when the first preset mode provided in an embodiment of this disclosure is the vehicle-to-grid interaction mode.

[0046] like Figure 5 As shown, in the first preset mode of this embodiment, when the vehicle-to-grid interaction mode is used, the bidirectional AC-DC converter is controlled to operate in inverter mode, including: S501 acquires the voltage signal of the external power grid and extracts the frequency and phase of the power grid from the voltage signal.

[0047] For example, the three-phase or single-phase voltage signal of the external power grid is acquired through a grid-side voltage sensor or a vehicle-mounted grid connection interface; the voltage signal is input to a phase-locked loop module to calculate the fundamental frequency and voltage phase of the power grid in real time, which serves as a reference for grid connection synchronization.

[0048] S502 generates a synchronous drive signal based on the frequency and phase of the power grid.

[0049] For example, the extracted grid frequency is used as the target output frequency, and the extracted grid phase is used as the initial phase reference to generate a sinusoidal reference waveform that is synchronized with the grid. The required modulation ratio is calculated in combination with the set power supply command, and an inverter drive signal (called a synchronous drive signal) that is in phase and frequency with the grid is generated using SPWM or SVPWM modulation.

[0050] S503 applies a synchronous drive signal to the power switching device of the bidirectional AC-DC converter to synchronize the output frequency and phase of the AC bus with the grid frequency and phase of the external power grid.

[0051] For example, a synchronous drive signal is applied to the full-bridge power switching devices (such as S1 to S4 or S1 to S6) in the bidirectional AC-DC converter to control their on / off timing, so that the AC voltage / current output by the bidirectional AC-DC converter is highly consistent with the external power grid in terms of frequency, phase and waveform. At the same time, in conjunction with the grid-connected relay or contactor, the grid-connected switch is closed after the grid-connected conditions are met (such as voltage amplitude deviation <5%, frequency deviation <0.1Hz, phase difference <5°), so as to achieve seamless grid-connected power supply.

[0052] Therefore, this embodiment ensures that the frequency and phase of the output voltage of the vehicle when feeding power to the grid in V2G mode are consistent with the grid through real-time phase-locked loop and synchronous control, effectively avoiding circulating current or inrush current caused by loss of synchronization. This not only improves the safety and power quality of the grid connection process, but also enables the vehicle to reliably participate in grid peak shaving, frequency regulation and other ancillary services.

[0053] Figure 6 This is a flowchart illustrating the process of controlling the bidirectional AC-DC converter to operate in rectification mode when the second preset mode is charging mode, as provided in one embodiment of this disclosure.

[0054] like Figure 6 As shown, in the second preset mode of this embodiment, when the charging mode is selected, the bidirectional AC-DC converter is controlled to operate in rectification mode, including: S601 obtains the voltage information of the external power grid and the set current reference value.

[0055] For example, the AC voltage signal of the external power grid is acquired by the grid-side voltage sensor, and the grid voltage amplitude, frequency and phase are extracted from it; at the same time, the target DC current or power command on the rectifier side is determined according to the charging requirements of the power battery (provided by the battery management system BMS) and the vehicle charging strategy, and the corresponding current reference value is generated accordingly.

[0056] S602 generates a rectifier drive signal based on voltage information and current reference value.

[0057] For example, a control strategy based on grid voltage feedforward and current closed loop (such as PR control or dq axis decoupling control) is adopted to compare the current reference value with the actual feedback current to generate an error signal; combined with grid voltage phase information, the required modulation waveform is calculated, and a rectifier drive signal for controlling the on and off of power switching devices is generated through SPWM or SVPWM modulation to ensure that the input current is sinusoidal and in phase with the grid voltage.

[0058] S603 applies a rectification drive signal to the power switching device of the bidirectional AC-DC converter so that the bidirectional AC-DC converter operates in rectification mode.

[0059] For example, a rectifier drive signal is applied to the full-bridge power switching devices (such as S1 to S4 or S1 to S6) in a bidirectional AC-DC converter, controlling them to turn on and off according to the modulation rule, so as to efficiently convert the AC power from the external power grid into stable DC power and deliver it to the power battery for charging. At the same time, by adjusting the drive signal in real time, the converter can dynamically respond to power grid fluctuations and changes in battery charging status, and maintain high-efficiency, low-harmonic rectification operation.

[0060] During AC charging, the 220V / 50Hz AC power supplied by the grid can be directly connected to the AC bus via a simplified interface circuit (such as a relay and filter module). The bidirectional AC-DC converter operates in rectification mode to convert the AC power into DC power to charge the battery. Since the AC bus itself is AC, it is naturally compatible with the grid, eliminating the need for complex circuits such as PFC and isolated DC / DC converters found in traditional OBCs, significantly simplifying the on-board charging hardware.

[0061] During DC fast charging, the high-voltage DC power output from the charging pile can be directly connected to the power battery through a dedicated high-voltage interface, bypassing the AC bus; or, when energy scheduling or system coordinated control is required, it can be reverse-modulated and fed into the AC bus, and then rectified by a bidirectional AC-DC converter to charge the battery, thus achieving flexible management of the charging path.

[0062] Therefore, this embodiment achieves high power factor and low harmonic injection through active rectification control based on grid voltage synchronization and current closed loop, avoiding reactive power loss and harmonic pollution caused by traditional diode rectification. This not only improves charging efficiency and power quality, but also enhances the system's adaptability to grid disturbances.

[0063] In some embodiments of this disclosure, the vehicle's high-voltage system is equipped with a unified AC bus, and the power battery is connected to this AC bus via a bidirectional AC-DC converter. Multiple high-voltage components can draw power directly or indirectly from this AC bus and adopt an appropriate power drawing method according to their respective functional requirements, without the need for each component to be equipped with a complete bidirectional AC-DC converter.

[0064] For example: The front and rear electric drive systems can be directly powered by the AC bus. When the output frequency and voltage of the AC bus are dynamically adjusted according to the motor's operating requirements, the motor does not require an independent inverter. PTC heaters are resistive loads and can be directly connected to the AC bus. Power control is achieved by adjusting the bus voltage amplitude. The 12V low-voltage power supply system couples energy from the AC bus through a high-frequency transformer, and outputs it after rectification, eliminating the need for the front-end inverter stage in traditional DC-DC converters. When the on-board charging function is in AC charging mode, the external power grid is connected to the AC bus, and the same bidirectional AC-DC converter works in reverse rectification mode to charge the battery, without the need for independent OBC hardware. Depending on the characteristics of its motor, an electric compressor can be powered directly by the AC bus or require only a small post-stage regulating circuit. When the vehicle-to-load V2L outputs standard AC power (e.g., 50Hz) from the AC bus, it can directly output standard AC power after filtering.

[0065] The power supply method for each of the above high-voltage components can be flexibly selected according to the actual application scenario and system configuration, and some components do not even require any additional power electronic converters.

[0066] Therefore, this disclosure, by constructing a unified AC bus platform, enables multiple loads to share the same AC power supply interface, significantly reducing redundant power conversion stages, lowering system cost, size, and complexity, and improving the integration, energy efficiency, and platform compatibility of the vehicle's high-voltage system. Simultaneously, the voltage, frequency, and modulation method of the AC bus can be dynamically adjusted according to the vehicle's operating mode (drive, charging, V2L, V2G, etc.), achieving efficient and coordinated energy management.

[0067] Figure 7 This is a schematic flowchart illustrating a control method for a vehicle high-voltage system according to another embodiment of the present disclosure.

[0068] like Figure 7 As shown, the control method for a vehicle high-voltage system according to an embodiment of this disclosure includes: S701, the vehicle is powered on normally and initializing parameters; S702, the vehicle is in drive mode.

[0069] S703 sets the target output frequency fac1 and target voltage amplitude Vac2 of the AC bus.

[0070] The S704 converts DC to AC using a full-bridge topology.

[0071] S705 performs closed-loop control on the target output frequency fac1 and the target voltage amplitude Vac1.

[0072] S706 supplies power to the front electric drive system / rear electric drive system.

[0073] S707 supplies power to the PTC heater / air conditioning compressor.

[0074] S708, the vehicle is in V2L discharge mode.

[0075] S709 sets the target output frequency fac2 and target voltage amplitude Vac2 of the AC bus.

[0076] The S710 converts DC to AC using a full-bridge topology.

[0077] S711 performs closed-loop control on the target output frequency fac2 and the target voltage amplitude Vac2.

[0078] S712 supplies power to V2L devices.

[0079] S713, the vehicle is in charging mode.

[0080] S714, the vehicle is connected to 220V / 50Hz AC power.

[0081] The S715 converts AC to DC using a full-bridge topology.

[0082] S716, charging the power battery.

[0083] The technical effects brought about by the embodiments of this disclosure include: (1) Significantly reduce the amount of power semiconductors and passive devices: By unifying the AC bus power supply architecture, each high-voltage component does not need to be equipped with a complete AC / DC or DC / AC converter, which significantly reduces the number of power switching devices, inductors, capacitors and other components in the whole vehicle.

[0084] (2) The independent on-board charger can be eliminated: the bidirectional AC-DC converter works in reverse rectification mode in charging mode, which can realize the charging function from AC grid to battery without additional OBC hardware, saving costs, reducing weight and volume.

[0085] (3) Achieve architecture-level system integration: Unlike the traditional "all-in-one" physical stacking, this solution achieves deep integration at the electrical architecture level - defining a unified AC bus standard interface, each high-voltage component only needs to be designed according to the standard interface, without needing to adapt to the battery voltage range or develop a dedicated DC / DC; system verification is simplified from "N complex subsystem joint debugging" to "1 SSR main controller + N simplified loads", and EMC design is more controllable. Since the whole system shares the same high-frequency AC bus, it avoids complex electromagnetic interference caused by multiple different frequency switching sources on the DC bus.

[0086] (4) Supports V2L and V2G functions: The AC bus itself is a high-quality AC source. V2L only requires filtering or transformer to output standard 220V / 50Hz AC power. In V2G mode, the bidirectional AC-DC converter outputs voltage / current synchronized with the grid through phase-locked loop control, directly feeding the grid without any additional inverter hardware.

[0087] (5) Fully release the system value of power semiconductors: The bidirectional AC-DC converter is upgraded from the traditional "on and off execution unit" to the "vehicle energy conversion hub", with high-frequency switching, microsecond-level dynamic response, bidirectional energy flow and full parameter (amplitude, frequency, phase) controllability, supporting high-precision and high-efficiency energy scheduling.

[0088] (6) Overcome the inherent defects of DC bus: AC system has a natural zero crossing point, which is conducive to the rapid disconnection of short circuit faults; flexible voltage transformation can be achieved through small high-frequency transformers, avoiding complex DC-DC topology; at the same time, the dependence on large-capacity DC bus capacitors is greatly reduced, improving system reliability and lifespan.

[0089] (7) Significant weight reduction and space saving: By eliminating the OBC, simplifying the front-end circuits of each load, and reducing the number of filter capacitors, the high-voltage system of the whole vehicle can be reduced in weight, saving the layout volume and effectively improving energy efficiency, range and chassis space utilization.

[0090] In summary, the vehicle high-voltage system of this disclosure includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. This disclosure obtains the vehicle's operating mode and controls the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the operating mode. By connecting the power battery to the AC bus via the bidirectional AC-DC converter, this disclosure provides a unified AC power supply interface for high-voltage components and controls the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the vehicle's operating mode. This eliminates the need for each high-voltage component to have a built-in independent rectifier or inverter converter, effectively avoiding redundant design, simplifying the power distribution architecture, reducing system cost and size, and improving the integration and development efficiency of the vehicle's high-voltage system.

[0091] Figure 8 This is a block diagram of a control device for a vehicle high-voltage system provided in one embodiment of the present disclosure.

[0092] like Figure 8 As shown, the control device 800 for a vehicle high-voltage system according to an embodiment of this disclosure includes: an acquisition module 810 and a control module 820.

[0093] The acquisition module 810 is used to acquire the operating mode of the vehicle; The control module 820 is used to control the bidirectional AC-DC converter to operate in inverter mode or rectifier mode according to the operating mode.

[0094] In some embodiments of this disclosure, the control module 820 includes: The first control unit is used to control the bidirectional AC-DC converter to operate in inverter mode in response to the first preset operating mode, so as to convert the DC power of the power battery into AC power and output it to the AC bus. The second control unit is used to control the bidirectional AC-DC converter to operate in rectification mode in response to the second preset operating mode, so as to convert the AC power of the AC bus into DC power and output it to the power battery.

[0095] In some embodiments of this disclosure, when the first control unit controls the bidirectional AC-DC converter to operate in inverter mode in response to a first preset mode including a drive mode and a vehicle-to-load mode, the following is included: Obtain the target output frequency, target voltage amplitude, and target modulation method of the AC bus; The inverter drive signal is generated based on the target output frequency, target voltage amplitude, and target modulation method. An inverter drive signal is applied to the power switching devices of the bidirectional AC-DC converter to enable the bidirectional AC-DC converter to operate in inverter mode.

[0096] In some embodiments of this disclosure, the first control unit is further configured to: Obtain the operating power requirements of each high-voltage component connected to the AC bus, and determine the target output frequency and target voltage amplitude based on each operating power requirement.

[0097] In some embodiments of this disclosure, when the first control unit generates the inverter drive signal based on the target output frequency, target voltage amplitude, and target modulation scheme, it includes: A reference waveform is generated based on the target output frequency and the target voltage amplitude; The modulation ratio is determined based on the DC voltage of the power battery and the target voltage amplitude. Based on the modulation ratio, the amplitude of the reference waveform is limited so that the peak value of the limited reference waveform is less than or equal to the DC voltage. Based on the target modulation method, the reference waveform after amplitude limiting is modulated to generate an inverter drive signal.

[0098] In some embodiments of this disclosure, the first control unit is further configured to: During the operation of the bidirectional AC-DC converter in inverter mode, the actual output voltage of the AC bus is obtained; The modulation ratio is adjusted based on the voltage deviation between the actual output voltage amplitude and the target voltage amplitude. The amplitude of the reference waveform is updated based on the adjusted modulation ratio, and an updated inverter drive signal is generated. The updated inverter drive signal is then applied to the power switching devices of the bidirectional AC-DC converter to reduce voltage deviation.

[0099] In some embodiments of this disclosure, the first control unit is further configured to: During the operation of the bidirectional AC-DC converter in inverter mode, the actual output frequency of the AC bus is obtained; Adjust the frequency of the reference waveform based on the frequency deviation between the actual output frequency and the target output frequency. An updated inverter drive signal is generated based on the frequency-adjusted reference waveform, and the updated inverter drive signal is applied to the power switching devices of the bidirectional AC-DC converter to reduce frequency deviation.

[0100] In some embodiments of this disclosure, in response to the first preset mode, a vehicle-to-grid interaction mode is also included. When the first control unit controls the bidirectional AC-DC converter to operate in inverter mode, it includes: Acquire the voltage signal of the external power grid and extract the frequency and phase of the power grid from the voltage signal; Generate a synchronization drive signal based on the frequency and phase of the power grid; A synchronous drive signal is applied to the power switching devices of the bidirectional AC-DC converter to synchronize the output frequency and phase of the AC bus with the grid frequency and phase of the external power grid.

[0101] In some embodiments of this disclosure, when the second control unit controls the bidirectional AC-DC converter to operate in rectification mode in response to a second preset mode including a charging mode, the following is included: Obtain voltage information and set current reference values ​​from the external power grid; Based on the voltage information and current reference value, a rectifier drive signal is generated; A rectifier drive signal is applied to the power switching devices of the bidirectional AC-DC converter to enable the bidirectional AC-DC converter to operate in rectifier mode.

[0102] In some embodiments of this disclosure, when the acquisition module 810 acquires the operating mode of the vehicle, it includes: Upon receiving a drive command and not detecting an external power grid connection, the operating mode is determined to be drive mode; In response to the detection that the vehicle-to-load interface is connected to the electrical equipment and no external power grid connection is detected, the operating mode is determined to be vehicle-to-load mode. In response to the detection that the vehicle is connected to the external power grid and the power battery is feeding power to the grid, the operating mode is determined to be the vehicle-grid interaction mode. In response to the detection that the vehicle is connected to an external power grid and that the external power grid is charging the power battery, the operating mode is determined to be charging mode.

[0103] It should be noted that for details not disclosed in the control device of the vehicle high-voltage system in the embodiments of this disclosure, please refer to the details disclosed in the control method of the vehicle high-voltage system in the embodiments of this disclosure, which will not be repeated here.

[0104] This disclosure discloses a control device for a vehicle high-voltage system. The vehicle high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. An acquisition module acquires the vehicle's operating mode, and a control module controls the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the operating mode. This disclosure provides a unified AC power supply interface for high-voltage components by connecting the power battery to the AC bus via the bidirectional AC-DC converter. By controlling the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the vehicle's operating mode, this eliminates the need for each high-voltage component to have a built-in independent rectifier or inverter, effectively avoiding redundant design, simplifying the power distribution architecture, reducing system cost and size, and improving the integration and development efficiency of the vehicle's high-voltage system.

[0105] To implement the above embodiments, this disclosure also proposes an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein when the processor executes the program, it implements the method as described in any of the foregoing embodiments.

[0106] Figure 9 This is a schematic diagram of the structure of an electronic device provided in an embodiment of this disclosure. The electronic device 900 may be a mobile phone, computer, digital broadcasting terminal, messaging device, game console, tablet device, medical device, fitness equipment, personal digital assistant, vehicle, etc.

[0107] Reference Figure 9 The electronic device 900 may include one or more of the following components: processing component 902, memory 904, power component 906, multimedia component 908, audio component 910, input / output (I / O) interface 912, sensor component 914, and communication component 916.

[0108] Processing component 902 typically controls the overall operation of electronic device 900, such as operations associated with display, telephone calls, data communication, camera operation, and recording operations. Processing component 902 may include one or more processors 920 to execute instructions to perform all or part of the steps of the methods described above. Furthermore, processing component 902 may include one or more modules to facilitate interaction between processing component 902 and other components. For example, processing component 902 may include a multimedia module to facilitate interaction between multimedia component 908 and processing component 902.

[0109] Memory 904 is configured to store various types of data to support the operation of electronic device 900. Examples of this data include instructions for any application or method operating on electronic device 900, contact data, phonebook data, messages, pictures, videos, etc. Memory 904 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.

[0110] Power component 906 provides power to the various components of electronic device 900. Power component 906 may include a power management system, one or more power supplies, and other components associated with generating, managing, and distributing power to electronic device 900.

[0111] Multimedia component 908 includes a screen that provides an output interface between the electronic device 900 and the user. In some embodiments, the screen may include a liquid crystal display (LCD) and a touch panel (TP). If the screen includes a touch panel, the screen can be implemented as a touchscreen to receive input signals from the user. The touch panel includes one or more touch sensors to sense touches, swipes, and gestures on the touch panel. The touch sensors can sense not only the boundaries of the touch or swipe action but also the duration and pressure associated with the touch or swipe operation.

[0112] Audio component 910 is configured to output and / or input audio signals. For example, audio component 910 includes a microphone (MIC) configured to receive external audio signals when electronic device 900 is in an operating mode, such as call mode, recording mode, and voice recognition mode. The received audio signals may be further stored in memory 904 or transmitted via communication component 916. In some embodiments, audio component 910 also includes a speaker for outputting audio signals.

[0113] I / O interface 912 provides an interface between processing component 902 and peripheral interface modules, such as keyboards, click wheels, buttons, etc. These buttons may include, but are not limited to, home buttons, volume buttons, power buttons, and lock buttons.

[0114] Sensor assembly 914 includes one or more sensors for providing status assessments of various aspects of electronic device 900. For example, sensor assembly 914 can detect the on / off state of electronic device 900, the relative positioning of components such as the display and keypad of electronic device 900, changes in the position of electronic device 900 or a component of electronic device 900, the presence or absence of user contact with electronic device 900, the orientation or acceleration / deceleration of electronic device 900, and temperature changes of electronic device 900.

[0115] Communication component 916 is configured to facilitate wired or wireless communication between electronic device 900 and other devices. Electronic device 900 can access wireless networks based on communication standards, such as WiFi (Wireless Fidelity), 4G (Fourth Generation), or 5G (Fifth Generation), or combinations thereof. In one exemplary embodiment, communication component 916 receives broadcast signals or broadcast-related information from an external broadcast management system via a broadcast channel.

[0116] In an exemplary embodiment, the electronic device 900 may be implemented by one or more application-specific integrated circuits (ASICs), digital signal processors (DSPs), digital signal processing devices (DSPDs), programmable logic devices (PLDs), field-programmable gate arrays (FPGAs), controllers, microcontrollers, microprocessors, or other electronic components to perform the methods described above.

[0117] In an exemplary embodiment, a computer-readable storage medium including instructions is also provided, such as a memory 904 including instructions, which can be executed by a processor 920 of an electronic device 900 to perform the above-described method. For example, the computer-readable storage medium may be a read-only memory, a random access memory, a read-only optical disk, a magnetic tape, a floppy disk, and an optical data storage device, etc.

[0118] To implement the above embodiments, this disclosure also proposes a vehicle, including: a processor; a memory for storing processor-executable instructions; wherein the processor is configured to implement the method as described in any of the foregoing embodiments.

[0119] Figure 10 This is a schematic diagram of the structure of a vehicle provided in an embodiment of this disclosure. For example, vehicle 1000 can be a hybrid vehicle, a non-hybrid vehicle, an electric vehicle, a fuel cell vehicle, or other types of vehicles.

[0120] Reference Figure 10 The vehicle 1000 may include various subsystems, such as an infotainment system 1010, a perception system 1020, a decision control system 1030, a drive system 1040, and a computing platform 1050. The vehicle 1000 may also include more or fewer subsystems, and each subsystem may include multiple components. Furthermore, each subsystem and component of the vehicle 1000 can be interconnected via wired or wireless means.

[0121] In some embodiments, the infotainment system 1010 may include a communication system, an entertainment system, etc.

[0122] The perception system 1020 may include several types of sensors for sensing information about the environment surrounding the vehicle 1000. For example, the perception system 1020 may include a global positioning system (which may be a GPS system, a BeiDou system, or another positioning system), an inertial measurement unit (IMU), a lidar, a millimeter-wave radar, an ultrasonic radar, and a camera device.

[0123] The decision control system 1030 may include a computing system, a vehicle controller, a steering system, a throttle, and a braking system.

[0124] The drive system 1040 may include components that provide powered motion to the vehicle 1000. In one embodiment, the drive system 1040 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.

[0125] Some or all of the functions of the vehicle 1000 are controlled by a computing platform 1050. The computing platform 1050 may include at least one processor 1051 and a memory 1052, the processor 1051 being able to execute instructions 1053 stored in the memory 1052.

[0126] The processor 1051 can be any conventional processor, such as a central processing unit (CPU). The processor may also include graphics processing units (GPUs), field-programmable gate arrays (FPGAs), systems on chips (SOCs), application-specific integrated circuits (ASICs), or combinations thereof.

[0127] The memory 1052 can be implemented by any type of volatile or non-volatile storage device or a combination thereof.

[0128] In addition to instruction 1053, memory 1052 can also store data, such as road maps, route information, vehicle position, direction, speed, and other data. The data stored in memory 1052 can be used by computing platform 1050.

[0129] In this embodiment of the disclosure, processor 1051 may execute instruction 1053 to complete all or part of the steps of the above method embodiments.

[0130] To implement the above embodiments, this disclosure also proposes a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the method described in any of the foregoing method embodiments.

[0131] To implement the above embodiments, this disclosure also proposes a computer program product having a computer program stored thereon, which, when executed by a processor, implements the method described in any of the foregoing method embodiments.

[0132] 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 disclosure. 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.

[0133] 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 disclosure, "a plurality of" means at least two, such as two, three, etc., unless otherwise explicitly specified.

[0134] Any process or method description in the flowchart or otherwise herein can be understood as representing a module, segment, or portion of code comprising one or more executable instructions for implementing custom logic functions or processes, and the scope of preferred embodiments of this disclosure includes additional implementations in which functions may be performed not in the order shown or discussed, including substantially simultaneously or in reverse order depending on the functions involved, as will be understood by those skilled in the art to which embodiments of this disclosure pertain.

[0135] The logic and / or steps represented in the flowchart or otherwise described herein, for example, can be considered as a sequential list of executable instructions for implementing logical functions, and can be embodied in any computer-readable medium for use by, or in conjunction with, an instruction execution system, apparatus, or device (such as a computer-based system, a processor-including system, or other system that can fetch and execute instructions from, an instruction execution system, apparatus, or device). For the purposes of this specification, "computer-readable medium" can be any means that can contain, store, communicate, propagate, or transmit programs for use by, or in conjunction with, an instruction execution system, apparatus, or device.

[0136] It should be understood that various parts of this disclosure can be implemented using hardware, software, firmware, or a combination thereof. In the above embodiments, multiple steps or methods can be implemented using software or firmware stored in memory and executed by a suitable instruction execution system. For example, if implemented in hardware as in another embodiment, it can be implemented using any one or a combination of the following techniques known in the art: discrete logic circuits having logic gates for implementing logical functions on data signals, application-specific integrated circuits (ASICs) having suitable combinational logic gates, programmable gate arrays (PGAs), field-programmable gate arrays (FPGAs), etc.

[0137] Those skilled in the art will understand that all or part of the steps of the methods in the above embodiments can be implemented by a program instructing related hardware. The program can be stored in a computer-readable storage medium, and when executed, the program includes one or a combination of the steps of the method embodiments.

[0138] Furthermore, the functional units in the various embodiments of this disclosure can be integrated into a processing module, or each unit can exist physically separately, or two or more units can be integrated into a module. The integrated module can be implemented in hardware or as a software functional module. If the integrated module is implemented as a software functional module and sold or used as an independent product, it can also be stored in a computer-readable storage medium.

[0139] The storage medium mentioned above can be a read-only memory, a disk, or an optical disk, etc. Although embodiments of the present disclosure have been shown and described above, it is to be understood that the above embodiments are exemplary and should not be construed as limiting the present disclosure. Those skilled in the art can make changes, modifications, substitutions, and variations to the above embodiments within the scope of the present disclosure.

Claims

1. A control method for a vehicle high-voltage system, characterized in that, The vehicle high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. The method includes: Obtain the operating mode of the vehicle; According to the operating mode, the bidirectional AC-DC converter is controlled to operate in inverter mode or rectifier mode.

2. The method according to claim 1, characterized in that, The step of controlling the bidirectional AC-DC converter to operate in inverter mode or rectification mode according to the operating mode includes: In response to the operating mode being the first preset mode, the bidirectional AC-DC converter is controlled to operate in the inverter mode to convert the DC power from the power battery into AC power and output it to the AC bus. In response to the second preset operating mode, the bidirectional AC-DC converter is controlled to operate in the rectification mode to convert the AC power from the AC bus into DC power and output it to the power battery.

3. The method according to claim 2, characterized in that, In response to the first preset mode including drive mode and vehicle-to-load mode, controlling the bidirectional AC-DC converter to operate in the inverter mode includes: Obtain the target output frequency, target voltage amplitude, and target modulation scheme of the AC bus; An inverter drive signal is generated based on the target output frequency, the target voltage amplitude, and the target modulation scheme. The inverter drive signal is applied to the power switching device of the bidirectional AC-DC converter so that the bidirectional AC-DC converter operates in the inverter mode.

4. The method according to claim 3, characterized in that, The method further includes: Obtain the operating power requirements of each high-voltage component connected to the AC bus; The target output frequency and the target voltage amplitude are determined based on the respective operating power requirements.

5. The method according to claim 3, characterized in that, The step of generating an inverter drive signal based on the target output frequency, the target voltage amplitude, and the target modulation scheme includes: A reference waveform is generated based on the target output frequency and the target voltage amplitude; The modulation ratio is determined based on the DC voltage of the power battery and the target voltage amplitude. According to the modulation ratio, the amplitude of the reference waveform is limited so that the peak value of the limited reference waveform is less than or equal to the DC voltage; According to the target modulation method, the reference waveform after amplitude limiting is modulated to generate the inverter drive signal.

6. The method according to claim 5, characterized in that, The method further includes: During the operation of the bidirectional AC-DC converter in the inverter mode, the actual output voltage of the AC bus is obtained; The modulation ratio is adjusted based on the voltage deviation between the actual output voltage amplitude and the target voltage amplitude. The amplitude of the reference waveform is updated based on the adjusted modulation ratio, an updated inverter drive signal is generated, and the updated inverter drive signal is applied to the power switching device of the bidirectional AC-DC converter to reduce the voltage deviation.

7. The method according to claim 5, characterized in that, The method further includes: During the operation of the bidirectional AC-DC converter in the inverter mode, the actual output frequency of the AC bus is obtained; Adjust the frequency of the reference waveform according to the frequency deviation between the actual output frequency and the target output frequency; An updated inverter drive signal is generated based on the frequency-adjusted reference waveform, and the updated inverter drive signal is applied to the power switching devices of the bidirectional AC-DC converter to reduce the frequency deviation.

8. The method according to claim 2, characterized in that, In response to the first preset mode, a vehicle-to-grid interaction mode is also included, wherein controlling the bidirectional AC-DC converter to operate in the inverter mode includes: Acquire the voltage signal of the external power grid, and extract the frequency and phase of the power grid from the voltage signal; Generate a synchronization drive signal based on the frequency and phase of the power grid; The synchronous drive signal is applied to the power switching device of the bidirectional AC-DC converter so that the output frequency and output phase of the AC bus are synchronized with the grid frequency and grid phase of the external power grid.

9. The method according to claim 2, characterized in that, In response to the second preset mode including the charging mode, controlling the bidirectional AC-DC converter to operate in the rectification mode includes: Obtain voltage information and set current reference values ​​from the external power grid; Based on the voltage information and the current reference value, a rectifier drive signal is generated; The rectifier drive signal is applied to the power switching device of the bidirectional AC-DC converter so that the bidirectional AC-DC converter operates in the rectification mode.

10. The method according to any one of claims 1-9, characterized in that, The step of obtaining the operating mode of the vehicle includes: In response to receiving a drive command and not detecting an external power grid connection, the operating mode is determined to be drive mode; In response to the detection that the vehicle-to-load interface is connected to the electrical equipment and no external power grid connection is detected, the operating mode is determined to be vehicle-to-load mode. In response to detecting that the vehicle is connected to the external power grid and that the power battery is feeding power to the power grid, the operating mode is determined to be the vehicle-grid interaction mode; In response to detecting that the vehicle is connected to the external power grid and that the external power grid is charging the power battery, the operating mode is determined to be the charging mode.

11. A control device for a vehicle high-voltage system, characterized in that, The vehicle high-voltage system includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. The method includes: The acquisition module is used to acquire the operating mode of the vehicle. The control module is used to control the bidirectional AC-DC converter to operate in inverter mode or rectifier mode according to the operating mode.

12. The apparatus according to claim 11, characterized in that, The control module includes: The first control unit is configured to control the bidirectional AC-DC converter to operate in the inverter mode in response to the first preset operating mode, so as to convert the DC power of the power battery into AC power and output it to the AC bus. The second control unit is configured to control the bidirectional AC-DC converter to operate in the rectification mode in response to the second preset operating mode, so as to convert the AC power of the AC bus into DC power and output it to the power battery.

13. An electronic device, characterized in that, The system includes a memory, a processor, and a computer program stored in the memory and executable on the processor. When the processor executes the program, it implements the control method for a vehicle high-voltage system as described in any one of claims 1-10.

14. A vehicle, characterized in that, The high-voltage system of the vehicle includes a power battery, a bidirectional AC-DC converter, and an AC bus. The power battery is connected to the DC side of the bidirectional AC-DC converter, and the AC bus is connected to the AC side of the bidirectional AC-DC converter. The vehicle also includes: processor; Memory used to store processor-executable instructions; The processor is configured as follows: The method for controlling a vehicle high-voltage system as described in any one of claims 1-10.

15. The vehicle according to claim 14, characterized in that, The bidirectional AC-DC converter includes: a first power switching device, a second power switching device, a third power switching device, and a fourth power switching device; wherein, The first terminal of the first power switching device and the first terminal of the third power switching device are connected to form the first DC port on the DC side of the bidirectional AC-DC converter, and the first DC port is connected to the positive terminal of the power battery. The first end of the second power switching device and the first end of the fourth power switching device are connected to form the second DC port on the DC side of the bidirectional AC-DC converter, and the second DC port is connected to the negative terminal of the power battery. The second end of the first power switching device and the second end of the second power switching device are connected to form the first AC port on the AC side of the bidirectional AC-DC converter, and the first AC port is connected to the first conductor in the AC bus. The second end of the third power switch and the second end of the fourth power switch are connected to form the second AC port on the AC side of the bidirectional AC-DC converter, and the second AC port is connected to the second conductor in the AC bus.

16. The vehicle according to claim 15, characterized in that, The DC-AC converter further includes: a fifth power switching device and a sixth power switching device; wherein, The first terminal of the fifth power switch is connected to the first terminal of the first power switch, the first terminal of the third power switch, and the positive terminal of the power battery, respectively. The first terminal of the sixth power device is connected to the first terminal of the second power device, the first terminal of the fourth power switch device, and the negative terminal of the power battery, respectively. The second end of the fifth power switch and the second end of the sixth power switch are connected to form the third AC port on the AC side of the bidirectional AC-DC converter, and the third AC port is connected to the third conductor in the AC bus.

17. A non-transitory computer-readable storage medium, wherein when instructions in the storage medium are executed by a processor, the processor is able to perform a control method for a vehicle high-voltage system as described in any one of claims 1-10.

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